Marine & Offshore Technology ’Schip en W e rf is het officiële orgaan van de N e derlandse Vereniging van Technici op Scheepvaartgebied, Het Maritiem Research Instituut Nederland M A RIN en De Vereni ging Nederlandse Scheepsbouw Industrie VNSI.
Marine & Offshore Technology
S C H IP m W ERF
Verschijnt maandelijks
Redactie P. A. Luikenaar, Dr. ir. P. van Oossanen, Dr. ir. K. J. Saurwalt en Ing. C. Dam
Redactie-adres
ADVANCES IN SHIP OPERATIONS
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W.E.M.T. Conférence Trieste, Italy 1988 by: Prof. ir. S. Hengst* W hat is W .E.M .T.?
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Inhoud Advances in ship operations
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Scheepsbouw informatie 1987
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Advanced management systems for maritime transport
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The domino theory on the transportsector
51
W aterbike technology
56
Selecting ofship parameters
58
Literature
61
Het Cospas-Sarsat radio opspori ngssystee m
63
Nieuwsberichten
65
Verenigingsnieuws
69
In 1972 the initiative was taken by a number of societies in the marine and maritime field in Western Europe to inves tigate the possibility of co-operation. The aim was to enable the members of the societies to benefit from the greater field of knowledge which could be reached through the organization by means of con ferences and other activities. This resulted in a first conference in 1974 in the Netherlands organized under the auspices of the W est European Confer ence on Marine Technology, W.E.M .T. The conference was a success and the W.E.M .T. council, consisting of the presi dents of the participating societies, de cided to continue with the organization of European Conferences and following con ferences took place in Norway, U.K., France, Netherlands, Germany and Italy. The last three conferences (subsequently in 1986, 1987 and 1988) had a common de nominator: 'Advances in ...’. The conference in Amsterdam, organized by N.V.T.S. and Klvl-MARTEC (in combi nation with Holland Offshore 1986) was titled 'Advances in Offshore Technology’. In Travemünde in 1987 the conference was held in combination with the annual meeting of S.T.G. (Schiffbau Technische Gesellschaft) in Germany. The theme of this conference was 'Advances in Ship De sign'.
T h e conference ’Advances in Ship O perations’ In October 1988 'Advances in Ship Opera tions’ was organized by A T EN A in T rieste, Italy. A T EN A arranged the conference in combination with N A V '88, the biennial meeting of ATEN A. The title 'Advances in Ship Operations', though decided three years earlier, proves SenW 56STE IA A RG A N G N R 2
to be timely and is corresponding with to day’s problems of Shipping and Shipbuild ing in Western-Europe. The presence of C.A.A.C.E., the organiza tion of Shipowners in Western Europe (Prof. M. La Calamita made the introduc tory speech) and A.W .E.S. the association of the Shipbuilders, indicates the interest in the subjects. It also indicates how much the various dis ciplines in shipping and shipbuilding are in terrelated. Aspects ranging from the analysis of the requirements of the market, the maintenance, manning, flags of con venience, developments of structural de sign up to the manufacturing need to be taken into consideration in developing products for today’s competitive market. The technical programme covered the fol lowing issues: - Economic considerations Management Systems, Requirements, Means and Limits for Merchant Ship Oper ations and Consequences on the Design and Operations due to Flagging-Out. Papers from The Netherlands (T.N.O./ T.U. Delft), Italy and Spain analyzed in depth the various implications of the changing market conditions on the design of the vessels. Presentations from the U.K., Italy and Greece gave attention to the chances resulting from the applications of new technologies (materials, traffic con trol, planning systems for coastal transpor tation systems). - Mission oriented design o f ship and
machinery This session covered the means to develop the design (e.g. CAD-systems), design procedures, recent examples and develop ments in the design (car-carriers, sub-mar 35
ines and offshore units) as well as methods used to evaluate or predict the perform ance of designs (e.g. power prediction). The selected papers from the Netherlands (M A RIN ), Italy, U.K. and Norway re flected the ’state of the art’ in this field and were presented by Research Institutes, Shipyards, The Ministry of Mercantile Marine in Italy, Universities and Shipown ers/managers. From all presentations the need for dedicated, branche-oriented soft ware packages became apparent Soft ware which has been developed for gener al applications appears to be of little or no use in the industry. - Reliability o f structures and machinery The presentations comprised the follow ing areas: • Methods to predict the structural relia bility. • Replacement strategies for equipment. • Service experiences with main engines. • Safety requirements for lashing of cargo. The papers evaluated the influence of the environmental conditions on the design of structures and machinery. The increasing need for ’better understanding of the envi ronment’ and the use of this information in the development of the design procedures became evident in presentations from Por tugal, Bulgaria, Italy, U.K. and Denmark.
- Manufacturing considerations This session covered the integration of CAD/CAM systems in Shipbuilding. Ex amples were presented by naval architects from the construction department of FINC A N TIER I and covered ship-production and the manufacturing of propellers. - Performance monitoring Measuring performance will be necessary in combination with voyage management, to make the tools for designers and build ers more reliable. Questions as: • How to assess and evaluate ships per formances. • How can the effects of weather-routing be evaluated. • W hat instrumentation is really needed to survey, monitor, control, provide the proper interpretation and improve performances. - Plants and automation developments New propulsion systems (from static energy conversion till electro-magnetic propulsion), Ship Collision Avoidance, Ship Manoeuvering Systems were discussed in papers from Italy and Japan. The influence of the ’mission profile’, hullform and oper ational requirements on the propulsion plant is obvious. Recent measurements on the required power for both main- and auxiliary equipment indicates the need for further measurements during ship opera tions on power supply and demand.
Th e developments in the E .E .C . The co-operation in the E.E.C. was a sub ject that also drew the attention during the discussions. This type of conferences provide an occasion to discuss with special ists shipping and shipbuilding from re search institutes, industries and univer sities the openings offered by the Euro pean Commission for co-operation in maritime research in the E.E.C. One conclusion from this conference is that much remains to be done. The research programmes of the E.E.C. form a small part of different measures which are considered to strengthen the position of Shipping and Shipbuilding in the E.E.C. Participation from more countries will be necessary, but then according to E.E.C. rules
Th e position of the universities Universities and research institutes can only take part in these E.E.C. programmes if the industry will participate. The importance of this aspect was demon strated by a Round Table Session called ’University and Shipbuilding Industry: Re search and Education'. The topic was w it nessed by all participating countries and stressed the point of the specific aspects of education and research to meet the re quirements of the industry. * President of the Netherlands Society of Marine T echnologists.
’SCHEEPSBOUW INFORMATIE 1987’ In de publicatie ’Scheepsbouwinformatie 1987’ komt de VNSI tot enkele interessan te conclusies die het bepaald waard zijn om ook in Haagse kringen met aandacht te worden gelezen. In deze terugblik op een jaar waarna reeds opnieuw een jaar ver streken is wordt gezegd, dat het er al met al op lijkt, dat de totale scheepsbouwindustrie in Nederland zich langzamerhand toch enigszins herstelt van de grootste crisis uit haar geschiedenis, maar dat er nog een lan ge weg is te gaan alvorens weer van een bedrijfseconomisch gezonde situatie zal kunnen worden gesproken. Hier klinkt in derdaad een nog zeer voorzichtig spoortje optimisme door, gevolgd door een duide lijke waarschuwing dat het nog wel geruimte tijd kan duren voordat van een vol ledig herstel sprake zal zijn. Niettemin echter zijn we op de goede weg en kunnen alleen maar hopen dat deze niet te eniger tijd opnieuw geblokkeerd zal worden door nieuwe conjuncturele en/of structu rele narigheden, die in de afgelopen jaren schering en inslag waren. 36
De zeescheepsreparatiewerven hebben de trieste ervaring opgedaan, dat hun her haalde verzoeken om generieke steun in Den Haag zonder meer terzijde werden gelegd, zodat aangenomen moet worden dat deze belangrijke markt voor de N e derlandse reparatiewerven tot een wens droom is geworden, met andere woorden verloren is gegaan. Zonder financiële steun kunnen zij op deze markt waar het grote opdrachten betreft zoals verhoudingen, niet meer concurreren en zien daarom de grote en vette klussen aan hun neus voor bijgaan. Het is daarom geen wonder dat deze sec tor van onze nationale scheepsbouwindustrie in 1987 haar moeilijkste jaar beleefde. Een triest record. Als gevolg van de Haag se onwil om financiële steun te verlenen voltrok zich in de zeescheepsreparatiesector een proces van koude sanering, waar aan geen enkele reparatiewerf in het Rijn mondgebied kon ontkomen. Parallel daar aan liep ook de markt nog verder terug. De huidige geherstructureerde repara-
tiecapaciteit bedraagt slechts 15 pet van die in 1975. Hierbij wordt tevens de kant tekening geplaatst, dat er nog geen enkele zekerheid bestaat dat deze in de sterk ver anderende markt als een 'strategisch mini mum’ zal kunnen worden gezien. Doordat de overheid geweigerd heeft bij te dragen aan de mogelijkheid om voor deze werven een strategische bodem in de markt te leg gen door ondersteuning van grote verbouwingsprojecten, zo zoekt thans de sterk in capaciteit en structuur aangepaste reparatiesector gemeenschappelijk naar nieuwe formules en naar passende markten om de jaren negentig met succes in te kunnen gaan. H et pleit voor de daadkracht van deze werven dat zij niet bij de pakken gaan neerzitten omdat de overheid niet de hel pende hand heeft willen reiken. Zij willen nu de concurrentiekracht versterken door een vergroting van de flexibiliteit, verho ging van kwaliteit en verbreding van het service-pakket. Op deze wijze, zo stellen zij, zal de zeeSenW 56STE jA A R G A N G N R 2
scheepsreparatiesector maximaal kunnen inspelen op zijn goede geografische ligging ten opzichte van de vervoersstromen en daardoor zo goed mogelijk zijn essentiële rol als onderdeel van de maritieme infra structuur kunnen vervullen. (Volledig in de editie van...) M o d u laire Scheepsbouw
Ernstige vertraging dreigt te zullen ont staan bij het project om in Nederland te komen tot de bouw van schepen die voor een belangrijk deel bestaan uit stan daardonderdelen - zogenaamde modulai re schepen. Er is namelijk nog steeds geen geld voor dit ISS (Innovatie Scheepvaart en Scheepsbouw)-project beschikbaar geko men. Bovendien lijkt het voor de scheepsbouwindustrie geen hoge prioriteit te hebben. Een en ander is naar voren geko men op het C M O (Coördinatie Maritiem Onderzoek)-symposium dat in Vlaardingen heeft plaats gevonden. Voorzitter W . A. Mulock Houwer van de KNRV (Kon. Ned. Redersvereniging) stel de daar aan de orde, dat de scheepsbou wers van mening blijken te zijn dat het zwaartepunt van het project bij de scheep vaart ligt. Hij karakteriseerde dit als een misvatting, want de scheepsbouwers zou den er volgens hem voordeel uit kunnen trekken om deel te nemen aan de ontwik keling van het zo economisch mogelijk te bouwen en te exploiteren ’schip van de toekomst’. Daarom zou het volgens hem betreurenswaardig zijn als reders en scheepsbouwers om te beginnen niet eens de weg tot samenwerking voor de uitvoe ring van het project zouden kunnen vinden. Het ISS-project werd reeds in 1987 door de Stichting C M O gestart met de opzet en ontwikkeling van een werkmethode, waarmee schepen van diverse typen en af metingen op zodanige wijze kunnen w or den gebouwd, dat de exploitatie met zo laag mogelijke dagkosten mogelijk zou worden. Het voordeel daarvan voor de re ders ligt duidelijk voor de hand. In dit ver band heeft het project tot uiteindelijke doelstelling het scheppen van technische voorzieningen om schepen te laten varen met een zo klein mogelijke bemanning. Voorts ligt de nadruk op een laag brand stofverbruik en lage bouwkosten. Om vooral dit laatste te kunnen realiseren moet op grotere schaal worden gebouwd met modules, zoals bijvoorbeeld een standaard-machinekamer, standaard-brug en standaard-ladingsysteem. Op het symposium werd er de nadruk op gelegd dat Nederland hiermee niet voor op loopt. Japan en Denemarken zijn in dit opzicht al heel wat verder op weg. In dit laatste land zullen in de loop van dit jaar een aantal koelschepen gereedkomen die geheel volgens dit concept gebouwd zijn. De scheepsbouwers in Nederland zitten echter niet in alle opzichten met de reders SenW 56STE [A A RG A N G N R 2
op één lijn. In de eerste plaats hebben ze bedenkingen ten aanzien van de wijze waarop de reders het project benaderen. Dit komt duidelijk naar voren uit de reac tie van ir. W . ter Hart, voorzitter van de VNSI. Deze wijst er op dat modulaire scheepsbouw in Nederland reeds op rede lijke schaal toegepast wordt bij relatief kleine eenheden. Bij grote schepen is dit veel moeilijker omdat elk vervoerstraject zijn eigen specifieke eisen aan het vervoer stelt. De ontwikkelingskosten van een schip zijn volgens ir. Ter Hart relatief laag en leggen dus bij seriebouw weinig ge wicht in de schaal. Daar komt nog bij dat het op voorraad produceren van onderde len ergens toch onverantwoorde risico’s met zich brengt. Slechts een paar Japanse werven zijn geslaagd waar het toepassing van seriebouw betreft. Hij concludeerde daarom dat de reders bij de scheepsbou wers aan het verkeerde adres zijn. Zij moeten zich in dit verband veel meer wen den tot de toeleveranciers van de compo nenten waarom het hier gaat. Overigens werd men het eens over de aanpak van een tweede vijfjarenplan van de Stichting CM O. Op grond van dit plan zou de gehele maritieme sector in Nederland om internationaal mee te kunnen blijven doen - tot 1993 een bedrag van zo’n 400 miljoen gulden ten behoeve van onder zoek en technologische ontwikkelingen moeten spenderen. Met betrekking tot de Nederlandse scheepsbouw werd gecon stateerd dat daarvan sinds 1975 nog maar een kwart resteert, maar 'zeer goede pa pieren’ heeft met onder meer de ontwik keling van kleine geavanceerde scheepstypen die voor export bestemd zijn.
de organisatie van de redersverenigingen in de EG - komt een Europese vlag ter sprake. Op de vraag, aldus dit verslag, of de invoering van een Europese vlag enig soe laas zou kunnen brengen voor de concur rentiekracht van de EG-vloten zijn de me ningen binnen de C A A C E verdeeld. De idee van een EG-vlag naast de bestaande nationale vlaggen wordt echter door de C A A C E als een praktische suggestie ver welkomt. Als dit echter gepaard moet blij ven met de hoge operationele kosten en de verplichte aanwerving van EG-bemanningen tegen onrealistische gages die con currentie met vlaggen buiten de EG onmo gelijk maken, zal dit plan al direct gedoemd zijn te verdwijnen. Als echter een Europe se vlag voor alle lidstaten een klimaat schept dat even concurrerend is als dat van de als paddestoelen uit de grond rijzende offshore- en internationale scheepsregis ters, dan kan deze vlag een rol spelen, aldus het genoemde jaarverslag. De Griekse vice-voorzitter van C A A C E ziet een eventuele instelling van een EGvlag echter iets minder rooskleurig dan het jaarverslag. Hij komt in dit verband aandra gen met de mogelijkheid dat er in de toe komst iets soortgelijks zou kunnen plaats vinden als destijds de Falkland-oorlog. W ie zal dan - als er een Europese vlag is inge voerd - beslissen welke schepen moeten worden ingezet om bepaalde belangen te verdedigen en welk land zal bereid daar voor zijn schepen ter beschikking te stel len? Aldus lijkt een Europese vlag, als deze er ooit komt, een zaak met haken en ogen die niet zo maar een-twee-drie in elkaar zullen sluiten.
Een Europese vlag?
In de afgelopen tien jaar is de in de EG ge registreerde handelsvloot afgenomen van 120 tot 60 miljoen brt, waardoor het aan deel in de wereldkoopvaardijvloot daalde van 31,2 tot 15,7 pet. Er is dus sprake van een halvering. Volgens het jaarverslag van C A A C E hebben de reders pogingen on dernomen daar iets aan te doen, in de eer ste plaats door de exploitatiekosten zo veel als maar mogelijk was te drukken. Op bepaalde niveaus zijn ze daar inderdaad in geslaagd. Ze zijn echter niet tevreden over de inspanningen die de Europese instanties zich in dit verband hebben getroost, maar die er niet in geslaagd zijn de fiscale en soci ale verschillen die er tussen de lidstaten bestaan weg te werken. Toch heeft de EGscheepvaartwereld niet verzocht om sub sidies, aldus het jaarverslag. De scheep vaart wenst vrije handel en een strikte toe passing van de vier EG-verordeningen. De reders hebben aan hun verplichtingen vol daan door kostendaling via ’pools’ en ’joint ventures' te realiseren, zij willen echter hun inspanningen niet in rook zien opgaan als gevolg van de EG-bureaucratie.
Krim pende handelsvloten De perspectieven voor de zeescheepvaart onder Nederlandse vlag werden als gun stig beoordeeld. Volgens de reders zullen de ladingpakketten jaarlijks met 2 tot 4 pet groeien. Het zal echter nodig zijn de Euro pese concurrentievoorwaarden op één lijn te krijgen tegen de goedkope vlaggen. In dit verband wordt gediscussieerd over de mogelijkheid van de introductie van een Europese vlag, waarbij ook de nationale driekleur over de wereld moet blijven wapperen. Het is duidelijk dat een en ander tijd zal gaan kosten en dus niet van de ene dag op de andere kan worden gerealiseerd. Het is daarbij echter wél zaak dat er spoed be tracht wordt omdat het feitelijk geen uit stel meer kan lijden. Een Europese scheep vaart met gelijke concurrentievoorwaar den onder een Europese vlag moge dan wél ideaal zijn, maar het lijkt een status die dan wel in de kortst mogelijke tijd zou moeten worden omgezet in een stevig ge fundeerde realiteit. Ook in het jaarverslag van de C A A C E (Com ité des Associations d’Armateurs des Communautés Européennes) - zeg maar
Vervolg op pagina 55
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ADVANCED M ANAGEM ENT SYSTEMS FOR MARITIME TRANSPORT * by: Prof. ir. N. Dijkshoorn - Delft University o f Technology ir. W. Spuyman - TNO Maritime and Offshore Research Delft Dr. ir. W. Veldhuyzen - TNO Institute o f Mechanica! Engineering Delft A BSTRACT Careful management o f future maritime transportation activities is considered a prerequisite to survive. Management o f those activities means making decisions based on information o f cargo to be shipped, o f ports where cargo ha ve to be loaded and discharged and o f ships to transport the relevant cargo. Information necessary for making decisions also includes forecasts o f future commodity flows, transportation rates depending on the availability and the demand for ships and on the prevailing social-economic climate. In addition to the need to anticipate market trends, shipping companies have to rationalize the management both with respect to ship-operations as well as to the company office activities. It can be expected that new developments in the field o f information technology, the development o f computersystems with a better performance at low er costs and the improvement o f computerprogrammes and capabilities, will lead to new procedures and better methods for shipping management. A s a matter o f fact a nearly unlimited number o f variables can be taken into account in the analysis of management information. The analysis also includes the development o f complex models, describing the relations between the vari ables, to be used to predict future trends. The development of a ’Maritime Transport Operation System’ as a support tool for management of a shipping company is de scribed in this paper. One of the conclu sions arrived at is that such a system will only function satisfactorily if the system is composed of the combination operationsmanager and management support tool. In that combination it is always the operationsmanager who judges the situa tion and makes the decisions. The manage ment support tool is based on a database containing all necessary information about cargo, ports and ship, a model of the ship market, an allocation model optimizing the allocation of ships to commodity flows and a ship-operation simulation model calcula tion physical and financial performance. The planning as a result of the information provided by the management support tool and the decisions of the operationmanager can be easily updated to take effects of real life into account. The management support tool resumes calculating the operation in formation for the time period to come. The system as developed, baptized with the name 'M A RTRA N S1, can relatively eas ily be adapted for tramp shipping as well as liner shipping. An example of an assumed situation in tramp shipping is presented.
I. IN T R O D U C T IO N Shipping in itself is an important function in society but it should also be remembered that it is only a part of the total transporta tion system. Because of that, shipping needs even more careful planning of trans portation activities far ahead, including anticipation on possible future events. * Paper presented at the N A V ’88 - W EM T ’88 Symposium, Trieste, Italy, 12-14 O ctober 1988
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The planning concerned should allow a performance measure at least in terms of: - the quality of the service delivered - the operations profit in hard cash. Planning of activities involves decision making on the basis of information that should be made available and also with re spect to effects of alternative decisions. It goes without saying that all planning ac tivities must be focussed on the objectives of the company concerned with respect to the type of activities, market share, finan cial results, etc. To plan the activities necessary in order to achieve those objec tives, a shipping company should also have information of future commodity flows and of market prices determined by the availability and demand for transport capacity. The planning period of transport opera tions will always be restricted in time as objectives and policy of any company can only be specified looking upon a limited number of years ahead. In general planning activities can be divided into long term, medium term and short term planning. Decisions which have to be taken on a short term will concern direct transport production with the actual fleet. The plan ning period is mostly limited to a period of some weeks or some months ahead. Medium long term decisions will mostly be concerned with the composition of the fleet in relation to chartering, contracting and possibly buying or selling ships. On a long term a change of a large part of the fleet can be considered. In that situation ships may even be ordered to be built at a shipyard. A huge amount of data regarding cargo's, ships, ports, economy and politics, is needed in planning transport operations: a number of data too dificult to be over
viewed at a time. Moreover, the bigger part of the data concerned may change in time. In addition to the need to anticipate mar ket developments, shipowners have to rationalize their management both with respect to office activities as to ship opera tions. It can be expected that new de velopments in the field of information technology, the development of computer systems with a better performance at low er costs and the improvement of compu ter programmes and capabilities, will lead to new procedures and better methods for shipping management. As a matter of fact, today a nearly unlimited number of variables can be taken into account in the analysis of management information. The analysis also leads to the development of complex models, describing the relations between those variables, which are to be used to predict future trends. This paper deals with a support system of the subject management task and it pre sents the results of a longstanding co-oper ation between the Department of Maritime Technology of the Delft Univer sity of Technology and the Marine Opera tions Section of the T N O Institute of Mechanical Engineering, both situated in Delft. Many students participated in the study in the course of time coached by the authors. Because of the nature of the sub ject only the structure of the final results can be given and explained in the limited scope of this paper. The results of the various investigations of the students have been integrated in one management system, named ’Maritime Transport Operation system'. It consists of a database with relevant statistical shipping information, derived from data presented in literature and modules for optimal alloSenW 56STE IA A RG A N G N R 2
cation and for simulation of ship-operations. Examples are given of applications for an assumed situation for a shipping company. The system as developed generates the best possible solution for ship allocation and presents the customary voyage results per ship employed in the fleet considered and also the results of the total fleet. The system is capable of calculating the per formance results, both per voyage as well as per month or per year. The planning as a result of the forecasting methods also al lows to be updated for the effects of reallife events and resumes calculating the best possible solution for the time period to come. The examples shown are for ma nagement of tramp shipping. A relatively simple adaption of the allocation module makes it possible to support management of liner shipping.
2. P H IL O S O P H Y 2.1. Basics in shipping As in industry the dominating phenome non in shipping is human desicions. Deci sions that can be traced from the highest aggregated form down to the tiniest de tailed form. W ell known are the studies [] in the area of human behaviour with re spect to decision making in which risk pro ne, risk neutral and risk averting decisions are distinguished. However, in this paper not that aspect of decision making will be emphasized, al though that aspect may play its role in the final end when the choice between alter native operations has to be made. Deci sions in the context of this paper are those based on logic conclusions all along the line of command from the lowest upto the highest applicable level of aggregation. The decisions considered are of a type of the right conclusions to be based on the right information in a logic order. Not one of the conclusions or decisions concerned are made in absolute freedom, because they are influenced by an interest ing but at the same time cumbersome number of restrictive variables. Modelling will only be possible when one is aware of the multitude of rules, laws, physical de pendencies, social economic considera tions, market opportunities, time restric tions and many other phenomena that may influence the freedom of choice. From a mathematical point of view no modelling seems possible and it is that ap parently chaotic mess that may hinder good management. However, in practice many decisions can be made correctly which must be ascribed to human ’intui tion’ and ’experience’. Intuition and ex perience of man can be compared with superior intellectual computerwork and only part of it can be approximated by statistics, statistical distributions and the present day computer capability to handle huge amounts of information. Any manSenW 56STE IA A RG A N G N R 2
agement support system which excludes human intuition and experience is bound to fail. To some extend the application of operation research methods in manage ment has to be submitted to the superiori ty of human intuition and experience as well.
2.2. General requirements The very first requirement for the man agement support systym envisaged has ac tually alkready been mentioned in the pro ceeding paragraph 2.1. It can be formu lated as follows: a. the relevant support system should al ways allow human intuition and exper ience to judge the situation and conse quently make the actual decision. In other words, such a system should never have automatic decision making capability in corporated. A next requirement to be fulfilled would be: b. the computer in such a support system should be used to its full capability in hand ling large amounts of data without making mistakes, provided it is programmed cor rectly and it is given the right input. The management of a maritime transport system is in essence a proper way of hand ling a lare amount of data concerning cargo offered for shipment, concerning ports where the cargo has to be loaded and to be discharged and concerning the ships avail able for the transportation task from port to port. The majority of these data may vary in time and moreover, they are influ enced by social-economic changes and by international/national laws. It requires little imagination to realize that a huge amount to variables has to be handled at a time in order to make the right decisions which may lead to the required quality of the service offered and the net profit to be gained. It is practically impossible to handle all those variables in a model. Too drastic a reduction may lead to loss of valuable in formation and consequently to unreliable results. However, data reduction is badly needed. Apart from some wisdom, sen sitivity analysis may help. Forrester, when developing system dyA
namics, already stressed that to keep the effects under control, very few data should only be varied at a time in order to investi gate sensitivity for variables. The considerations mentioned above lead to the following requirements: c. in order to arrive at an effective tool for management, data should be reduced in such a way that the final model in conjunc tion with the operator/manager will show effects of essential influences as in practice, that measures for performance will com pare with reality and that reliable figures are arrived at in the financial surveys. d. the mathematical methods to be used in the management tool envisaged have to be capable of handling many variables at a time which for example rules out linear pro gramming as such. At the maritime transportation system to be managed will meet physical constraints which should be accounted for as in prac tice, an other model requirements has to be: e. the model should also contain physical parameters and variables in order to com ply with physical constraints such as vol uminous cargo, bad weather and restricted water depths. In order that the management tool to be developed will be well understood by the user and to arrive at the best possible ac ceptability, a systematic structure is de sired. That can be reached by meeting the requirements that: f. the model should be constructed in an orderly way in successive steps, i.e. a mis sion oriented design, a conceptual design, a preliminary design and a final design. Each consecutive step will operate with more data, after the preceeding step of develop ment has been checked with respect to operational performance. That approach is schematically explained in Fig. I. Another requirement that meets practical needs and as such being beneficial for structuring and for adopting the model for specific applications in practice would be that: g. the model should be of a modular struc ture.
MORE COMPRE HENSIVE, DATA
1 MORE KEY DATA
X Ä R G O , PO RTS, SHIPS AND ENVIRONM ENT DATA
V I MISSION DESIGN
C O N C E P T U AL DESIGN
PR ELIM I N ARY DESIGN
FINAL MODEL
M ARITIM E TRANS PORT
SYSTEM
I____
Fig. I Systematical build-up of the MARTRANS model. 39
Eenbeetjekleur haaltuwhelebedrijfop.
Staal heeft bescherming nodig, moet van tijd tot tijd ingepakt worden in een stevige coating. Als het dan toch zover is maak dan tegelijk van uw installatie uw visitekaartje Onderhoud combineren met representatie is een goede, economische zet Voor een goed advies daarover, en voor de uit voering moet u natuurlijk de schilder hebben.
A l
The above mentioned seven general re quirements are according to our experi ence the basic requirements that the man agement support tool envisaged for maritime transport should meet.
2.3 The challenge The basics of shipping and the general re quirements mentioned in par. 2.1 and par. 2.2 are the backbone of the management support tool to be constructed. The chal lenge for both numerous students as for the authors was that: a. the operator manager will have a man agement support tool to his disposal which is capable of providing al I practical informa tion within selected confidence limits for judging the situation and for deciding on the course of action; b. the information provided to the operator manager should be based on the mental and physical climate in the maritime transport industry; c. data, procedures and methods used are to be interrelated in such a way that the information to be provided can be offered both in a highly aggregated form as well as in a form of selected details.
basic eng. disciplines
shipping technology
&
\
&
m a rin e e n g
Fig. 2 Schematic representation of MARTRANS development. produces reports of the performance of the fleet or of each ship, during a particular voyage or a particular time period.
3. D E S C R IP T IO N O F T H E O P E R A T IO N S Y S T EM 3.1. Structure of M A R T R A N S
M ARTRANS. In Fig. 3 the general struc ture of the operation system is shown. The system consists of a central data base and four modules to handle the data stored and to generate new operations planning. The four modules are: a. a ships allocation module, named T R A N SA LL O C ’, which generates an op timal allocation of ships to the cargo of fered for transport; b. a fleet simulation module, named ’TRANSSIM ', which predicts the perform ance of a particular voyage to be made by each of the ships considered and of the to tal fleet considered; a performance in terms of physical transportation figures and in terms of cash per voyage or per month/year; c. a voyage performance calculation pro gramme named T R A N SU N IT ’ in order to investigate the effects of additional per formance of ships chartered or bought, on the performance of the presently existing companies fleet; d. a module named ’TR A N SR EP’, which
The output of M ARTRAN S consists of planned voyages of the ships available for a given cargo market, eventually including additional ships which are added to the companies own fleet. Additional ships are either chartered or bought on the used ships market when management considers the financial results could be improved upon in the prevailing situation. The finan cial results can be presented on a basis of one single voyage of a particular ship but also on a monthly or an annual basis for each ship and for the total fleet considered. The input consists of new cargo to be ad ded to the listing of cargo offered to be transported, new ships to be added to the existing companies fleet, actual informa tion of each of the ships including their pre sent position and destination, and possible modifications of the data files to be used in the calculations which are executed in
Fig. 3 General structure o f the MARTRANS system developed.
However, the most challenging and at the same time exiting business was matching and integrating a range of disciplines of which are to be mentioned: - business economics and management skills - shipbuilding and shipping economics - computer technology and mathematical methods - shipping technology - naval architecture and marine en gineering. Schematically that matching and inte grating of discipline is shown in Fig. 2.
SenW 56STE IA A RG A N G N R 2
To perform the tasks envisaged, the T R A N SA LLO C and TRAN SSIM modules need data of cargo to be transported, of ships to be considered, ports concerned and socio-economic and other data that may influence the data already mentioned and stored in the database named T R A N SD A T A ’. T R A N SD A T A contains amongst others information about ports, e.g. maximum al lowable dimensions of ships that can call that port, costs of entering the port per ship type, which includes pilotage, towage, lockercosts, daily port costs, distances inbetween ports, differences in time be tween the subject port location and the of fice of the shipping company, average de lays due to congestions and public holidays in ports. Moreover, data influencing the time needed for loading or discharging the
41
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En elke 250 uur voeren we een gratis olie-onderzoek voor u uit. Onderdelen voor onderhoud leve ren we binnen 24 uur. Komen ze later, dan krijgt u ze gratis. Zo kunnen we nog wel even doorgaan. Maar het is misschien veel beterals u eens kontakt met ons opneemt. Dan kunnen we u de Caterpillar motoren zelf presenteren. En rekenen we u meteen voor, dat het echt waar is, van die lifetime bonus. Wilt u meer weten over Caterpillar motoren en de garantievoorwaarden, neem kontakt op met Geveke Motoren, telefoon 078-150555 in Papendrecht. IT IO tO re n
CATERPILLAR. DEMOTORMET LIFETIME BONUS.
ship as w ell as data influencing the costs of these operations are stored. Some m ore detailed descriptions o f the modules is given in the follow ing sections.
3.2. The module T R A N S A L L O C The main function for which the module has been developed is to assist manage ment of a shipping company in allocation of ships to cargo offered for transportation. That cargo market listing may be available, either as public information or as a result of the companies intelligence activities, pre ferably many months or, if possible, even some years ahead. In addition to that task, the module can be used to analyse the pro fitability of accepting contacts to transport cargo in view of the contracts already ac cepted for transportation. The main input of the module is the cargo offered, the cargo already accepted to be transported and the ships available. The cargo is specified by type, by weight and by volume and of each cargo-lot the first day available for shipment and the last day of delivery are given. The programme deter mines, for a given situation of cargo of fered and a given actual position of the ships of the fleet, an optimal allocation of ships to cargo-lots to be transported. Scheduled voyages for each ship can be cal culated in terms of dates of departure of ports and arrival at ports of destination where cargo is to be loaded and discharged respectively. To determine an optimal solution of the allocation problem, the programme starts its calculation with the selection of an ini tial schedule for each available ship. This initial solution may be far from optimal. It may also occur that only a part of the cargo to be transported is really taken into con sideration by the programme. By changing systematically the initial allocation and by shifting in time the planned departures of the ships in a systematic manner, a better solution is looked for. The applied method does not guarantee an optimal solution, however, the optimalizations carried out so far show very little improvement during the last iterations. The method is also known as a heuristic optimisation method. A diagram showing the general set-up is given in Fig. 4.
L__________________ I
f
,
The criterion used in optimal allocation of ships to cargo-lots is in principle based on the objective function, aiming at maximiza tion of the difference between revenue and costs. W ith respect to income it is supposed to be determined by the fixed contracted freight-rate and the volume or weight of cargo transported. W ith respect to costs, all costs in order to produce the transport performance, composed of fixed and vari able costs for transport, fixed costs for SenW 56STE jA A R G A N G N R 2
L__________________ I 43
IWECO LINES SHIP: DELFLAND
...
DATE: 0 9 - 3 0 - 1 9 8 8 DEPARTURE: day 1
V O YAGE NUMBER: 2 ARRIVAL: day 37
VOYAGE CALCULATION REVENUES COSTS
COSTS
(variable) fuel harbour dues loading and dis c h a r g i n g com m i s s i o n s and claims (fixed) interest + d e preciation crew insurance repair + ma i n t e n a n c e management
196042.3 13767.5 170147.1 2977.6
20 4 2 8 7 . 7 115191.5 54006.3 54006.3 2 2 32.0
:
8 12452.3 %
:
382934.5 *
:
429 7 2 4 . 0 $
:
-206.2 »
t * %
*
$ %
t t *
NET VOYAGE RESULT
Fig. 6a IWECO LINES SHIP: DELFLAND
DATE: 0 9 - 3 0 - 1 9 8 8 S A I L I N G D A Y S / Y E A R 340 NR. OF VOYA G E S F'ER YEAR: 9
VOYAGE C A L CUL A T I O N REVENUES COS TS
COSTS
(variable) fuel harbour dues loading and discharging: c o m m i s s i o n s and claims (fixed) interest + d e preciation crew insurance repair + m a i n t enance management
1 838031.6 129080.2 1595246.3 2 7 9 16.8
1915338.0 1080000.0 50 6 3 4 6 . 7 50 6 3 4 6 . 7 2 092 6 . 9
:
7 6 1 7 300.5 $
:
3 5 9 0 274.8 *
$ t « %
♦% %
♦ t :
4028958.5 %
------- ----
-1932.8 i
NET VOYAGE RESULT
Fig. 6b waiting time, if any, and fixed plus variable costs of the preceeding ballast voyage. However, a resulting ship schedule con sisting of a series of transist with many short periods of idle days is thought to be less favourable than a schedule consisting of the same series of transist with only one longer period in which that ship is idle. In case new cargo-lots are offered later, a ship being available for a longer time period will be easier to assign to new cargo offered. To take this aspect into account the function has been extended with a term consisting of the number of idle days, if this number is sufficiently large, multi plied by the expected profit in case the ship can be used to transport cargo. Another aspect which has to be taken into account is the destination of the last cargo carrying voyage in the planned period. If the port of destination does not offer a good chance of cargo to be transported, it 44
is supposed to be a less favourable situation than ending a series of planned voyages in a port with good opportunities for offering cargo. The expectation of acquiring cargo to be transported from the last scheduled port multiplied by the expected profit for a cargo carrying voyage or the expected costs of making a voyage in ballasted condi tion to another port with a reasonable chance of acquiring cargo is an aspect which is also taken into account in the for mulation of the optimization criterion. An example of an application of TRANSA LLO C is given in par. 4.
which may be a voyage resulting from the TRANSALLOC-m odule or a voyage specified by the system user. The results of the computations can be given on a month ly/annual basis or on a basis of a completed voyage. The results on a monthly basis are important for monthly cash-flow calcula tions. The results of each voyage are useful to judge the profitability of a planned voy age. Consequently TRANSSIM can be used to judge the effects of changes expected in the planning period or alternative voyages which are thought to be convenient for whatever reason. But it will always be the operations manager who decides so. TRANSSIM can also be updated with real ised results at a later date and planning by simulation can be resumed for the period to come. Fig. 5 shows a diagram of the gen eral set-up of TRANSSIM . An example of an application of TRA N S SIM in combination with TRA N SREP is gi ven in fig. 6a and 6b.
3.4 T h e module T R A N S U N IT T R A N SU N IT is used to determine and judge transportation capabilities and capi tal costs of ships either to be chartered or to be purchased on the used ships market, meant to be added to the companies fleet. The T R A N SU N IT programme starts primarily by selecting as input either cargoweight or cargo-volume/TEU and a ship’s service speed. Secondly a load rate is selected which determines an expected average utilisation of the cargo carrying capacity. The type of ship, sailing action radius and particulars of ports to be called and of routes to be sailed should also be known input. The programme starts run ning with the help of a statistical data-base and determines the optimal ship needed to terms of principal dimensions, deadweight, displacement, main engine power, in short all physical aspects that matter but also in terms of capital costs and operational costs. T R A N SU N IT also offers the facility to calculate the physical and financial voy age results for calling given ports, either for the optimal ship determined or for any other ship the operations manager desires to test. The subject ship of which the operating characteristics are established now, may be entered into T R A N SA LLO C in order to be further processed for employment in the companies fleet. An example of an application of TR A N S U N IT is given in fig. 7a, 7b and 7c respec tively.
3.5 The module T R A N S D A T A 3.3 T h e module Transsim The TRANSSIM-module has been de veloped to simulate voyages in order to determine the physical transportation data and the financial results of a planned voy age. The input for that module is a planned voyage with one of the available ships,
3.5.1. Basic considerations The way in which one succeeds in trans forming the philosophy, explained in par. 2, into effective management information, depends to a large extent on the quality of the data-base. It is not only the quality of the data themSenW 56STE jA A R G A N G N R 2
************* ********************************************************* ********** ********** ********** D E F IN IT E CHOICE ********** ********** M e d iu m - s iz e d b u l k c a r r i e r o r ODD ********** ********** ********** ********************************************************************** The s h ip
has th e
F o llo w in g
c h a r a c te r is tic s :
1. D e a d w e ig h t 2 . Sp eed 3. C a rg o - ra te 4. C a rg o amount 5. N r . o f s h i p s 6. T o t a l carg o The c a r g o
am ount m e n tio n e d
is
50000 1 5 .0 9 0 .0 0 45000 1 45000 per
to n s kn
y. to n s to n s
s h ip .
Fig. 7a ********************************************************************** ********** ********** SH If- D L S 1 G N ********** ********** M e d iu m - s iz e d b u l k c a r r i e r or ÜB0 ********************************************************************** The s h ip
has th e
L e n g th Beam D ra u g h t Depth D e p la c e m e n t WSM WM WS WE DWT1
f o llo w in g 1 9 8 .8 3 3 1 .5 2 1 2 .2 0 1 6 .8 4 59190 10077 1215 7791 1072 49113
p a ra m e te rs:
m m m m to n s to n s to n s to n s to n s to n s
L/B L/D B/T D/T B lo c k - c o e f f . Sp eed FR0UDE E n g in e power G r a in - c a p a c . DWT
6 .3 1 11 .8 1 2 .5 8 1 .3 8 0 .7 5 1 5 .0 0 0 .2 0 10122 59234 50000
M = 10 N = 9 K l= 0 K2= 1 K3= 0 K4= 0
kn KW m3 to n s
Fig. 7b ********** **********
S H IP DATA M e d iu m - si zed b u l k c a r r i e r
L e n g th Beam Depth D ra u g h t B lo c k - c o e f f i c S e r v ic e - s p e e d D e a d w e ig h t C a rg o d e a d w e ig h t G r a in - c a p a c ity E n g in e - p o w e r W e ig h t o f s h ip W e ig h t o f s u p p l i e s D e p la c e m e n t N r. o f d a ys a t sea N r. o f d a y s i n p o r t s D e p r e c ia t lo n - t im e D e p r e c ia t io n / y e a r R a te o f in t e r e s t
%
1 9 8 .8 3 3 1 .5 2 1 6 .8 4 1 2 .2 0 0 .7 5 1 5 .0 0 5 0 0 0 0 .0 0 4 7 2 6 3 .0 7 5 9 2 3 4 .0 0 1 0 1 2 1 .5 5 1 0 0 7 7 .3 2 9 5 5 .5 3 5 9 1 9 0 .1 7 3 3 .3 3 2 .9 3 2 0 .0 0 1 0 1 2693.38 1 0 .0 0
********** **********
o r 0B0
m m m m
Typ e v o y a g e D is ta n c e C a rg o - ra te S o u th - K o r e a
kn Tons Tons m3 kw Tons Tons Tons D ays D ays Tear * %
D a ily c o s ts T o ta l c o s ts T r a v e lc o s t s RFR JP D * 1 0 ” 3
1 6000 Nm 90 X 1985
11850 t / d a y 22410 t / d a y 812659 t 1 9 .1 0 t / t o n 2392869 Tonm
7c
********************************************************************** ********** IN D EX - F IG U R E S ********** ********** M e d iu m - s iz e d b u l k c a r r i e r o r 0B0 ********** **********************************************************************
S T E E L P R IC E S 1975 1976 1977 1973 1979 1980 1981 1982 1983 1984 1985 1986 W-Germany N e t h e r la n d s F in la n d Norway S o u th - K o re a Ja p a n Type any
0 .5 4 0 .5 4 0 .5 4 0 .5 4 0 .4 0 0 .6 0
key t o
0 .5 7 0 .5 7 0 .6 0 0 .6 0 0 .4 0 0 .6 0
0 .6 0 0 .6 0 0 .6 8 0 .7 0 0 .4 8 0 .6 7
0 .9 0 0 .8 8 0 .7 2 0 .7 5 0 .5 5 1 .0 0
0 .9 9 0 .9 3 0 .7 6 0 .8 6 0 .6 4 0 .9 5
1 .0 7 0 .9 7 0 .8 5 0 .9 5 0 .8 9 1 .0 0
1 .0 0 0 .7 7 0 .8 5 0 .9 1 0 .8 6 1 .0 5
0 .9 9 0 .9 4 0 .9 5 0 .9 0 0 .7 4 0 .9 5
0 .9 2 0 .8 9 0 .8 0 0 .8 5 0 .7 2 1 .0 2
0 .8 7 0 .7 6 0 .7 9 0 .8 3 0 .7 2 1 .0 2
0 .7 6 0 .7 1 0 .7 8 0 .7 6 0 .7 5 0 .9 9
1 .0 3 0 .9 6 1 .0 5 1 .0 3 0 .7 5 1 .4 2
c o n t in u e .
Fig. 8. Cost index figures for steel, used for the construction ofmedium sized bullkcarriers or 080-carriers.
SenW 56STE IAAR.GANG N R 2
selves that matters, the data-base struc ture is of equal importance. How well data can be stored, retrieved and if necessary updated will certainly be a measure for judging the system under consideration. It has been said before: ship operations de pend on an enormous amount of data but it can easily generate nearly an equal amount of data if one chooses so. For practical pur poses it is the skill of the operations man ager, also depending on the culture adhered to in the company, to choose a level in between the lowest and the high est possible level of aggregation. A plain example to prove this point would be the profitability of a ship during a time period, information that can be considered as highly aggregated. However important that figure may be for judging the opera tions, if the data with which the profitabili ty is calculated cannot be readily accessible there is nog way in which the manager can decide on an improved course of action. On the other hand to leave data in excess completely out of consideration would be an equally dangerous operation in which the output might not show the influences of certain aspects of the business environ ment which in turn might cause the opera tions manager to be mislead. 3.5.2. Data In constructing the present data base it was considered to be of prime importance that it should contain data which could at least deliver the following managementinformation: a. judgement of the performance of the present company’s fleet or an alterna tive one: b. identification and evaluation of eventu al fleet mutations; c. allocation of ships in the company’s fleet to (new) cargo flows on a least cost criterion: d. scheduling the most important ac tivities of a ship in the company’s fleet; e. judgement of charters to be incorpo rated in the company’s fleet; f. prediction of ship and total fleet per formance on a relatively short time basis; g. delivering ship positions in relation with schedule; h. reporting of forecasted and actual fleet performance. in order to perform proper management both physical data as well as cost data are necessary in the data base. Physical data with respect to ports, cargo and ships, in terms of dimensions, areas, volumes, distances, speed and weight but also when necessary influences of bad weather and other influences on the physi cal performance of ships. W ith that physical data the shipping pro cess to be simulated is guaranteed to be performed as in reality. One avoids such 45
cases as ships entering a port they cannot enter in reality because the draft is in ex cess of the port’s depth. In order to be able to judge the economical performance of the shipping process, a re latively wide range of cost data is stored in the database. Cost data in terms of all customary costs needed to calculate fixed and variable costs of ships engaged in the transporta tion process. The relevant costs may range from costs for capital to be obtained to costs for crew, fuel and services. Again it has to be stated that the amount of details in data to be used totally depends on the operations manager. However, in practice it is recommended to use the in formation immediately available in order to get the system operational. When, in a later stage, more reliable or more detailed information is found, the original informa tion can be easily replaced. In the data-base presently under consider ation a rather high level of details was necessary, because it is meant for a stand alone system without having available the intelligence source of a shipping company. For example, in calculating fixed costs the new construction value is an important starting point which should be determined as accurate as possible. For that purpose indexed cost figures for ship main compo nents are collected for several shiptypes per country of interest. Fig. 8 shows cost index figures for steel used for the con“Sctuci.101 tz5t medium sized’udiKcarriers or OBO-carriers in the time period con cerned. In the data-base are presently available in dex cost figures for small bulkcarriers, medium-sized bulkcarriers or OBO-car riers, large bulkcarriers or OBO-carriers, containerships and productcarriers re spectively. 3.5.3 Trends For near future projections there is an ur gent need to know at least a trend of cost developments. Trends of some import ance are supposed to be: - the interaction between new-build ships and ships already available on the shipping market which is not only an economic matter but also a political one: - the interaction between developments in cargo flows and the ships available on the shipping market which will certainly have an influence on trade rates and hys teresis; - the interaction between trade protec tion and the ships available for transpor tation which will certainly influence trade rates and overturn any action in the direction of market penetration; - the interaction between standard ships and highly specialised (more costly) ships. The latter may be favoured in cer tain trades but when the trade de46
Statement of April 1985 1. Revenue
V. Overhead cost
Ship revenue
2600700
Terminal revenue
Employees wages
560000 ****
Agency revenue O ther revenue
Transportation and food Health
4000
Discount
130000 *** *
Landed crew wages
16000
24300 5670 * ** *
Vehicle cost
-------- + Travelling cost 3148700 Telephone, electricity and water
Revenue II. Ship variable cost
2300 **** ****
Post, telegrams, telex and fotocopy Stationary
13400
Fuel cost
430000
Management fee
56000
Total port cost Agency fee
380900
Accountant
22000
91000 3890
Fees Rent
0 34000
45000
Inventory maintenance
12000
Freight cost Claims Freight premium
****
Entertainment
3000
Ship cash
4560
O ther overhead cost
1130
O ther variable cost
780 ----------F Total overhead cost 956130
Total ship variable cost
303800
VI. Depreciation III. Ship fixed cost C re w wages Proviand
Office inventory Building
230000
15000 21450
---- H
53000
0 ****
O ther crew costs Lubricating oil Fresh water
Depreciation cost
13000
Ship papers
36450
VII. Interest and bank
1200
Insurance
54000
Interest on working capital
Maintenance, repair and docking
68000
Interest on investment credit Provision
Depreciation Amortisation
224000
6700 16700 30000
H
43000 + Interest and bank
Total ship fixed cost
686200
IV. Terminal cost
53400
VIII. Tax and tantieme Company tax
1.57ÆCKV, 178000
T e rm in a l nryprttirw^'-ost.
Equipment cost
123000
****
TpaAfaeivfe:
------ H
-------- + Tax and tantieme Terminal cost
33IOOO
Gross margin
I 175370
123000
Profit/loss before interest
835120
Profit/loss before tax
781720
N et profit/loss
658720
Fig. 9 Example of MARTRANS output for a revenue/expenditure statement.
Cargo nr.
Weight
From
To
(ton)
port
port
1
50000
N EW Y
R O TT
2
130000
KYOT
3 4
30000
A UST RA ST
N EW Y
72000
BUAI
LH A V G EN U PGUL
5
45000
C A PE
6
159990
LH A V
Ship
Nicolett
Elisabet Renee
1st day loading
1st day unload
Costs
Earnings
(k$)
(k$)
1
13
0
400
3 4
26
- 101
1150
18
0
270
7 9
25 27
0 - 459
640 290
II
34
- 382
1400
- 943
450
- 1075
1040
7
41000
N EW O
EA FR
Irene
12
8
77000
LH A V
Suzanne
14
40 49
9
60000
KYOT A UST
G EN U
47
0
660
32000
LH A V
SA N T
Louise Albertin
18
10
21
42
400
II
35000
N EW O
G EN U
Desiree
40
12
71000
SEA T
YO KO
Marianne
25 29
- 370 - 332 - 19
1000
13 14
30000
ROTT
LAG O
Bernard
60000
RA ST
SIN G
Odette
32 34
330
63 46
- 457
250
57
- 1024
600
- 1630 - 344
210
235
1000
15
40000
MADR
KYOT
Henriett
35
45
16 17
30000
SA O P
SEA T
Caroline
38
58
125000
SIN G
CA PE
Nicolette
40
18 19
42000
G EN U
Desiree
43
- 193
500
155000
A UST
LA G O LH A V
60 59
47
83
0
1900
380
For next cargoes type C:
Fig. 10 Review of cargo allocated to ships available. SenW 56STE jA A R G A N G N R 2
The allocation gives per ship the following data: Days
Number of
Cargo
Deadweight
Cargotm/
available
comm, days
tonmile
tonmiles
DW Ttonm ile
Albertin
114.0
79.0
395320.0
Bernardi
I I 1.0
291400,0
628600.0 687400.0
0.424
Name
0.629
Caroline
113.0
78.8 56.9
165600,0
585600.0
0.283
Desiree
108.0
99.3
549360.0
1535600.0
404520.0 5788800
1013760.0
0.358 0.399
Elsabet
107.0
74.0
Fientje
104.0 111.0
92.8 109.2
Irene Henriett
757680.0
1548400.0 2251800.0 2792880.0
114.0
102.0
500840.0
Josefine
I I 0.0
0.0
0.0
0.0
Louise Marianne
112.0
47.0
104.0
53.3
1216800.0 S776000.0
Nicole«
114.0
Odette
I I 0.0
63.3 109.3
475200.0 664560.0 1342600,0
Renee Suzanne
114.0
78.5
1164600.0 1884898 8
2878400.0 2521600.0
107.0
100.6
1979400.0
4487000.0
0.374 0.336 0.179 0.000 0.39! 0.374
1726560.0
0.778 0.405 0.748 0.441
End of ship’s review. To continue type C:
A very serious problem is the near future projection of the size of cargo flows which will depend on the import-export de velopments in the countries concerned. In turn that will depend on the social, economic and political developments in those countries. 'Dynamic modelling' would be the only solution but it might take many years to be accomplished. In the course of time more data and even more reliable data will be collected. New data which can be used in even more sophisticated management systems that support the operations manager in his daily work.
3.6 T h e module T R A N S R E P T R A N SR EP is meant to present a resumé of the results of the computations in MARTRA N S in any format desired. Fig. 9 shows a format for physical and financial charac teristics arrived at for a typical case.
Fig. 11 Review of ships carrying the known cargo offered in the planning period concerned. 4. E X A M P L E F O R TR A M P S H IP P IN G Albertin (35000 ton D W T ) will travel as follows: Depart from
Arrival in
Costs
Earnings
(k$)
0
0
32000
-770
0 400
0 -500
410
Date of
Date of
Cargo-
depart
arrival
number
Weight (ton)
EAFR LHAV
LH A V
1
21
SA N T
22
42
0 10
SANT SANT
SA N T
44
0
58
56 79
0
RO TT
22
33000
0
0 0
0 0 0
0 0 0
0 0
0
0
0
0
0
0
0
0 0
0 0
0
0
0
Weight (ton)
Costs
Earnings
(k$)
(k$)
Type C to continue ship’s review o r R to return to the A L L O C A T IO N M EN U :
Bernardi (35000 ton D W T ) will travel as follows: Depart from N EW O ROTT LAGO LHAV
Arrival
Date of
Date of
Cargo-
in
depart.
arrival
number
R O TT
4
32
0
0
0
0
LA G O LH A V
33
13 0
30000
-707
250
49
46 59
0
0
EAFR
60
80
23
31000
0 -587
380
0
0
0
0
0
0
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Type C to continue ship’s review o r R to return to the A L L O C A T IO N M EN U :
Fig. 12 Review of the performance of some ships in the planning period concerned. teroriates specialised ships are less flex ible than more or less standard ships. Although the present data-base does not offer the facility to make future projec tions by taking into account the influence of possible trends, it is thought to be worthwhile to incorporate that influence in a next development. The method recommended for the time being is using indexed future cost develop ment figures. Establishing these index fi SenW 56STE IA A RG A N G N R 2
gures would require for the greater part keen intuition. However, the system as de veloped calculates the results so fast that different scenarios may be ran in order to gain a good insight into the actual meaning of a changing variable for the fleet under consideration. Solving the problem mentioned above correctly is much more difficult and would most probably lead to ’dynamic modelling’, a development which would take many years to come.
The programme has been implemented on an IBM-compatible personal computer. Calculations have been carried out for a hypothetical shipping company with a fleet of 15 bulk carriers sailing all over the world, calling 19 seaports. In Figs. 10-i), 12 some examples are shown of output from calculations with the TRANSALLOC-module. Examples of the input, con sisting of data concerning cargo to be transported, ships and ports respectively, are given in the Appendix for the sake of completeness. The cargo listing consists of 30 lots of cargo including particulars of the ports of loading and discharging and the dates on which cargo is available for load ing and be delivered in the port of destina tion at the latest. The freight rate is also given for each cargo-lot in combination with its destination. The subject company-fleet consists of 15 bulk carriers of varying size and service speed. The data of the 19 ports are stored in the data-base, under a code which is de rived from the port's name and contains amongst others the depth of the port which determines the maximum allowable ship’s draught, the port charges, the speed and costs of loading and discharging resp. and more similar physical and cost data. Output data as a result of optimal alloca tion for each cargo-lot are given in Fig. 10. As can be noticed cargo-lot no. 1, 3, 4 and 19 are not transported at all. Fig. I I gives a review of ships to be employed according to the optimal allocation. The loadrate of the company’s ships in operation are not extraordinary high yet for the planning periode concerned. However, the ships employed in transportation of the relevant cargo-lots do so at a profit at the moment of planning. For the ships being idle in the planning period concerned, more com47
pany intelligence is needed to obtain cargo. A summary of the performance for two ships is shown in Fig. 12 as an example, ft presents for each ship the number of days still available, the number of commissioned days, deadweight tonmiles and ratio be tween cargo tonmiles and deadweight tonmiles. The TRANSUNIT-m odel now offers the possibility to determine a suitable ship that can be temporarily added to the fleet for a period by chartering, in order that the company may serve the shipper by trans porting the left cargo. Following, the TRANSALLOC-m odule can be used to examine the profitability of that action.
5. C O N C L U S IO N S It should be stressed that the maritime transport operation system M ARTRANS is only a tool to support the operationsmanager of a shipping company. It may as sist in judging situations, it may help to anticipate possible future events but most of all it handles the large amount of data systematically in order that the operations manager can arrive at the proper deci sions. The scope of this paper does not allow a detailed description of M ARTRANS. Re cords of the development when piled up, already reached a height of 3 meters. However, it is hoped for that the paper as presented oTters sufficient insight in what was developed. Most important is, that it actually works as it was meant to be, of
48
which a relatively small part is shown in the example for an assumed situation. W ith such a system available, planned and actual voyage data are stored in a computer data base and can be readily made available contineously as a service to shippers in terested in the postion of their shipments. Many students assisted in the development which is gratefully acknowledged. How ever, special reference has to be made to Mr B. J. Hoekman and the students Mr J. G. E. de Haas, Mr F. Weenig, Mr C. van Es, Mr A. M. H. van den Burgt and Mr J. van der Horst for their significant contributions to the development lately. Some work has still to be done. The sys tems programming needs upgrading and the structure can be better streamlined for improved performance in practice. Al though the objective function as used in TR A N SA LLO C (the allocation of ships to cargo-lots) does serve the aim well, it is expected that it needs some more atten tion to be applied in confidence. The authors welcome opportunities to co operate with managers of shipping com panies in order to realize M ARTRAN S for the real world situation.
Systems Modelling T 341 Systems Performance: Human Factors and Systems Failures T D 342 [ 2] Branch, Alan E. Shipping Practice and Management Chapman and Hall, 1982 { 3] Coyle, R.G. Management System Dynamics John W ile y and Sons, 1977 [ 4] Eide, Erling Engineering production and cost functions for tankers Elsevier Scientific Publishing Company, 1979 [ 5] Forrester, Jay W . Principles of Systems Wright-Allen Press Inc., 1976 [ 6] Frerichs, W . and Kiibler, Knut Gesamtwirtschaftliche Prognoseverfahren Verlag Franz Vahlen GmbH, 1980 [ 7] Ligon, Helen H. Succesful Management Information Systems UM I Research Press, 1978 [ 8] Lockemann, P. H. und Mayr, H. C. Rechnergestützte Informationssysteme Springer-Verlag. 1978 [ 9] Rivett, Patric Principles of Model Building John W ile y & Sons, 1972 [10] Wardiman, D. Shipping as a decisive parameter in Indonesia's energy source development 'Policies for the shipbuilding in dustry' - dissertation
Literature Technology and management systems [I]
Beishon,John and Peters, Geoff Systems Behaviour, The Open University Press, 1976 Course T 241 Related courses: Systems Management T 242
Delft University of Technology, 1985 [11] Weston, J. F. and Brigham, E. F. Managerial Finance Holt, Rinehart & Winston, 1974 Cost and market data derived from: f 12J Fairplay International Shippingjournal [13] Shipping economist [ 14] D rew ry Shipping Statistics
SenW 56STE jA A R G A N G N R 2
A P P E N D IX
PO RTS M EN U Your present number of ports
C A R G O E S M EN U Your present cargoes
Cargonumber
Weight
Port of
Port of
1st day
1st day
Earnings
(ton)
loading
unload
loading unloading
Port-
1
50000
N EW Y
RO TT
1
13
400
1
2
130000
A U ST
KYOT
3
26
1150
2
3 4
30000 72000
RAST
N EW Y LH A V
4
18
270
3
7
45000
G EN U
9
6 7
159990 41000
C A PE LH A V
640 290
4
5
25 27
II
34
1400
5 6
LH A V
40 49
7
77000
12 14
450
8 9
1040
G EN U SA N T
18 21
8 9
G EN U YOKO
25 29
BUAI
N EW O KYOT AUST
10
60000 32000
II 12
35000
N EW O
71000
SEA T
30000
13 14 15 16 17
FG U L EA FR
LH A V
ROTT RA ST
LA G O
32
60000 40000
SIN G
34
MADR
KYOT
30000
SA O P
SEA T
35 38
47
660 400 330
10 II
63
1000
12
46 57
250
13 14
45
210 380
42 40
600
58 60
1000
125000
SIN G
CA PE
40
42000
LA G O LH A V
43 47
59
500
155000
G EN U A UST
83
20
148000
PG U L
LH A V
52
76
1900 1300
21 22
74000
N EW Y
MADR
55
33000
SA N T
ROTT
88 79
410
23 24
31000
LH A V
EA FR
56 59
80
380
42000
LA G O
N EW Y
370
67000
YOKO
LA G O
63 67
81
25
98
810
26 27
137000
SA O P MADR
KYOT
70
105
SEA T
72
112
1650 750
28 29
135000
FG U L
LH A V
N EW O LH A V
PG U L
75 76
III 104
1780
35000 69000
SANT
79
199
590
18 19
30
41000
Depth
Code
13.70
0.100
2500
2500
21.30
0.100
4000
4000
G EN U N EW Y
15.20 18.30
0.100 0.100
2000
2000
3000
3000
N EW O SEA T SA N T
10.40
3000
12.20 30.00
0.100 0.100
3000 2500
0 100
1500
1500
BUA I
10.00
0.100
2000
2000
SA O P
30.00
0.100
1500
RAST
9.20 15.00
0.100 0.100
1000
1500 1000
750
750 2500
LA G O
A I. Cargo-lots offered for transportation as far as known in the plan ning period concerned ( I - 1 12) SHIPS M E N U Your present fleet
18.90
0.100
15.00
0.100
2500 750
PG U L
30.00
0.100
2000
2000
Your fleet consists of the following ships:
(ton)
1
Atbertin
2 3 4
Service speed
750
15
MADR
9.70
0.100
1000
16 17
SIN G
19.30 23.00
0.100
2500
IOOO 2500
0.100 0.100
4000
4000
30.00
2500
2500
16,70
0.100
3000
3000
18 19
YOKO KYOT A U ST
End of ports-list. Do you want more information on ports?
A3. Ports where cargo concerned is to be loaded or discharged A LLO C A T IO N O F C A RG O ES The executed allocation:
Main power
transports consecutively
the cargoes:
Albertin
10
22
0
0
Bernardi
13
23
0
0
Caroline
16
Desiree Elisabet
II 5
0 18
0 29
0 0
24
0
Fientje
0
0
0 0
Irene
25 7
27
0
0
Henriett
15
30
0
0
0
0
0
Louise Marianne
0 9
0 0
0 0
0
12
Nicolett
2
17
0
0
Odette Renee
14
28
0
0
6
20
0
0
Suzanne
8
26
0
0
Josefine
DWT
2500
CA PE EA FR
470
End of cargo-list.
Name
Speed of unloading
920
Type C to return to the C A R G O E S M EN U
number
Speed of loading
R O TT LH A V
Ship:
Ship-
Harbourcharges
number
35000
14.0
7418
Bernardi
35000
13.0
Caroline
18.0
6422 12924
End of allocation-list.
Desiree
40000 55000
15.0
10610
To continue type C:
5 6 7
Elisabet
64000
17.0
Fientje
79000
18.0
14590 18097
Irene
81000
16.0
8 9
Henriett
81000
16.0
14570 14569
Josefine Louise
82000
18.0
18434
10
90000
14.0
11836
11
Marianne
120000
15.0
15600
12
Nicolett
132000
16.0
19100
13 14
Odette
140000
14.0
14728
Renee
160000
14.0
15734
IS
Suzanne
175000
17.0
24000
0
A4. Optimal cargo allocation for transportation by ships available.
End of ships-list. Do you want more information on the ships?
A2. Company ships available for cargo transportation SenW 56STE JA A R G A N G N R 2
49
THE REALLY
• Thick-Pad bearing technology is the revo lutionary concept for bearing reliability.
• T w in injection en sures the low est fuel consum ption and re liable com bustion on really heavy fuels.
• S w irlE x turbo charging provides for reliable low-load per form ance and low fuel consum ption.
• Anti-Shake technol ogy incorporates rigid engine structure, full balancing and an option for resilient mounting. All m ake for onboard com fort.
WARTSILA EOIESSClIl, O y W ärtsilä A b , Marine Engines P.O.Box 244, 65101 Vaasa, Finland Telephone +358-61-242111, Telex 74250 wva sf, Telecopier +358-61-111 906
W artsila Diesel B.V. T"i— »
P.O. Box 2043, 2930 A A Krimpen aan de Lek n io ri7 -lani-i ToUw n A i Q w^n-H ni T oigm nicr m a n T -ig ^ rm
THE DOMINO THEORY OF THE TRANSPORT SECTOR*
g^
*I
by: dr. ir. N. Wijnolst In the last years dominos have been assem bled into ingenious patterns, tens of thousands of them, only, at the last minute, to have them spectacularly tumble within just a few moments. This amusing game vis ualizes the principle which underlies many rationalizations for military intervention, known to members of my generation as the domino theory. Popularly stated: when the first domino reaches and falls, then the whole chain goes. Applied to the transport sector this means, roughly translated, that if the ship ping position of the Netherlands is further eroded in the world then the related transport activities will also decline. Ship ping is the most capital intensive and pow erful sector in the transport chain, the quintessential structuring element, the dog which wags its tail. All the other ac tivities, like road transport, distribution and storage, are executive functions usual ly carried out for shipping lines. They do not determine the course of events, other wise the tail would wag the dog. This inaugural address will attempt to re late the past and present of maritime the Netherlands and also indicate which ac tivities might be developed in order to en sure a renaissance for the Dutch shipping industry; the position of this university will also be discussed. The discourse will also highlight some recent examples of the domino theory in transport. I do hope that time will be available for me to make an academically sound theory from this axiom.
I. SH IP P IN G A N D O U R C U L T U R A L H E R IT A G E Shipping has played a key role in the de velopment of the Netherlands; not just as an economic activity but, in combination with the enterprising spirit of the people, it has been an engine of change and prog ress. The basis of this was laid in the period between 1550 and 1590 and the profes sional beginnings took place in 1602 with the foundation of the United Dutch East India Company, the VO C. The success, in subsequent years, of Dutch shipping both in Europe and to destinations much further * Inaugural speech given by the new professor in the Faculty of Mechanical Engineering and Marine Technology of the Technical University Delft o" Wednesday 14th December 1988. SenW 56STE jA A R G A N G N R 2
afield is well-known. The reason for this address commencing with this point has nothing to do with nostalgia but rather is due to the intriguing facts that a governmentally split Union of more or less auton omous provinces was able, with a minimum of means, to start and maintain a permanent evolution, which lasted at least two centuries, in the thoughts and actions of its people and government. The book written by Simon Schama ( I ) about this period, is not only exciting but also clearly illustrates this interaction bet ween economic and socio-cultural de velopment. Outsiders or foreigners are of ten needed to place diverse events in an historical perspective. The book by C. R. Boxer (2) offers great insights into the in separable interactions of economic ac tivities and social evolution. On the basis of many analyses made of this period of flowering as well as its decline, the following statement would seem cor rect: 'Shipping (shipbuilding) made the Netherlands the foremost trading and maritime nation of the world, because these activities were closely connected with the socio-cultural background of its people; in other words, the culture of the Netherlands was ready for trade (economics), finance (venture capital), management (operation, organization, ad ministration), technology (shipbuilding, navigation), and in bringing all this together successfully the country also kept it to gether, which is even more important.’ The corollary was becoming even more important: the success of Dutch shipping fundamentally influenced Dutch culture and contributed to the creation of an open society where 'liberty, equality and frater nity’ were not simply words but an essen tial part of life. The French did not adopt this creed, practiced by the Dutch for al most two centuries, until as late as 1789 and then only with great loss of blood.
Culture and enterprise Dutch shipping is an excellent example of strategical and innovatory thought and ac tion. Shipping was the oldest form of venture capital investment in the Netherlands. Most ships had a plurality of part-owners who each had a direct interest in the ship’s use but also in the sale of its cargo. As a result, shipping in the second half of the
sixteenth century was an area which had many thousands of investors so that an ex tended network of interests was created. This was compost used for the formation of the V O C in 1602 with its enormous venture capital of more than six million guilders. The organisation of the V O C was in itself a shining example of innovation. In our modern times ideas about company strategy did not really take off until 1965 with the publication of Igor Ansoffs ’C or porate Strategy’ (3). A t the beginning of the eighties the notion 'company culture’ introduced by Peters and Waterman (4) was logical because the mechanical conceptualization of the func tioning of organizations no longer offered an acceptable explanation of success or a lack thereof. More and more amazement accrued to the success of our forefathers, who four centuries ago acted as though they were aware of strategy, management and the culture of an enterprise although these are only the terms we have applied to their actions now. The success of Dutch shipping in the first half of the seventeenth century is explic able, with hindsight, by virtue of the flex ible attitudes of all concerned. The Ameri can expressions like 'roll with the punches’ and ’go with the flow’ typify the then cur rent Dutch mentality.
Shipbuilding No shipping without shipbuilding was cer tainly true in the take-off phase of maritime the Netherlands. Shipbuilding was the only heavy industry in the Nether lands which developed under its own pow er. The creativity of merchants, designers and builders meant that ships were con structed with an advantageous ratio be tween cargo and crew (de Fluit). The Netherlands created a permanent cost ad vantage over and above the competition. The Amsterdam industrial site Oostenburg (5) is a telling example of the stimulating influence of shipping and ship building on urban development. The plan for the construction of a shipbuilding yard and the many suppliers was drawn up in 1660 and is the first planned, industrial ex pansion in the Netherlands. The draining of the many lakes in combination with land reclamation was made possible because of the money made by shipping and trade. 51
That this success was not just responsible for more success but lead to complacency, appeared in the eighteenth century.
From entrepreneurs to rentiers The most fundamental cause of the decline of the Netherlands’ strong maritime posi tion is seen by the two English historians already quoted in the transition from an entrepreneurial mentality to that of ren tiers or governors. Instead of trading themselves and running ships, easy dividend was sought by, for ex ample, investing in Government Bonds is sued by the British to cover the national debt. The well-to-do no longer wanted their children to grow up in the business but had them educated for government positions. It is understandable that the Netherlands, without 'hands on’ experi ence and with the easily earned interest on state loans, soon lost contact with the market. The mercy blow came in the period around 1800 when the British had made life for our merchant fleet absolutely im possible. Before then, a process of slow dying had taken place. Dr. E. S. van Eijck van Heslinga (6) in her recent book, has described a number of the facts which lead to the fall of the Dutch East India Company (bankruptcy, debts amounting to more than 120 million guil ders): The V O C organization became to rigid to deal with changes in demand (tea, cotton, etc.) or ships were chartered from third parties (Americans, Danes, etc).’ The aforementioned matters are still re levant even today. The book, ’Competitive Advantage’ by M. E. Porter (7) rediscoveres the client and the market and points out how an organization can stay alert and can renew itself. The problems surrounding its owned or chartered vessels is still news; low charters can never be concluded for long periods. Bacause the market improves sooner or la ter, the bill has to be paid, as is now the case with the container and ro-ro shipping undertaken by many a line.
2. T H R E E P E R IO D S O F IN N O V A T IO N In shipping and shipbuilding in North W estern Europe there are three waves of innovation which may be distinguished, these lasted from roughly 1600 to 1650, from 1840 to 1900 and from 1950 to 1975. The first wave was a market driven innova tion concerning ship design; more cargo transported by fewer people. The second wave was the result of tech nological innovations, especially those con cerning the development of the steam en gine and the displacement of the sailing vessel. The third wave was a market driven de velopment, which could only take shape thanks to the advanced technological inno 52
vation which had taken place, in this con nection one thinks of the VLCC , the roll on/roll-off ship, container vessels etc. The Netherlands took a leading role in the first wave (the vessel in the style of 'de Fluit’) but unfortunately missed out on the second wave. Jhr. Henri Reuchlin has written an analysis of the causes of and the framework within which this took place, it is clearly titled ’Zeilstrijken - stoom op’, or 'Strike the sails - stoke the boiler’ (8). He begins with the Parliamentary Committee appointed on 3 March 1874 to investigate the ques tions raised regarding the Dutch Merchant Marine; - W hat is the condition of the material and the crew of the Dutch fleet? - W hat are the causes of the decline in strength of the fleet and its diminished share in shipping both at home as well as in foreign ports? - May measures be taken by the govern ment which would lead to the expectation of a more powerful and increasing de velopment of shipping under the Dutch flag? This might just have been the assignment given by the Oyevaar Committee one hundred years later, because the Nether lands also missed out on the majority of the third wave of innovation and expansion. The report, published in 1968, discusses the lack of Dutch innovation and during the third wave in powerful words: • Investigations have shown what the di mensions are of the stagnation seen in the growth of the Dutch merchant Marine. • Rapid decline is threatened when the signs of the times are not understood, and no timely action is taken to restructure our fleets and our enterprises. • W ithout intensive cooperation, both national and international, the risks the coming periods will bring are extraordi narily large. • Another philosophy, which pioneers, is required, especially with regard to: a. place and function of an enterprise b. management c. internal and external organization d. financing. • Cooperation with government is es sential to ensure restructuring, while gov ernment needs to draw conclusions from the fiscal area resulting from the current situation and the developments which are to be expected. • The coming periods ought to be seen as one single challenge to the entrepreneurial spirit of Dutch shipping companies. Mate rially, they can accept the challenge with a unified front. W hen vision, perseverance and craftsmanship are included, charac teristics which have made these companies great, things will doubtless go well. Mr. Reuchlin also sketches a picture with
more details, the sad zenith reached by the 'Cent van Van Vlissingen’. 'In the shipping to and from the Dutch East Indies steam power had been firmly estab lished. In 1847 the Governor General had already stated that this was desirable. W . Cores de Vries made proposals in this connection after having been on a study tour. These proposals lead to a contract being concluded between himself and the government in 1850. Thereafter, with the cooperation of a number of Rotterdam merchants, a company was set up, which initially commissioned four, and later another two steam powered vessels, which were then dispatched to the East In dies. The concession was periodically pro longed. When, after 1856, a prolongation was discussed, the Dutch East Indian gov ernment decided to offer the inter-insular shipping services for tender. The condi tions attached to this were published on 6 December 1862. The lowest tenders were submitted by H. O. Robinson of London, at ƒ 6,97 per sailed sea mile and Paul van Vlissingen of Amsterdam at ƒ 6,98. This minor differ ence was however decivise. The then Gov ernor General, Sloet van de Beele, follow ing the Dutch Indies Council, was not pre pared to refer to the Minister for the deci sion. The government concurred, and re jected the representation made by Paul van Vlissingen. As a result the Van Vlissin gen cent, amounting to an annual total of ƒ 4 2 1,56 brought inter-insular shipping into the hands of the purely English, Dutch East Indian Steam Company. Only in 1891, almost thirty years on, did the concession held by a subsidiary of the British Indian Steam Navigation Company Ltd. expire.’ The tenor of this example il lustrates the disinterestedness of govern ment concerning the role to be played by the Netherlands in international maritime transport, and shows a strongly Calvinist management ethic. Problems still concern ing us. That the Netherlands did not neglect en deavouring to catch up with its arrears in shipping and shipbuilding is demonstrated in a number of books on important Dutch shipping companies ( 10). From these it appears that the fleet played a crucial role in the period up to and after international crises and world war. The arrears in shipping which appeared in the period between 1840 and 1900 could only be dealt with because ships were not just ordered in England but also because a powerful shipbuilding industry was de veloped. The interaction between ship ping and shipbuilding is a pre-requisite for innovation. The post-war period of expansion be tween 1950 and 1975 was one of hitherto unknown growth in terms of new kinds of vessels and in terms of volume: world ship ping tonnage was increased by a factor of SenW 56STE jA A R G A N G N R 2
six. Few sectors of the economy have ex perienced such a stormy growth of innova tion. The fixation which the Netherlands has on liner shipping, has resulted, after some dis appointments in trampshipping sector, in shipping companies barely profiting from this latter fastgrowing sector. The causes of twice missing a wave of inno vation in shipping are complex and difficult to isolate.
It is still too soon to tell whether or not this has been a decisive success, because there are as yet no large numbers of these graduates functioning in top management. In the world of Dutch shipping companies there is barely an engineer to be found at the Board of Management level. Given that engineers are not less intelli gent than other academically trained per sons, something must be wrong with their education or training.
3. C A U S E S : L A C K O F V IS IO N A N D L E A D E R S H IP
Long live the fundamentals!
The Netherlands needs people with vision, who do not only see business oppor tunities and act upon it, but also create or ganizations in which succession is reg ulated and strategy adjusted to meet ever changing demands. An interesting study was recently carried out in France about this problem: ’L’économie du risque, Les entrepreneurs 1850-1980’ by Emmanuel Chadeau. He de scribed the rise and fall of well-known French businessmen who all made their businesses great but were unable to sustain them, like Ferdinand de Lesseps. I also think that this malaise started in Duth shipping at the end of last century. The Netherlands has produced a number of very major, active persons and people with vision, who have provided us with great impulses. Sometimes much later than the competition, but even s o ... It appears to be difficult to adequately con tinue, in an organization, the vision and leadership these individuals bring to bear. Often because more and more paid man agers have taken and are still taking the places of entrepreneurs who placed their entire personal fortune at risk. Another cause is in my opinion, the in creasing rigidity of the role of technicians within company policy. The enormous technological development has made the engineer someone to be reckoned with in the period 1850-1920, whose authority also makes a considerable impression on policy. In the ensuing years the shipping market gradually became more complex and solutions to these problems did too. Questions about market development, financing, politics etc., are becoming more and more important. This can be translated in the period after the Second W orld W ar, to the engineer hav ing been repositioned into the second echelon, a process which took place in many areas of trade and industry. In the seventies this finally lead to setting up the education and training programme for management orientated engineers at the Technical Universities of Eindhoven and Twente, while theT.U. Delft entered into an arrangement with the NEH (Economic Faculty) in Rotterdam with the post-graduate training programme in Man agement. SenW 56STE jA A R G A N G N R 2
In spite of all the signs, especially the disap pearance of engineers from the top levels of management, the Technical University of Delft does have a certain introspection, but not a fundamental let’s-talk-about-it attitude towards the policy it has pursued. The T.U. Delft has been in a process of job reduction for some ten years. This has taken place using the salami method. A few faculties have been lead in this way to a more systematic review. The Faculties of Mechanical Engineering and Marine Tech nology were merged in September of last year; at the beginning of this year it con templated its mission. Amazingly, this has meant that the share of 'fundamentals’ will once more increase, at the cost of the practically related fields. Because Marine Technology remains a small group in connection with Mechanical Engineering, the new set up entails so little remaining that the study is in fact no longer existent. The title 'shipbuilding engineer’ can in all honesty no longer be used when this plan will be carried out. You will understand that I find this de velopment lamentable. Not only because I myself am threatened with becoming the victim of this reorganization, but more be cause the T.U. Delft would seem to be steering a course I take to be pointless, even further from the market, and, be cause of a flight into quantitative methods and techniques, even a run into quasi academic pursuits. Falsely, the assumption is made that the student is automatically going to play a sig nificant role in company life or elsewhere in organisations providing he can calculate and analyse. Nothing could be further from the truth. The engineer is, like earlier on, in the first place someone with a practically minded creativity, based on a strongly developed conceptual ability, serving all kinds of fields for the benefit of the community. Study ought to provide, aside from theory, con siderable knowledge of practice. These are precisely those issues which are the most difficult to quantify and which are there fore the easiest to shift to one side.
4. T .U . D E L F T A N D S H IP P IN G Delft was the sixth chamber of the VO C and used Delfshaven as its shipyard, where, in the course of the two centuries of
its existence some 111 vessels were launched; the site of 244 departures for the Dutch East Indies. Although Delft was amoung the smaller chambers, its share in the new construc tion work undertaken by the V O C ( 1460) was far from inconsiderable. In the work 'Delft en de Oost Indische Compagnie' ( 12) it is made clear that Delft had a major interest in the relationship with the VO C. Delft’s maritime past was possibly a factor which contributed to a climate in which the future T.U. Delft was able to come into existence. In 1842 the Royal Academy (K.A.) was founded with aid from donations made by individuals and the Municipality of Delft (old military buildings). In 1863 the K.A. had its name changed to the Polytechnical School (P.S.) following the example of the Ecole Polytechnique in Paris. Maritime Construction Engineering was one of the principle fields of study offered, although the chair was unoccupied in 1863. The government was to finance the education programme, which was made possible as a result of the new Thorbecke Act (The Sec ondary Schooling Act, 1863). W hile the Higher Education Act did not reach the Code of Law until 1874, the P.S. remained within the aegis of the Secon dary Schooling Act. Only in 1905 (!) did this change. Until that year no Doctoral thesis could be undertaken and the profes sors earned less than at a university; the P.S. was seen as a higher form of vocational training and not as an academic training. N ot being granted academic status during a period of almost seventy has left deep scars in the thought of the P.S. Even worse, I think that the T.U. Delft has incurred a permanent trauma. O r better, a syndrome which entails wanting to be viewed academically. In my own time as a student in Delft, I re call the continuous pressure of distinguish ing between T.U. students and the Higher Technical School seen as a mere vocational school. In 1988 little has altered thoughts and ac tions. People still think that the T.U. en gineer will become an academically trained person providing he has been given plenty of mathematics or mechanics. Conceptual thinking is fortunately more than simple arithmetic. That the T.U. Delft is on a pointless path is witnessed by the objec tive fact of their being very few fields of study developed which are making their appearance abroad. If the T.U. Delft isn’t careful then it will become an imitation in stitution, a post-1945 Japan. If this phase is required to get out of the nadir, as demon strated by the Japanese, this might all come right in the wash. But it doesn’t look as though this is really the case. W hat ought to happen? The T.U. Delft ought not to mould itself on the Higher Technical School programmes, 53
but rather at the level of foreign institu tions, like M.I.T. as well as considering the demands made by multi national industry. An innovative change of structure at the T.U. Delft, as proposed by policy makers Lubbers and Consemulder ( I 3), Education and Research Services, could make a con tribution. A t the same time students must be given the opportunity to develop a more cos mopolitan attitude. A t one time only the better off studied. They often entered good positions be cause of their social skills rather than their intellectual capacities. Entry levels for the T.U. Delft have fortu nately been lowered, but consequently a number of social skills are no longer auto matically present. The engineer needs to be especially internationally orientated. The fashionable year 1992 not only marks the liberation of the European market but also the 150th anniversary of the founding of the T.U. Delft. I hope that Maritieme Technology will experience this celebra tion as a fully fledged main field of study. There will always be a future for a ship building engineer, although the sober news in the newspapers would lead the average citizen to surmise differently. The short-fall on the education budget un fortunately seems to known no end. That is why maritime educational programmes need to think about their future. There does not seem to be enough leeway to maintain a university program, a number of Higher Technical Schools and Merchant Marine Training Schools as well. That is why I am a fervant defender of com bining all maritime educational centres in the Netherlands into one single Maritime Academy. This would make it possible to create an institute famed throughout the world.
5. T H E D O M IN O E F F E C T Logistics is popular, an impression is made that this is a new field. A visit to the Trade Fair Logistica suggests that this concerns for the most part internal transport. The integration and organization of links in the transport chain are phenomena as old as shipping. Assembling the entire process so as to fit into a single palm would be the next logical step. Two examples: the trans port of chemicals and container transport. The Scandinavian chemical transport com pany Odfjell and especially the (now) American Stolt Nielsen, have, in recent years, completed their fleet with chemical storage and distribution. In this way they are able to offer an integrated logistical package of services, which, as is clearly de monstrated by its success, is the need felt by carriers, shippers and receivers. Such success has apparently inspired the Rotter dam Pakhoed concern to undertake a large-scale acquisition programme, includ ing Gebr. Broere and a number of interna 54
tional chemical distribution companies. All this in addition to the major tank storage capacity. W ithout a strong shipping branch a storage and distribution company is un able to maintain a good position within the logistical process. If shipping goes from bad to worse, the rest inevitably follows. It is not a question of either the chicken or the egg, it is a chicken and egg system; you sim ply cannot have the one without the other. The integration of transport chains is most self-evident in the container sector. An ex cellent example of this is the American President Corp. in Oakland. From its strong maritime position this company has developed double-stack railcars which have started a USA wide transportation revolution. A t the same time, other trans port and distribution services have been added to this total package. The core re mains however, that of shipping, where major investments in post-panamax vessels allow for the creation of lower slot-mile costs in relation to competition. A superb example of doing one thing but not forget ting to do the other either. That the traditional sector of forwarding companies sees the necessity for a strong maritime branch was recently illustrated by the Swedish Bilspedition. After the ac quisition of the reefer company ’Cool Car riers’ the shipping company Transatlantic was recently added. The reason for Bilspedition is not so much the direct profitability of an investment in shipping but more the simple need to be come a total transport concern in order to survive on the long term. There are other companies and sectors which could be named as showing the cru cial role played by shipping. It is clear that Dutch ambitions in the area of transport will have consequences for policy in connection with shipping. If government believes that we will reach our goals with a disproportionately large road transport sector, then they are cer tainly making a mistake. Road transport is granted, but the trucking company, with few exceptions like Frans Maas, is not in the position to determine its own future, but breathlessly pursues the principals, e.g. shipping lines. (Sprinters often never finish). If the Netherlands does not want to change for good into a nation of 'road run ners’ then something has to give.
6. E L E M E N T S O F A M A RITIM E R E C O V E R Y P LA N I have an optimistic picture of the world, that is, I believe and have confidence in the abilities of people to work through and out of a difficult situation. The characteristics of the Dutch in seventeenth century which gave them world hegemony in shipping are still very much present in our people. Only self-confidence has been disturbed due to poor results for a number of years.
The first thing that needs to happen is the recovery of this self-confidence and pro fessional pride. You see, I don’t ask for sub sidies immediately... that will come later. Self-confidence among the maritime com munity rises out of networking and an im provement to the social climate. An initia tive to achieve this was made by a small group of shipping people, which convened a meeting to discuss Venture Capital and Shipping. Quite unexpectedly some 150 people from outside the T.U. Delft turned up. An improvement to the climate could be attained by limiting collective pessimism and stories about how badly things are going. Every problem has a silver lining, which means there’s always a chance. Bad news keeps investors away and financiers at bay, not to forget, discouraging young talent from entering the marine sector. A downward spiral is therefore started. That is why a much more analytic and more creative set of responses need to be pro vided to counteract the threats this sector is experiencing. Contributions might well be made by existing professional organiza tions and research institutes, as weil as the specialized trade press. Our country is so small I think we lack a sufficiently broad base to represent all the differences of nuance required by maritime interest groups each with their own platform. W hy is it that our trade press can barely survive each with only a few thousand sub scriptions? W h y do we have such a great deal of maritime research which is barely made known to others? W h y are there tw o ship owners’ associa tions? The recent merger of ship construc tion organizations is an illuminating ex ample. W h y do we hear so little about successful ship owners? Professional communication could well re cover the confidence which has been shaken.
Measures in the narrow sense The Netherlands still has a vital shipping community. I think that some other factors need to be added to the qualities of tradi tional professional conduct. Even now this is taking place, albeit on a limited scale. Ship owners need to be more innovative in attracting venture capital. They will need to go farther afield to find business part ners. Especially the major shipping com panies need to appeal to their sophistica tion for the creation of syndicates of inves tors in shipping. Transport companies will need to realize that they are links which need to integrate in order to remain on course. A good ex ample of this is that given by Bell Lines in the European container transport. The term shipping enterprise will disappear ex SenW 56STE jA A R G A N G N R 2
cept for the tramp vessels, and be replaced by the term transport enterprise. Trans porters, take action, before you are taken over. Government will contribute to this pro cess by, for example, severing the link be tween the IPZ premium and the direct work opportunities on ships, especially on board vessels built in the Netherlands. Indirect job opportunities, related to ship ping, are many times greater and therefore weightier. Maintaining a Dutch flag is probably an oldfashioned idea, if this means hampering the competitive edge of the Dutch owners. In the seventeenth century the Dutch ships sailed under the flag of a country which was not at war with the world, the crew con sisted for the most part of foreigners and we earned a lot of money. Government, be a little less dogmatic and moralistic. The Netherlands is a small fish in a pond full of sharks. The policy pursued by government will need to be geared to the strong sectors of shipping, like reefers, gas transport, chemi cals and containers, strenthening these and especially encouraging the foundation of integrated transport companies.
7. A W O R D O F T H A N K S An inaugural address is not only a marvel ous platform for some reflections on the field, but also a unique opportunity for thanking people who have exercised an important influence on my thoughts on the maritime sector. Naturally, in the first place, my father, who worked for the Municipal Port Authority in Rotterdam, who experienced the ex plosive growth during the period concern ing the Botlek to Maasvlakte. In his wake I
Vervolg van pagina 37
Het is duidelijk dat de Nederlandse koop vaardijvloot, gezien de forse inkrimping van de EG-vloot, zijn deel daaraan heeft geleverd. De omvang van onze handels vloot is voor het eerst sinds jaren gedaald tot onder de drie miljoen brt. Ook het aantal schepen nam af en ligt thans onder de 500 eenheden. W at de omvang van de tonnage betreft is de vloot met zo’n 12 pet gedaald tot 2,9 miljoen brt. Het aantal schepen bedraagt thans 473, dat is 76 min der dan ultimo 1987. De koopvaardijvloot onder de Nederland se vlag is in de afgelopen vijf jaar evenwel slechts in een langzaam tempo afgenomen, jaarlijks met zo'n 100.000 brt. De vloot be staat vandaag de dag uit vier passa giersschepen, 410 vrachtschepen en 59 tankers. De vrachtschepen hadden een to SenW 56 STEIA A RG A N G N R 2
saw, as a youth, what harbours and ship ping were all about. Thanks to Professor ir. N. Dijkshoorn, whose successor I am, I was given the chance to undertake doctoral research in the field of shipping. His unusual interest in the combination of shipbuilding, shipping and science laid the foundations, in my opinion, for the unique discipline of study within Marine Technology. In the intervening period, to be precise 1969, I met Willem Cordia at a party. He had sailed on the Nieuw Amsterdam and completed his study of Economics in Rot terdam; I studied Civil Engineering, specializing in harbours, in Delft. W e both completed our studies on a combined thesis on the subject of ’barge carriers.’ He convinced me of the leading role to be played in the economy by trade and indus try and later on he employed me with Fur ness N.V. Analytical ability, innovatory thought and networking to conduct busi ness, are his combination of qualities which I now see as essential for a renaissance for the shipping sector. As optimist and Francophile I can do no thing else in this address than opt to con clude in French, with the expression 'reculer pour mieux sauter’. The current malaise in Dutch shipping and Dutch ship building is a temporary set-back to be fol lowed by a come back with great elan. It is partly a self-fulfilling prophecy and YO U RS IS THE C H A LLEN G E! References I. Simon Schama; Overvloed en onbehagen, de Nederlandse cultuur in de gouden eeuw; Uitgeverij Contact, Amsterdam, 1988. Original title: The embarassment of Riches’.
tale inhoud van 2,1 miljoen brt en de tan kers van 680.000 brt. In 1988 deed de omvangrijkste daling zich voor bij de vracht schepen, namelijk 15 pet. Bij de tankers be droeg dit 6 pet.
Minder scheepsbouwsteun De lidstaten van de EG mogen dit jaar min der financiële steun verlenen aan de scheepsbouwindustrie. De omvang daar van moet beperkt blijven tot 26 pet van de waarde van de opdracht. Voor 1987 en 1988 werd destijds het maximum van de te verstrekken steun vastgesteld op 28 pet van de kostprijs van het te bouwen schip. Voor kleinere schepen, waarvan de kost prijs minder dan zes miljoen ecu bedraagt, daalt het steunpercentage van 20 tot 16. Volgens Lloyd’s List heeft de mogelijkheid dat het niveau van de subsidie zou worden verlaagd de Europese scheepsbouwwereld reeds eerder in rep en roer gebracht. De scheepsbouwers hebben als motief voor
2. C. R. Boxer; The Dutch Seaborn Empire 1600-1800; Penguin Books, 1965. 3. Igor Ansoff; Corporate Strategy, Penguin Books. 1968 en 1987. 4. T. J. Peters en R, H. Waterman; In search of excellence, lessons of Am erica’ best run companies; Harper & Row, N ew York, 1982. 5. Van V.O .C. to t W erkspoor, het Am ster damse Industrieterrein Oostenburg; onder red. van J. B. Kist e.a.; Matrijs, Utrecht, 1986. 6. dr, E. S. van Eijck van Heslinga; Van Com pagnie naar koopvaardij, de scheepvaart verbinding van de Bataafse Republiek met de Koloniën in Azië 1795-1806; De Bataafsche Leeuw, Amsterdam, 1988. 7. M. E. Porter; Competitive Advantage, Macmillan, N ew York, 1985. 8. Jhr. Henri Reuchlin; Zeilstrijken-stoom op; N.V. Uitgeverij Nijgh & Van Ditmar, Rot terdam, 1975. 9. De Nederlandsche Koopvaardij - 1968, rapport uitgebracht aan het Bestuur van de Koninklijke Nederlandse Redersvereniging door mr. J. J. Oyevaar. 10. * A. Lagendijk; Van de W illem III tot de W illem Ruys; Uitg. Van der Loeff, En schede, 1983 * B. W . Scholten en F. M. E. W . Haalmeyer; Rotterdamsche Lloyd; Boer Maritiem, 1988 * H .J. Korver; Koninklijke Boot, beeld van een Amsterdamse scheepvaartonderneming 1856-1981; K.N.S.M., 1981. 11. Emmanuel Chadeau; L'Economie du risque, les entrepreneurs 1850-1980; O livier Orban, 1988. 12. Delft en de Oostindische Compagnie; red. H. L Houtzager; Rodopi, serie-uitgave van het Genootschap Delfia Batavorum, num mer 14, Amsterdam, 1987. I 3. ir. B. A. Lubbers en drs. ing. J. C. K. Consemulder; Structuur en facultaire indeling van een T.U.; De Ingenieur, nr. 10 (oktober 1988).
hun tegenkanting inzake steunverlaging aangevoerd, dat de bouwprijzen in het Verre Oosten nog altijd te laag zijn om de werkelijke bouwkosten te dekken, en dat zij dus nog steeds uit het oogpunt van con currentie in een nadelige positie verkeren ten opzichte van Japan en Zuid-Korea. Volgens een woordvoerder van de Euro pese Commissie heeft echter een nauw keurig bijgehouden overzicht m.b.t. de nieuwbouwprijzen in Europa en in het Verre Oosten aangetoond, dat het verschil in de genoteerde prijzen afgenomen is. Daar de overheidsondersteuning als doel stelling heeft het verschil in bouwprijzen te overbruggen is het volgens de genoem de zegsman niet langer gerechtvaardigd het in 1988 bestaande subsidieniveau te handhaven. De verlaging daarvan is het ge volg van een loonsverhoging in het Verre Oosten en van de verbeterde produktiviteit van de Europese werven. vHk 55
WATERBIKE TECHNOLOGY door M. L. A.
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Transm issie
Verschillende varianten op waterfietsen waren te zien op de jaarlijkse waterfietsregatta in Delft. Op vrijdag I 3 mei 1988, een dag waarop veel mensen liever niet hun bed uitstapten, werd in Delft de negende internationale waterfietsregatta gehouden. De regatta vormde dit jaar een onderdeel van het ze ventiende lustrum van het scheepsbouw kundig gezelschap William Froude, ver bonden aan de faculteit maritieme tech niek en werktuigbouw van de Technische Universiteit Delft. Aan de start versche nen I 3 teams afkomstig uit Nederland, Duitsland, Polen en Zweden.
Het lage streefgewicht en het hoge rende ment betekenen zeer precies ontwerp. In het volgende zal een beeld worden gege ven welke oplossingen de teams bedacht hadden. Er waren in Delft 7 monohulls, 5 catama rans en 2 trimarans. Innovatieve vormen zoals hydrofoils, hoovercrafts en surface effect ships zijn moeilijk realiseerbaar ge zien het lage vermogen. De catamarans zijn sneller, maar hun wendbaarheid laat veel te wensen over t.o.v. de monohulls. De Korab uit Gdansk, een catamaran, heeft een goede wendbaarheid door het voor de twee rompen geplaatst drijver met het roer eronder. De A f Chapman uit Goteborg, een trimaran, heeft draagvleugels onder de stabilisatoren. Helaas is de snel heid van de boot te laag om de stabilisato ren uit het water te krijgen. Planerende rompen worden met succes toegepast op de Pride of Delft. Vrijwel alle rompen zijn uit vezelversterkte kunststoffen of het West-systeem (hout impregneren met epoxy) vervaardigd.
De overbrengingen worden gerealiseerd middels vier basisvarianten t.w.: tandriemen, kettingen, een oliedruksysteem en staalkabel. Wanneer een team kiest voor een schoepenrad (4 boten) als voortstu wing, geschiedt de overbrenging vrijwel altijd middels kettingen. D it levert geen noemenswaardige problemen. Bij de schroefaangedreven boten (7) moet de rotatierichting veranderd worden. Dit kan vrij makkelijk met het torderen van een tandriem, maar een tandriem vraagt om een hoge spanning en naarmate de spanning stijgt neemt het rendement af. (Lattenjammer uit Berlijn en Arriel uit Aken). Het veranderen van de rotatierichting kan ook met het torderen van een ketting, al hoewel deze daar niet op berekend is (Anni uit Hamburg, Fast Waterbike uit Am sterdam en Pride of Delft uit Delft) Het oliedruksysteem van de Viking Peddler uit Stockholm is elegant, eenvoudig en be trouwbaar. Hiervoor moet een hoge prijs betaald worden in de vorm van een mini maal rendement. Zeer complex is de staalkabeloverbrenging van de Af Chapman uit Goteborg. Hoe dit mechanisme precies werkte was niet duidelijk te zien.
In dit artikel wordt niet ingegaan op het verloop van de wedstrijd noch op de deel nemers, maar wel op de technische oplos singen voor de ongewone problemen die waterfietsen genereren. Het reglement stelt een beperkt aantal eisen, De water fietsen zijn door hooguit twee personen voetaangedreven, zijn niet langer dan 6 meter, zijn niet breder dan ze lang zijn en hebben niet meer dan 2 meter diepgang.
De regatta
De 'Pride ofT.U. Delft’, winnaar van de snel
De regatta bestaat uit verschillende on derdelen die specifieke eigenschappen van de boot vragen. Zoals daar zijn: - snelheid (zowel sprint als I km onder deel) - wendbaarheid (slalom) - stabiliteit (geheime opdracht: koekhappen op het water) - trekkracht (wordt middels een trekveer gemeten) - snel stilstaan (sprint-stoppen-achteruit varen) - achteruit varen
heidsproef.
Voor het te leveren vermogen zijn er twee fietsers die als ze goed getraind zijn 700 W a tt kunnen leveren gedurende 15 minuten. Dit betekent dat er met een hoog rendabele voortstuwing en over brenging gewerkt moet worden. Maar hoe kan een voorwaarts efficiënte aandrijving ook achterwaars goed functioneren? Hoe kan een schroef berekend op snelheid nog veel trekkracht leveren? Hoe zijn begrip pen als manoeuvreerbaarheid en koersstabiliteit met elkaar te rijmen? 56_____________________________________________________________________________________________ SenW 56STE jA A R G A N G N R 2
De voortstuwers Het meest belangrijke deel van een water fiets bevindt zich onder water. De voort stuwing wordt bij de meeste boten ver zorgd door een schroef. Bij het schoepen rad is het de kunst literatuur te vinden. Er moet gedacht zijn aan de hoek van de schoepen t.o.v. het water, het aantal schoepen per rad, de vorm van de schoe pen, de grootte van het rad,... De gewone scheepsschroef komt zoveel voor omdat de ontwerpers hier het meest vertrouwd mee zijn. Een technisch hoog standje is de schottelpropellor op de Arrtel, 4 jaar in een rij overallwinnaar van de regatta. De gebruikte schroeven haalden een rendement van ongeveer 70 percent, behalve de zogenaamde high-efficiency-
De 'Roll West’ van de T.U. Hamburg. door een aantal studenten Maritiem Tech niek van de T.U. Delft. Het doel is: Theorie en praktijk: denken en doen op het gebied van ontwerp en voortstuwing. In 1989 doet D W T mee aan de internatio nale Regatta in Hamburg tijdens de Haven dagen aldaar. De 'Pride of Delft’, winnaar van de snel heidsproef in 1988 moet worden verbe terd. Daarvoor zijn sponsors nodig om een aantal ideeën te kunnen verwezenlijken. Bent u geïnteresseerd? Neem dan contact op met: Delft Waterbike Technology p/a. William Froude Mekelweg 2 2628 C D Delft. Student Maritieme Techniek T.U. Delft.
De 'Af Chapman' van de T.U. Gohtenburg
(Zweden), winnaar van de originaliteitsprijs. De 'Korab' van de T.U. Gdansk (Polen). propellor van de Pride of Delft. Met een grote diameter (75 cm), een klein bladoppervlakte en 200 omwentelingen per mi nuut haalt deze schroef een rendement van ongeveer 80 percent. Het grote technische spektakel komt ech ter uit Goteborg. De zogenaamde walvisstaart-voortstuwing bestaat uit twee ach ter elkaar geplaatste draagvleugels die ver ticaal op en neer bewegen. Dit geheel is uitgevoerd in een schottelmodel zodat de wendbaarheid uitstekend is. H et theore tisch maximaal haalbare rendement ligt op 78 percent. De A f Chapman won de innovativiteitsprijs.
Conclusie Uit het bovenstaande blijkt dat er nog veel te innoveren valt op het gebied van pedde len op het water. Daartoe is de ‘Delft W a terbike Technology’ (D W T ) opgericht SenW 56STE 1AARGANG N R 2
57
SELECTING OF SHIP PARAMETERS* IN THE LIGHT OF THE ECONOMIC SITUATION IN SHIPPING AND SHIPBUILDING b y M. T. Krzyzanowski** General trends in world shipping and shipbuilding m arkets The oil crisis of 1974 stopped the rapid de velopment of sea-borne trade which up to then had been stimulating the unprecendented growth of the world merchant fleet, thus granting shipyards full employ ment. The share of sea-borne trade in world trade was between 20 and 25 per cent, in creasing from one billion tonnes in 1960 to 3.25 billion in 1974. After a strong decline in 1975, the amount of transported cargo slowly increased again, reaching a peak of four billion tonne in 1979. Some shipping forecasters projected further growth of world shipping, modi fied by advanced technology adapted to fu ture shipping market expectations. Reality was unfortunately less optimistic. The year 1979 saw the start of a world-wide reces sion and by 1983 global sea-borne trade had fallen below the 1973 level. An interesting phenomenon could be ob served showing the differences existing between the slow growth of sea-borne trade, which from 1979 to 1984 amounted to 32 per cent, and the development of the world merchant fleet, reaching which in creased by more than 100 per cent in the same five year period. The structural diequilibrium of the ship ping trade might be demonstrated by the productivity indicators of the world fleet, which are confirming the long-term de cline. Ships inactive and laid up for lack of employment are increasing the supply of world tonnage and aggravating the prob lem of overabundance. In 1970, the world fleet recorded a volume of 326.1 million dwt and travelled 32,670 tonne miles per dwt. In 1983, a world fleet of 686 million dwt travelled only 18,340 tonne miles per dwt. The productivity of the world fleet im proved in 1984, reaching 4.92 tonnes of cargo carried by dwt and 19,360 tonne miles per dwt. The years 1985 and 1986 recorded a re newed slowdown in international sea borne trade, demonstrated by the resul tant reduction in transported cargo vol* Paper presented at the U N EC E Seminar Shipbuiding 2000 - 5-9. Sep. 1988 Gdansk Po land. * * Maritime Institute, Gdansk
58
umes. In 1987 the continuing imbalance between supply and demand in world ship ping did not greatly diminish. The surplus of tonnage was estimated in 1986 at over 130 million dwt, amounting to about 20 per cent of the whole merchant fleet of the world. Compared with 1985, the reduction amounted to about 32 million tonnes, with surplus tonnage totalling about 24.3 per cent of the world fleet. According to U N C T A D statistics, excess shipbuilding capacity might be estimated at the end of 1987 at 4.5 million net register tonnage (nrt) or about 30 per cent on a world-wide basis.( I ) The expected available capacity in the world shipbuilding must decrease to about 16.3 million nrt by 1990, about 20 per cent of the expected volume of production of 13-14 million nrt. Many predictions based on the short-cycle tidal wave theory are rather pessimistic. The others, which were going to accept the methods based on the longer cycle are more optimistic. The medium and long-term analysis of the ship ping market issued by the Japan Maritime Research Institute estimates the increase of all commodities in sea-borne trade (li quid and dry cargo) by 2.0 per cent up to the year 2000. Construction of new tank ers will surpass the high volume of 1979 already by 1989 and construction of drycargo ships will in the same year outstrip the high volumes of 1980 and 1983. The forecast of tankers to be scrapped during 1987/88 has been estimated rather too high, therefore the recovery of the new-building market should take place la ter than suggested in the JAM RI predic tion. The Association of W est European Ship builders in their Report to the O EC D in October 1987 stated that world merchant shipbuilding capacity down 16 per cent in the ten years to 1985 would fall by a furth er 8.5 per cent by 1990. It also emphasized that a balance between demand and supply would have to be brought about by the shipyards of the Republic of Korea and other Far East nations. In summary, the information presented shows that the general trends in world sea borne trade are suppressed by the large and continuing imbalance in trade and that the excess of shipbuilding capacity has a im
portant impact on the world shipping in dustry. Various scrapping incentives should not be overestimated as a decisive factor in solv ing the problem of reviving the world ship ping market. The negative or positive influence of the situation in shipping on the shipbuilding in dustry depends on economic fluctuations, the amount and category of the traffic of various markets and the main routes of sea-borne trade. On the other hand, the over-supply of tonnage is an essential but not exclusive reason for shipping market fluctuations. They are also caused by stag flation and political factors. A characteristic barometer of the market condition is the quantity of laid-up tonnage and the size and value of cancelled orders. Analysis of the relations over the past three years between new orders and can cellations of bulk (oil) carriers, showed a marked downward trend. The figures for new orders for general cargo ships less cancellations for the same period were practically stable, while oil tankers regis tered and upward and ore and bulk car riers a downward trend. Statistics of orders for liquefied gas and chemical carriers showed a downward trend up to mid 1986, followed by a dis tinct upward trend. Total figures for all ship types including fishing and miscellaneous vessels for rela tions between new orders and cancella tions showed a slight improvement at the end of 1987.(2) Laid-up tonnage is a characteristic barometer of market condi tions while orders for new ships reflect anticipated markets. In recent years, a new element has made its appearance: the cancellation of shipbuild ing orders or their conversion to different types. The shipyards have an ever decreas ing number of orders and a large unused capacity. The results of technological changes in shipping are noticeable in the highly sophisticated and expensive forms of ship construction, automation on board, the use of computers in the operational sector of ship management, etc. The shipbuilding industry, when compared with other transport branches, is charac terized by a large degree of risk and uncer tainty presenting a capital-intensive pro cess of production of tonne miles.(3) Ship ping investments realized during changing market conditions should be based on SenW 56STE jA A R G A N G N R 2
studies and research carried on by experts using tested methods and models. During recession the studies are as important as during boom periods. One may say that they are even more important during the growing uncertainty of shipping markets. There are also differences in the character of pre-investment studies made during re cession and changing market conditions and during boom periods. W hile during past boom periods, feasibility studies re lated to new orders for ships were most frequent, nowadays shipowners are in terested primarily in advice related to rationalisation and cost reduction. The rational selection of the ship size as measured by cargo capacity and the economically justified ship speed should be adapted to the demands of the sea trade, taking account of the growing competition resulting from the prolonged recession on the shipping market.
Econom ic evaluation of ship designing As stated by Harry Benford, the terminol ogy of engineering economy has been de scribed as something of a universal solvent, allowing the engineer to weigh the relative merits of design alternatives involving dif ferent units.(4) Conversion of the features of design alter natives to costs, present and future, is in many cases a sufficient tool for this pur pose. But there exist also situations in which a knowledge of cost and revenues alone is not enough to make a rational de cision. As an example one may take the problem mentioned above, of various in novations and highly sophisticated new technologies which often carry a load of risks and uncertainties. The present ship ping investments are not only very costly, having in mind the level of costs and prices of the new generation of vessels, but the demands of technical progress are giving them a shorter useful life (pay back period) than was the case in the past. If a designer of a shipyard projecting unit wants to demonstrate to the ship operator the economic feasibility of an unconven tional design, a description of the risks and uncertainties involved is at least as impor tant as cost information. Future costs and profits can seldom be predicted exactly. This does not matter if the expected scatter is small. But when the scatter is relatively large, neglecting the in fluence of the risk involved might lead to wrong decisions. W hen analysing the present value of future ship's costs and revenues, the following combination of circumstances might be cited: 1. Determinate case where the future amount and the time of its occurence are determinate. 2. Random amount, determinate time, SenW 56STE jA A R G A N G N R 2
where the future amount cannot be pre cisely predicted. In such case, the assump tion of a distribution (distribution function, distribution density) of the future amount might serve much better than the use of any particular amount, such as medium value. 3. Determinate amount, random time where in some situations there exists the possibility of estimating the future amount but without having any idea when it may occur. 4. Random time and amount, where the amount and time are random and it is not known when an expense will occur or how costly it will be for a given time. This same example could serve in the case of an estimate of the present worth of mul tiple future amounts and the required freight rate. In the last example the determinate case of a required freight rate is the revenue per unit of cargo that the ship operator must collect in order to secure sufficient re venue to repay his investment and cover the interest on the invested capital. Having in mind the present, and expected situation in sea-borne trade and shipping, where the annual returns vary from year to year, trial and error procedures are needed to find the rate giving a commulative present value of all future returns equal to the sum invested.
In other words, the net present value is the difference between the capital cost of an asset and the present value of the flow of receipts, expected over the life of the as set discounted at a defined per cent. Unfortunately, the aforementioned economic criterion (methods of invest ment appraisal) turned out to have a seri ous flaw in this particular application. It was found that any major change in the trend, as for instance of predicted cargo availabili ty, would produce a market change in the overall rate of return. This implied a change in the attainable time-value of money which, in turn, al tered the relative values of future returns. The selection of optimality thus became distorted simply because the derived level of profitability varied to unrealistic ex tremes. In short, the measuring device was influencing that which was to be measured. There are many proposals in connection with implementation of various alternative measures of merit. According to Benford’s idea, the best of an imperfect lot could be the method of Required Freight Rate (RFR). RFR, is the freight rate a shipowner would have to charge if he wants to earn a reason able profit, after taxes of about 10 per cent on his investment. The Required Freight Rate is derived from an equation:
R FR= 'nvestment present wor th o f operating costs present worth o f cargo transported in tonnes As stated above, there are many different methods and techniques of investment ap praisal adapted to shipping. It has been ex pected that all of them will reply to the basic question in the field of investment of whether the differences between the costs and revenues over the life of the ves sel are sufficiently large to justify the risk of the expenditures involved in that kind of capital intensive and risky commercial ac tivity. According to U N C TA D , the following methods are very effective in specific cases: 1. the 'Pay back’ period, estimating the maximum length of time that the shipping company’s capital will be outstanding in a project of this kind; 2. the average rate of return, comparing in the form of a ratio the average of the annual differences between receipts and costs with the cost of investment; 3. the internal rate of return, presented as a rate of discount equating the present val ue of the earnings with the cost of the asset; 4. the net present value calculating the sum of the discounted annual earnings over the working life of the asset, the discount factor employed the cost of finance to the enterprise (5).
The optimal ship is defined as the one that has the lowest RFR; and, to keep the calcu lation under control, a constant freight rate for the life of the ship was assumed. Analysis is being undertaken by the author for a typical cargo forecast for a liner of the seasonal fluctuation of cargo which differs greatly between the tw o legs of a round trip. Furthermore the average freight rate per tonne of cargo may vary appreciably between inbound and outbound journeys. Under these circumstances, the optimal size of a vessel must fall between tw o ex tremes which can be found only by analys ing the potential economics of several ar bitrary designs representing the con tinuum of all intermediate sizes. There are also many other factors influenc ing the optimal size for a vessel, such as length of voyage, port turn around time, fuel costs, bunkering schedule and so on. The Benford computational procedure had been used to calculate on the basis of a 20 year vessel life the optimum size of a vessel based on Input: arbitrary displace ment, cargo available, ship weight, building costs, annual operating costs, cargo carried per year, fuel cost corrected for partial dis placement - comparing the ship’s capacity with cargo availability, future amounts dis counted to present... While the presented method is theoreti 59
cally interesting, its practical application is limited to one factor which is the optimal size of the vessel. The Maritime Institute in Gdansk when analysing the problem of an optimum ves sel for a given shipping range (shipping line) tw o basic ship’s parameters, size (cargo loading capacity) and speed, have been taken simultaneously into consideration (6). Special attention has been paid to the selection of the optimum speed of the ship, affecting its cargo carrying capacity, costs and global revenue. Economic analysis establishing the op timum ship shows that there are three fac tors in functional relation: dead weight (size), speed and service output efficiency. Based on this relation, there are several designing variations for ships, as regards speed and dead weight at different ranges.
Pre-investm ent study for m ultimodal system s The United Nations Convention on Inter national Multimodal Transport of Goods 1980 established a new legal regime for carriage of goods by at least two different modes of transport. Following the demands of the developing countries and suggestions of U N C T A D ’s Shipping Division, the Gdansk Maritime In stitute has expanded the scope of pre-investment studies to include computer models for a multimodal system. Construction of simulation models is based on investigations of the object modelled as a digital system. In the case of a shipping line, the simulation model is used mainly for the evaluation of the system stability i.e. the dependence of line operation re sults on the dynamic variability of trans port conditions and prices of the produc tion factors as well as random perturba tions of basic transport conditions. It is thus possible to evaluate the scale of risk that the financial result of the investment will not be as planned or, in other words, to evaluate the degree to which one may be sure that the results expected will be obtained. In practice, such a model may be applied where: 1. significant changes of conditions in the period of operation of the objects de signed are expected; 2. production conditions are not stable and are subject to the influence of random factors; 3. some qualities describing these condi tions cannot be regarded as certain, or where it is not possible to calculate a defi nite degree of risk. It has been assumed that the calculation models should cover that part of the gen eral system of goods transport from man ufacturer to the consumer that depends on decisions made by the shipowner. As a result of the introduction of modern container-based transport systems, this 60
scope extends significantly beyond that ty pical of classic shipping. It may also depend on the system type and hinterland condi tions of the ports serviced. For this reason it is necessary to specify in the studies the scope of the activities in cluded in the general transport system. These will be covered by the optimizing studies and regarded in calculations as data independent of the shipowner’s decisions. The analysis is concerned with the passage of cargo that is concentrated for some part of its sea route for transport on board a given type of vessel capable of carrying containers. The operations and events included in a door-to-door transport chain concern the following systems: 1. lo-lo container system and semi-con tainer system; 2. ro-ro container system and carriage of containers on board vehicle carriers; 3. transport system utilizing barge car riers. The analysis covers successive operations and events associated with the carriage of goods from the shipper to the recipient. From the point of view of shipowner, the most important part of the operation is the transport from the quay in the loading port to the quay in the discharge port. This defines simultaneously the scope of the shipowner's activity, that is the smallest set of activities defined as separate transport system. In classical shipping this was, as a rule, the only part the shipowner was in terested in. In classical shipping only ships together with their cargo handling facilities were the technical means of transport in that system. In container shipping, containers (or barges) are added and, in some cases, trailers and various means of horizontal cargo handling. All these means (that is containers, barges, trailers etc.) upon unloading remain with the cargo as it is transported along inland roads or waterways or, at least, upon a change location within the port area which results - in contrast with the situation at sea - in a large scattering of the cargo over numerous transport lines and modes. These means are owned by the shipowner or leased by him for the duration of trans port. The time of their circulation over land routes defines the number of units necessary for given cargo traffic. It therfore effects significantly the level of invest ment costs as well as that of the fixed and variable costs of shipping line operation. The shipowner involved in container transport of commodities becomes in terested in the carriage of cargo beyond the sea route i.e. at least within the port zone (if the cargo units are operated in a port-to-port system) but more often all the way to land terminals or inland ports, where the cargo is unloaded from or
loaded into the containers or barges oper ated by the shipowner. Hence, the transport of cargo units within the port zone or further along land roads or inland waterways becomes a compo nent of the process of operation of a ship ping line, that is, an element of a maritime transport system. This fact influences essentially the process of designing shipping lines as follows: 1. The range of optimized factor i.e. the decision variables of optimizing pro cedures is extended significantly. Besides the number of seagoing ships and their main partners, the choice of the number and parameters of cargo units and choice of their type becomes essential. Besides the functioning of the ship during the maritime part of transport, the procedure deals also with optimization of cargo unit traffic on land. 2. The set of conditions describing the surroundings of the maritime system that ought to be taken into account as data for the optimizing procedure is also extended. Included in the set is information on the state of objects and transport means of the general transport system in all zones of cargo delivery subsystems or in a large part of them. 3. Relatively simple procedures for op timization of the system in its maritime part must be developed into more in volved procedures suitable for designing systems composed of a number of compo nent subsystems. Along with the extension of the range of factors (of the system) op timized and the conditions (of the sur roundings) taken into account, this forms a new class of problems of pre-investment design, that is, problems which are more difficult and, first of all, more expensive than those concerning designs of classic transport systems. This was the reason for developing other models within the set of models worked out at the Maritime Institute for designing complex systems (beside the developed ones), using a simplified approach that con sists in regarding the factors engaged in de livery subsystems as dependent on solu tions used for the base system. Such models may be especially useful for developing countries which lack experi ence in the use of econometric models and computer technology. These methods could be used in the ship projecting pro cess, allowing the shipbuilder to make the most favourable decisions. They could also be very useful for the shipoperator engaged in the multimodel trans port of goods. W ith the help of the mod els, the operator could evaluate the finan cial and operational results of the various possibilities of different types of ships, in cluding conventional ships, semi-container vessels, fully cellular containers, barge car SenW 56STE jA A R G A N G N R 2
riers and ro-ro vessels, as well as different hold configurations of each type of ship.
Notes and bibliography |. Imbalance between supply and demand in world shipping. Report by the U N C T A D secretariat - TD/B/C.4/312, 20 November 1987. 2. Shipping Statistics 12 December 1987 -In stitute of Shipping Economics and Logistics Bremen.
3. Ignacy Chrzanowski, Maciej Krzyzanowski, Krzysztof Luks - Shipping Economics and Policy - a Socialist View - Fair Play Publica tions - London, 1979. 4. Harry Benford: Fundamental of Ship Design Economics - University of Michigan, Ann Arbor 1965. 5. Establishment or expansion of merchant marine in developing countries - Report by the secretariat of U N C T A D - United Na tions N ew York 1968.
fiM Q
LITERATURE Verzorgd door her MIC/CMO. K o pieën van de hier vermelde artike len zijn tegen betaling verkrijgbaar bij: Nederlands Maritiem Informatie Centrum/CMO, Postbus 2 1873, 3001 A W Rotterdam, tel. 0104130960, tst. 33
SW89-02-0I Heave compensated response of long multi segment drill strings Niedzwecki, J. M.; Thampi, S. K. Applied Ocean Research (00080), 8810, 10/4, pg-18 1, nrpg-10, gr-11, tab-2, drw-2, ENG A model for estimating the dynamic be haviour of a long drill string excited by the heaving motion of the drill ship in a seaway, is presented. The drill string is modeled as an assembly of continuous rod segments of varying cross section and material proper ties, to which a large package can be at tached. A passive heave compensation model is derived which represents the sys tem used for deep water scientific drilling activities. The drill string model allows the specification of the seaway modeled as a single design wave or in terms of a wave spectrum. The drill string system response is characterized in terms of transfer func tions representing displacement and stress at selected elevations along the drill string. The heave compensation for a variety of 20,000 ft (6,096 m) drill string systems is discussed. The numerical results illustrate the sensitivity of the dynamic response es timates in near resonant conditions, and excitation of higher modes for very long drill string systems and the motion control available due to the introduction of passive heave compensation. 0630220
tions for long riserless drill strings hanging from a floating vessel are examined. A gen eral analytical procedure is presented which is suitable for variety of deepwater pipe systems. The dynamic response be havior is characterized in terms of the dy namic magnification, phase angle and total stress. The examples presented here focus on drill string systems, which vary in length from 9000 ft (2743 m) to 27,000 ft (8230 m) and can include a large package to be lowered to the seafloor. A procedure for evaluating the undamped natural periods and the corresponding mode shapes is pre sented. The sensitivity of the natural period estimates to hydrodynamic added mass approximations is examined. Numer ical results for both design wave and ran dom sea simulations are used to illustrate the sensitivity of the dynamic response in near resonant conditions and the possibili ty of exciting higher modes for very long riserless drill string systems. Finally, the sensitivity of the displacement predictions to reasonable variations in skin friction and viscous drag coefficients are presented and discussed. 0630220
Under normal service conditions, drill pipes are frequently exposed to reverse bending stresses. In addition to mechanical loads, corrosion is generated by the cir culating medium, which may lead to corro sion fatigue cracking. This paper describes reverse bending fatigue tests on small specimens and rotating bending fatigue tests on full-scale pipes in order to deter mine the fatigue strength characteristics. Although, because of the time-consuming nature of such tests, small specimens are usually tested at high frequencies, the test series described here also include tests with low load frequenties. Since these tests were mainly carried out on full-scale pipe specimens, the test conditions are very close to operating conditions both re garding the mechanical load and the corro sive environment. The investigation re sults contain data on nearly all available grades according to API and supply re serve bending fatigue strength characteris tics for practical application. 0630322
SW89-02-03 A joint venture
Creed, S. G. Undersea Deference Technology (78833), 8810, pg-363, nrpg-6, gr-9, drw-2, EN G Selected offshore oil production platforms in the North Sea have been instrumented to obtain information which can be used to verify design methods, obtain assurance of satisfactory performance of the structures and monitor for deterioration and damage. W o rk which has been undertaken on sub sea instrumentation of these structures is described. The measurement devices, methods of installation data, acquisition and analysis techniques are described. Ex amples of the results obtained are given. 0620114
Holland Maritime (01 140), 881 1/19, pg20, nrpg-3, drw-7, ph-2, EN G As if the first revolutionary invention of the Pieter Schelte wasn’t enough: two sup er tankers rigidly joined together to be constructed in such a way as to handle mas sive weights beyond the capacity of heavy lift cranes and install and remove topside units. Now Allseas has announced further improvements on its original design: the super union will also be able to install and remove jackets! 0630410; 0 111204
SW89-02-02 Heave response of long riserless drill strings
SW89-02-04 Die Biegewechselfestigkeit von Borhstrangen under dem Einfluss der Spijlmedien
Niedzwecki, J. M.: Thampi, S. K. Ocean Eng. (02350), 8810, 15/5, pg-457, nrpg-14, gr-6, tab-2, drw-1, EN G The sensitivity of heave response predic-
Helbig, R.; Vogt, G. H. Mannesmann Forschungsberichte (01825), 8812/1059, pg-510, nrpg-5, gr-8, tab-4, ph-2, G ER
SenW S6STE IÀ A R G A N G N R 2
6. Maciej Krzyzanowski: Economic evaluation of investments in shipping (Polish Case) publ. Arab Maritime Transport Academy Alexandria 1987. 7. Hanna Preis, Maciej Krzyzanowski, Andrzej Krolikowski. Andrzej Elek: Pre- investment study for multimodal transport based on models and systems analysis - Edit. Maritime Institute Gdansk 1980.
SW89-02-05 Instrum entation of sub sea structures
SW89-02-06 A ctive isolation of m achinery platform s Ross, C . J. Undersea Defence Technolgy (78833), 8810, pg-341, nrpg-5, EN G The major pieces of machinery on oil rigs 61
tend to be mounted on a common plat form, which is flexibly mounted on the structure, in order to isolate the machin ery vibration from the oil rig sleeping com partments. Extra isolation can be achieved when the individual machines are themsel ves flexibly mounted, providing a double mounting arrangement. However, the presence of resonant modes of the plat form can nullify the effect of this double mounting arrangement. This paper will present the ways in which active vibration control can be used both to reduce the ef fect of the resonant modes and to improve the vibration isolation of the platform from the structure. 0630216
SW89-02-07 Mooring system s, a state-of-the-art review Skop, R. A. Jrnl Offshore Mechanics and Arctic En gineering (01432;, 8811, 110/4, pg-365, nrpg-8, gr-4, tab-5, drw-8, ph-2, EN G A mooring system is any system of cables and anchors used to restrain the motion of a fixed or floating structure by transmit ting the forces on the structure to the seafloor. Examples of mooring systems range from the simple singel-anchor, single line system used to restrain meteorological buoys to the complex systems used to re strain tension leg platforms and guyed towers for deepwater oil operations. In this paper, a state-of-the-art review re garding the behavior of cables as mooring system components, the types and selec tion of cables, and the various classes of an chors and their applications is presented. 0630614
SW89-02-08 Utilization of associated gas by means of a recovery vessel Schiff und Hafen (02830), 8812,40/12, pg22, nrpg-2, drw-4, ph-1, EN G The recovery vessel combines all advan tages of decentralized mobile plants. Re covery vessels are available for delivery at short notice, they can economically be op erated even in oil fields with limited pro duction-life left, they are flexible with re gard to the analysis of the gas, are self-con tained systems and allow mobility as to their operating sites. They produce NGL, LPG resp. propane/butane and gasoline in a coastal range for export at a cost price, which is subtantially below that for ’secon dary recovery’ and, as the export quota system of the O PEC countries does not apply to condensates, the installation of a recovery vessel is an opportunity for na tional oil companies to increase their hyd rocarbon production revenues. 0 11 1201
SW89-02-09 Minimal platform s booming in shallow U S G ulf w aters
Offshore (02370), 8811, 48/11, pg-22, nrpg-5, drw-9, ph-1, EN G A rebirth of sorts is occuring in a technolo gy applicable to development of mature, shallow-water regions. Minimal platforms, which typically use the well drive pipe/cais son as part of the deck support structure or as an installation vehicle, are gaining popularity in calm-weather regions par ticularly the Gulf of Mexico. The units are applicable in 30-300 ft waters. Growing in terest in these minimal structures has been spawned by the wave of cost-conscious ness which continues to sweep the indus try following the 1986 price collapse and subsequent shakeout. Increased offshore activity among tight-budget independents has also provided impetus to this growing market. 0630200
SW 89-02-I0 Supply bases for the offshore industry. P art one Pederson, O. E. Oil gas Scandinavian magazine (02382), 8812, 16/12, pg-36, nrpg-7, drw-l, ph-6, EN G The location of bases equipped to support and supply the growing offshore pet roleum industry in Norway and elsewhere has been regarded as a serious matter, and rightly so. It is of the utmost importance to the oil companies that these bases are strategically placed with regard to the fields being operated, that the bases fulfill the basic needs an requirements of the oil companies, and preferably that they are also located in or are able to build up a reasonably active petroleum environment. A t the same time, local industry and politi cians are fighting, naturally, to bring new employment opportunities to their dis trict, their corner of the world. 0630903
Bij bestelling van kopieën van ar tikelen dient u het SVV nummer op te geven. Het eerste nummer tus sen haakjes in de bronvermelding verwijst naar het door MIC/CMO gehanteerde publicatie code sys teem. De bibliotheek van MIC/CM O is geopend van maandag t/m vrijdag van 11.00 tot 16.00 uur. H et adres is Blaak 16 te Rotterdam.
New Issues Nieuwe uitgaven Nederlandse Schippers Alm anak 1989 De Nederlandse Schippers Almanak, sa mengesteld door de redaktie van het 100jarige Weekblad Schuttevaer, wordt als jaarboek der Koninklijke Schippers Ver eniging ’Schuttevaer’ in omloop gebracht. KSV-voorzitter K. J. van Dorsten zegt over de almanak in zijn voorwoord onder meer; ’H et stemt mij tot tevredenheid dat er in samenwerking tussen velen, niet in de laatste plaats tussen de redaktie en de ver eniging, iets tot stand is gekomen, dat de schipper tot nut kan zijn.’ Voorin de alma nak staan de namen en adressen van hoofd en afdelingsbesturen van de KSV vermeld, als een vertrouwde binnenkomer. In 552 pagina’s - w eer 20 meer dan in de 1988-editie - brengt de Nederlandse Schippers Almanak verder een schat aan informatie voor en over de Rijn- en bin nenvaart. De internationale vloot bestond op I juli 1988 uit 12.813 vaartuigen, zo valt in het statistisch gedeelte van de almanak te lezen. Binnen Nederland werd in 1987 90,2 miljoen ton per schip vervoerd en daarnaast passeerde 182,9 miljoen ton la ding de Nederlandse grenzen. Behalve aan boordtelefoons besteedt de almanak ook uitgebreide aandacht aan het net van kaarttelefooncellen dat de PTT het afgelopen jaar samen met de welzijnsorganisatie AM VV opzette langs de belangrijkste vaar wegen. Een verdere greep uit de inhoud; bonden, instellingen en verenigingen op scheepvaartgebied; onderwijs en huisves ting schipperskinderen; nautische vakop leidingen; welzijnsorganisaties voor de Rijn- en binnenvaart, medische hulpverle ning/volksgezondheid; musea en behoudsorganisaties; bibliotheken, dokumentatie, media; verladers en expediteurs; make laars in scheepsvrachten; makelaars in schepen, experts en verzekeraars; overheidsadressen; schippersbeurzen in N e derland, België en Frankrijk; informatie over midden- en kleinbedrijf; politie te wa ter; gedetailleerde informatie over vaar wegen en havens; vlettarieven, laad- en lostijden en overliggeiden; watergetijden en waterhoogten; marifonie en een offi ciële lijst van innamestations voor afge werkte olie. Als ’insteker’ heeft de Neder landse Schippers Almanak deze keer een havenkaart van Duisburg. Nederlandse Schippers Almanak 1989; uit gave Kluwer Technische Tijdschriften BV, Deventer; 552 pagina’s naslaginformatie, met index zaken, personen en scheepsna men; prijs ƒ 27,50; verkrijgbaar op de ver kooppunten van Weekblad Schuttevaer.
Littleton, J. 62
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H ET COSPAS-SARSAT RADIO OPSPORINGSSYSTEEM Jan Noordegraaf CO SPAS is de Russische tegenhanger van het Amerikaanse SARSAT-systeem, welke letters wij kunnen herkennen uit SAR (Search and Rescue) en SAT (Satellite). In de ruimte cirkelen enkele Russische en Amerikaanse Sarsat satellieten in een baan om de polen. De afstand tot de aarde is 850 km. Deze satellieten hebben transponders aan boord (een Anglosaxische naam voor zendontvangers; transmit = zenden en respond = antwoorden), voor 121,5 mHz (luchtvaart), 243 MHz (zeevaart, een dub bele frequentie of harmonische) en/of te genwoordig ook 406 MHz. Daar zitten proefnemingen, strijd en decennia ervaring tussen, maar op de lange duur zal de fre quentie 406 MHz het op technische gron den zeker winnen. Als tegenpool van de satellieten zijn in Frankrijk. Amerika, Canada, Rusland en Engeland grondstations opgericht, die met deze satellieten in verbinding staan, zodra ze over komen. Schepen zijn veelal verplicht met EPR IB’s (Emergency Position Indicating Radio Beacon) uitgerust. Dit zijn kleine zenders die met de hand geactiveerd of automatisch als ze opdrijven, signalen afgeven die door de satellieten worden ontvangen (zie fig. I en 2)De satelliet ontvangst de noodseinen van de EPIRB, en relayeert dit signaal via de Lband naar het grondstation. D it grondsta tion meet met het Doppler effect de frekwentie-verschuiving van de EPIRB, en sa men met de exacte baangegevens van de satelliet kan het ontvangende station leng te en breedte van de EPIRB bepalen, welke aan het dichtsbijzijnde reddingstation wordt doorgegeven. De nauwkeurigheid van het SARSAT-sys teem was minder dan 20 km. wereldwijd, maar dat wordt snel beter naarmate de frequentiestabiliteit en modulatie van de EPIRB verbetert, want de eerste generatie is nooit ontwikkeld voor het meten van de doppler shift. De nieuwe generatie 406 MHz EPIRB (fig. 1) voldoet aan nieuwe specificaties, resulterende in: - nauwkeuriger plaatsbepaling, wereld wijde dekking, grotere capaciteit, identifi catie van elke actieve EPIRB, informatie over het noodgeval, verwerking door de geostationaire IN M ARSAT satellieten. Het 406 MHz signaal van de EPIRB zendt elke 50 seconden gedurende 900 millise SenW 56STE |AARG A N G N R 2
Fig. 1. 406 MHz ’float free’ EPIRB van Lokata aan dek van een Britse trawler. conden een digitale code uit welke vóór het lanceren door de bemanning moet worden ingevoerd, met het scheepsidentificatienummer, soort ongeval, tijd van acti vering van de EPIRB, koers en vaart, en eventueel de positie. Automatische kop peling met de SATNAV-positie wordt verwacht. Dit EPIRB-signaal wordt opgeslagen in het geheugen van de satelliet en heruitgezonden naar het grondstation, waardoor een wereldwijde dekking wordt verkregen. In tussen is de nauwkeurigheid op 5 km. be land. Het bestaande COSPAS-SARSAT-systeem heeft zijn diensten bewezen. De Rus
sen waarschuwden de Canadezen dat er een vliegtuig vlak langs de startbaan van een Noordcanadees vliegveld lag, en toen men ging kijken, vond men het vermiste toestel. Een slordige jachteigenaar die zijn EPIRB in de schuur deponeerde, bleek na enig zoeken midden in Engeland te w or den gelokaliseerd. En zo zijn er in de anna len van de recente COSPAS-SARSAT-geschiedenis nog meer overtuigende bewij zen te vinden. Maar met satellieten die om de polen draaien, varieert de tijd tussen ontvangst op het grondstation en de uitzending van het EPIRB-signaal van 5 minuten tot 3 uur maximaal, afhankelijk van de EPIRB-posi63
tie. Het grondstation heeft bovendien 30 minuten nodig om de signalen te ver werken. Inmiddels kunnen de nieuwe geostatio naire communicatiesatellieten van IN M ARSAT worden uitgerust met 406 MHz transponders, zodat EPIRB-signalen onmiddelijk naar de SATCOM-organisatie worden gerelayeerd, en genoemde wacht tijden komen te vervallen. Dit geldt dan echter weer niet voor de poolgebieden, maar tussen 70 graden noord en zuid, In de snel veranderende wereld waarin wij leven, speelt elektronica een steeds belangrijker rol. De kreet ’over mijn lijk elek tronica in de machinekamer’ is lang gele den en lang vergeten. Ook op de brug is men afhankelijker dan ooit van ruimteelektronica. Dit besef is voor ouderen soms niet prettig, maar wel wenselijk, én gemakkelijk want SATCO M , SA T N A V en CO M SAT-SARSAT hebben het varen gerevolutionariseerd, tot op het moment (1992) dat de radio-officier overbodig wordt, en anderen - waaronder u - enkele jaren vanaf nu zijn taak moeten overne men, en dat is alleen mogelijk door de voortschrijdende techniek. COSPAS-SARSAT is een brok techniek van de eerste orde. Big Brother is watching us, de satelliet vanuit de ruimte.
Fig. 2. Burndept EPIRB voor 121.5 en 243 M Hz simultaan uitzendingen. Men activeert het apparaat door aan het touwtje te trek ken, en de omgebogen antenne los te maken. 64
DE TOEKOMST DE INGENIEUR IN EUROPA De ingenieur heeft als taak nieuwe onder zoeksbevindingen op technologisch gebied om te zetten in praktisch toepasbare goe deren waarbij het zaak is om de vraag van uit de markt te vertalen. D it zei drs. J. W . Oosterwijk, plaatsvervangend directeur Algemeen Technologiebeleid van het mi nisterie van Economische Zaken. De heer Oosterwijk sprak namens minister dr. R. W . de Korte, die was verhinderd, tijdens een congres ter gelegenheid van het zestigjarig bestaan van de Nederlandse Ingenieursvereniging NIRIA. Onder leiding van NIRIA-voorzitter, ing. L G. de Steur, Eur. Ing. spraken verder drs. J. C. Blankert, voorzitter Vereniging voor Metaal- en elektrotechnische Industrie FME, mr. J. E. S. Larive-Groenendaal, lid Europees Parlement, drs. A. B. Nagel, di recteur Stichting Ontdekhoek en ing. J. Baarda, lid Eerste Kamer der Staten-Generaal. Het lustrumcongres van N IRIA had als thema: 'De toekomst van de ingenieur in Europa.’ In zijn inleiding verklaarde de heer O oster wijk dat het van vitaal belang is dat de inge nieur niet alleen kennis opbouwt met be trekking tot nieuwe technologische ont wikkelingen, maar ook op de hoogte is van wat zich op de markt afspeelt. ’G elet op de complexiteit van de technologie, de marktstructuur en de projecten zal samen werking op diverse vakgebieden onont koombaar zijn’ aldus de heer Oosterwijk. Hij vervolgde: ’Invulling van die samenwer king moet ertoe leiden dat de stem van de ingenieur duidelijk te horen is aan het tech nologische front.’ Hij wees er voorts op dat de technologie de hele maatschappij raakt. Hoewel technologische ver nieuwing in de eerste plaats een zaak is voor het management van de onderne ming, zei de plaatsvervanger van de minis ter ook terreinen te zien waar de overheid een rol heeft. Die rol is het scheppen van voorwaarden voor technologische ver nieuwing. Als resultaat van het beleid op dit terrein noemde de heer Oosterwijk de groei van de nationale research en development-inspanningen in de particuliere sector, die steeg van 4,2 miljard gulden in 1984 tot 6,2 miljard gulden in 1988 (in ab solute cijfers). In zijn inleiding plaatste NIRIA-voorzitter De Steur de opleidingen voor ingenieurs in het bredere perspectief van de Europese integratie. ’Het H BO als onderdeel van het hoger onderwijs heeft nationaal een duide lijker gezicht gekregen en sterk aan in vloed gewonnen’, zei hij. Hij voegde daar aan toe: ’Bij de Raad van State ligt een
voorontwerp van w et waarin H BO en we tenschappelijk onderwijs zijn onderge bracht als subsystemen van één hoger on derwijs. Aanvaarding van de wet zal ons hoger onderwijs aanzienlijk versterken, het aanwezige talent en de beschikbare middelen beter doen benutten en verder in internationaal verband een grote mate van duidelijkheid geven’. De heer De Steur gaf te kennen de pogin gen te waarderen om tot een wederzijdse erkenning te komen van hoger onderwijs diploma’s in Europa. Niettemin was de heer De Steur van oordeel dat er in inter nationaal opzicht een separate erkenning van ingenieursdiploma’s moet ontstaan, waarbij kwaliteit de basis kan zijn voor de daadwerkelijke wederzijdse acceptatie. Deze kwaliteitsnorm ligt ook ten grond slag aan de titel ’Europees ingenieur’ die als Europese standaard door de Europese Fe deratie van Ingenieursverenigingen (FEAN l) is voorgesteld, aldus de heer De Steur. Volgens drs. j. C. Blankert zal het wegval len van de Europese binnengrenzen de ta ken van de ingenieur niet wezenlijk veran deren. De Nederlandse metaal- en elek trotechnische industrie is al voor een groot deel georiënteerd op het buiten land. Om flexibel te reageren op marktveranderingen na 1992 is het noodzakelijk de nieuwste technische ontwikkelingen in aanmerking te nemen bij de aanpassingen van het eigen produktieproces. Naarmate de levenscyclussen van produkten veran deren en speciale verwerkingstechnieken en -methoden gevraagd worden, zal het accent steeds meer op een creatieve marktbenadering worden gelegd. 'H et zal van de creatieve inspanningen van de inge nieur afhangen of Nederlandse bedrijven goed ontworpen en goed vervaardigde produkten tegen redelijke prijzen op afge sproken levertijden op die Europese markt kunnen brengen’, zei de heer Blan kert. Ook ing. J. Baardma (tevens vice-voorzitter van N IR IA ) verklaarde dat van de inge nieur meer wordt verlangd dan techniek alleen. Hij of zij zal het oog vooral gericht moeten houden op de samenleving en daarin moeten participeren. 'Ervan uitgaan dat ingenieurs de problemen rondom energie en milieu wel even oplossen ge tuigt niet van realiteitszin. De technologi sche ontwikkelingen zijn zover nog niet gevorderd. Ingenieurs zijn afhankelijk van een bewustwordingsproces, niet alleen bij regering en parlement, maar bij het gehele volk’. SenW 56STE jA A R G A N G N R 2
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Nieuwe opdrachten New Orders
’De M erwede’ Op 20 december 1988 heeft Scheepswerf en Machinefabriek ’DE M ERW ED E’ een contract afgesloten met Nagasaki Holland Village Co., Ltd. voor de bouw van een re plica van een 19e eeuws zeilschip. De volledig getuigde driemaster zal een totale lengte van 66 m krijgen met een bij behorende breedte van 10,50 m. De oplevering van het zeilschip staat voor de w erf gepland op I januari 1990 en het zal daarna op eigen zeil- en motorkracht de reis naar Japan ondernemen. Dit zeilschip met veel hoogwaardig tim merwerk zal zij aan zij met het recentelijk geboekte visserij-onderzoekingsvaartuig, voor rekening van het Ministerie van Land bouw en Visserij, op de overdekte helling van de werf worden gebouwd. De nieuwbouw-orderportefeuille is hier door gedurende het laatste kwartaal met ƒ 65 miljoen toegenomen.
Verkochte schepen Sold Jacobus Broere Via bemiddeling van Supervision Shipping & Trading Company te Rotterdam is de motortanker ’JA C O B U S BR O ER E’, eigendom van Gebr. Broere B.V. te Dor drecht, verkocht aan C.I.A. Permex S.A. Panama. Het schip heeft een draagvermo gen van 2.303 tons, en is gebouwd in Hol land in 1968. Het is uitgerust met een In dustrie Diesel van 1.500 P K. waarmede een snelheid behaald kan worden van 12 knopen. De overdracht heeft inmiddels te Alblasserdam plaatsgevonden en de naam van het schip is gewijzigd in 'Q U A LIT Y T R A D ER’.
SenW 56STE IA A RG A N G N R 2
Tewaterlatingen Launchings Laatste tw ee mijnenjagers gedoopt bij van der Giessen De Noord marinebouw De laatste twee mijnenjagers van de ’Alkmaar’-klasse, de ’Vlaardingen’ en de ’W il lemstad’ zijn op 10 december 1988 ge doopt door respectievelijk mevrouw M. Snaijer-de Boer en mevrouw A. A. Groen die beide gedurende de Tweede Wereldoorlog zich in het verzet en de hulpverlening hebben onderscheiden. De beide schepen zijn de laatste uit een serie van 15 mijnenjagers die voor de Ko ninklijke Marine gebouwd zijn en maken deel uit van het internationale ’Tripartiteproject’ waarin ook Frankrijk en België deelnemen. Ook in het buitenland nadert de nieuwbouwfase van dit project het ein de; internationale samenwerking gaat ech ter voort in de zogenaamde explora tiefase. De casco’s van deze schepen zijn geheel van polyester vervaardigd, waardoor de Nederlandse bouwwerf Van der Giessen de Noord-Marinebouw B.V. een grote er varing op dit gebied heeft opgedaan. De Nederlandse industrie leverde voor alle mijnenjagers (dus ook de Franse en de Bel gische) de hoofdvoortstuwing, tand wielkasten en de voortstuwers. Het ontwerp van deze schepen is in een gezamenlijke inspanning tot stand geko men, waarbij de drie landen tijdens een ontwikkelingsfase hun technisch kunnen hebben gebundeld. Dit blijkt bijvoorbeeld uit de bijdrage van de Nederlandse TNOinstituten zoals het MARIN voor hydrodynamisch gedrag van de schepen en het 12F voor fysiologie van de mens-machine rela tie, het IW E C O en de TPD op het gebied van automatisering, precisie navigatie en schok- en geluidsvoortplantingseffecten. Reeds 13 schepen zijn bij de Koninklijke Marine in dienst en vanaf de indiensttre ding van de naamgever van de serie, op 28 mei 1983, is gebleken dat ze ruimschoots hebben voldaan aan de gestelde eisen. In 1984 werd erdoor twee Nederlandse mij nenjagers een succesvolle operatie in de Rode Zee en de Golf van Suez uitgevoerd en vanaf 1987 tot nu zijn er mijnenjagers van de Alkmaar klasse permanent aanwe zig geweest in de Perzische Golf om de
zeeweg naar de havens vrij te houden. Ook worden door de mijnenjagers in onze zee wateren nog steeds bommen en mijnen uit de Tweede Wereldoorlog gevonden en onschadelijk gemaakt. De ’Vlaardingen’ en de ’Willemstad’ wor den respectievelijk in maart en september van dit jaar indienst gesteld. Tijdens zijn toespraak deelde de heer J. C. C. Smit, directeur van GNM mede, dat de Koninklijke Marine opdracht heeft gegeven voor de bouw van 6 landingsvaar tuigen van polyester voor het Korps Mari niers. Hiermee wordt de werf in staat ge steld binnen een gereduceerde bezetting de specifieke kennis en ervaring welke be nodigd zijn voor het bouwen van hoog waardige kunststofschepen te behouden. O f er in de jaren negentig al dan niet kan worden begonnen met de bouw van een serie mijnenvegers voor de Koninklijke Marine ter vervanging van de huidige, der tig jaar oude mijnenvegers is volgens de marine een politieke zaak, die sterk afhan kelijk zal zijn van de begrotingsbesprekin gen en de daarbij aan de orde komende verdeling van de fondsen over marine, landmacht en luchtmacht. J. M. V.
Agenda Structuurwijziging in de Europese bulkvaart Op 23 februari 1989 wordt in het Postiljon-motel Haren, Emmalaan 3 te Gronin gen een vakbijeenkomst georganiseerd voor reders, verladers, ontvangers, stuwa doors en bankiers. Het programma is als volgt: 14.00 uur - welkom en inleiding prof, dr. H. j. Molenaar 14.10 uur- verandering in Europese bulkstromen; R. Tollenaar, MERC, Rotterdam 14.40 uur — relatie deepsea en shortsea graan/derivaten scheepvaart; A. A. Haksteeg, Shipmair, R’dam 15.10 uur - theepauze 15.40 uur - ontwikkeling in kolen en erts vervoer; N. Oerlemans, EM O, Rotterdam 16.10 uur - innovatief scheepvaartproject: container/oi l/bulk schip; S.A. Svenson, Van Nievelt Goudriaan, Rotterdam 16.40 uur - discussie o.l.v. prof. dr. ir. N. Wijnolst 17.25 uur — samenvatting en afsluiting prof. Molenaar 17.30uur- borrel inschrijving door overmaking van ƒ 50,-op rekening nr. 499454774, Amro Delft, t.n.v. Stichting. De bijeenkomst wordt ge organiseerd door de Stichting ’Center for 65
Maritime Business Studies’ te Delft. Het Bestuur van de Stichting bestaat uit: drs. W . Cordia, mr. D. M. Dragt, drs. C. J. van den Driest, prof. dr. H. J. Molenaar, W . A. Mulock Houwer, dr. A. Peper, J. van Rijn, R.A., G. Smits, drs. P. H. Heerema, prof. dr. ir. N. Wijnolst
Produktdoorstroming en operationeel beheer Het driedaags seminar ’Produktdoorstro ming en Operationeel Beheer’ wordt op 21, 22 en 23 februari 1989 te Rotterdam georganiseerd door het C BO - Centrum voor Bedrijfsontwikkeling. Een effectieve beheersing van produktie en doorstroming vormt een kernelement bij modern, operationeel beheer. D it the ma vormt de hoofdleidraad voor dit CBOseminar. Het seminarprogramma wordt begeleid door senior CBO-deskundigen met ruime industriële en internationale er varing. Het seminar is vooral gericht op de belangstelling van de technische directie en algemene bedrijfsleiding van industriële ondernemingen en omvat als hoofdonder werpen: - doorstroomanalyse en bedrijfsstruc tuur, - de beheersing van markt/produktie in teracties, - flexibele productie-technologie, robo tiseren en automatiseren, - integrale kwaliteitszorg - organisatie en beheer van gecomputeri seerde produktie- en logistieke systemen. Praktijkvoorbeelden worden uitvoerig be sproken. Inschrijving en inlichtingen bij: C B O - centrum voor Bedrijfsontwikke ling Beursgebouw, Postbus 30042, 3001 D A Rotterdam -Tel: 010-41 39020
Open dag H TS-D ordrecht Onder het motto ’een interessante studie voor een vak met toekomst' is er vrijdag 17 februari van 16.00 tot 20.00 uur een open dag bij de afdeling scheepsbouwkunde van de H.T.S.-Dordrecht. Op deze open dag kunnen leerlingen van havo, vwo en mts zich laten voorlichten over de h.t.s.-studie scheepsbouwkunde; vanzelfsprekend zijn ook ouders en andere belangstellenden welkom. W at er verder te zien is: - videofilm over de bouw van een groot luxe motorjacht - door de studenten uitgevoerd teken- en rekenwerk - demonstratie scheepsbouwkundige be rekeningen met de computer - diverse afstudeeropdrachten, zoals: • ontwerp multi-purpose binnenvaart schip • ontwerp stalen toerzeiljacht • ontwerp 4.000 gt kustvaarder (Containerfeeder) 66
• ontwerp snelle platbodem ( ’Dordtse Boeier’) • het tekenen van een scheepsdoorsnede (’grootspant’) op de computer • stabiliteitstesten Bij de afdeling scheepsbouwkunde worden de studenten breed opgeleid, dat wil zeg gen, dat in de eerste studiejaren iedereen hetzelfde programma volgt en dat een ze kere specialisatie pas in het praktijkjaar en door de afstudeeropdracht mogelijk is. Na de studie bij de afdeling scheepsbouw kunde is er aan de H.T.S.-Dordrecht de ge legenheid om in I jaar het diploma van de afdeling economische bedrijfstechniek er bij te halen. Dit is een goede combinatie, waarvan vele studenten gebruik maken. Bij de afdeling scheepsbouwkunde haalt gewoonlijk 60 a 70% het I -ste jaar. Het adres is: Oranjelaan 262, 3312 GM Dordrecht, tel. 078-143277 tst. 46/45
European Shipowners Association. The conference organisers, the National Waterways T ransport Association, expect an audience from throughout Europe. The anticipated growth in intra-Community freight movement, particularly bulk traffic and large consignments, could be largely taken up by water-borne carriers. Short sea, estuarial and inland waterway freight transport offers many advantages over rail and road. It is also energy-efficient and virtually non-polluting of air and water; key factors in a densely populated, conser vation conscious Europe. SH O RT SEA EU R O PE conference will provide a forum for all those involved in the industry to analyse the trends in cargo movement demand and discuss how best to capitalise on them. For further Information: Business Briefings 565 Fulham Road, London SW 6 IES. Tel. 01-381 1284. Telex 297163 Wilful G
Zesde jaarlijkse Havencongres Rotterdam Op donderdag 16 maart 1989 wordt in de Kleine Zaal van de Doelen te Rotterdam het jaarlijkse Havencongres gehouden. Het hoofdthema van dit Havencongres is: De Rotterdamse haven, marktgericht naar 1992. 's Ochtends zullen de ontwikkelingen in de internationale omgeving van de Rotter damse haven voor u geschetst worden. In de middag wordt uitgebreid ingegaan op het produkt ’haven’ en de positioneringsstrategie. De aandacht wordt gevestigd op twee bij zondere inleidingen, - het Japanse onderzoeksinstituut N O M URA RESEARCH over de economische verschuivingen op mondiaal niveau en - Geoff Nightingale van het PR Bureau Burson Marsteller N ew York, over een corporate-positioning strategie voor de Rotterdamse haven. Nadere inlichtingen: tel. 010-4349966/ 4349028.
Short Sea Europe The new opportunities for the European short sea sector in the European Single Market after 1992 will be the theme of an international conference to be held in Lon don on March 14/15, 1989 at the Hotel Russell, London. Speakers from throughout Europe — ship operators, ports, legislators and shippers will discuss how the short sea sector should plan for this development. The conference, SH O RT SEA EU RO PE, will be opened by Ms. Neelie Smit-Kroes, Dutch Minister of Transport and Public W orks and Mr Dimitri Petropoulos, Euro pean Commission’s Head of Division for Maritime Transport. It is sponsored by all the major maritime bodies and port au thorities in Britain as well as the recently formed short seatrade committee of the
Offshore Engineers store gas in old oilwell Engineers handling gas extracted from the North Sea have just prevented the loss of around 880,000 barrels of liquid pet roleum gas (LPG ) worth more than £ 4 million by storing it in an old oilwell. W hile repairs were being made to cor roded pipelines at the Sullom Voe Termi nal in the Shetland Isles, the LPG was put into storage in the reservoir by injection into a well no longer producing oil. Soon after facilities at Sullom Voe re turned to normal, LPG - which would otherwise have been flared - was recov ered at the rate of around 1,500 barrels a day. When corrosion problems at the BP-run terminal first prevented Ninian LPG from being exported at the end of last year, there were fears that it would have to be flared. This would have required special dispensation as the UK Government re stricts the amount of gas that can be burnt from platforms’ flare stacks. Any LPG ’spiked’ back into the oil going to Sullom Voe and surplus to the terminal’s own fuel requirements, would also have to be flared while fractionation columns were under scaffolding. The best option was to re-inject LPG into the reservoir. To do this, tw o pumps which had been idle on the deck of Central platform for the last five years, were brought back to life after a £ 700,000 re furbishment. They had been exposed to the salt air and much of their instrumentation was inoper able. Once these were restored, the LPG SenW 56STE jA A R G A N G N R 2
recovered could be pumped back into the reservoir. Chevron Petroleum Engineering Manager, Mr Charlie Patterson, had to decide which was the most suitable well for LPG reinjec tion. W ell C34, a ’watered-out’ producer was chosen because this would not result in lost oil production. In addition the well was close to a geological fault which would trap the injected LPG and permit its subse quent production when the Sullom Voe facilities were recommissioned, said Mr Patterson. The estimated 1,500 or so barrels of LPG a day being recovered from this well since September, are enhancing LPG production from Ninian which is now back to normal. LPG production at Sullom Voe resumed in August after ! I months. The Corrosion Under Insulation Project involved more than 800 contractors. Corrosion, de tected during routine monitoring, was found under layers of insulation on pipeli nes. All these layers had to be stripped and then rust-retardant paint applied before careful recladding of the pipes to prevent further water penetration. (LPS)
Plan for robot super sub An Anglo-ltalian research team plans to develop an underwater robot that can go deeper, farther and for longer than exist ing submersibles without the need for ac companying vessels. The super-submersible promises to open up new commercial opportunities under the sea, such as mineral recovery and geological survey work and, as the search for oil and gas moves to deeper waters, it will provide an important tool in the search for energy resources. The project forms part of the pan-European EU REK A advanced technology re search programme as well as being an in tegral part of Britain’s Advanced Robotics Programme. The seven U K Organisations involved will be led by Ferranti ORE, the group working in collaboration with Italian participants on a definition study for the development of two unmanned underwa ter robots. The U K Department of Trade and Industry is also giving the project £ 797,000 financial backing. First job for the researchers will be to draw up detailed blueprints for two sepa rate underwater vehicles. The Italianbased organisations will work towards a tethered, semi-autonomous W o rk and In spection Robot (W !R ) for cleaning, inspec tion and maintenance of underwater struc tures. The U K Ferranti-led team aims to develop a more flexible vehicle, able to carry out both continental shelf and deep ocean work, and to perform a wide range of operations such as geological site sur veys, seabed investigations and the collec tion of scientific data. The name given to SejiW 56STE IA A RG A N G N R 2
ling on the U K Continental Shelf remains high,’ commented Mr Morrison. Among the latest developments in the North Sea has been the official inaugura tion of the Audrey gasfield in the Southern North Sea some 88 km north-east of Bacton on the east coast of England. Seven wells have been drilled by Phillips Petro leum in the Audrey field since early 1987. The field was discovered in 1976 and is es timated to contain some 27.2 billion cubic 0 s t Frigg gasveld geopend metres of recoverable gas, which will be De gasproduktie in de Noordzee is een produced from an unmanned platform. nieuw tijdperk ingegaan toen de Minister Among new projects just given the govoor aardolie en energie Arne 0ien op 18 ahead is the £ 200 million North Sea oktober het 0 st Frigg gasveld officieel Osprey oilfield, which was discovered in opende. February 1974. This field is estimated by Het kleine gasveld is alleen maar commer Shell to have reserves of around 55 million cieel winbaar door het gebruik van onderbarrels of recoverable oil. watertechnologie. De twee produktiestaMr Morrison says by using new subsea tions - die op een diepte van 100 m liggen technology, Shell is demonstrating how it - worden bestuurd vanaf het op 18 km af is possible to develop relatively small oilstand liggende Frigg-veld. Het gas wordt fiels despite uncertainties over oil prices. voor verdere verwerking via een pijplei He continued: ’The increasing use of sub ding naar Frigg getransporteerd. Vanaf sea schemes, such as Osprey, is one of the Frigg wordt het gas via een pijpleiding naar most significant trends in North Sea oil and de afnemer, British Gas Corporation, in St. gas development. For many years there Fergus in Schotland gebracht. In de ko mende zeven maanden zal 8 miljoen m3 have been predictions about the imminent arrival of the subsea era but it can now be aardgas uit 0 s t Frigg worden onttrokken. said with some confidence that it is well Elf Aquitaine, de operator van het veld, and truly here. The number of subsea sche heeft miljoenen geïnvesteerd om het zgn. mes I have approved in the past year con Skuld-systeem te ontwikkelen, dat het firms the trend. Subsea Technology has mogelijk maakt om gas op de zeebodem te come of age in the North Sea and the inte produceren. Het voordeel hiervan is een gration of existing technology into costaanzienlijk lager bedrag aan directe produktiekosten dan bij de traditionele plat- 1 effective systems has shown the way ahead for subsea developments around the forms. De nieuwe produktiemethode be world. tekent een opbloei van de offshore-indus(LPS) trie. O.a. omdat de nieuwe velden op het Noorse Continentale Plat In steeds dieper water worden gevonden. Een van de op tredende problemen is de veilgheid van de duikers, die onderhoudswerkzaamheden Diversen moeten uitvoeren. De Skuld-technologie Miscellaneous is bruikbaar voor waterdiepten tot 600 m en heeft dit probleem tot een oplossing Nationale A ktie Eendracht gebracht. Op 30 december 1988 begon de Aktie Eendracht, een nationale ’doe-actie’ die U K offshore gasfield boosted to 24 Six new gasfields have started production erop is gericht binnen 8 maanden particu lieren en bedrijfsleven in totaal ƒ 3,5 mil in the U K sector of the North Sea this year joen bij elkaar te laten brengen voor een to swell the country’s total of offshore gasopvolger van het bekende zeilend zeeschip fields to 24. Britain also has more than 35 ’Eendracht’. De driemaster, een gaffeltopoilfields in production in the same zeilschoener, zal ook ’Eendracht’ heten. waters. Eigenaar is de Nationale Vereniging en U K Minister of State for Energy Mr Peter Stichting ’Het Zeilend Zeeship’, waarvanMorrison says in addition to the 24 fields now producing gas, seven new gasfields in prins Bernhard beschermheer is. Op 15 the Southern Basin of the North Sea had september j. I. legde de prins, samen met been given the go-ahead this year together minister N. Smit-Kroes van Verkeer en with plans to increase production in four Waterstaat, in Hardinxveld-Giessendam existing gasfields. de kiel van de nieuwe ’Eendracht’. The Minister has also revealed that the UK De huidige ’Eendracht’ heeft 14 jaar trou energy department is currently consider we dienst achter de rug en legde in die pe ing plans for a further 13 oil and gas pro riode een afstand af van I I keer rond de jects. ’W ith a total of 12 1 exploration and wereld. De overheid heeft voor de aan appraisal wells started to the end of Sep schaf van het nieuwe zeilschip (totale ge tember this year - 69 per cent higher than raamde kosten ƒ 9,5 miljoen) ƒ 2,5 miljoen the same period last year-the level ofdriltoegezegd in het kader van de Investethis vehicle is an Autonomous Robot for Underwater Survey (ARUS). The task facing the British team is to pro duce a robot capable of diving to depths of 6,000 m for up to 10 days at a time, with out the need for an accompanying surface vessel - a combination of abilities beyond current submersibles. (LPS)
67
ringspremie Zeeschepen, die het mogelijk maakt 25% van de bouwkosten te subsi diëren. De ontbrekende ƒ 3,5 miljoen ver wacht de Nationale Vereniging en Stich ting 'H et Zeilend Zeeschip’ te kunnen be talen uit eigen middelen en uit de verkoop van de huidige Eendracht. In de eerste week van september dit jaar wordt het zeilschip in de thuishaven Scheveningen gedoopt. Voor nadere informatie: Aktie Eendracht, Biltseweg 33, 3744 BV Baarn, tel. 0215518224.
Hydraudyne-Rexroth breidt dealernet uit. Hydraudyne-Rexroth in Boxtel, lid van de Mannesmann Rexroth Groep, de bekende producent van hydrauliek, heeft begin ok tober haar dealernet uitgebreid met de fir ma H.A. den Exter in de Zeeuwse ge meente 's-Heer Arendskerke/Goes. H ier door krijgt het dealernet een nog betere geografische spreiding. De firma’s Hypress Rijssen te Rijssen, Hydrair Aandrijftechniek te Nuth en Gejo te Doetinchem zijn reeds dealers van Hydraudyne-Rexroth. Deze nieuwe samenwerking betekent voor de Zeeuwse afnemers van Hydraudy ne-Rexroth dat er in hun directe omgeving een aanspreekpunt gecreëerd is voor alle zaken betreffende hydraulische aandrij vingen. In nauw overleg met Hydraudyne-Rexroth -k J I i v t . " ift.
-lirtb . f n ' m t ü n
t ' R b r « » . «vy.
dagelijks voorkomende vragen over onze produkten en diensten zoals o.a.: repara tie, service, modificaties, reservedelen, componenten en kleine aggregaten. De Hydraudyne-Rexroth dealers hebben een eigen adequate voorraad met een daarbij behorende servicecapaciteit.
’Seabel’ presentatie Op 27 oktober van het vorig jaar is bij T N O in Apeldoorn het systeem ’SEA BEL’ aan de kustwacht aangeboden. SEA BEL is bedoeld als hulpmiddel bij ongevallen met schepen, platforms, pijpleidingen enz. De afdeling Industriële Veiligheid van T N O heeft dit systeem voor rampenbestrijden op zee gebouwd in opdracht van de Direc tie Noordzee van Rijkswaterstaat en de Commissie van de Europese Gemeen schap. Hoofdkenmerken van SEA BEL zijn informatie en beslissingsondersteuning. Calamiteiten komen altijd plotseling en dat geldt ook voor calamiteiten op zee. Men tracht acties voor te bereiden door uit te gaan van bepaalde scenario’s en daarvoor actieplannen te ontwerpen. Hierbij pro beert men rekening te houden met alle mogelijkheden die kunnen voorkomen. Door de enorme toename van het aantal stoffen dat over zee wordt vervoerd en de grote rampen die kunnen ontstaan als ze ongelimiteerd zouden vrijkomen, is bij ca lamiteiten op dit gebied het probleem om onder druk snel te kunnen beslissen, waar 68
bij uit een enorm aantal mogelijkheden moet worden gekozen. De mens is niet in staat om dit op een logi sche manier te doen en de computer komt ons hier te hulp. Deze kan op een zeer snelle manier de mens bij zijn beslissingen ondersteunen. Hiervoor moeten wel alle gegevens ingebracht en geprogrammeerd worden. Het programmeren is in dit geval een zeer omvangrijk karwei dat soms jaren kan vergen, veel systeemdeskundigheid vereist en derhalve vrij kostbaar is. T N O heeft nu voor SEA BEL zo’n programma ontwikkeld; de officiële benaming luidt: 'Hazard Identification and Decision Sup port System’. Het bestaat uit vier onderdelen of 'mo dules'. 1. Accident diagnosis 2. Effect diagnosis 3. Hazard identification 4. Emergency response decision support Als in een meldkamer een melding binnen komt over een ongeval dan is het van het grootste belang om van de melder zoveel mogelijk informatie te krijgen. Het pro bleem is vaak dat men iets vergeet te vra gen. Bij het 'Accident Diagnosis’ systeem kan men kiezen uit ongeveer 20 trefwoor den van soorten ongelukken; als men er een of meer kiest, verschijnen een aantal gerichte vragen op het scherm die relevant zijn voor het gekarakteriseerde geval. Dit ta r t
Ha * «
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dienen als checklist. Om alle mogelijke effecten van een onge val te onderzoeken, bericht men in de mo dule ’Effect Diagnosis’ over een drietal modellen: - een voor het berekenen van de route van drijvende vloeistoffen, zoals olie; - een voor het berekenen van grootte en verplaatsing van gaswolken; - een voor het berekenen van het zoekgebied voor drijvende objecten zoals containers; maar ook drenkelingen.
teert in de selectie van maatregelen. Advi serende maatregelen, repressieve en pre ventieve maatregelen, maatregelen aan boord en aan de kust en waarschuwingen. Al met al een zeer bruikbaar systeem. Er is ook veel belangstelling vanuit het buiten land. De systematiek is echter ook voor andere applicaties geschikt, bijvoorbeeld voor meldkamers waar andere soorten ca lamiteiten gemeld worden. Een soortgelijk project voor de binnenwateren staat in middels op de tekenplank. J.M.V.
New appointments at Lloyd’s register A t the meeting of the General Committee of Lloyd’s Register of Shipping on De cember 15, John Hutchison, Managing Di rector of Bank Line Ltd and Director of the parent company, Andrew W e ir & Co Ltd, was appointed Deputy Chairman of Lloyd’s Register. His appointment will take effect from January I, 1989. Mr Hutchison succeedsjohn Browne OBE, who has been Deputy Chairman of LR and Chairman of the Sub-Committees of Clas sification since July 1984. John Hickman is to become Secretary to Lloyd’s Register following the retirement of the present Secretary Tom Leadbetter on December 31,1988. Mr Hickman read law at Cambridge Uni versity and is a barrister. He joined LR in I QRil w h p n h p o c rah Jk h fv H t h p I p o ?I ^ p r -
vices Department. Mr Hichman’s former career was in the Royal Navy where he held many legal and administrative ap pointments in naval shore establishments, ships and the Ministry of Defence. Tom Leadbetter joined LR in 1950, be came Deputy Chief Accountant in 1966, which later included the responsibility of being LR’s first Investment Manager, and took over as Pension Fund Secretary in 1968. He was appointed Secretary in 1972.
O ok wordt de zoekstrategie aangegeven voor vliegtuigen, helicopters met vlieghoogte, vliegsnelheid, zoekbreedte en kans op succes. Deze modellen maken gebruik van gegevens over stroming, getij en de actuele wind op de Noordzee. Al deze gegevens zijn in SEA BEL opgenomen. Ook van alle platforms, pijpleidingen en kustgemeenten heeft SEA BEL gegevens. Met de module ’Hazard Identification’ kan een generaal overzicht worden gegeven van mogelijke dreigende gevaren. Vroeger kostte het ongeveer 3 uur om aan de hand van tabellen en meteo-gegevens de posi ties van drenkelingen, vaten etc. te voor spellen; met behulp van SEA BEL kan dat nu in 12 seconden. De 'Decision Support’ functie assisteert de hulpverleners bij het nemen van maatrege len. SEA BEL stelt een aantal aanvullende vragen hetgeen na beantwoording resul SenW 56STE jA A R G A N G N R 2
A NEDERLANDSE VERENIGING JL VAN TECHNICI OP SCHEEPVAARTGEBIED (Netherlands Society of Marine Technologists) Voorlopig program m a van lezingen en evenementen in het seizoen 1988/1989
Dynam ic positioning door A. Lough, LRS London do. 23 febr. 1989 te Rotterdam en afdelingsvergadering
B ra n d b e strijd in g Yt v a n ta n k e r s
door de heer Van Wijngen van RISC Rotterdam do. 16 febr. 1989 te Vlissingen wo. 22 febr. 1989 te Amsterdam en afdelingsvergadering Amsterdam
Scheepsakoustiek spreker n.o.t.g. van TPD/TNO, Delft wo 15 maart te Amsterdam di 21 maart te Groningen wo 22 maart te Delft, TU
De lezingen worden gehouden: 1. Bij de T.U. Delft in de Aula, Mekelweg 5, aanvang 20.00 uur. 2. In Rotterdam in de Kriterionzaal van het Groothandelsgebouw, Stationsplein 45, aanvang 20.00 uur. 3. In Amsterdam bij het IH T N O 'Amsterdam', Schipluidenlaan 20, aanvang 19.00 uur. 4. In Groningen in het Stadsparkpaviljoen, Palviljoenlaan 3, aanvang 20.00 uur. 5. In Vlissingen in het Strandhotel, Boul. Evertsen 4, aanvang 19.30 uur. Alle lezingen in Rotterdam en Delft worden gehouden in samenwerking met de afd. MarTec van het K.l.v.l. en 'William Froude’. N.B. D it programma zal in de komende maanden worden aangevuld en evt. gewijzigd.
Endeauvour J-klasse jacht door W . Huisman van Scheepswerf Huisman te Vollenhove di. 21 febr. 1989 Groningen
girokaart te negeren. Nadere informatie over dit dubbellidmaatschap Klvl-NVTS bij: Ir W . A. Th. Bik - Tel 0 1890-18031.
Hoofdbestuursverkiezing
In Memoriam W. de Geus Op 22 december 1988 overleed te Rot terdam de heer W . de Geus, oud-hoofd technische dienst van Nievelt-Goudriaan en Co. B.V. De heer De Geus die 85 jaar oud werd, was 40 jaar lid van onze vereni ging-
Ir. W. P. H. de Jongh Op 27 december 1988 overleed te Voor schoten de heer Ir. W . P. H. de Jongh, oud hoofdingenieur der Marine. De heer de Jongh is lange tijd werkzaam geweest bij het Ministerie van Defensie (Marine) op de afdeling Scheepsbouw waar hij onder an dere de functie bekleedde van Technisch Coördinator van de Kortenaer-klassefregatten. De heer De Jongh die 67 jaar oud werd, was ruim 4 1jaar lid van onze vereni ging-
Dubbellidmaatschap K lvl-N V TS Reeds lang heeft Klvl-Maritieme Techniek een zeer goede samenwerking gehad met de NVTS. Jarenlang werden de lezingen op elkaar afgestemd en traden beide vereni gingen gezamenlijk naar buiten op. D it is aanleiding geweest om tot een nog nauwe re samenwerking te komen. Het is immers van groot belang dat de Nederlandse Mari tieme Verenigingen in deze voor de SenW 56STE jA A R G A N G N R 2
scheepsbouw zo moeilijke tijd, de krach ten bundelen. D it heeft geresulteerd in een dubbellid maatschap, dat de leden van het Koninklijk Instituut van Ingenieurs met de NVTS kun nen aangaan. Voor een gering bedrag meer op de Klvl contributie kunnen de Inge nieurs tevens lid worden van de NVTS en ontvangen daarbij 'Schip en W e rf gratis. Beide verenigingen blijven echter hun eigen identiteit behouden. Klvl-MarTec zal via 'Schip en W e rf voort aan ook zijn eigen mededelingen publice ren en niet meer apart naar haar eigen le den verzenden. Inmiddels heeft ca. 75% van de Klvl-lr's, die tevens lid waren van de NVTS te ken nen gegeven om van dit dubbellidmaat schap gebruik te maken. Daarnaast zijn ook vrij vele MarTec-ieden toegetreden tot de NVTS. De korting, die beide vereni gingen geven geldt niet alleen voor de ge wone, maar ook voor de gepensioneerde leden. De contributie voor beide verenigingen zal geïnd worden door de administratie van het Klvl. De 'dubbelleden' hebben in middels echter ook een acceptgirokaart van de NVTS ontvangen. Het bleek door de te korte tijd, plus verhuizing van het NVTS-secretariaat, niet mogelijk te zijn om deze administratie bij te werken. Onze excuses hiervoor, met het verzoek deze
De uitslag van de in december 1988 ge houden verkiezing voor twee leden van het Hoofdbestuur werd op 5 januari 1989 vastgesteld door een commissie, bestaan de uit de heren L. van Reeuven (Sr.), P. A. Luikenaar en J. M. Veltman en gaf het vol gende resultaat: Ingeleverd tot en met 5 januari 1989: 771 stembilj. Uitgebrachte stemmen op: Ir. J. C. Tjebbes 710 stemmen Y. L. Schulp 55 stemmen J. van Dorp 56 i stemmen Ing. C. Dam 200 stemmen Blanco 11 stemmen Ongeldig 5 stemmen Totaal
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Ir. J. C. Tjebbes is derhalve herkozen als vice-voorzitter en J. van Dorp is gekozen als lid van het Hoofdbestuur.
U itreiking afstudeerprijs KIMDen H elder Op I 3 januari 1989 zijn op het Koninklijk Instituut voor de Marine te Den Helder de diploma’s uitgereikt aan de Marine-officieren die hun studie aan het KIM met goed gevolg hebben voltooid. Voor de afstudeerverslagen werden een viertal prijzen beschikbaargesteld, waar onder een van onze Vereniging. Deze prijs is door een commissie van hoogleraren en hoofdofficieren unaniem toegekend aan de 69
luitenant ter zee der tweede klasse G. H. Nijenhuis en de luitenant ter zee der tw ee de klasse P. Kweekel voor hun afstudeer verslag, getiteld: ’Het gebruik van fotogrammetrische vormbepalingen tijdens de bouw van onderzeeboten bij de RD M ’, inhoud en oorspronkelijkheid van dit verslag werden van een zeer hoog gehalte geoor deeld. De algemeen secretaris had het genoegen de prijs te mogen uitreiken, waar hij o.a. onder de aandacht bracht dat men niet moet schromen om scripties en dergelijke ter publicatie in Schip en W e rf aan te bieden. De vlagofficier belast met de officiersvorming, de commandeur Ir. P. E. R. Leertou wer heeft ultimo januari zijn functie over gedragen aan de kapitein ter zee C. J. van der W erf. Hij zal worden belast met het commando over het eskader. J.M.V.
Personalia Hoofddirectie Sm it Internationale N V De heer J.W .H . Weissink, lid van de Hoofddirectie van Smit Internationale NV, heeft de wens te kennen gegeven per 31 december a.s. af te treden. De heer Weissink zal per I januari 1989 als Managing Director van Neddrill Neder land BV van de Koninklijke Nedlloyd Groep in dienst treden.
J. A. G ELD ERS Afdeling: Zeeland ING. L. A. REIJSIER Afdeling: Rotterdam ING. M .J. A. M. DE REGT Afdeling: Rotterdam P. A. V A N DER VLIES Afdeling: Zeeland
Gepasseerd voor het JU N IO R L ID M A A T S C H A P : E.J. B. SNIJDERS Afdeling: Rotterdam M .C . H. VERM EU LEN Afdeling: Rotterdam J. A. G. BO G A A RTS Afdeling: Rotterdam W . S. G A N Z IN G A Afdeling: Rotterdam R. G. V A N DE KETTERIJ Afdeling: Rotterdam A. KIK Afdeling: Rotterdam J. A. N O BEL Afdeling: Rotterdam D. C. V A N O O STV EEN Afdeling: Rotterdam F. H. H. A. Q U A D V LIEG Afdeling: Rotterdam J. H. STO O PM A N Afdeling: Rotterdam
Bestuurswisseling V .I.V . De Vereniging van Importeurs van Ver brandingsmotoren (VIV), heeft de heer P. A. A. Nagtzaam bij acclamatie gekozen als nieuw bestuurslid van de VIV. De heer Nagtzaam is directeur van Honda Neder land b.v. en tevens lid van het hoofdbestuur van de Nederlandse Vereniging ’De Rij wiel- en Automobiel-lndustrie (R A I)’. De heer Nagtzaam volgt de heer H. A. Vierling (B.V. Dimag) op die statutair als bestuurslid is afgetreden. Het Bestuur bestaat voorts uit de heren: ing. A. J. Vegter (A G A M Motoren Rotter dam b.v.), voorzitter A. W . Karei (Lang Energy Systems b.v.), vice-voorzitter B. Passet (Yamaha Motor Nederland b.v.) J. H. Timman (Deutz M W M Motoren b.v.) In de VIV zijn circa 30 importeurs van ver brandingsmotoren verenigd. Het secreta riaat is gevestigd op; Bredewater 20 - Postbus 190 2700 AD Zoeterm eer tel.: 079-531345
Ballotage Gepasseerd voor het G E W O O N L ID M A A T S C H A P : IR. R. T. G. CALS Afdeling: Zeeland 70
Nieuwe uitgaven De V O C in Nederland Sporen van de Compagnie, R. van Gelder en L. Wagenaar. 144 blz, formaat 28,5 X 22,5 cm met meer dan 30 afbeeldingen in kleur en meer dan 200 in zwart-wit. Uitga ve De Bataafse Leeuw. Prijs ƒ 39,90. In het boek worden per plaats waar een van de zes kamers van de V O C was geves tigd een kort overzicht van algemene gang van zaken gegeven en wordt dieper inge gaan op de aard en de geschiedenis van de onroerende goederen. H et betreft vooral de kantoren, pakhuizen en werfgebouwen. Naast deze interessante delen vindt men in het begin van het boek een kort overzicht van de geschiedenis van de V O C en w or den naast de hoofdstukken die de kamers behandelen belangrijke bijbehorende as pecten als het naar zee gaan, de scheepkist, de kaarten van de compagnie, de gezond heidszorg, de verkopingen, de thuiskomst, de Oosterse invloeden op de Nederlandse cultuur en de financieel-economische as pecten behandeld. Door deze opzet geeft het boek een goede indruk van de werk wijze van de V O C en de kosten die men op allerlei gebied maken moest. Daar elke ka
mer de eigen schepen op de eigen plaatse lijke werven bouwde vindt men in het boek waardevolle informatie over de wer ven, de werfterreinen, de gebouwen en andere inrichtingen. Zo kon een modale werknemer van de V O C jaarlijks 250 k 330 gulden verdienen. Een bewindvoerder verdiende, als bijverdienste 1200 ä 3000 gulden. De meestertimmerman die de di recte verantwoordelijkheid voorontwerp en bouw droeg ook zo’n 3000 gulden, de bazen tussen de 800 en 1000, het ge schoolde werfpersoneel meer dan 300 en het lager personeel zo rond de 200 gulden. Door de brede opzet is het een interessant boek geworden dat niet alleen een lei draad is voor het terug vinden van de on roerende goederen in Amsterdam, Rot terdam, Enkhuizen, Hoorn, Delft en Mid delburg maar ook een goede indruk geeft van de gang van zaken van de V O C in ons land.
O n tw erp en fabricage van hydraulische systemen Hydraudyne in Boxtel, lid van de Mannesmann Rexroth Groep, heeft eind novem ber de serie vakboeken over hydrauliek uitgebreid met ’de Hydrauliek Trainer III’. Dit boek met de titel ’Ontwerp en fabrica ge van hydraulische systemen’ behandelt het ontwerp, de fabricage en het instand houden van hydraulische installaties. Het boek is een leidraad voor diegene die be tr o k k e n is bij h e t o n t w e r p e n de realisatie van hydraulische systemen. Op 376 pagi na’s wordt aan de hand van gekleurde sche ma’s, foto’s, principetekeningen, tabellen en berekeningsvoorbeelden op praktische wijze ingegaan op aspecten zoals: staalkonstrukties voor hydraulische aggregaten, dimensionering, filtratie, veiligheidsvoor schriften voor accu’s, in- en uitwendige conservering, inbedrijfsname en instand houden van hydraulische systemen.
Band 3 is een vervolg op de eerder ver schenen Hydrauliek Trainer I ('Basiskennis hydrauliek’, ƒ 40,- excl. B T W ) en Hydrau liek Trainer II { ’Proportionaal en Servosystemen', ƒ 65,- excl. B T W ). De Hydrauliek Trainer III is in de duitse taal verkrijgbaar vooreen bedrag van ƒ 120,- excl. B T W bij Hydraudyne B.V., Postbus 32, 5280 AA Boxtel. Tel: 04116-51951, fax: 04116-51483. SenW 56STE IA A R G A N G N R 2
