What do marine engineers do all day
Ship Engineer Journal
1 61st year, No. 359 July / August 2015 C ISSN fee paid Schiffs-Ingenieur Journal Mitteilungen for the members of the Verein der Schiffs-Ingenieure zu Hamburg e.v. Rostock Ship Engineers Association and the Wieland Association of Ship Engineers Bremerhaven e.v. Association of Ship Engineers in Bremen e.v. IC S T International Congress for Ship Technology ICST of the VSIH with Hamburg Messe und Congress GmbH Hamburg on September 10th, 2015 Topic: Emission-reduced drives Alternative energy generation on board Status BZ (see page 3) German research vessels are becoming more environmentally friendly See page 6
2 Members of the Hamburg Association of Ship Engineers e.v. (VSIH) affiliated with the Association of German Ship Engineers (VDSI) and the Hamburg Society for the Promotion of Ship Engineering (HGFS) Gurlittstrasse Hamburg Telephone (040) Fax (040) Internet: Fixed office hours: Mondays and Wednesdays from 9.30 a.m. to 1 p.m. Pre-registration desired Account: Hamburger Sparkasse: IBAN: DE BIC: HASPDEHHXXX Association of Ship Engineers to Rostock ev (VSIR) Richard-Wagner-Straße Rostock- Warnemünde Internet: Bank details: Ostseesparkasse IBAN: DE BIC: NOLADE21ROS Ship Engineer Journal Messages for the members of the associations. Editor of the Verein der Schiffs- Ingenieure zu Hamburg e.v., represented by the board of directors: Dipl.-Ing. Jürgen Witte, Dipl.-Ing. Klaus Meerjanßen and Dipl.-Ing. Klaus Kowalsky. Chief editor: Dipl.-Ing. Joachim Ortlepp. Responsible editor for the Rostock part: Dipl.-Ing. R. Griffel, for the Bremerhaven part: Dipl.-Ing. U. Grüber and for the Bremen part: Dipl.-Ing. Herwig Pollem. Ad section: The management. Telephone (040) Advertisements according to the valid price list, which will be sent on request. Printing: Neue Repro Druck + Produktions GmbH, Norderstedt, Stormarnstrasse 25. Typesetting and layout: Typesetting technology Günther Köhler, Norderstedt, Scharpenmoor 38. The subscription price for the Schiffs- Ingenieur Journal is included in the membership fee. Single price: 4.50 euros, annual subscription: 22.50 euros. Reprinting in all parts, including extracts, is not permitted without the approval of the editorial team and without specifying the source. Place of jurisdiction: Hamburg. ISSN birthdays The board warmly congratulates the following colleagues on their 60th birthday Gerhard Oellrich on In Rostock: Ulrich Förster on Dieter Koschenbach on In Rostock: Ulrich Wegner on Reiner Langguth on In Rostock: Eicke Läufer on Klaus Thater on Bernd Neitzel on Holger Feist at Jürgen Kamm at Jürgen Bunde at In Rostock: Karsten Wieck at Detlef Junge at years and more: Hans Prinz (96) at Klaus-Günter Gosch (80) at Hans Eickmann (80) at Claus-Dieter Pries (83) at Werner Schuldt (91) on In Rostock: Paul Grüschow (80) on Harald Reischke (82) on Lothar Preußner (89) on We wish all members all the best and much joy in our community. We received the sad news that our club member Dipl.-Ing. Siegfried John died at the age of 84. Mr John had been a member of the club since 1990. We will honorably remember Mr. John. The board of the VSIR new member We are pleased to be able to welcome the following new members to our group: Mr Schiffsingenieur Joachim Illge Hamburg We wish our new member a lot of success in professional life and in the cooperation with our association. The board of the VSIH Message from the board Board election 2015 Unfortunately, the misprint devil has struck again. When printing out the ballot papers, the names of the auditors were accidentally mixed up. The current candidates are listed on the information enclosed with the ballot paper. The final election of the auditors will then take place at the annual general meeting 2016 with the presentation of the then newly elected board. We would like to draw your attention once again to the fact that up to twelve candidates can be ticked from the board candidates presented. Ship Engineers Festival On December 5, 2015, the Ship Engineers Festival will take place in the Hotel Grand Elysee, followed by the children's and grandchildren's Christmas party on December 19.
3 T IC S 13th ICST- Congress 2015 Association of Ship Engineers Hamburg e.v. Gurlittstraße 32, Hamburg Telephone: 040 / Fax: 040 / The VSIH, together with Hamburg Messe und Congress GmbH, is holding an International Congress for Ship Technology in preparation for the SMM 2016 International Congress on Ship's Technology in Hamburg, CCH Room 6, Marseiller Straße 2 , Hamburg on Thursday, September 10th, 2015. The topic is: Emission-reduced propulsion, alternative energy generation on board Status BZ (Emissionred. Propusions altern. Energy production on ships status fuel cells) Scheduled course of the conference on Thursday: am Welcome by the chairman of the VSIH, Mr. Jürgen Witte, Mr. Claus Ulrich Selbach, Business Unit Director SMM and Senator inquired, Authority for Economics, Transport and Innovation of the Senate of the Free and Hanseatic City of Hamburg Clock MTU Friedrichshafen GmbH Speaker: Dipl.-Ing. Peter Friedl Topic: Chances and Risks when Using Gas Engines Coffee Break Start of the ICST Part 1: Moderation Mr. Prof. Dipl.-Ing. Hark-Ocke Diederichs () Siemens AG Speaker: Dr. Hoffman Topic: Fuel cell status possible today. aging. Energy production coffee break clock ABS Europe Ltd. TBD Northern Region Speaker: Dipl.-Ing. Dietrich Dabels plus NN Topic: Technologial guidance on bunkering barges Uhr HAW Hamburg Speaker: Prof. Dr. Wolfgang Winkler Topic: Requirements for the system design of ship propulsion systems with fuel cells Lunch break Part 2: Moderation Prof. Dr.-Ing. H. Watter / Prof. Dr. Thiemke () PM MAN Diesel & Turbo SE DK Speaker: Dipl.-Ing. Kjeld Aabo Topic: Two stroke engines for diff. fuels-reduc. CO 2, NO X o'clock Becker Marine Systems GmbH & Co. KG Speaker: Dipl.-Ing. Dirk Lehmann Topic: LNG in shipping Experience report and future perspectives Part 3: Moderation Prof. Dipl.-Ing. Hark-Ocke Diederichs () watch MAN Diesel & Turbo SE D Speaker: Dipl.-Ing. Robert Brendel Topic: Technologies for reducing operating costs while complying with current and future emission requirements. Clock DNV GL SE Speaker: Dipl.-Ing Lars Langfeldt Topic: Status of maritime fuel cells Technology regulations and ongoing projects Conclusion approx. (As of May 5, 2015) Lectures of minutes, including discussion Labskaus meals (dry) are included in the participation price! Account: Hamburger Sparkasse: IBAN: DE BIC: HASPDEHHXXX Written registrations are required in any case! (See attachment) Association journal of German ship engineers, Issue 43 July, May / August / June
4 The half-life (to which Otto Hahn will come back later) of engineering knowledge requires ten years, as was said in the sixties of the last century. Today this period is likely to have decreased significantly. Which just means then as now: The handing over of the diploma is the starting signal for personal, lifelong training and further education. My employers after the sea voyage have gratefully supported this again and again. But let's get back to the beginning. I wanted to be chief! Not just a marine engineer, no chief. Why? Well, whenever I came to the Petersenkai every three months, I was allowed to press a button on board and shortly afterwards a person in a white uniform jacket appeared and asked me whether I would like a Coke or a soda. That happened when I picked up my father from the ship after returning from a trip to Africa. So who can blame me? I wanted to be chief. As you know, some conditions had to be met for this: school, teaching, assistant driving time, studies and then we'll see. At school I unnecessarily made my Latin teacher an enemy. He raved about how important the great Latinum would be for later medical studies. With the remark that it would be enough for me if the spare parts boxes were labeled in Latin letters, I had gambled away. It also took me some time to understand that the curriculum consisted not only of film screenings, lighting of the school theater performances and sound for the student dance teas. I would have given me a straight A in these subjects. Next point: teaching. At the time, the big, well-known Hamburg-based companies from Operations and Technology had I wanted to be Chief Part 1 A member reports, because where there's a will, there's a way. Shipping companies set up their own technical operations. The one who took me had been operated independently by a former inspector of a shipping company whose ships were on liner service to South America. We internally named the company Habermann Segt Dat Geit. The production engineer who hired me looked at me and told me, you are tall and strong, I will sell you as a journeyman on board. I could have kissed him, because that's what I wanted: in on-board assembly and ship engine repairs, because I wanted to be chief. As an apprentice, I learned two things very quickly: to conceal schooling (because that you want to be better was annoying) and to build a good relationship with the column leader. My foreman was Willie, the works council, a natural talent for technology, an ace when it came to using the optimal repair method. Working with him had the advantage that if nobody in the company had more overtime, he still had some, and so did I. The overtime was also paid for the apprentices and there were so many that the apprentice's wages became pocket money. So we pulled in rows the pistons of the main engines, overhauled pumps and aggregates, sanded in valves, renewed pipelines (whereby the apprentice was gladly sent to the bilge) and were also active on land and completely overhauled many quay cranes (correct: cranes), etc. - Slewing and undercarriage repairs also had to be straightened and riveted some of the crane booms. It was bitterly cold outside on the quay in winter. The port operations inspector warned us that he would only remove perfectly round rivet heads. Well, then he should have stopped to watch us! It could hardly be avoided that the riveting hammer slipped and left a notch. That was then leveled with insulating putty and a double hit of red lead. The riveting itself was professional and the inspector rightly removed it. To pull the pistons out of the three to four-story MAN crosshead engines, loosening the cylinder cover nuts was always backbreaking work. Heavy impact wrenches and equally heavy sledgehammers were used. And I was afraid of failure and saw myself lying on the floor of the cylinder station with broken teeth and abrasions. Willie, I said to my head of the column after he had warned me not only to tickle the key but to hit it properly, there is another way. Do you see the trolley above us? With that, a pulley (foot block) attached to the neighboring cylinder and several slings (steel cables) I will pull instead of beating. I was able to dispel his concerns about who could open the lid faster with a bet for a case of beer. Later on, as a crew member, I also kept the principle on board, at least until, for example, which MAN converted the stud bolts for the use of hydraulic tools. The windlass had to be repaired on a French fruit ship. I discovered large wooden barrels with table wine for the crew in the forecastle of the fore ship. Willie said yes to drink red wine too and I had a shower bottle with a swing top in the toolbox and then found a piece of hose from our brazier. In application of the basic laws of physics, we later also had red wine for our work break. I also became the supplier of frozen soup chickens, which were freely distributed in the shed as surplus of a refrigerated load because not all the chickens could be removed from the thermal trains on time. And there were often juicy oranges that somehow rolled out of the box at shed 52 for our team. We were careful not to light a cigarette in the presence of a customs officer or even to dispose of an empty box, after all, the secret, duty-free on-board sales were not intended for us. It was the end of 1950 / beginning of the sixties. We also washed the holds of various ships of a Bremen shipping company that transported coal from America and cars to America in the liner service and straightened the bent steel girders so that they could be converted into car decks again. Backbreaking work around 4 Association Journal of German Ship Engineers Issue 4 July / August 2015
5 In terms of operations and technology, the clock for everyone in the team. But she also brought a lot of overtime with the corresponding pay. At the end of my apprenticeship, the management offered me to place me as an assistant for the shipping company with the same letter abbreviations, because I wanted to be chief. It was completely out of place for my pride when I turned it down, and then went looking for my first job as an untraveled engineer aspirant myself. I can pave the town hall market with assistants who are looking for a ship, the personnel clerk of a well-known Hamburg tanker shipping company explained to me. After several more unsuccessful attempts, the employment office helped. My first ship was the M / S Rohrbruch of a Hamburg tramp shipping company, which we renamed on board. As a former troop transporter in Belgium, it advanced to become the first German post-war freighter and could carry a full one thousand and five hundred tons of cargo. And half a horsepower machine output was installed for each loading ton. The second main engine, made by a manufacturer from Kiel, was installed after the first had withdrawn from further service due to a crankcase explosion. However, the old piping systems were retained and some of them were flanged to the new engine under great tension, which repeatedly led to leaks which then had to be repaired by the engineering assistants. When I started working on board, I was the first to lose my name and was only addressed as Assi. However, I forbade myself to be used by the second engineer. The machine crew consisted of the chief, the second and the third, two engineers, one electrical assistant and two greasers, also fully trained mechanics. The electric assistant (Blitz) went on guard duty during the trips and otherwise had plenty of work because the eight loading winches consisted of five different makes. The charging operation meant that we had to stay on watch near the main switchboard because the generator circuit breaker often switched to load shedding. That wasn't too bad. It meant: switch off the power on deck, switch on the generators again and then give power on deck again in the next attempt and wait. A direct current network was installed so that the generators did not have to be synchronized extensively. The Blitz and I worked well together. The second engineer had the C4 patent and I fell out of favor with him immediately because I noticed the F-Anker-L logo on his overall and spoke to him. He replied gruffly and I was later told that he had ripened a load of bananas from the shipping company in question. He was also looking for the ultimate roulette system, so any newcomer was warned not to borrow money. Almost analogously to this, the chief, equipped with a C6, had driven the main drive, a ten cylinder Borsig Fiat machine, into the grits on another shipping company under his responsibility. So both were under special observation and should train us young aspirants. The third engineer, to whom I was assigned to the sea watch, with C3, was a good technician and Optimizing Performance & Reducing Emissions LEMAG LEHMANN & MICHELS GmbH has manufactured performance measuring instruments for the marine industry since Today s product range includes state of the art systems to PRQLWRU HQJLQH HI FLHQF \ LEMAG LEHMANN & MICHELS also specialize in fuel systems. Since 1911 Measuring Instruments Engine Performance Monitoring LEMAG PREMET LEMAG LEHMANN & MICHELS GmbH Siemensstraße Rellingen Tel .: Fax .: Emission Reducing Technologies LEMAG Slashpol E WiF Ship Performance Monitoring LEMAG SEEAmag LEMAG Engineering GmbH is the local agent and contact point for the entire German market for Clean Marine. Clean Marine offers Exhaust Gas Cleaning Systems (EGCS), also known as scrubbers, for the marine industry. The EGCS removes sulfur and harmful particulate matter (PM) from WKH VKLS V À XH JDV) RU IXUWKHU information please contact us. Exhaust Gas Cleaning Systems - Scrubbers - LEMAG Engineering GmbH Siemensstrasse Rellingen Tel .: visit us at Association Journal of German Ship Engineers Issue 4 July / August
6 In terms of operation and technology, the main engine was always in perfect maintenance condition in its area of responsibility, which was vital during my second trip. We got along well too. The ship left Hamburg and after changing course from Elbe 1 north to the Arkhangelsk loading port, I became so seasick that I hardly survived the dog watch that was assigned to all beginners. As part of our training, we had to work overtime every day in addition to the security service. Grinning, the second engineer sent me down the chimney to wash the paint. I realized the connection between the ship swing at the fair and my construction shift and I lost my seasickness during this horse cure. I wanted to be chief. In Arkhangelsk, two guards with submachine guns patrolled the gangway.We had to be back on board before midnight. But what was there to see? There was an invitation to the Interclub. OK. Before we could go ashore, the second called us and instructed us not to go ashore with crew ranks because we were officer candidates. Of course we didn't stick to that nonsense. We got to the Interclub, were able to play table tennis and other things, and were then invited to a discussion, which was initiated by a functionary in a matching red dress with the words: Because West Germany is preparing for the next war. Belonging to the war children generation, we as students had asked our teachers in vain about the what, why and why of the destruction. However, there was and is extensive documentation from that time in image and sound carriers. The access route for me as a Holsteiner was: a film screening license from the Amerika Haus in Hamburg and the youth leader card from the Hamburger Sportbund. This gave me free access to the film archives of the state image office, was up-to-date with contemporary history and always had a full house at the film screenings in my home school auditorium. It should also be added that I not only wanted to be chief but also to see a lot of the world and the tramp ship trip with several weeks of lay time in port was ideal for this. The lady in red sparked a very lively discussion that lasted until past midnight. We had jitters when we took the tram back to the ship, but the guards just grinned; obviously they had already been informed. For the next day I had an appointment with a future German teacher from the Interclub, who showed me and explained some of the city and the local museum of Arkhangelsk. At my request, we went into a small shop that also sold records. At that time I was collecting folk music, of which there was also a jazz version if possible. Big question marks about what I wanted. Then shining eyes when I whistled the beginning of Kalinka afterwards the ladies looked for suitable records for me. They cost a few kopecks. On the next trip, the plates were used for a special purpose. My revenge against the second came after the return journey in Antwerp during the night watch. The second had instructed me to remove all ailing seawater pipes so that the shipyard workers could do the new construction and reassembly more quickly. Work safety was forgotten: working alone in the bilge at night. The next morning, the piping system on the seawater side was from the sea chests on the floor slabs. I should have been sent to the shipyard's pipe fitter's shop to explain my flange markings, because there were no pipeline plans on board. The second one in his narrow-mindedness did not think about that and so the re-assembly by the shipyard took correspondingly longer. In Antwerp, we took over a load of bricks for facing the villa of a brewery owner in Boston, east coast of the USA. On the way out we ran into such heavy seas that we made three miles ahead in two days. Due to the cargo, the ship played stand-ups and groaned in its bandages. In Boston we were only able to deliver a few pallets with healthy clinker bricks. During the stormy crossing, the captain remarked that it must have been a good thing that the Assi had laid so many pipelines on the corridor plates, some of them washed out paper thin, a remark made by the Ings. commented only with a growl. Fritz Arp To be continued in the next journal German research vessels are becoming more environmentally friendly The research vessel Heincke, which went into service in 1990, has recently been equipped with new, efficient and environmentally friendly diesel engines for the diesel-electric propulsion system, including downstream filter and SCR systems. Against this background, the Alfred Wegener Institute explains that the German research vessels should generally become more environmentally friendly and more economical in terms of fuel consumption and referred in this context to the environmentally friendly ship Mya II, which was commissioned in 2013 Technologie had approved the construction of two research vessels in 1988. At Cassens in Emden, the Alkor was built for use on the Baltic Sea and at Hegemann in Berne-Warfleth, the sister ship Heincke was built for use on the North Sea and North Atlantic. Both ships started operating in 1990 and were considered environmentally friendly large-scale equipment at the time (ship data see Table 1). During a two-month stay in the shipyard at MWB Motorenwerke Bremerhaven AG, FS Heincke "received new diesel engines for the diesel-electric drive system. This measure involved the installation of diesel particle filters (DPF) and SCR systems for the main engines, in order to reduce the emissions of particles and nitrogen oxides. The propulsion system The power generation system of the two ships originally consisted of three on-board units with a generator output of 800 kva (cos ϕ 0.62). In addition, there was a port unit with 228 kva (cos 0.68) and an emergency power 6 Association Journal of German Ship Engineers Issue 4 July / August 2015
7 From operation and technology Ship data FS Heincke Bauwerft Detlef Hegemann Rolandwerft GmbH Commissioning June 8, 1990 (delivery) Length about 55.20 m length between 48.00 m width on frames 12.50 m side height to main deck 5.90 m draft max. 4.16 m displacement t load capacity 284 t measurement 322 GT Drive and power supply (originally) main drive electric motor kw power generation 380 V 3x 800 cos phi 0.62 kva harbor unit 380 V 1x 228 cos phi 0.68 kva emergency unit 380 V 1x35 cos phi 0.8 kva auxiliary drive in the bow E-motor 620 kw speed 13 kn speed with auxiliary drive 9 kn radius of action sm crew reserve scientist 10 Table 1: Main data RV Heinke. unit with 35 kva (cos ϕ 0.8) available. All generators supplied three-phase current with a voltage of 380 V and a frequency of 50 Hz. The three main units were equipped with high-speed diesel engines from Deutz MWM, each of which had been in operation for just under operating hours until the machine system was converted. The six-cylinder in-line engines of the type TBD 604 B were set to an output of 525 kW each at a speed of rpm. An elastic mounting of the units ensured the desired low-vibration operation. The main drive of the two ships consists of a single-shaft system with a DC motor, which can deliver a maximum output of kw at speeds between 230 and 260 min-1. A SPJ 130 pump jet from Schottel is installed in the bow as a maneuvering aid and as an auxiliary and emergency drive. It is powered electrically with an output of 620 kW. This allows the ships to travel at speeds of up to 9 knots during special tasks that have to be carried out without a main propulsion system and in an emergency. The drive and pump jet are also elastically supported. The new diesel engines As a replacement for the six-cylinder in-line engines from Deutz MWM, data comparison of the main engines FS Heincke manufacturer DEUTZ MWM type TBD 604 B type / cylinder row 6 bore / stroke 170/195 mm displacement 27 mm nominal power 525 kw speed / min length mm width mm Height above KW center 1168 mm Total height 1735 mm Weight dry mm 1 MAN Truck & Bus D2842 LE 301 V / 142mm 22 liters 532 kW / min mm mm 685 mm 1216 mm mm 1 Table 2: Data comparison of the main engines. Twelve-cylinder V-engines from MAN Truck & Bus chosen. The almost identical motors (for technical data, see table 2) inevitably differ in terms of their dimensions due to their different designs. The V-engines are a bit wider, but they are significantly shorter and lower. Nevertheless, they were easy to install on the existing intermediate frame. The newly installed motors of the type D 2842 LE 301 have a maximum continuous output of 532 kW (ten Pro- E Engine Perfo orman a ce Monitoring Since 1911 Measuring Instruments LEMAG LEHMANN & MICHELS GmbH Siemensstraße Relling gen Tel .: Fa x .: visit us at Association journal of German ship engineers issue 4 July / August
8 From the operational and technical point of view, this part of the test is of the greatest importance. The motors have been classified by DNV GL. High-speed diesel engines from MAN Truck & Bus with an output of 532 kW replaced the three original main engines after 25 years and operating hours. Photo: MAN can easily be overloaded) at a speed of 1500 min -1. The engine power is thus slightly above the required drive power, which results from the above-mentioned apparent power and the generator efficiency. The specific fuel consumption of these engines at full load is 217 g / kWh, which corresponds to around 135 liters per unit and hour. However, these are only rarely run at full load, since with a certain power requirement either the load is distributed to other units that are already running or an additional unit is started as soon as a defined operating point is reached. When the engines were accepted, special attention was paid to the behavior under exhaust back pressure, which had to be simulated according to the conditions that were to be expected later on board. At the maximum counter pressure to be expected, the performance of the engine must not collapse. Since the MAN engines allow a comparatively low exhaust back pressure of 60 hpa, the new engines were installed. The port unit with its output of around 155 kW was no longer sufficient for hotel operation of the ship and was expanded. Instead, one of the three main units takes over the supply of the on-board network during the layover time. Since the V-engines from MAN are much shorter than the in-line engines from Deutz MWM and are very narrow in the lower part of the engine housing, it was possible to move the diesel engines axially on the unchanged intermediate frame and also to mount them elastically. This further improved the calm in the ship than could be achieved with a simple elastic mounting. The necessary compensation of the relative movements between the respective diesel engine and the generator, which is firmly bolted to the intermediate frame, was carried out by a special coupling with a kind of cardan joint on the engine side. The engine control panel remained unchanged. For the signal transmission to the controllers of the new motors, only potentiometers were installed and wired accordingly. Installation of exhaust aftertreatment systems The subsequent installation of exhaust aftertreatment systems in ships is associated with considerable effort. For use on the RV Heincke, Hug Engineering supplied three reactors, among other things, in which a diesel particle filter is housed in the lower part and an SCR system in the upper part. Photo: Hug Engineering In particular, there are challenges with regard to the construction volumes and the resulting space requirements. This becomes clear when comparing the box size of an engine with that of the corresponding system required to reduce particles and nitrogen oxides. Heincke's new main engines each have a box size corresponding to around 2.7 m 3, while the very compact units of diesel particle filter (DPF) and SCR system combined in one reactor are around 2.0 m 3. Taking into account the required peripherals and thermal insulation, each system requires at least the same space as the motor. In addition, there is also the space required in front of the reactors in order to be able to maintain them. In the case of the Heincke, this doubles the floor space of the reactors. Since the space required for this was not available in the ship's engine room, the reactors and the downstream exhaust silencers were housed in a completely redesigned chimney. The research ship Heincke received new main engines and an exhaust aftertreatment system to reduce particulate and NO X emissions after a two-month conversion. Photo: AWI Details on diesel particulate filters and SCR systems The problems of series connection of exhaust gas aftertreatment systems and their dynamic behavior are known, but their solution is difficult. The full load volume flow of the exhaust gas and the permissible resistance of the filter loaded with soot and other particles are decisive for the size of the elements of the DPF. In addition, the question of how and how often the filter should be regenerated must be answered. If frequent regeneration is accepted, the filter element can be made correspondingly small. However, the disadvantages are obvious: additional fuel consumption and increased CO 2 emissions. 8 Association Journal of German Ship Engineers Issue 4 July / August 2015
9 From operation and technology Normally, the regeneration of road vehicles takes place while driving in the full flow of the exhaust gas. If the exhaust gas temperature is not sufficient for this, a burner must be installed with which the exhaust gas can be brought to the required temperature. That was no easy task when the Heincke was re-engineered and retrofitted with a particle filter and SCR system. The exhaust gas aftertreatment systems supplied by Hug Engineering for Heincke had to be designed for the maximum permissible exhaust gas back pressure of the diesel engines of 60 hpa. The core of the particle filters developed by Hug consists of a porous, ceramic honeycomb structure which, according to the company, retains 99 percent of the smallest particles of 20 nanometers. The worse the quality of the combustion in the diesel engine, the more soot has to be retained by the filter. Then there is the ashes. This increases the resistance. Once this has reached a certain height, the relevant filter is automatically regenerated. The control of the exhaust aftertreatment system constantly monitors the pressure and temperature of the exhaust gas between the engine and the DPF. In order to also reduce the emission of nitrogen oxides, an SCR system was connected downstream of the DPF and structurally connected in a block, the so-called reactor, which was adapted to the spatial conditions in the new Heincke chimney. The vertical reactors each contain 20 filter elements and twelve catalyst honeycombs. Service doors enable them to be changed. The burner for the regeneration of the filter elements of the DPF and the nozzle through which the urea is blown into the exhaust gas are housed together in a stainless steel tube that was installed horizontally in the exhaust gas duct between the engine and the reactor in the engine room. With engine outputs of up to 670 kW, this pipe has a diameter of 350 mm without insulation and a length between 1.4 and almost 2.0 m in the standard version. In this case, the exhaust gas, which is already enriched with ammonia, also flows through the particle filter. The filter elements are regenerated as required, but at least every 20 hours. Each process takes between 15 and 20 minutes and is associated with additional fuel consumption of 5 to 7 liters per unit and corresponding emissions. According to Hug, all filter elements are coated with a catalyst. Therefore, soot starts to burn off at a temperature of around 400 C instead of 650 C. Since the excess air in the diesel engine is not sufficient for this combustion, additional combustion air must be supplied. The process is basically independent of the operating point of the respective diesel engine, since the burner works with the full flow of the exhaust gas. Since the SCR system also requires compressed air to process the urea, a compressor was installed in addition to an additional tank to hold the urea. Dipl.-Ing. Hans-Jürgen Reuss freelance specialist journalist Understanding engineers with a smile A pastor, a doctor and an engineer were waiting one morning for a particularly slow group of onlookers. The engineer is very angry. What about them ... We've had to wait here for 15 minutes! The doctor agrees: I don't know, but I saw another inability to do so. The pastor said. Hey, here comes the groundskeeper. Let's talk to him (dramatic pause) ... Hey George, what about that group in front of us? They're pretty slow. or? "The groundskeeper replied: Ah yes, that's the group of blind firefighters. They lost their sight last year when they put out the fire in the clubhouse. We always let them play for free. The three of them went very quiet. Then the priest said : That's sad. I think I'll say a prayer for you tonight. The doctor: Good idea. I'll get in touch with my buddy, the ophthalmologist. Maybe he can do something. The engineer: Why are the boys playing not at night ??? Association journal of German ship engineers, issue 4 July / August
10 From operation and technology ECO-Flettner: A new generation of motor gliders Lightweight high-performance sailing rotors for coastal shipping Reduce emissions and harvest free propulsion from wind: A new generation of motor gliders is being developed as part of the MariTIM project, especially for coastal shipping. 15 partners from the German-Dutch border area are working together on the development of a windsail system with aerodynamic rotors in a very light construction (composite material) for smaller ship units. The MariTIM project is part of the INTERREG IV A program Deutschland-Nederland with funds from the European Regional Development Fund (ERDF) and the Dutch Ministry of Economics (Ministry van Economische Zaken), the Lower Saxony Ministry of Economics, Labor and Transport and the Ministry of Economics , Energy, industry, medium-sized businesses and handicrafts of the state of North Rhine-Westphalia and the provinces of Drenthe, Friesland, Gelderland, Groningen and North Brabant are co-financed. Background Climate protection and resource conservation are challenges that shipping will have to deal with much more in the near future than Dipl.-Ing. Peter Pospiech The planned Wind Hybrid Coaster MRS Godewind.is already doing this at the moment. Both for reasons of economy (more efficient ships) and as a reaction to increasingly stricter exhaust emission limits. The drive system is the decisive factor for the environmental and climate relevance of a ship. So far, the maritime industry has reacted rather cautiously to these new - inevitable - challenges. Today, in addition to the explosion in fuel costs, the focus is increasingly on climate change. The shipping industry is asked to drastically reduce its emissions and to look for new fuel-saving technologies. Against this background, modern wind drives should reduce fuel costs and protect the environment at the same time. 30 to 40 percent of marine fuel can be saved by installing suitable auxiliary wind systems on merchant ships, claimed Heinz Otto from the German Wind Energy Company. At that time, oil, which has now become very expensive, prevented shipping companies from investing in alternative ship propulsion systems. However, the developers have used the time since then to solve the technical problems of numerous drives. CIG Engineering, Groningen Pressure fields around the rotor. Graphics: Team Werbeagentur, Leer If you drive more slowly, you save up to 50 percent fuel, said Hans-Heinrich Nöll from the Association of German Shipowners in The project partners of wind-powered ships do not think of slim three-masters under full sail, but of a tubular structure, the Flettner rotor . This technical construction, which was already successfully used on a ship, Buckau, in the 1930s, promises practical handling on board and efficient use of wind energy for shipping. 35 companies and knowledge institutions from the maritime sector joined in the extended German-Dutch border area Sector in the INTERREG project MariTIM (Maritime Technologies and Innovations Model Region Germany / Netherlands) coordinated by MARIKO GmbH, Leer, to develop the greener ships of tomorrow. In the intensive development processes it became clear that the German-Dutch project consortium was able to develop strong new approaches on a European level. This applies in particular to coastal shipping. This is where the requirements for environmental protection and the need for innovative transport solutions are greatest. The European coastal waters contain the world's busiest shipping routes and are predominantly densely populated. This results in special requirements for environmental protection in coastal shipping. This is reflected in the 10 Association Journal of German Ship Engineers Issue 4 July / August 2015
11 From operation and technology Wind currents on the rotor. Marine Technology Laboratory, Emden University of Applied Sciences In the mast, an electric motor drives the rotor at infinitely variable speeds. PPM News Service clearly laid down international rules for limiting ship emissions to the air (MARPOL, Annex VI). The areas of the North Sea and Baltic Sea including the English Channel as well as North America and Canada belong to the few so-called Sulfur Emission Control Areas (SE-CA) in the world, in which particularly strict limit values for air emissions have to be observed. Since January 1, 2015, the limit value has been reduced from the previous 1.0% sulfur in marine fuel to 0.1%. The aim is to develop and launch a new hybrid ship propulsion system that uses wind energy to support the propulsion of ships. This is to be done with the help of a new generation of sailing rotors, the ECO FLETTNER rotors. At the same time, an innovative motor-rotor glider was developed for European coastal shipping: the Wind Hybrid Coaster. The finished ECO-Flettner rotor in the port of Leer. PPM News Service Ralf Oltmanns, CEO of Regenerative Antriebstechniken in Leer, explains it like this: The Wind Hybrid Coaster has two rotors, light hollow cylinders (made of composite material) with two end plates each. Our ECO FLETTNER have a height of 18 meters and a diameter of 3 meters. The two end disks have a diameter of 6 meters. The cylinders are supported twice on internal supporting masts, pivot points. They should be on the main deck, port and starboard, directly behind the superstructure, so that the wind can optimally flow into them. In the mast, electric motors drive the rotors at infinitely variable speeds. The cylinders only oppose the wind with the area, diameter times height times the number of rotors as a sail area and, if they didn't rotate, would no longer have any lift, just drag. Basically, wind propulsion systems, regardless of whether they are rigged or pitched, traditional sails, aerodynamically shaped wings or rotors, can generate propulsion, reduce pollutants and save fuel. The rotors have the effect of sails, combined with the advantages that they only need about a tenth of the area of a comparable sailing ship and that no crew is required to operate them. They also offer advantages in terms of the stability of the ship and pose no danger in a storm, as their projected area is smaller than that of a corresponding rigging. FILTRATION TECHNOLOGY for hydraulic and lubricating oils, fuels, water, chemicals and cooling lubricants developed and manufactured in-house. Functional principle On a rotating cylinder with a flow perpendicular to the axis, a transverse force is generated perpendicular to the axis and the direction of flow. While this creates a negative pressure on one side of the rotating cylinder, there is overpressure on the opposite side. The resulting difference can be used as a motor force, as the rotor tries to move in the direction of negative pressure. so direct propulsion generated. Oltmann's sailing technology: The Wind Hybrid Coaster has a usable area of approx. 290, i.e. 145 counting ahead on each side. The turning angle is approx. 70. When turning, the direction of rotation of the rotors must be changed. Due to the small sail area and the quick braking capabilities of the rotors, there is no risk of a rotor ship lying on its side at high wind speeds and gusts. Under optimal wind conditions, Walter Stauffenberg GmbH & Co. KG Im Ehrenfeld Werdohl Tel .: (02392) Fax: (02392) Journal of German Ship Engineers Issue 4 July / August
12 In terms of operation and technology, the ECO FLETTNER can take over the propulsion of the ship 100%. The motor-drive concept The modular motor drive of the Wind Hybrid Coaster has five power generation units. The electricity generated supplies two electric motors with a maximum continuous output of approx. 600 kw each via regulation and control technology. The electric motors drive the propeller via a shaft. This drive aims to optimize the overall efficiency of the drive in different load ranges. The feed gained by the rotors Georg Howaldt, founder of the shipyard. enables a reduction in the thrust on the propeller. The engines then consume less fuel while the ship's speed remains the same. The power-generating generators run at a constant nominal speed and are therefore in the most economical range. Redundancy is also increased, as this ship is equipped with five power generators, two electric motors and a sail drive instead of just a diesel engine as the main drive. The possibility of coupling the vehicle and on-board network results in optimal use of the installed primary machines. Uniform driving and on-board network structures allow the installed power to be used effectively. Howaldtswerke The checkered history of the Howaldtswerke shows that industrial companies are shaped by people but especially by the environment, whereby the environment here should include both time and place. 1. Introduction In the 19th century, times forced many shipyards to give up that had not made the transition from wood to steel. The environment has favored the development of shipyards, particularly in Great Britain. Due to its island location, there were many places close to the coast where coal and ores were available and thus good starting conditions. It is more difficult with humans, since here the pioneers are to be distinguished from the imitators. After the industrial development in shipbuilding that began in Great Britain, many foreigners came to spend their apprenticeship or journeyman's years here. With this knowledge they had e.g. considerable start-up advantages in Germany. But we come to August Ferdinand Howaldt, who started out as a mechanical engineer 177 years ago, or to his son Georg Howaldt, who founded a shipyard 150 years ago. 2. Founding in 1838 and 1865 Georg Howaldt built a shipyard in Kiel-Ellerbek in 1865, although he had to vacate it two years later because the area was needed for the Imperial Shipyard. Therefore, he moved his shipyard to Kiel Diedrichsdorf and renamed it Georg Figure 1: Machine workshop and foundry at Kleiner Kiel (Kiel City & Maritime Museum) Howaldt, Kiel shipyard. The construction program included small ferry and cattle tugboats as well as icebreakers with 30 to 100 GRT, two small cruisers with around tons of displacement were delivered for Peru, alongside Schleswig Holstein with around GRT the largest ships to date. The number of his workers, which was around 100 in 1867, was already in 1883. He received the main and auxiliary machinery needed for the ships from the Howaldt brothers machine factory, which soon became too small. A new building was erected next to the shipyard in Ellerbek in 1883. Since the repair business grew rapidly at this time, his brothers founded the Swentine Dockgesellschaft here in 1884. Georg Howaldt and the Howaldt brothers join forces Figure 2: The Vorwärts was the first ship in Kiel Ellerbek in 1868. (Kieler Stadt- & Schifffahrtsmuseum) The new construction list stood at 190 ships in 1889 when his company was merged with the machine factory and iron foundry Gebrüder Howaldt, which was founded in Kiel in 1838 by his father August Ferdinand Howaldt as Schweffel & Howaldt. This company mainly produced steam engines, steam boilers, pumps, railroad cars, plows, cannon ovens and other technical consumer goods made of iron. Three small ships were also built and the company went down in history with the construction of Wilhelm Bauers Brandtaucher (1850), the Schweffel family left the joint company, the company was continued by the three sons of Howaldt from 1880 under the name of Gebrüder Howaldt Relocated from Kleiner Kiel in downtown Kiel to the Schwentine in Kiel-Dietrichsdorf. Howaldtswerke was the name after the unification of the companies, the ships got bigger and with two 12 Association Journal of German Ship Engineers Issue 4 July / August 2015
13 freighters for a Russian shipping company from Odessa also crossed the BRT limit. The fact that the following development led to a globally significant shipyard is also evident from the fact that the new 150 t crane was shown at the Paris World Exhibition in 1900 and was admired as a world sensation. It had more than fulfilled its duties when it was abandoned in 1966. 360 ships were delivered by 1900. The largest ship was a cargo steamer with a measurement of around GRT, a t-floating dock was created for the Swentine Dockgesellschaft. The polar research ship Gauss and the catamaran-style submarine lifting ship Vulkan (construction no. 473), which was delivered to the Imperial Navy in 1908 and which was technically very demanding, became known. It could lift 500 t and the turbo-electric drive by two Zoelly turbo-generators with 450 kw enabled a speed of 12 knots. The turbo-electric drive was used successfully for the first time in marine technology. The Mannheim-based company Brown Boveri & Co (BBC), which acquired a stake in the shipyard in 1908, probably made a significant contribution to this. Because due to the global shipbuilding crisis, the shipyard needed investors. The plans for the volcano were sold to Russia. From this, the submarine lifting ship Volkhov (later Kommuna) was created in 1916 at the Putilow works in St. Petersburg under license from Howaldtswerke. A replica was also made in Spain. From operation and technology Figure 4: Howaldt brothers and Swentine Dockgesellschaft in Kiel (Fritz Stoltenberg 1907, Wikipedia) 4. Howaldt family leaves the company in 1910 In addition to many freight and passenger steamers, floating dredgers and tugboats were also built, and in 1904 a floating dock was added to the Imperial Shipyard and delivered for a Swedish client, BBC took over the majority of the shares in Howaldtswerke and the Howaldt family left their company in 1910. After the bankruptcy of Stahl- und Walzwerke Rendsburg AG in 1911, in which Howaldtswerke was involved through capital shares and a guarantee, the plant was auctioned and reopened under the name Eisenhütte Holstein, the shipyard also delivered the first German ship with a diesel engine drive. The Monte Penedo was delivered to Hamburg Süd and she proved the good quality with an unusually long ship's life. It was only canceled in 1969. The ships of the line Helgoland and Kaiserin were delivered to the Imperial Navy and in 1913 the shipyard had over employees. In the meantime she had started to build tankers, and by 1914 six tankers with measurements from to BRT were built for various oil companies. From 1914, the 1st World War, deliveries from supply ships, small cruisers (5,600 tons), torpedo boats (990 tons) and the Bavarian liner (tons) to the Imperial Navy predominated. After the war, construction began slowly because of the restrictive regulations of the victorious powers. The British coal workers' strike doubled the prices for bunker coal and led to falling employment in the global merchant fleet. Inflation hindered inflation Billdeich 32 D Hamburg Phone: (040) Fax: (040) Deliveries: STROKE ENGINE PARTS CYLINDER LINER PISTON COVER PISTON RINGS AIR COMPRESSORS AND SPARE PARTS TURBOCHARGER PARTS REPAIR SERVICE Branch Offices: HTS Korea Co. Ltd. (Korea-Pusan) Phone: Fax: HTS Poland: Phone: Fax: OTS (Kobe): Phone: Fax: HTS BRANCH OFFICE SHANGHAI (CHINA) founded Sole Agent for: ELMOR S.A. P.Z.U.O. WARMA Z.U.O. HYDROSTER RUMIA TOWIMOR S.A. Welding and mechanical engineering OTTO SCHUCHMACHER GmbH Elektro - Autogen - Repair welding compound - bolting process Figure 5: U-boat lifting ship Vulkan, launched on September 28th (source Howaldtswerke) Ausschläger Billdeich Hamburg Telephone: (040) Fax: (040) Association journal of German marine engineers, issue 4 July August
14 From operation and technology Figure 6: Helgen der Howaldtswerke in the 1930s. (Kiel City & Maritime Museum) German economy and even more of the population. In 1924, BBC sold the majority of its shares to Rombacher Hütte. There were few new construction orders and the losses of around RM 6 million that had accrued up to 1926 could no longer be absorbed by the Rombacher Hütte. The shipyard was facing liquidation. 5. Consul Diedrichsen forms Howaldtswerke The majority of the shares were taken over by the owner of the Swentine Dock company, Hinrich Diederichsen, at an extremely low price of 1.7 million marks. The stock corporation is reorganized and Diederichsen also took care of new construction orders, and so three ferry boats were created for the new steamer company, the Kiel Harbor Ferry Company. The Hamburg shipyard Janssen & Schmilinsky, which ran into difficulties at the end of 1928 and built small ships up to BRT, was taken over in 1929 and was largely integrated as a department until 1931. It was an extremely bad year for German shipbuilding, the lost war with reparations payments and inflation are becoming clear noticeable. Nonetheless, Diedrichsen took over parts of the shipbuilding and mechanical engineering facilities and the workforce of the Hamburg volcano shipyard as well as the floating dock from the Schröder bank. Another t-floating dock from Kiel and a new t-floating dock were used for ship repairs Figure 7: Catapult ships Friesenland for Deutsche Lufthansa (source Howaldtswerke) in Hamburg. The Hamburg company operated under the name of Howaldtswerke AG Kiel, formerly Vulcan department. The rest of the Vulcan site with the mechanical engineering workshops was taken over by the Hamburg state and the machines and systems were scrapped. The new build list from 1865 to 1930 comprised around 700 ships. 6. The Howaldtswerke in the 3rd Reich There followed difficult years, only after 1933 there was a significant upswing due to the 3rd Reich, which was also caused by armaments contracts, the Howaldtswerke acquired license rights to build diesel engines, both from MAN and Werkspoor. This branch of business flourished and two new machine building halls were built for it. The two catapult ships Friesenland and Ostmark for Deutsche Lufthansa were an interesting development to speed up mail traffic across the North Atlantic. Diedrichsen withdrew from the shipyard business in 1937 and sold his shares to the state-owned Deutsche Werke (ex Kaiserliche Werft). The Kiel and Hamburg operations became independent and in 1939 the Kiel-Dietrichsdorf plant was combined with the adjacent naval arsenal to form the Kriegsmarine shipyard, which employed around staff in 1941. The Howaldtswerke headquarters were then relocated to Hamburg. As a result of this transaction, the mechanical engineering capacities in Kiel were lacking and a new engineering company was built on Hamburg's Hachmannkai. As the desired rationalization effects of the Kriegsmarinewerft engaged in submarine construction did not materialize, the navy gave the Kiel operation back. The Hamburg engine factory was then leased to MAN. In the 3rdFreighters, tankers, fish steamers, tugs, supply ships, submarine escort ships and, time and again, main engines for the Hamburg sister ship were delivered to the shipyards in Kiel and Hamburg. 33 submarines of the type VIIC were built in the Second World War at the Howaldtswerke Hamburg, at the Kriegsmarinewerft Kiel there were 31 boats, from 1943 the construction took place in the submarine bunker Kilian at the end of the war, most of what was painstakingly built in peacetime was in ruins. 7. New beginning from 1945 After the shipyard was initially closed and the floating docks were forced to be handed over to the victorious powers, a slow restart followed with the repair of locomotives and tank wagons, and the dismantling of the outpost boats for minesweepers and fish steamers. The planned Helgens blast did not take place and the first new buildings were small fish steamers and small freighters. Conversions of whalers or the Gripsholm as well as the construction of new machines led to an increase in employment and an increase of 500 to workers, the T2 tanker Herman F. Whiton reached the Kiel shipyard and was here for the Greek shipowner Onassis as the whaling mother ship Olympic Challenger (construction no . 930) rebuilt. The associated 12 whaling boats were Canadian corvettes in their first life. They were converted by Nobiskrug Werft, the Hamburg and Howaldtswerfts in Kiel, and were created in Kiel for Norwegian shipowners as a conversion of innovative LPG liquefied gas tankers (construction no. 979 and 994) for the transport of liquefied gases produced during the refinery process. Two large series of fish factory ships were delivered to Russia. The Kiel and Hamburg operations were initially administered by the respective regional finance directorate, later by the Federal Ministry of Finance and the Federal Government. After the separation in 1953, the Kieler Howaldtswerke AG was established in Kiel and the Hamburger Howaldtswerke AG in Hamburg, the Deutsche Werke, which was closed in 1945 and largely dismantled, was taken over and further shipbuilding activities were integrated into the Gaarden plant. Here the Großhelgen was extended to tdw and two new building docks for ships up to and tdw were built. Now bulk carriers and large tankers were built, which grew to around GRT by 1960. The workforce had grown to around 1,000 by 1956. The world shipbuilding market, especially for tankers, had risen dramatically due to the Suez crisis and the closure of the canal, as the ships now had to circumnavigate Africa. The Howaldtswerke delivered 16 ships and a 14 Association Journal of German Ship Engineers Issue 4 July / August 2015
15 From operation and technology For more than 30 years, the filter specialist FIL-TEC RIXEN GmbH has been working successfully with the improvement and production in its own production, as well as worldwide service and sales of filters and their filter replacement parts from all well-known manufacturers for shipping and industry. FIL-TEC RIXEN GmbH Osterrade 26 D Hamburg Tel .: +49 (0) Fax: +49 (0) Total load capacity of around tdw from the world's largest ship space. Ten years later, tanker measurements had risen to around GRT and by the end of the 1970s to around GRT. This meant that a tanker was as big as its entire annual production 30 years earlier. At the Hamburg plant, shipbuilding developed similarly in the post-war period and the construction of tankers here led to Tina Onassis, who was celebrated as a world record in 1953. Low wages, problems on the Suez Canal and favorable exchange rates, the dollar cost around 4 DM, caused a German shipbuilding boom that lasted until the mid-1960s. Figure 8: View of the Gaarden plant with the large dry dock. (Source Howaldtsewerke) 8. Merger to form HDW The merger of the two Howaldtswerften with the Deutsche Werft on Finkenwerder to Howaldtswerke Deutsche Werft AG Hamburg (HDW) with a total of around employees took place. More than in the entire German shipbuilding industry today. These three shipyards had provided around 40% of the German shipbuilding output in 1965 and after the merger, HDW was in third place in the world rankings behind the Japanese shipyard groups Mitsubishi and Ishikawjima Heavy Industries (IHI). At that time, the Kiel new build list was number 1083, including 665 seagoing ships with around 4.9 million GRT and 75 warships with around t of displacement. From e.g. Together with Nordseewerke, 12 submarines (U1 U 12) were built for the German Federal Navy, followed by foreign orders for the construction of submarines from Greece, Peru, Colombia, Turkey, Venzuela and Ecuador. The container revolutionized shipbuilding and shipping. People believed in nuclear power and with the Otto Hahn (construction no. 1103) the prototype was created in Kiel. Continuation on page 18 ature Sauer Compressors s maintenance costs ss installation tion cos st Association journal of German ship engineers, issue 4 July / August
16 Election of new members of the executive committee The term of office of the board of directors stipulated by statute 18 of our association ends in March. Therefore, as provided in the statutes, new board members are elected by postal vote so that all members have the opportunity to participate in the board election. At the annual general meeting in March 2015, the candidates for the election of the board of directors were drawn up and are named below. At the same time the auditors are elected. The council of elders will be elected at the 2016 annual general meeting and the members of the council of elders will be specially invited for this. You will receive the voting documents with the ballot papers and prepaid envelopes for their return in the near future. As already mentioned above, the election is carried out as a postal vote. Active participation is requested. The result of the election will be announced at the next annual general meeting and in our specialist journal Schiffs-Ingenieur Journal. Information about the candidates who were proposed in due time for the 2015/2016 board election: Jürgen Witte born Former sales engineer at MAN B&W Diesel. Member since 1963, on the board since chairman since Günter Scheel nee. Head of department in the repair department at Blohm + Voss AG. Member since 1974, on the board since fixed committee 1 2 Klaus Kowalsky born Formerly in the technical service of Mobil Oil AG, member since 1988 on the board since 2004 as secretary Bernd Röckemann born Dipl.-Ing. for power plant and environmental technology. Member since IT specialist. HGFS chairman since Joachim Bruhn, trained as a machine fitter at B + V, member since 1973, studied in Hamburg. Travel times at ESSO and Hamburg-Süd, sales and service engineer at Drew Ameroid, Unitor, ESSO AG, former Territory Manager at EXXON Mobil AG University of Applied Sciences Hamburg, study of marine engineering at the Technical University of Hanover, travel time as WO. and LI., Trial and Development. at MaK, Kiel. From 1985 to 2010 teaching activity at the FH Flensburg. Member since new candidate of the Association Journal of German Ship Engineers Issue 4 July / August 2015
17 ndes for the VSIH Hans-Otto Facklam trained as a machine fitter. Driving times at Hamburg-Süd, Hornlinie, Bruns & Co. and Ahrenkiel. C sales ring. at Peiniger Offshore, shift supervisor at Philips. Member of VSIH since 1972, member of the board since 2012, HGFS treasurer since Dieter Lensch, born seafaring time with F. Laeisz and Hamburg-Süd, C maintenance management 1979 at Hamburg Airport. Member since 1978, on the board since a member of the VA of VDSI since Torsten Radtke born from 2001 to 2010 at Germanischer Lloyd, head of department at Sietas shipyard, since 2012 inspector at Reederei Thode, expert at LR, member since 1993, on the board since organizer for lectures Hajo Gerkens born After attending a university of applied sciences and driving time at B + V and A&R, since 2003 Dipl.-Ing. at Germanischer Lloyd as a ship inspector and auditor. Member since 1997, on the board since 2008, member of the administrative committee of VDSI since Hanno Lucklum born Member since 2010, apprenticeship machine fitter, CI, travel times at ARGO, Hapag-Lloyd, shipping company, manager of various tank terminals, maintenance control at the German Navy. New candidate Manfred Skomrock gave travel times for various shipping companies, commissioning engineer, independent engineer, expert from the Hamburg Chamber of Commerce. Member since 2002, on the board since Jürgen Labotzki née Dipl.-Ing.FH for ship engine operation, MARPOL investigator WSP Hamburg, clerk for environmental offenses WSP Hamburg. Travel times on different ships With WSP since new candidate 9 12 Edmund A. Neumann was formerly a technical expert, average expert at the Association of Hamburger Assecurateure and the Association of Hanseatic Transport Insurers. Member since On the board of directors since the fixed committee Details about the candidates proposed as auditors: Karl-Jürgen Kiemer, born, member since 1961 (former production engineer at ESSO AG) Bernd Schön, born, member since 1964 Klaus Meerjanßen, born, member since 1964 ( ex Treasurer of the VSIH) Technical Director at various shipping companies Note The gentlemen named below are suggested for election to the Council of Elders. The election of the council of elders takes place according to 17 of the statutes at the annual general meeting in March 2016 with simple majority. 1. Fritz-Hinrich Berg, born, member since 1956, board member from 1976 to Klaus-Günter Gosch, born member since 1971, board member from 1984 to 2000, ex branch manager and editor. 3. Joachim Ortlepp, born, member since 1970, board member from 1988 to 2004, editor Schiffs-Ingenieur Journal since Hans-Jürgen Wagner, born, member since 1985, board member from 1988 to treasurer from 1991 to Claus Dieter Pries, born, member since 1965, ex lecturer at the Hamburg University of Applied Sciences, election manager of the Association Journal of German Ship Engineers, issue 4 July / August
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