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Cooperation helps wing the way to success
For a study of blended wing body technology MARIN made one of the most complex models ever tested.
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Report is a newsletter of MARIN, 2, Haagsteeg, P.O.Box 28, 6700 AA Wageningen, The Netherlands, Phone: +31 317 49 39 11, Fax: +31 317 49 32 45 Printing 5.000 Editorial Board Arne Hubregtse, Jan Otto de Kat, Ellen te Winkel (E.te.Winkel@marin.nl)
Report looks into one of the major discussion topics among clients.
Cover CFD streamlines and pressure distribution around hopper dredger in oblique viscous flow in shallow water. Editorial consultant Helen Hill Design & Production Communicatie & Onderneming B.V., Bavel, The Netherlands
editorial
MARIN addresses aft-body slamming concerns
Many designers face the possibility of slamming when applying a relatively-flat aft-body. MARIN probes this issue.
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Dear Reader,
I would once again like to welcome you to the latest edition of Report. This month you can really see the wide-range of work that MARIN does and we would like to take this opportunity to up-date you on some of our latest projects. We are happy to share with you an interesting debate with IHC about CFD versus model testing. Studying the viscous-flow around a ship, sailing at a drift angle in shallow water, CFD turned out to be successful. In this same issue of Report we look at the CFD code being used in LNG carrier design. Involving one of the most complex models MARIN has ever tested, we have been asked to examine the resistance, seakeeping and manoeuvring characteristics of blended wing body technology. Larger, slower, vessels are the subject of a very interesting move by the Finnish consultant Deltamarin, which took the unusual step of deploying the Interceptor on large merchant ships. We talk to Deltamarin in this issue. In other projects, we look at aft-body slamming worries and the increasing concern of our clients about low-frequent, broadband excitation caused by cavitating propeller tip vortices. Simulations as a way of improving profitability is another subject we touch upon. This issue should certainly stimulate some interesting debate. But if you would like to follow-up on any of the articles, there will be several opportunities in the next few months. Visit us at the exhibitions SNAME, Europort Maritime, METS or Marintec. Or attend the MARIN Open Day on October 22 when we again open our doors to the public. See the news section for further details. I certainly hope you will take up one of these opportunities to meet us, we very much look forward to welcoming you. Arne Hubregtse President of MARIN
Major steps forward in twin-gondola LNG carrier design with the aid of CFD
CFD tools are playing an important role in the development of LNG carrier design.
Lashing@Sea
This JIP aims to die down the problem of containers lost at sea.
The editorial staff has made every attempt to ensure the accuracy of the contents. However, experience has shown that, despite the best intentions, occasional errors might have crept in. MARIN cannot, therefore, accept responsibility for these errors or their consequences. For remarks or questions, please contact Ellen te Winkel. E-mail: E.te.Winkel@marin.nl
For more information or a subscription to MARIN Report, please visit our website: www.marin.nl.
IHC, Ballast HAM (now Van Oord), Boskalis and MARIN, initiated the HOppers in Shallow WAter (HOSWA) project when they realised there may be a glut of information about manoeuvring in deep water but the impact of shallow water is not yet fully understood.
ithin the project, a study into the viscous-flow around the ship, sailing at a drift angle in shallow water, was defined. IHC naval architect Arie de Jager and Serge Toxopeus, one of the HOSWA project managers of MARIN, debate the results and tackle the thorny issue of whether computer calculations will ever replace model testing.
Computational Fluid Dynamics (CFD) were fundamental to the project. We wanted to know more about the physics, to get information on the flow field, says Serge. We had actually been using CFD for deep water conditions but CFD for shallow water was something new for us. But this fitted in with our long-term plans. The project came along at exactly the right time. Based on experience, we know how to change the manoeuvrability, but why it works is not fully understood. Arie replies: For us viscous-flow calculations are very important due to
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Courtesy IHC.
solver, Serge adds. He explains that the increase of the speed on the windward side was expected but the increase of the cross-flow underneath the ship was quite substantial and surprising. Some unexpected flow separation was also predicted and needs more investigation, he says. Arie agrees: Now we have the information, we can do something with it. Serge thinks it will be interesting to look at more drift angles and Arie wants to use the results for dynamic tracking studies so that time and therefore, money, can be saved during sea trials.
And the future?
In the near future, CFD will be used more for research purposes but in daily practice, it is still too complicated. But it definitely facilitates more insight into the flow around the ship and helps with integrated design, says Serge. Arie nods: It is rather unpleasant to do calculations with the same hull, one after each other, with different computational tools. Furthermore, PARNASSOS is especially good for the modelscale effects problem. In the future, calculations will be done earlier, design decisions made earlier but because some calculations can never be 100% correct, model tests will be carried out for final verification, Serge says to Arie. Vessels are becoming more complicated, making simulations more difficult. I agree, says Arie. We believe we can trust
PARNASSOS. To convince clients however, we attempt to validate the investigations as often as possible. One should realise that we always have to satisfy our clients with good and reliable results, within a short time-span and with minimal costs. CFD will help us with this. But sometimes they require model tests in the design stage to be convinced of the performance of the vessel. So, calculations will not fully replace model tests but they will be used more often. Despite being convinced of the possibilities of viscous-flow calculations, he adds: I still like to do model tests because the performance data can be used for adjustment of our prediction tools but thats me. Both are pleased with the results but agree that it looks like calculations and model tests are set to work alongside each other for a few more years to come!
Streamlines and pressure distribution around hopper dredger in oblique viscous flow in shallow water.
Although more associated with semi-planing motor yachts and other fast craft, such as patrol boats, the Interceptor is now being deployed on several models of large merchant vessels tested in MARIN basins. Report plots the progress of the Interceptor as demand grows.
Ship model for RCI fitted with adjustable Interceptor plate. 37056
Although the Interceptor was developed for relatively small, fast craft, recently Royal Caribbean Cruise Line asked their Finnish consultant, Deltamarin and MARIN, to optimise a new cruise ship hull design. All known performance
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Juha Hanhinen,Deltamarin.
at MARIN
increasing appendages such as ducktails and trim wedges were tested but Deltamarin also proposed to investigate an Interceptor. And surprisingly, it also worked successfully for a large ship. After a series of trim wedge tests, the best Interceptor position supplied 2% more power reduction than the best wedge. Deltamarin then arranged full-scale boundary layer flow calculations with its alliance partner, Safety at Sea Ltd for the aftbody with this device. They found that the flow started to bend downwards when the flow approached the plate at a distance equal to the height of the Interceptor below the transom. So a final propulsion test was done where the Interceptor plate was used to model a 45 degree wedge, with a length similar to the height of the Interceptor below the transom, thus filling in the deadwater area. When this Interceptor wedge was tested, it appeared to yield a further 1% power reduction. After this initial success, many more cruise ships and ferries were tested with an Interceptor. But the Interceptor was not so successful with all ships. Its success on large displacement merchant vessels was not so straight forward. Some tests showed only small performance improvements and on some ships there was no, or even a small negative effect. MARIN intends to undertake further investigation to be able to give the best advice on these type of aft-body flow optimisation devices.
here is no doubt that relatively-flat stern sections have definite advantages in calm water, compared to V-shaped sections. Fuel savings of up to 10% are not uncommon. But when a ship sails among waves, there is a possibility of stern emergence. Both the pitch motions and the incident wave contribute to this phenomenon which occurs mostly in following and head seas. However, because a flat stern tends to cling to the water surface at higher speeds, stern emergence is most likely in the lower speed range. In the course of re-entry, the stern experiences an impulsive load which can be characterised by an impulse and a duration. If the sections are flat and the entry-velocity is high, the duration of the impulse is sufficiently short to excite the lower eigen modes of the ship structure. Discomfort and passenger concern related to the noise and transient bending and torsional deflections have been reported from onboard observations.
MARIN applies two methods to quantify the flexural response. The first technique uses a large number of pressure gauges and a fast-sampling technique to quantify the pressures during an impact and impulsive loads are derived. These are then used in a Finite Element Model of the ship to quantify the transient flexural response. A second technique mimics the structural stiffness of the prototype in the model. The lowest mode shapes in bending can be realised relatively-easily with a segmented model. An important advantage of this technique is its simplicity, the fact that it accounts for (possible) hydro-elastic interaction between the pressures and the flexural response and the direct test results. A disadvantage is that the modelling of the higher and more complex mode shapes, is difficult. A study that compares both techniques was published in cooperation with Ingalls Shipbuilding Corporation1. Generally, the results showed that the vertical accelerations at the vessels extremities increase considerably in those cases where stern slamming occurs. The figure gives an example of a medium-size, fast, container vessel in head seas In test conditions, the flexural response increases the vertical accelerations fore and aft, by some 20-40%. Aft-body slamming affects, through the related hull girder vibrations, the operational performance of ships in certain wave conditions. The above techniques enable ship owners and yards to find an optimum compromise between these problems and a high fuel economy in good weather.
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) Kapsenberg G.K, Veer A.P. van 't, Hackett J.P. and Levadou M.M.D., 2002, Whipping loads due to aft body slamming, Proceedings, 24th Symposium on Naval Hydrodynamics, 8-13 July, Fukuoka, Japan. Kapsenberg G.K., Veer A.P. van 't, Hackett J.P. and Levadou M.M.D., 2003, Aft-body slamming and whipping loads, SNAME 2003 Annual Meeting, October 2003, San Francisco, USA.
Within the realm of safety, the shipping industry is continuously searching for a competitive balance between operational performance and building costs. Report highlights how MARIN helps the industry with this complicated problem.
tests using a flexible segmented model. Scenario simulations that covered several years of service were carried out. These then provided a solid basis for determining the likelihood of encountering extreme accelerations that may damage cargo. In the area of concept development, MARIN investigated the reliability of a new inland/ short-sea concept within the European project InterModeShip. Issues examined included the trip duration and reliability, fuel consumption and extreme behaviour.
Opportunities
Voyage simulations also offer opportunities in the field of fleet development. What would be the most efficient round-trip schedule and which (charter) vessel had the lowest fuel consumption, were some of the many questions answered by simulation studies. Performing simulations at an early stage of the development of a design, enables shipyards and shipowners to get a detailed assessment. There is clearly a lot to gain from a preliminary evaluation of the future operational performance of a ship. But simulations need to be done at the preliminary stage in order to yield the right choices at the right moment.
Prior to model fabrication both hulls were optimised using CFD tools. Using MARINs potential flow code RAPID and viscous flow code PARNASSOS, the HSV hull form was optimised for wave making characteristics and chine alignment. The optimisation of the CHSV proceeded using the computational tools and expertise of NAVATEK. For both the vessels 3D non linear time domain seakeeping calculations were performed using MARINs PANSHIP code. This code, which is specifically developed for high speed vessels, assisted in the optimisation of the ride
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control systems and gave an early indication of the seakeeping performance of both vessels.
Complex models a challenge
Models of the CHSV and HSV manufactured to a scale of 1:18 were used for seakeeping, manoeuvring and powering tests. The HSV model was a relatively simple model with a double chine hull form propelled by two water jets and equipped with active trim flaps and fin stabilisers. The more complex CHSV model consisted of a centre hull form with outriggers (amas) on the side. It was equipped with three water jets and two blended wing body systems, one fore and one aft. The cross foils of the blended wing body systems were equipped with two flaps, port and starboard, for motion control. In addition to these control surfaces, the aft struts of the blended wing body system also had a vertical flap for directional control. In total the model was equipped with six servo actuated flaps. During the free running model tests all the flaps and water jets were active. With the active flaps and jets and the need to measure midship bending moment and loads in each blended wing body, the CHSV model was one of the most complex models ever tested at MARIN.
Model tests
the model tests was threefold: to obtain data to quantify the hydrodynamic performance of both vessels in calm water and motions in a seaway, to obtain engineering data to quantify such things as loads in the struts and midship bending moments, and to use the obtained model test results to fine tune the designs. The test program started with seakeeping and manoeuvring tests where issues which could not be calculated were investigated in the tank. Waterjet inlet ventilation was one such issue. Using under water cameras, it was possible to detect if and how air bubbles were entering the water jets. Using these observations the forward strut/ama and spray rail configurations were optimised to give the lowest possible disturbances (air bubbles) in the water. In addition, the effect of spray on the vessel performance was quantified, leading to design changes that proved to significantly improve the spray associated with vessel operations.
Cooperation a key to success
For both vessels free sailing seakeeping and manoeuvring, resistance, powering and captive manoeuvring tests were performed. The purpose of
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A comparison was made between the two optimised concepts using the model test data. The results of the seakeeping tests show that CHSV (lifting body concept vessel) performed equal to or better than the monohull (HSV) design. In calm water a small increase in resistance was found over the HSV design. The results suggest that an improvement can be achieved by further optimising the position of the cross foil with respect to the hull, as interference phenomena were observed between the hull and the two blended wing body systems. The manoeuvring characteristics between the two vessels are quite different. This is due to the large vertical struts on the CHSV which make it more course stable than the HSV, but also increase the turning circles over HSV. The cooperation between all parties involved resulted in a very successful project. The use of CFD in the initial phase together with model tests in the later phase helped reduce development time and costs while producing valuable engineering information for the final design. Once again, this approach has proven indispensable in the development of new concept designs.
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Final calculations have shown that one single inland shipping vessel could save as much as 130 tonnes of diesel on an annual basis (15 to 18%) and about 400 tonnes of CO2, five tonnes of NOx , plus about half a tonne of soot (PM10) particles. Given the fact that these results apply to one single inland navigating craft, there has been a large amount of interest from inland shipping companies. There might also be sufficient interest to start a second Dutch research initiative on the subject. All these positive results concerning air-lubrication are very important in both social and economic terms and research in this area is supported by the European Commission. Consequently, a European consortium of well-known partners, with MARIN at the helm, is currently preparing a 6th framework EU STREP proposal SMOOTH (Sustainable Methods for Optimal design and Operation of ships with air lubricaTed Hulls) to continue PELS. The aim is to expand the fundamental research done in PELS 1 and to move a step closer to a practical application. There is certainly a great deal of interest in taking this project to the next stage. Interested potential partners are still welcome to join the consortia. The knowledge gained so far will be of great benefit to those who undertake further research into lubrication. And it will be very interesting to see if the first practical application validates the positive findings from laboratory experiments.
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An increasing number of MARINs clients consider low-frequent, broadband excitation caused by cavitating propeller tip vortices as the most important topic in inboard noise and vibration abatement.
Propeller tip vortex cavitation on scale model.
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Typical hull pressure spectrum showing broadband excitation in between spikes at multiples of BPF.
ringing effect, superimposed on the tonal components at blade passage frequency. Such a phenomenon has been observed in time traces of pressure signals measured with flush mounted pressure transducers on board passenger vessels. At MARINs Depressurised Towing Tank detailed model scale studies are conducted, where high-speed video images and hull pressure data are synchronised to study the character of the cavity dynamics and resulting pressure pulses. Combining information from such studies with results from wake flow experiments, CFD computations and experience, allows for the best trade-off between propulsive efficiency and low noise levels. Practical design studies need to backed up by background research (see references) as there is still much to be learned in this field.
REFERENCES
Aspects of the cavitating propeller tip vortex as a source of inboard noise and vibration; Erik van Wijngaarden, Johan Bosschers, Gert Kuiper; ASME Fluids Eng. Div. Summer Meeting and Exhibition; June 19-23, 2005, Houston, TX, USA. Recent developments in predicting propeller-induced hull pressure pulses; Erik van Wijngaarden; The First International Ship Noise and Vibration Conference June 20-21, 2005, London, UK.
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n the overall design process of an LNG carrier, the hull form and propulsors play an important role from a hydrodynamic point of view. The twin-gondola aft-body has proven to be an adequate design concept but due to the complexity of the flow around the aft-body, the design must be carried out with great care. Computational Fluid Dynamics (CFD) tools are extremely valuable in the hydrodynamic hull form optimisation process. Both potential flow and viscous flow codes are used to obtain the optimum hull form.
Viscous effects play an important role in the flow around the aft body and therefore, the shape of the aft-body and the orientation of the gondolas can be further improved by using MARINs viscous flow code, PARNASSOS. With the results of the PARNASSOS calculations it is possible to make decisions with regard to the horizontal angle and the inclination of the gondolas and the slope of the buttocks in the area between the gondolas. The wake field in the propeller plane can also be improved by optimising the shape of the gondolas. And these have to be oriented in such a way that maximum efficiency is achieved. Furthermore, the effect of a working propeller can be investigated by
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applying an axial force field in the propeller plane. Scale effects can be studied by conducting calculations for both model and full scale. Although the CFD part is of great importance during the pre-design stage of the project, verification of the performance of the ship by means of model tests is still needed. The combination of CFD calculations and model tests makes it possible to compare the calculated and measured results. For the model measurement of the wake field, a 5-hole Pitot tube is mounted in the propeller plane. The results of the axial velocity components show a wake peak depth of about 60 percent. The gradient of the velocity through the propeller plane is soft on the outer side of the gondola, while on the inner side the gradients are somewhat steeper.
A few aspects are still being studied through a research programme with internal MARIN funding. In this programme, PARNASSOS calculations for full scale Reynolds numbers are carried out. Propulsive coefficients will be determined to study the sensitivity of the change of the position of the gondola on the hull efficiency and other relevant parameters. In the near future, several CFD calculations will be carried out with gondolas perfectly oriented in the flow but also with gondolas deliberately placed somewhat out of the flow to increase hull efficiency. It is expected that these additional studies will lead to a further improvement in performance.
From recent studies it became clear that the design of a twin gondola aft-body can be approached in several ways. Whether the priority is to minimise resistance, or whether it is to maximise hull efficiency, both approaches can lead to good designs. For both approaches a thorough understanding of the flow over the aft body is needed. In this regard CFD tools like PARNASSOS are vital and it is believed that an even more extensive use of these tools will lead to better design in which the optimum combination between resistance and hull efficiency can be found. A few recent designs following the approach described above have resulted in significantly (between 10 and 15 percent) improved powering performance, leading to significant reductions of fuel consumption, or in some cases to an increased payload at equal fuel consumption characteristics.
Comparison calculated (above) and measured (below) wake field.
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As leading shipowners and shipyards co-operate in the Sea Trial Analysis Joint Industry Project, Report takes a closer look at the new initiative.
Henk van den Boom H.v.d.Boom@marin.nl istorically, the analysis of shipbuilders speed trials utilises corrections to allow for deviation between the conditions during the trial and those defined in the contract. However, recent adverse experiences of several shipowners suggests that it is time to reconsider these corrections, as some have not been revised since they were developed 30 or 40 years ago. The STA-JIP is aiming at transparent and accurate methods for the speed/power tests of ships upon delivery. A rational review of the trial analysis procedures will be conducted within the framework of the existing ISO Standard 15016. Shipowners and yards are invited to join this project and to work towards a new industry standard in this field.
methods and software. The project focuses on LNG-carriers, tankers, bulk carriers, container ships and car carriers. Evaluation of the results of some 20 previous sea trials were made available by the owners and these have clearly indicated areas in need of improvement. Trial procedures and measurement techniques are specified in detail in the recommended practice guidelines. New correction methods for waves and wind for instance, are being developed and these will be included in the STA-analysis software to be delivered to all participants.
Demonstration trials
As a final stage of the project, trials on selected ships are conducted according to the new practice guidelines and analysed with the new software. One of these demonstration trials concerned the COLOMBO EXPRESS. This 8,600 teu container vessel was constructed by Hyundai Heavy Industries for Hapag Lloyd and is currently the largest container vessel in operation. During the trials in March 2005, the shaft power and ship speed were measured, as well as the incident wave and wind conditions.
Interested?
The STA-JIP started-off with case studies to investigate results of trials by various analysis methods, from which recommended practice for trial procedures and measurements will be developed. Subsequently, the project group aims to develop ship-type specific analysis
The STA-JIP is still open to new participants, with shipowners and yards welcome. The project will be completed in 2006. For further information please contact Henk van den Boom (H.v.d.Boom@marin.nl) or Ivo van der Hout (I.v.d.Hout@marin.nl).
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Unofficial sources estimate that the number of containers lost at sea worldwide is between 2,000 and 10,000 each year. Lashing@Sea aims to tie down the problem.
Jos Koning J.Koning@marin.nl
Pressure on schedules
Efficiency improvements in the ferry and shortsea shipping sector has put additional pressure on schedules and consequently, time is of the essence for lashing work in ports on trucks, cars and containers. The industry is calling for a reduction in lashing requirements in order to improve efficiency. This might jeopardise safety because it is unclear what the loads really are.
The tendency to reduce lashing efforts, in combination with unknown loads, the increasing scale of the ships and the large number of containers lost at sea, have been the major reasons for the start of the Lashing@Sea project. Together with operators, suppliers, authorities and class societies, MARIN will investigate the mechanics, safety and efficiency of container and ro-ro transport. The project focus will be on deepsea container shipping, the ferry industry, shortsea shipping and on feeder lines. The overall goals are to gain insight, improve safety, reduce the number of damaged and lost cargoes at sea and where possible, to increase efficiency of lashing practice for transport companies. With a combination of a review of current practice, in-service monitoring campaigns on three different vessels and extensive analysis, the load mechanisms will be investigated. Based on this, guidelines for recommended practice for lashing procedures will be formulated in order to provide a level playing field for all operators.
Interested?
New participants are welcome to join. Please contact Jos Koning (J.Koning@marin.nl).
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On the development side, very interesting projects have been initiated regarding enhanced modelling of ship motions in multi-directional waves,
improved interaction with other vessels (also bottom and banks), as well as a full-scale upgrade of the visual system to include the latest features from the gaming industry.
Early June, PTS sent out a mailing for a Compact Manoeuvring Simulator that can be installed in your own offices. The initial reactions are quite promising. We will keep you up-dated on the teams progress.
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SNAME, Houston, October 19-21 Traditionally, MARIN is present at the 2005 SNAME Maritime Technology Conference & Expo and Ship Production Symposium and this year is no exception. Meet us at stand no. 426/428 to discuss the latest developments in maritime research.
Europort Maritime, Hydrodynamics of Floating Offshore Structures March 6-10, 2006 (5 days) This course will focus on floating offshore structures. Emphasis will be on hydrodynamic and aerodynamic
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Rotterdam, November 1-5 Europort Maritime, the international maritime and inland shipping exhibition in Rotterdam is a result of a merger between Europort and Rotterdam Maritime. Visit us at stand 1306A to discuss our latest technologies.
aspects relevant to optimising the design of monohulls, semi-submersibles, mooring layouts and DP systems. Attention will also be paid to the statistical determination of design values in general and in particular, as a function of the simulation or test duration. The operability analysis of ships and offshore structures will be explained. Case studies will be used to explore different approaches and techniques.
2005 Offshore participants in action.
METS, Amsterdam, November 15-17 Together with NEDCAM (shaping technology) MARIN will present its latest technologies for the yacht industry. Meet us at stand 01.610.
Ship Hydrodynamics I March 20-24, 2006 (5 days) Various hydrodynamic design aspects (resistance, propulsion, manoeuvring and seakeeping) will be presented in a balanced and integrated way. The physical background, as well as the techniques and tools available today will be dealt with. Case studies will be included to facilitate direct application of the acquired knowledge to selected practical problems. An advanced course (Ship Hydrodynamics II) will be organised in 2006. These two courses are intended for both existing professional staff and for newcomers in the maritime industry. Participants should have a university degree in naval architecture or ocean engineering, or equivalent education or experience. Fee: 1 3,250 per course (excl. hotel accommodation).
Marintec, Shanghai, December 6-9 This year you can also meet us in China at the All China Maritime Conference & Exhibition, Marintec 2005. Visit us at stand 2D65 for the latest maritime R&D.
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