DOCSLIB.ORG

USCG Icebreaker of the World

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
USCG Icebreaker of the World TES CO STA AS D T E GU IT A N R UN D N E M E S A S E R M I E N T E S T Y MAJOR ICEBREAKERS OF THE WORLD R ST A NSPORATION N N N N N N N N 50 Let Pobedy Sovetskiy Soyuz Rossiya Yamal Vaygach Taymyr L-60 L-60 (2007) (1990 refit 2014) (1985 refit 2007) (1993) (1990) (1989) ( 2015) (Estimated 2016) N N L-110 L-60 (Estimated 2017) (Estimated 2017) B B Vitus Bering Akademic Trioshnikov Varanda St. Petersburg Moskva Vladislav Strizhov Yuri Topchev Pacific Enterprise (2013) (2011) (2008) (2008) (2007) (2006) (2006) (2006) RUSSIA Pacific Endeavor Pacific Endurance Kapitan Dranitsyn Kapitan Sorokin Vladimir Ignatyuk Kapitan Khlebnikov Kapitan Nikolayev Krasin (36) (2006) (2006) (1980 refit 1999) (1977 refit 1990) (1977 refit 1982) (1981) (1978) (1976) + 5 under B B B construction Admiral Makarov Yermak Alexey Chiriov Project 2260 Project 21900M Project 21900M Project 21900M + 8 planned (1975) (1974) (2013) (2015) (2015) (Estimated 2015) (Estimated 2015) Fesco Sakhalin Vasiliy Golovnin Akademik Federov Ikaluk Smit Sakhalin Dikson Mudyug Magadan (2005) (1988) (1987) (1983) (1983) (1983) (1982) (1982) B B Kigoriak Talagi Dudinka Tor R-70202 R-70202 R-70202 R-70202 (1978) (1978) (1970) (1964) (2013) (2014) (2015) (2016) B B B Oden Ymer Frej Atle SWEDEN (1989) (1977) (1975) (1974) (7) Vidar Viking Tor Viking II Balder Viking (2001) (2011) (2011) B B B B FINLAND Nordica Fennica Kontio Otso Sisu Urho (7) (1994) (1993) (1987) (1986) (1976) (1975) B Voima (1954 refit 1979) CANADA Louis st. Laurent Terry Fox John G.Diefenbacher (6) (1969 refit 1993) (1983) (Estimated 2017) + 1 planned Amundsen Henry Larsen Des Groseillers Pierre Radisson (Estimated return 2013) (1988) (1983) (1978) USA Polar Sea Polar Star (5) (Inactive 2011) (Estimated return 2014) Healy Aiviq (2000) (2012) Nathaniel B. Palmer (1992) B B B B DENMARK Brage Viking Magne Viking Loke Viking Njord Viking (4) (2012) (2011) (2011) (2011) CHINA (1) Xue Long Polar Support Vessel KEY + 1 planned (1993) (Estimated 2014) Vessels were selected and organized based on their installed power measured in Brake Horse Power (BHP). Vessels with less than 10,000 BHP were not considered to be capable of independent arctic operation. Vessels are ordered by age, youngest first, within power ARGENTINA groupings. Vessel outlines reflect relative sizes. Almirante Irizar COLOR GUIDE (1) (estimate return 2012/13) Power Plant Name ≥ 45,000 BHP (year constructed or refit) AUSTRALIA Power Plant Aurora Australis (1) (1990) ≥ 20,000 BHP Name (year constructed or refit) < 45,000 BHP CHILE Power Plant (1) Almirante Oscar Viel ≥ 10,000 BHP (1967) Name (year constructed or refit) < 20,000 BHP B ESTONIA Under Construction Botnica Tarmo Name (2) (1998) (1963) (anticpated completion) GERMANY Planned Name Polarstern Polar Research Vessel (anticpated completion) (1) (1982) (Estimated 2016) + 1 planned NOTES Government owned or operated Unavailable JAPAN N Nuclear Power Shirase NB B Designed for (1) (2009) Baltic use Been to the North Pole* * Courtesy of Robert K. Headland SOUTH KOREA – Scott Polar Research Institute Araon (1) (2009) Data derived from various sources Updated: SOUTH AFRICA 20 February 2013 Agulhas II (1) (2012) An electronic copy of the most current chart is located at: LATVIA B http://www.uscg.mil/hq/cg5/cg552/ice.asp Varma (1) Direct Questions and Comments to: LCDR Mike Krause- 202 372-1540 e-mail: [email protected] NORWAY OR Svalbard Polar Research Vessel (1) (2002) (Estimated 2015) LCDR Ben Morgan- 202 372-1541 + 1 planned e-mail [email protected] Developed and maintained by USCG Office of Waterways and Ocean Policy (CG-WWM) This document, and more, is available for download from Martin's Marine Engineering Page - www.dieselduck.net.
Load more

Recommended publications
  • Northern Sea Route Cargo Flows and Infrastructure- Present State And
    Northern Sea Route Cargo Flows and Infrastructure – Present State and Future Potential By Claes Lykke Ragner FNI Report 13/2000 FRIDTJOF NANSENS INSTITUTT THE FRIDTJOF NANSEN INSTITUTE Tittel/Title Sider/Pages Northern Sea Route Cargo Flows and Infrastructure – Present 124 State and Future Potential Publikasjonstype/Publication Type Nummer/Number FNI Report 13/2000 Forfatter(e)/Author(s) ISBN Claes Lykke Ragner 82-7613-400-9 Program/Programme ISSN 0801-2431 Prosjekt/Project Sammendrag/Abstract The report assesses the Northern Sea Route’s commercial potential and economic importance, both as a transit route between Europe and Asia, and as an export route for oil, gas and other natural resources in the Russian Arctic. First, it conducts a survey of past and present Northern Sea Route (NSR) cargo flows. Then follow discussions of the route’s commercial potential as a transit route, as well as of its economic importance and relevance for each of the Russian Arctic regions. These discussions are summarized by estimates of what types and volumes of NSR cargoes that can realistically be expected in the period 2000-2015. This is then followed by a survey of the status quo of the NSR infrastructure (above all the ice-breakers, ice-class cargo vessels and ports), with estimates of its future capacity. Based on the estimated future NSR cargo potential, future NSR infrastructure requirements are calculated and compared with the estimated capacity in order to identify the main, future infrastructure bottlenecks for NSR operations. The information presented in the report is mainly compiled from data and research results that were published through the International Northern Sea Route Programme (INSROP) 1993-99, but considerable updates have been made using recent information, statistics and analyses from various sources.
    [Show full text]
  • Transits of the Northwest Passage to End of the 2019 Navigation Season Atlantic Ocean ↔ Arctic Ocean ↔ Pacific Ocean
    TRANSITS OF THE NORTHWEST PASSAGE TO END OF THE 2019 NAVIGATION SEASON ATLANTIC OCEAN ↔ ARCTIC OCEAN ↔ PACIFIC OCEAN R. K. Headland and colleagues 12 December 2019 Scott Polar Research Institute, University of Cambridge, Lensfield Road, Cambridge, United Kingdom, CB2 1ER. <[email protected]> The earliest traverse of the Northwest Passage was completed in 1853 but used sledges over the sea ice of the central part of Parry Channel. Subsequently the following 314 complete maritime transits of the Northwest Passage have been made to the end of the 2019 navigation season, before winter began and the passage froze. These transits proceed to or from the Atlantic Ocean (Labrador Sea) in or out of the eastern approaches to the Canadian Arctic archipelago (Lancaster Sound or Foxe Basin) then the western approaches (McClure Strait or Amundsen Gulf), across the Beaufort Sea and Chukchi Sea of the Arctic Ocean, through the Bering Strait, from or to the Bering Sea of the Pacific Ocean. The Arctic Circle is crossed near the beginning and the end of all transits except those to or from the central or northern coast of west Greenland. The routes and directions are indicated. Details of submarine transits are not included because only two have been reported (1960 USS Sea Dragon, Capt. George Peabody Steele, westbound on route 1 and 1962 USS Skate, Capt. Joseph Lawrence Skoog, eastbound on route 1). Seven routes have been used for transits of the Northwest Passage with some minor variations (for example through Pond Inlet and Navy Board Inlet) and two composite courses in summers when ice was minimal (transits 149 and 167).
    [Show full text]
  • Helsinki Watch Committees in the Soviet Republics: Implications For
    FINAL REPORT T O NATIONAL COUNCIL FOR SOVIET AND EAST EUROPEAN RESEARC H TITLE : HELSINKI WATCH COMMITTEES IN THE SOVIET REPUBLICS : IMPLICATIONS FOR THE SOVIET NATIONALITY QUESTIO N AUTHORS : Yaroslav Bilinsky Tönu Parming CONTRACTOR : University of Delawar e PRINCIPAL INVESTIGATORS : Yaroslav Bilinsky, Project Director an d Co-Principal Investigato r Tönu Parming, Co-Principal Investigato r COUNCIL CONTRACT NUMBER : 621- 9 The work leading to this report was supported in whole or in part fro m funds provided by the National Council for Soviet and East European Research . NOTICE OF INTENTION TO APPLY FOR COPYRIGH T This work has been requested for manuscrip t review for publication . It is not to be quote d without express written permission by the authors , who hereby reserve all the rights herein . Th e contractual exception to this is as follows : The [US] Government will have th e right to publish or release Fina l Reports, but only in same forma t in which such Final Reports ar e delivered to it by the Council . Th e Government will not have the righ t to authorize others to publish suc h Final Reports without the consent o f the authors, and the individua l researchers will have the right t o apply for and obtain copyright o n any work products which may b e derived from work funded by th e Council under this Contract . ii EXEC 1 Overall Executive Summary HELSINKI WATCH COMMITTEES IN THE SOVIET REPUBLICS : IMPLICATIONS FOR THE SOVIET NATIONALITY QUESTION by Yaroslav Bilinsky, University of Delawar e d Tönu Parming, University of Marylan August 1, 1975, after more than two years of intensive negotiations, 35 Head s of Governments--President Ford of the United States, Prime Minister Trudeau of Canada , Secretary-General Brezhnev of the USSR, and the Chief Executives of 32 othe r European States--signed the Final Act of the Conference on Security and Cooperatio n in Europe (CSCE) .
    [Show full text]
  • Arctic Marine Transport Workshop 28-30 September 2004
    Arctic Marine Transport Workshop 28-30 September 2004 Institute of the North • U.S. Arctic Research Commission • International Arctic Science Committee Arctic Ocean Marine Routes This map is a general portrayal of the major Arctic marine routes shown from the perspective of Bering Strait looking northward. The official Northern Sea Route encompasses all routes across the Russian Arctic coastal seas from Kara Gate (at the southern tip of Novaya Zemlya) to Bering Strait. The Northwest Passage is the name given to the marine routes between the Atlantic and Pacific oceans along the northern coast of North America that span the straits and sounds of the Canadian Arctic Archipelago. Three historic polar voyages in the Central Arctic Ocean are indicated: the first surface shop voyage to the North Pole by the Soviet nuclear icebreaker Arktika in August 1977; the tourist voyage of the Soviet nuclear icebreaker Sovetsky Soyuz across the Arctic Ocean in August 1991; and, the historic scientific (Arctic) transect by the polar icebreakers Polar Sea (U.S.) and Louis S. St-Laurent (Canada) during July and August 1994. Shown is the ice edge for 16 September 2004 (near the minimum extent of Arctic sea ice for 2004) as determined by satellite passive microwave sensors. Noted are ice-free coastal seas along the entire Russian Arctic and a large, ice-free area that extends 300 nautical miles north of the Alaskan coast. The ice edge is also shown to have retreated to a position north of Svalbard. The front cover shows the summer minimum extent of Arctic sea ice on 16 September 2002.
    [Show full text]
  • Living in Two Places : Permanent Transiency In
    living in two places: permanent transiency in the magadan region Elena Khlinovskaya Rockhill Scott Polar Research Institute, University of Cambridge, Lensfield Road, Cambridge CB2 1ER, UK; [email protected] abstract Some individuals in the Kolyma region of Northeast Russia describe their way of life as “permanently temporary.” This mode of living involves constant movements and the work of imagination while liv- ing between two places, the “island” of Kolyma and the materik, or mainland. In the Soviet era people maintained connections to the materik through visits, correspondence and telephone conversations. Today, living in the Kolyma means living in some distant future, constantly keeping the materik in mind, without fully inhabiting the Kolyma. People’s lives embody various mythologies that have been at work throughout Soviet Kolyma history. Some of these models are being transformed, while oth- ers persist. Underlying the opportunities afforded by high mobility, both government practices and individual plans reveal an ideal of permanency and rootedness. KEYWORDS: Siberia, gulag, Soviet Union, industrialism, migration, mobility, post-Soviet The Magadan oblast’1 has enjoyed only modest attention the mid-seventeenth century, the history of its prishloye in arctic anthropology. Located in northeast Russia, it be- naseleniye3 started in the 1920s when the Kolyma region longs to the Far Eastern Federal Okrug along with eight became known for gold mining and Stalinist forced-labor other regions, okrugs and krais. Among these, Magadan camps. oblast' is somewhat peculiar. First, although this territory These regional peculiarities—a small indigenous pop- has been inhabited by various Native groups for centu- ulation and a distinct industrial Soviet history—partly ries, compared to neighboring Chukotka and the Sakha account for the dearth of anthropological research con- Republic (Yakutia), the Magadan oblast' does not have a ducted in Magadan.
    [Show full text]
  • Mikhail Gorbachev's Speech in Murmansk at the Ceremonial Meeting on the Occasion of the Presentation of the Order of Lenin and the Gold Star to the City of Murmansk
    MIKHAIL GORBACHEV'S SPEECH IN MURMANSK AT THE CEREMONIAL MEETING ON THE OCCASION OF THE PRESENTATION OF THE ORDER OF LENIN AND THE GOLD STAR TO THE CITY OF MURMANSK Murmansk, 1 Oct. 1987 Indeed, the international situation is still complicated. The dangers to which we have no right to turn a blind eye remain. There has been some change, however, or, at least, change is starting. Certainly, judging the situation only from the speeches made by top Western leaders, including their "programme" statements, everything would seem to be as it was before: the same anti-Soviet attacks, the same demands that we show our commitment to peace by renouncing our order and principles, the same confrontational language: "totalitarianism", "communist expansion", and so on. Within a few days, however, these speeches are often forgotten, and, at any rate, the theses contained in them do not figure during businesslike political negotiations and contacts. This is a very interesting point, an interesting phenomenon. It confirms that we are dealing with yesterday's rhetoric, while real- life processes have been set into motion. This means that something is indeed changing. One of the elements of the change is that it is now difficult to convince people that our foreign policy, our initiatives, our nuclear-free world programme are mere "propaganda". A new, democratic philosophy of international relations, of world politics is breaking through. The new mode of thinking with its humane, universal criteria and values is penetrating diverse strata. Its strength lies in the fact that it accords with people's common sense.
    [Show full text]
  • Canada's Sovereignty Over the Northwest Passage
    Michigan Journal of International Law Volume 10 Issue 2 1989 Canada's Sovereignty Over the Northwest Passage Donat Pharand University of Ottawa Follow this and additional works at: https://repository.law.umich.edu/mjil Part of the International Law Commons, and the Law of the Sea Commons Recommended Citation Donat Pharand, Canada's Sovereignty Over the Northwest Passage, 10 MICH. J. INT'L L. 653 (1989). Available at: https://repository.law.umich.edu/mjil/vol10/iss2/10 This Article is brought to you for free and open access by the Michigan Journal of International Law at University of Michigan Law School Scholarship Repository. It has been accepted for inclusion in Michigan Journal of International Law by an authorized editor of University of Michigan Law School Scholarship Repository. For more information, please contact [email protected]. CANADA'S SOVEREIGNTY OVER THE NORTHWEST PASSAGE Donat Pharand* In 1968, when this writer published "Innocent Passage in the Arc- tic,"' Canada had yet to assert its sovereignty over the Northwest Pas- sage. It has since done so by establishing, in 1985, straight baselines around the whole of its Arctic Archipelago. In August of that year, the U. S. Coast Guard vessel PolarSea made a transit of the North- west Passage on its voyage from Thule, Greenland, to the Chukchi Sea (see Route 1 on Figure 1). Having been notified of the impending transit, Canada informed the United States that it considered all the waters of the Canadian Arctic Archipelago as historic internal waters and that a request for authorization to transit the Northwest Passage would be necessary.
    [Show full text]
  • Strength Am D Suffering
    AID TO THE CHURCH IN NEED FR. MICHAEL SHIELDS, JOHN NEWTON & TERRY MURPHY Strength am d Suffering StrengthTHE MARTYRS am OFd SufferingMAGADAN Martyrs of Magadan - Memories from the Gulag © 2007 Aid to the Church in Need All rights reserved Web version: Strength Amid Suffering - The Martyrs of Magadan © 2015 Aid to the Church in Need All rights reserved Testaments collated by Fr Michael Shields Text edited by John Newton and Terry Murphy Design by Ronan Lynch Via Crucis images courtesy of ACN Italy. Photographs courtesy of Patrick Delapierre/Church of the Nativity of Christ, Magadan, Russia and the private collections of survivors of the camps. Published by Aid to the Church in Need (Ireland) www.acnireland.org FR. MICHAEL SHIELDS, JOHN NEWTON & TERRY MURPHY Strength am d Suffering “People died by the tens, hundreds and thousands. In their place always came new silent slaves, who laboured for some food, a piece of bread. “They died and they were quietly buried. No one had a burial service for them, no family or friends paid their last respects. They did not even dig graves for them, but rather dug a communal trench. And they tossed the naked bodies in the snow and when spring came, wild animals tore apart their bones. “We who managed to survive mourned them. We believe that the Lord accepted these martyrs into the heavenly kingdom. “May all these peoples’ memory live on forever.” OLGA ALEXSEIEVNA GUREEVA Prisoner in the gulag camps for 11 years THE MARTYRS OF MAGADAN AID TO THE CHURCH IN NEED “In this unmarked grave our lives have ended.
    [Show full text]
  • From the Tito-Stalin Split to Yugoslavia's Finnish Connection: Neutralism Before Non-Alignment, 1948-1958
    ABSTRACT Title of Document: FROM THE TITO-STALIN SPLIT TO YUGOSLAVIA'S FINNISH CONNECTION: NEUTRALISM BEFORE NON-ALIGNMENT, 1948-1958. Rinna Elina Kullaa, Doctor of Philosophy 2008 Directed By: Professor John R. Lampe Department of History After the Second World War the European continent stood divided between two clearly defined and competing systems of government, economic and social progress. Historians have repeatedly analyzed the formation of the Soviet bloc in the east, the subsequent superpower confrontation, and the resulting rise of Euro-Atlantic interconnection in the west. This dissertation provides a new view of how two borderlands steered clear of absorption into the Soviet bloc. It addresses the foreign relations of Yugoslavia and Finland with the Soviet Union and with each other between 1948 and 1958. Narrated here are their separate yet comparable and, to some extent, coordinated contests with the Soviet Union. Ending the presumed partnership with the Soviet Union, the Tito-Stalin split of 1948 launched Yugoslavia on a search for an alternative foreign policy, one that previously began before the split and helped to provoke it. After the split that search turned to avoiding violent conflict with the Soviet Union while creating alternative international partnerships to help the Communist state to survive in difficult postwar conditions. Finnish-Soviet relations between 1944 and 1948 showed the Yugoslav Foreign Ministry that in order to avoid invasion, it would have to demonstrate a commitment to minimizing security risks to the Soviet Union along its European political border and to not interfering in the Soviet domination of domestic politics elsewhere in Eastern Europe.
    [Show full text]
  • Arctic Offshore Development Concepts – History and Evolution
    Arctic Offshore Development Concepts – History and Evolution By Roger Pilkington and Frank Bercha Presented by Roger Pilkington At the SNAME AS Luncheon: March 19, 2014 Presentation • Systems and structures used in Beaufort Sea from 1970 to 1990 • Some concepts for Beaufort Development 1980s • Production systems currently in use in Arctic • Some interesting new concepts Rough Timetable • 1960s Panarctic drilled on Arctic Islands • In late 1960s Land sales in Beaufort Sea • Esso acquired land from 0 to ~15m Water Depth • Gulf acquired land from about 15 to about 30 m WD • Dome acquired land from about 30 to about 60m WD • From 1972s and 1989, Esso built sand and spray ice islands • ~1974 Canadian Government brought in Arctic drilling incentives • 1976 to about 1980 Dome brought 4 drillships, 8 support boats, super tanker, and floating dry dock into Arctic. 1980 Kigoriak. Rough Timetable (Cont) • 1981 Dome built Tarsuit Island • 1982 Dome brought SSDC into Arctic • 1983 Esso brought in Caisson Retained Island (CRI) to operate in deeper waters • 1983 Gulf brought Kulluk barge, Molikpaq GBS and 4 support vessels into Arctic • 1984 oil price went down and Government ended drilling incentives • All activity stopped in about 1994 Dome Gulf Esso The 3 Major Ice Zones in Arctic Esso ‐ Nipterk Ice Island Made from flooding ice with water from large pumps Shallow water only Esso sand and gravel island construction in summer and also winter by hauling sand and gravel in trucks over ice Artificial Islands • Ice islands – typically 0 to 3m • Sand and
    [Show full text]
  • Sustainability Report 2012 for Non-Compliance with Environmental Laws and Regulations
    Responsibility in everything we do Sustainability Report 2011/2012 www.polymetalinternational.com Overview Contents Polymetal’s core objective is to Fewer injuries Overview 2 Chairman’s introduction Our redesigned health 2 About this report generate superior sustainable returns and safety system is 4 Polymetal at a glance paying dividends with 6 Where we operate for shareholders whilst maintaining the dramatically reduced 8 An interview with the Chief Executive injury frequency rates. 10 Our approach to sustainability 12 How we manage sustainability highest possible standard of corporate 15 Stakeholder engagement citizenship. We aim to ensure that 36 16 How we identify priorities Economic our core business of precious metals 18 Ensuring economic progress 20 Contribution to economic development US$6 million 22 Case study: Working with communities exploration, mining and production We invested US$6 million in Amursk in community programmes 23 Case study: Ozerny – a new industrial operates efficiently and safely, thereby in 2012. community arrives in Khabravsk Territory meeting our commercial goals. At the Environment 24 Ensuring environmental progress same time we are committed to the 26 Managing our environmental performance 21 32 Case study: May the ‘ecological landing force’ be with you sustainable economic development 33 Case study: Going beyond environmental management compliance at Amursk of the regions in which we operate. ISO 14001 We achieved independent Employees certification of our Health and safety ISO 14001 environmental 34 Ensuring a safe working environment It is this match between our core management system. 38 Case study: New approaches to hazard identification and risk assessment objective and the interests of our 39 Case study: Healthy working lives Careers, reward and development 40 Investing in our people employees, suppliers, investors, local 26 46 Case study: Competition for best ideas communities and other stakeholders 47 Case study: Employee development that is the key to long-term success.
    [Show full text]
  • Structural Challenges Faced by Arctic Ships
    NTIS # PB2011- SSC-461 STRUCTURAL CHALLENGES FACED BY ARCTIC SHIPS This document has been approved For public release and sale; its Distribution is unlimited SHIP STRUCTURE COMMITTEE 2011 Ship Structure Committee RADM P.F. Zukunft RDML Thomas Eccles U. S. Coast Guard Assistant Commandant, Chief Engineer and Deputy Commander Assistant Commandant for Marine Safety, Security For Naval Systems Engineering (SEA05) and Stewardship Co-Chair, Ship Structure Committee Co-Chair, Ship Structure Committee Mr. H. Paul Cojeen Dr. Roger Basu Society of Naval Architects and Marine Engineers Senior Vice President American Bureau of Shipping Mr. Christopher McMahon Mr. Victor Santos Pedro Director, Office of Ship Construction Director Design, Equipment and Boating Safety, Maritime Administration Marine Safety, Transport Canada Mr. Kevin Baetsen Dr. Neil Pegg Director of Engineering Group Leader - Structural Mechanics Military Sealift Command Defence Research & Development Canada - Atlantic Mr. Jeffrey Lantz, Mr. Edward Godfrey Commercial Regulations and Standards for the Director, Structural Integrity and Performance Division Assistant Commandant for Marine Safety, Security and Stewardship Dr. John Pazik Mr. Jeffery Orner Director, Ship Systems and Engineering Research Deputy Assistant Commandant for Engineering and Division Logistics SHIP STRUCTURE SUB-COMMITTEE AMERICAN BUREAU OF SHIPPING (ABS) DEFENCE RESEARCH & DEVELOPMENT CANADA ATLANTIC Mr. Craig Bone Dr. David Stredulinsky Mr. Phil Rynn Mr. John Porter Mr. Tom Ingram MARITIME ADMINISTRATION (MARAD) MILITARY SEALIFT COMMAND (MSC) Mr. Chao Lin Mr. Michael W. Touma Mr. Richard Sonnenschein Mr. Jitesh Kerai NAVY/ONR / NAVSEA/ NSWCCD TRANSPORT CANADA Mr. David Qualley / Dr. Paul Hess Natasa Kozarski Mr. Erik Rasmussen / Dr. Roshdy Barsoum Luc Tremblay Mr. Nat Nappi, Jr. Mr.
    [Show full text]