Cable & Pipe Transits

SAFETY DEVICES: CABLE & PIPE TRANSITS Minimizing the risks of fire and flood is the core business of BEELE Engineering. In our over 35 years of experience, we’ve developed a broad range of products that protect crew, assets and installations. Products that are a result of continuous hi-tech R&D efforts. Our customer-focused approach guarantees a continuous flow of new and improved products that respond to the demanding requirements of our customers. This, combined with our intensive testing programs in our recognized laboratories, is the best guarantee for product usability, ease of maintenance and long term safety. The most advanced system in our range of fire safe products is NOFIRNO. Now also successfully subjected to an extreme JET FIRE test.

An uncontrolled discharge of combustible gas or liquid under pressure, The pressure of the FWGVQNGCMUQTFCOCIG HQTGZCORNG RQUGUCUGTKQWUſTGJC\CTFGU- propane is regulated to pecially in areas such as petrochemical plants and on offshore drilling 5 bar upstream of the and processing rigs. nozzle. 6JKUJC\CTFKUCNUQRTGUGPVKPOCP[RTQFWEVKQPRTQEGUUGUKPVWPPGNU Velocity of the jet 360 RCTMKPIICTCIGUCPFGPXKTQPOGPVUVJCVCTGUGPUKVKXGVQGZVTGOGſTGU km/hour. +HJKIJRTGUUWTGƀCOOCDNGICURTGUUWTK\GFNKSWGſGFICUQTHWGNUCTG GOKVVGFCPFKIPKVGFVJGTGUWNVYKNNDGCLGVſTG6JGLGVƀCOGUETGCVGFKP the process cause an extremely heavy thermal and mechanical load. 6JG01(+401U[UVGOYJKEJKUCNTGCF[WUGFHQTſTGRTQQHUGCNKPIQH ECDNGCPFRKRGVTCPUKVUKPVJGJKIJGUVſTGENCUUGUTGEGPVN[RCUUGFC VYQJQWTLGVſTGVGUVEQPHQTOKPIVQ+51%& 6JGRQUKVKXGVGUVTGUWNVUGORJCUK\GVJGWPKSWGRTQRGTVKGUQHVJGſTG- RTQQſPIU[UVGO 6JG,GV(KTGVGUVYCURGTHQTOGFD[VJG*GCNVJ5CHGV[.CDQTCVQT[CV $WZVQP 'PINCPF YKVJCECDNGVTCPUKVQHZOOWUKPICTOQTGF CPFPQPCTOQTGFECDNGU%.:ECDNGU OO1& WRVQZOOw CPFDWPFNGF.#0FCVCECDNGUCUYGNNCUCRKRGVTCPUKVYKVJCP+&QH OOCPFCUVGGNRKRGYKVJCP1&QHOO +PUQOGURQVUKPVJGLGVƀCOGUVGORGTCVWTGUQHu%CTGTGCEJGF KPCXGT[UJQTVVKOG6JGOQUVUKIPKſECPVEJCNNGPIGUVQYJKEJUGCNKPI U[UVGOUCTGGZRQUGFFWTKPICLGVſTGJQYGXGTCTGVJGJKIJEQPXGE- tion and radiation heat, the mechanical load and the erosive forces combined.

These are comparable to the forces released when a missile attack is made on a warship or a fuel explosion takes place at a petrochemical plant. To UKOWNCVGVJGUGHQTEGUVJGſTGVGUVWUGULGVƀCOGUVJCVEQPUVCPVN[KPETGCUG WE CARE FWTKPIVJGVGUV6JGXGNQEKV[CVYJKEJVJGUGLGVƀCOGUCTGTGNGCUGFKUCDQWV MOJQWTCVCFKUVCPEGQHEOHTQOVJGVTCPUKVMIQHRTQRCPGKU UQPKECNN[GLGEVGFRGTUGEQPF6JG,GV(KTGVGUVJCUDGGPTGEQTFGFQP&8& and copies are available to interested parties upon request. There are some doubts about the functioning of RCUUKXGſTGRTG- vention materials KPGZVTGOGſTGUKVW- ations, tested in accordance with the UVCPFCTFſTGEWTXGU with a gradual temperature increase.

5[UVGOUVJCVJCXG been demonstrated VQTGUKUVCLGVſTG can be used in buildings and installations to dispel this uncertainty. COV1 MR OCT. 09:COV1 MR May09.qxd 10/1/2009 7:45 AM Page 1

The World’s Largest Circulation Marine Industry Publication • The Information Authority for the Global Marine Industry since 1939

October 2009 MARITIME REPORTER Marine Salvage AND ENGINEERING NEWS Cleaning Up www.marinelink.com Old Wrecks

Marine Design The Renovation of M/V Freewinds

Port of Los Angeles Busy, Secure & Green

Five Minutes with Jens Alers

Tech File The SatCom Evolution COV2,C3&C4 MR OCT. 09:COV2,C3&C4 MR May.09.qxd 9/29/2009 11:00 AM Page 1 MR OCT. 2009 # 1 (1-8):MR Template 9/29/2009 11:13 AM Page 1 MR OCT. 2009 # 1 (1-8):MR Template 10/1/2009 10:47 AM Page 2

TABLE OF CONTENTS

FIVE MINUTES WITH 24 Jens Alers 32 The managing director of Bernhard Schulte Ship Management discusses investing in ships, in good times and bad. COLUMNISTS • Moller, Bryant, Buchner

PORT OF LOS ANGELES

26 Busy, Secure & Green LEGAL BEAT Maritime Reporter recently visited the Port of Los Angeles and found an 16 Joint & Several amazing array of technologies and techniques to keep the busy port hum- Liability ming. • By Edward Lundquist • by Jeffrey S. Moller MARINE DESIGN

32 M/V Freewinds GOVERNMENT UPDATE Enjoy the fruits of a tremendous labor that resulted a renovation of sto- 18 The Dunnage ried ship with a unique owner. • By Greg Trauthwein 40 Crisis • by Dennis L. Bryant SALVAGE 40 Cleaning up from the Past EYE ON DESIGN The ocean is littered with an estimaged 8,500 shipwrecks, and debate rages on cleaning up the potential mess. • By Greg Trauthwein 20 Green Energy • by Bas Buchner SATCOM 44 Reach for the Stars Modern satcom tech to increase safety and efficiency, and crew retention.

2 Maritime Reporter & Engineering News MR OCT. 2009 # 1 (1-8):MR Template 9/29/2009 11:17 AM Page 3

October 2009 www.marinelink.com 3 MR OCT. 2009 # 1 (1-8):MR Template 10/1/2009 10:48 AM Page 4

ON THE COVER MarineLink.com MARITIME Pictured is the Double Inverted Fun- nel for Intervention on Ship-wrecks- REPORTER Project, or more simply, the DIFIS concept. The concept proposed by AND a European consortium headed by ENGINEERING NEWS MARIN, the Maritime Research Insti- www.marinelink.com tute Netherlands. Cleaning up wrecks WWII era wrecks — which ISSN-0025-3448 USPS-016-750 could soon start causing an environmental headache — is a growing No. 10 Vol. 71 priority. Turn to page 40 for more. 118 East 25th Street, New York, NY 10010 tel: (212) 477-6700; fax: (212) 254-6271 (Photo Credit: MARIN)

Founder: John J. O’Malley 1905 - 1980 The World’s Leading Source for Marine ALSO IN THIS EDITION Charles P. O’Malley 1928 - 2000 Industry information in Print, on the Internet & via Email Maritime Reporter/Engineering News is published monthly by Maritime Activity Reports, 6 Editorial Inc. Mailed at Periodicals Postage Rates at New York, NY 10199 and additional mailing offices. 8 Recent Ship Sales 24 Five Minutes with Jens Alers Postmaster send notification (Form 3579) regarding undeliverable magazines to Mar- DAILY NEWS via E-MAIL itime Reporter/Engineering News, 118 East 25th Street, New York, NY 10010. 20 Renewable Energy Breaking news and feature articles delivered FREE to 44 Technical: SatCom you via Email daily maritimetoday.com/login.aspx Publishers are not responsible for the safekeeping or return of editorial material. ©2009 48 People & Company News Maritime Activity Reports, Inc. 49 Preview: SNAME 52 CADCAM BANNER ADVERTISEMENTS 54 Products Banner advertisement on the Email Daily News or on Marinelink.com Contact: [email protected] Member 58 Buyer’s Guide 59 Classifieds Business Publications 64 Advertiser’s Index POST & SEARCH JOBS Audit of Circulation, Inc. SUBSCRIPTION INFORMATION Job listings are updated daily and help match employ- One full year (12 issues) $53.00; two years (24 issues) $85.00 in U.S. ers with qualified employees. Post a position or keep One year international $78.00; two years $132.00 including postage abreast of new employment opportunities at All rights reserved. No part of this publication may be reproduced or transmitted in any form and handling. For subscription information: www.maritimejobs.com or by any means mechanical, photocopying, recording or otherwise without the prior written permission of the publishers. Email: [email protected] • www.marinelink.com Tel: (212) 477-6700 • Fax: (212) 254-6271

4 Maritime Reporter & Engineering News MR OCT. 2009 # 1 (1-8):MR Template 9/29/2009 11:19 AM Page 5 MR OCT. 2009 # 1 (1-8):MR Template 10/2/2009 10:33 AM Page 6

EDITOR’S NOTE

NEW YORK MARITIME 118 E. 25th St., New York, NY 10010 Tel: (212) 477-6700; Fax: (212) 254-6271 REPORTER e-mail: mren@ marinelink.com • Internet: www.marinelink.com FLORIDA • 215 NW 3rd St., Boynton Beach, FL 33435 AND Tel: (561) 732-4368 Fax: (561) 732-6984 n a monthly basis, I field my fair share ENGINEERING NEWS of calls regarding stories that are “per- PUBLISHERS fect” for one of our publications. While John E. O’Malley O John C. O'Malley • [email protected] we diligently attempt to track down and evaluate Associate Publisher & Editor every lead, the sheer number of calls from around Gregory R. Trauthwein • [email protected] the globe makes that impossible. First, I always

consider the source. Having served this market for more than 18 years, I Contributing Editors Dennis L. Bryant • Rich DeSimone • Edward Lundquist • Matt Gresham

have a rather large cadre of individuals and organizations that I explicitly Editorial Consultant James R. McCaul, President, International Maritime Assoc.

trust to deliver unique and insightful article ideas and angles. PRODUCTION

That’s why when the phone rang a few months ago and it was Jon Rusten, Production Manager Oksana Martemy • [email protected]

COO and VP Development for Ocean Development Group was on the other Production Assistant Amanda O’Malley • [email protected] end, the call was not relegated to the voice mail bin. SALES Rusten has a storied career in the maritime business, having served as the Vice President of Sales & Marketing Vice President, Superintendent Newbuilding at Kloster Cruises, and Di- Rob Howard • [email protected]

rector of Ship Development and Construction at Disney Cruise Lines. At the Sales Administration & Office Manager Rhoda Morgan • [email protected]

time of stint with Disney, when the company was designing and building its Sales & Event Coordinator Michelle Howard • [email protected]

ﬁrst ships, he and his team provided to me excellent insights on the project, Classified Sales Manager Dale L. Barnett • [email protected]; Tel: (212) 477-6700 resulting in a lengthy feature in our pages. We caught up this summer, when he called to share with me his thoughts Advertising Sales Managers Lucia Annunziata Joe Colacova Patrick Haley on a project he had just completed, the complete, top-to-bottom, inside out [email protected] [email protected] [email protected] Tel: (212) 477-6700 Tel: (561) 732-0312 Tel: (561) 732-1185 renovation of a cruise ship, the M/V Freewinds (ex-Boheme). What started Fax: (212) 254-6271 Fax: (561) 732-9670 Fax: (561) 732-8414

with a simple phone call – and frankly a story that would generally be rel- Andrea Mowrey Dawn Trauthwein [email protected] [email protected] egated to the “news” section of our pages – has ended with a six-page fea- Tel: (561) 732-1659 Tel: (631) 868-3575 ture on the M/V Freewinds. Understand that M/V Freewinds is a unique Fax: (561)732-9670 Fax: (631) 868-3575 ship with a unique owner. Conceived as a car ferry and re-planned at keel laying as a cruise ship, this vessel was one of the original ships to help Managing Director, Tony Stein • [email protected] International Sales 12, Braehead, Bo'ness, West Lothian EH51 OBZ, Scotland, U.K. launch the multi-billion dollar cruising business operating out of Miami Tel/Fax: +44 (0) 1506 822240

and through the Caribbean. Making the story all the more intriguing: M/V Scandinavia Roland Persson • [email protected] ÖRN MARKETING AB, Box 184, S-271 24 Ystad, Sweden Freewinds today, and for the past 20 years, has served as the cruise ship for Tel: +46 411-184 00; Fax: +46 411 105 31

the Church of Scientology. Western Europe Uwe Riemeyer • [email protected] Tel: +49 202 27169 0 ; Fax: +49 202 27169 20 To put it simply there is a passion surrounding this project, this ship, that

is immeasurable. There literally was not a single detail spared in the com- Japan Katsuhiro Ishii • [email protected] Ace Media Service Inc., 12-6, 4-chome, Nishiike, Adachi-ku, Tokyo 121, Japan plete rejuvenation of M/V Freewinds, Another cruise shipping luminary Tel: +81 3 5691 3335; Fax: + 81 3 5691 3336 who also worked on the project, Tomas Tillberg of Tillberg Design U.S., Korea Jo, Young Sang • [email protected] summarized the project like this: “This was a historic renovation, as this is Business Communications, Inc., Rm 1232, Gwanghwamoon Officia Bldg. 163, 1-Ga, Shinmoon-Ro, Jongro-Gu, Seoul, Korea 110-999 one of the ﬁrst ships to start the cruise shipping business in the Caribbean. Tel: +82 2 739 7840; Fax: +82 2 732 3662 To bring a ship like that back to better condition than when she ﬁrst arrived is unheard of … it is quite fantastic.” CORPORATE STAFF The story starts on page 32 and runs through 37 (if I would have had more pages to spare, there would be more) incorporating more than a dozen pic- Manager, Accounting Services Esther Rothenberger • [email protected] Manager, Public Relations Mark O’Malley • [email protected]

tures that are designed to capture the “before” and “after” essence of the Manager, Information Vladimir Bibik • [email protected] project. Technology Services

CIRCULATION Circulation Manager Kathleen Hickey • mrcirc@ marinelink.com

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NEWS

MHI: First in Laser-Arc LR Certifying EPS Navy Systems M-10 Hovercraft Hybrid Welding Mitsubishi Heavy Industries said it will become the first shipbuilder in Japan to apply a laser-arc hybrid welding system to the construction of commercial ships. Its Nagasaki Shipyard & Machinery Works was recently certified in this method by Lloyd’s Register and ClassNK. The welding method is able to reduce heat deformation from welding, enhancing the quality of ships and the efficiency of building them, as well as enhancing the visual appearance. Further, the integration of the new system is part of the company’s plan to increase production efficiency 30% Headquartered in Tinton Falls, NJ, EPS tions for hovercraft. It was around 1995, 1995, ABS Hovercraft Limited selected Corporation is building the first U.S.- when the classification of hovercrafts Lloyd’s Register of Shipping, which cer- Shipbuilding Projection: made EPS M-10 Hovercraft (“M” for was moved from an Aviation category to tified the vessels under its Special Serv- Weak but Steady Growth According to a recent report from military and “10” for 10 tons disposable its current Marine classification, that ice Craft requirements. New orders Lloyd’s Register-Fairplay, the world load capability) under a license issued by Lloyd’s Register began its involvement ensued, and in 1995, both the Sri Lanka fleet of oil, chemical and gas ABS Hovercraft Ltd., U.K. with the vessel. Because hovercraft have Navy and the Swedish Coastal Artillery tankers is predicted to continue to Fabricated from fiber composite mate- to be extremely lightweight, and the mil- Amphibious Brigade ordered the M-10. grow over the next five years. The rials, the 20.6-m EPS M-10 Hovercraft is itary variant extremely rugged, compos- The Sri Lankan vessel was built in the oil tanker fleet, which currently a fully amphibious, high-speed vessel ca- ite materials provide an innovative U.K. by the defense contractor, Vosper stands at 7,516 ships, is expected pable of operating over terrain that con- solution. As with many innovations, the Thornycroft (now the VT Group), while to grow by 1.9 percent per year over the next five years in terms of ventional vessels and patrol crafts cannot first fiber composite M-10 vessel had to the Swedish vessel was built by KKRV the number of ships. Deadweight access. EPS is constructing the vessels at be built on speculation as a demonstrator in Sweden (now Kockums AB). In 2008, ton (dwt) capacity will rise by 5.7 its facility in Titusville, Fla. This vessel vessel. The vessel underwent sea trials EPS signed a contract with the Ministry percent annually over the same pe- is being certified by Lloyd’s Register to within the Solent and Southampton wa- of Interior of the Kingdom of Saudi Ara- riod, reflecting a movement toward meet the demands of military forces ters in the U.K., thereby proving the via- bia to supply two EPS M-10 Hovercraft larger ships. New shipbuilding or- throughout the world. The original ABS bility of a composite 20-m hovercraft. vessels for use as long-range patrol ves- ders for oil tankers will amount to M-10 Hovercraft was designed in 1993 This vessel was later reconfigured and sels by the Saudi Arabia Border Guard. 76 million dwt through the end of in accordance with the British Civil Avi- sold to a Belgium hydrographic survey The Saudi contract provides for vessel 2013, a 60 percent decrease from the shipbuilding binge of the last ation Authority’s “British Hovercraft company, where it continues to operate delivery, spare parts supply and on-site five years. Safety Requirements” (BHSRs) which today. personnel training. Delivery of the first were the then-current rules and regula- When the vessels were reclassified in vessel is scheduled for early 2010.

Recent Ship Sales (Source: Shipping Intelligence, New York, NY)

Date Name DWT YB(age) Price Date Name DWT YB(age) Price Date Name DWT YB(age) Price

Bulk Carrier 08/11/09 HUMBER 70,912 82(27) $5.8 08/24/09 HENNY 4,834 97(12) $1.4 08/24/09 AURIGA 7,500 01( 8) $5.1 08/24/09 BULK FERN 73,317 98(11) $23.1 08/24/09 HEIKE 4,834 99(10) $1.7 08/07/09 CENTURY ELKHORN 16,213 00( 9) $10.9 08/25/09 RICHMOND 75,265 95(14) $20.5 08/24/09 SANA 21,373 83(26) $4 08/07/09 ORANGE TIGER 75,752 98(11) $27.3 Passenger Ferry 08/11/09 SILVER LAKES 23,929 86(23) $4 08/24/09 FORTUNE PRINCESS 76,400 07( 2) $38 08/25/09 KC RAINBOW 5,372 92(17) $17.5 08/24/09 GULER S 27,832 77(32) $2.3 08/25/09 THERESA HEBEI 76,423 04( 5) $35 08/07/09 YICK HUA 28,086 84(25) $4.3 08/24/09 FORTUNE OCEAN 76,801 06( 3) $38 Tanker 08/07/09 OCEAN LOTUS 28,432 04( 5) $20 08/24/09 BRILLIANT ARC 177,643 02(7) $53.9 08/24/09 RUNNER A 29,998 90(19) $3.5 08/07/09 KOVDOR 30,650 84(25) $5 08/11/09 LIVIA 93,600 03( 6) $41 08/24/09 YUCATAN 30,838 96(13) $11 Car Carrier 08/11/09 ATLANTIC HERO 96,687 92(17) $16 08/07/09 BRIGHT OCEAN 2 32,128 99(10) $17.5 08/11/09 NEPTUNE THALASSA 3,205 79(30) $1.6 08/07/09 PATRIOT SPIRIT 96,920 92(17) $16.4 08/07/09 FORTUNE SPIRIT 33,562 05( 4) $23 08/24/09 CRUDE BETA 164,925 09(0) $74.2 08/24/09 YARE 37,568 85(24) $5.6 Chemical Carrier 08/24/09 CRUDE ALFA 164,925 09(0) $74.2 08/11/09 ADRIANOPLE 37,753 84(25) $4.5 08/07/09 SOUTHERN YORK 6,545 03( 6) $14.5 08/24/09 TURICUM 47,639 95(14) $16 08/24/09 UNIVERSE 10,732 83(26) $1.6 Tweendecker 08/07/09 DESERT SUN 48,218 95(14) $19 08/24/09 STOLT NANAMI 19,932 03( 6) $25 08/25/09 THOR HARMON 3,511 91(18) $2.5 08/07/09 DESERT DAWN 50,392 95(14) $19 08/11/09 SICHEM PACE 19,982 06( 3) $34 08/24/09 CHOHKOH 3,610 82(27) $ .9 08/25/09 PLSTAR 52,500 03( 6) $29.5 08/25/09 KINUGAWA 25,140 84(25) $3. 08/24/09 TIAN YU 6,269 81(28) $1 08/07/09 VICTORIA II 55,303 09( 0) $26 08/07/09 HAWAIIAN EYE 7,833 97(12) $6.5 08/25/09 NORD EMPATHY 55,500 06( 3) $31 Containership 08/07/09 KING GLORY 22,229 79(30) $2.7 08/24/09 MORNING CLOUD 66,755 83(26) $7 08/24/09 BETTY S 4,825 98(11) $1.5

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NEWS

Green Technology Initiative Honored

The Green Ship of the Future, the Dan- their suppliers, and several Danish uni- gas. With this technology, it is possible to MAN Diesel in Copenhagen (Partners: ish maritime initiative, received the In- versities including the Technical Univer- remove up to 90% of all SOx emissions MD, APMM and ABB). ternational Environmental Award from sity of Denmark. The challenge and (Partners: AI, DFDS, MD and APMM). the Sustainable Shipping organization for objective of Green Ship of the Future is • Waste Heat Recovery systems: Devel- being the most environmentally friendly to cut industrial CO2 emissions by 30% • Exhaust Gas Recirculation system opment of Waste Heat Recovery (WHR) shipping initiative. The A.P. Moller - and oxides of nitrogen and sulfur by (EGR): Development and test of an EGR systems. Utilisation of the exhaust gas Maersk Group (APMM), Odense Steel 90%, using existing and new technolo- system. The EGR system will be fitted in waste heat to heat up steam for a turbo Shipyard (OS), MAN Diesel (MD) and gies. an engine room and integrated with the generator. This project also includes de- Aalborg Industries (AI), established the MAN Diesel is involved in the follow- other, auxiliary systems. The project has sign studies for the installation of a new Green Ship of the Future project in 2008 ing projects: a potential of 80% NOx reduction. The exhaust gas boiler, steam and power tur- with the primary objective of demon- full-scale verification test is to be carried bines on a suitable APMM vessel. The strating and developing new, green tech- • Scrubber system: Development, in- out on the container vessel Alexander potential for a 20% reduction in CO2 nologies to achieve significant reductions stallation and full scale test of a scrubber Maersk by the end of 2009. A prototype with a new optimised Waste Heat Recov- of emissions. Today, the project has 15 system. The scrubber system removes of the EGR system has been set up on the ery system exists (Partners: OS, AI, partners including shipping companies, SOx and solid particles from the haust 7-MW, HFO-burning research engine at APMM, MAN Turbo and MD).

ABB Marine Makes Move in Russia The promise of Russia further develop- vessels operating in North-West Russia. ing its Arctic energy resources in the near It is also refocusing activities at its es- to mid-term future has led ABB Marine tablished St. Petersburg office, appoint- to launch a pair of initiatives to serve the ing a new manager responsible for sector. newbuilding projects from the design The company established a new marine stage through to systems delivery, Sergey service center at Murmansk, to support Shevchuk.

arine

TM Gig Harbor, WA 98329 USA 253.851.0862 http://www.agmarine.com

Eco Friendly Gyrocompass CMZ900 Series

Copywrite 2000~2007

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NEWS

NG Supplies for offshore supply vessels to be built in Brasileira de Offshore (CBO). They will Gjøa Hull Safely Through Brazil OSVs Brazil. be placed on long-term charter with Gulf of Aden The four Rolls-Royce-designed boats, Petrobras, the Brazilian state oil com- Northrop Grumman Corporation’s will be built at the Estaleiro Alianca ship- pany, to provide support services for off- Sperry Marine won contracts to supply yard near Rio de Janeiro for Companhia shore oil platforms. bridge navigation systems for four new

The hull of the North Sea Gjøa platform is on its way to Norway from the Samsung shipyard in South Korea. (Photo courtesy StatoilHydro)

The result of 1.7 million hours worked in South Korea, the Gjøa platform hull was recently on its way to Stord via the Suez Canal. The long voyage to Stord is estimated to take 40-45 days. This particular transport was given a high-priority classification due to its vulnerability and importance. The vessel is slow-moving and lies low in the water, making it easy to board. StatoilHydro and subcontractor Dockwise were therefore given a military escort through the Gulf of Aden by the EU forces in the area. The escort was initially undertaken by the Belgian frigate Louise-Marie, and then by the Swedish corvette Malmø. “The protection we were given in the form of a dedicated escort was crucial to being able to, and wanting to pass through the Gulf at this time. We are very pleased with the cooperation we have en- joyed with the authorities and with the protection provided by the Belgian and Swedish vessels,” said Kjetel Rokseth Digre, director for the Gjøa construction project. The hull now on its way to Stord is one of the major building bricks on the project. After arrival it will be moored until Christmas while awaiting assembly with the topsides.

Makin Island Saves $2 Million in Fuel Costs PCU Makin Island (LHD 8) arrived at its homeport of San Diego, Calif., Sept. 14 after spending nearly two months at sea. LHD 8 is the first U.S. Navy amphibious assault ship to replace steam boilers with gas turbines, and the first Navy surface ship to be equipped with both gas turbines and an Auxiliary Propulsion System (APS). By using this propulsion system in conjunction with operational awareness of the crew, the ship saved approximately $2 million dollars in fuel costs during transit compared to a ship using steam boilers. Instead of using its gas turbines which are less efficient at lower speeds, the ship will be able to use its APS for roughly 75

12 Maritime Reporter & Engineering News MR OCT. 2009 # 2 (9-16):MR Template 10/1/2009 10:53 AM Page 13

percent of the time the ship is underway. Western Australian shipyards, with de- ing four passenger entry points, a central DSME Completes World’s Over the course of Makin Island's lifecy- livery scheduled for late 2010. Included kiosk and dedicated baggage compart- Largest Floating Drydock cle, the Navy expects to see a savings of in the contract is a maintenance and train- ment and bike racks. The vessels will be Daewoo Shipbuilding & Marine Engi- more than $250 million. ing package which will see Austal deliver powered by four MTU 16V2000 M72 neering Co., the world's second-largest Makin Island left the Northrop Grum- crew familiarization and planned mainte- engines driving Kamewa waterjets and shipbuilder, reported that it has com- man Shipbuilding (NGSB) yard in nance management. Passenger seating will be fitted with Austal Ride Control to pleted the construction of the world's Pascagoula, Miss., July 10 on its maiden onboard each vessel is split over two lev- ensure passenger comfort. largest floating dock. The dock is 438m voyage, manned for the first time by the els, with the main passenger deck featur- ship's crew.

Trinidad and Tobago Order Passenger Ferry Fleet In its third significant commercial order for the year, Austal will design and con- struct four 134.5 ft high speed passenger catamaran ferries for the Republic of Trinidad and Tobago. Designed to carry 405 passengers at a speed of approximately 37 knots, the aluminum vessels are intended to help reduce road conges- tion in Trinidad and Tobago by establish- ing a water taxi service between San Fernando and Port of Spain in southwest Trinidad. The water taxi service is part of the Trinidad and Tobago Government’s “Vi- sion 2020” strategy plan, which aims for an efficient, integrated, multi-modal public transport system. When fully operational the water taxi service is expected to facilitate the transport of approximately 8,000 to 12,000 passengers in a normal working day and will be integrated with other transport systems. Construction of the four ferries will be shared across Austal’s Tasmanian and

Next Generation of Subsea Engineers

Dave Peter, GE Oil & Gas engineering and technology manager—training, explained the purpose of a subsea tree to children from Robert Gordon’s College and Aberdeen Grammar school attend- ing Offshore Europe. The SVXT subsea tree is a new product launched at Offshore Europe, designed and being manufactured in Aberdeen.

October 2009 www.marinelink.com 13 MR OCT. 2009 # 2 (9-16):MR Template 10/1/2009 10:57 AM Page 14

NEWS

long, 84m wide and 23.5m high, accord- will be mainly used to build 14,000-TEU Hong Kong Passenger Services Limited (VMSL) following the ing to the company. A floating dock is a container vessels as well as large oil Ferry Fleet Complete delivery of the final four vessels. Each of platform or ramp supported by pontoons tankers and liquefied natural gas (LNG) the 155.8 ft. aluminum CotaiJets are now Austal completed 14 high speed ferries that can enable ships to be built on the carriers. TEU stands for 20-foot equiva- in operation between Hong Kong and for Hong Kong’s Venetian Marketing sea. Daewoo Shipbuilding said the dock lent units. Macao, servicing the entertainment, gam- ing, convention and hotel facilities on The Cotai Strip. Each vessel has the capacity to carry 413 passengers at a speed of 42 knots. Currently performing more than 60 sailings each day. The Cotai Strip vessels are significant for the builder in that they represent the most extensive use of Austal’s Advanced Shipbuilding (ASB) design and construction techniques. The CotaiJets are each powered by 4 x MTU 16V4000 M70s producing 2,320kW at 2,000 rpm, driving four Kamewa 63 SII waterjets. Each ferry is additionally fitted with transom mounted SeaState Interceptors providing active high speed ride control for maximum passenger comfort. The latest four vessels have been enhanced with the addition of forward mounted T-foils and aft mounted, T-Max, an auxiliary steering system proprietary to Austal.

Heavy Lift Vessel Launched

IHC Merwede launched a Heavy Lift Vessel – Oleg Strashnov – for Seaway Heavy Lifting in late August at its Off- shore & Marine facility in Krimpen aan den IJssel, the Netherlands. With its 5,000MT crane capacity the vessel is reported to be the largest mono hull heavy lift vessel in the world, and is the largest vessel ever built by IHC Merwede. The vessel is designed for the installation and removal of offshore platforms, subsea constructions and special projects. The introduction of this Heavy Lift Vessel to

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the market will more than double Seaway vessel, with plans to name it the Bhag- forward to working with more and more Croatia. The vessel was signed to a five- Heavy Lifting’s capacity. The deckhouse wan Shaker, will be built at Strategic Ma- into the future,” said Mark Newbold, year time charter with the French oil and of the ship was transported to the yard in rine’s largest shipyard in Vung Tau in Strategic Marine chairman. energy company Total to transport re- Krimpen aan den IJssel in two separate Vietnam. “Although we have vast expe- fined products. Stena Progress is a P-Max parts and was lifted on the vessel. Fol- rience building landing craft, the design P-MAX Delivered tanker, the seventh in a series of 10 units lowing, the helicopter landing platform and dimensions are a first for Strategic In late September Concordia Maritime ordered. was placed on top of the bridge complex. Marine as is the contract with the Bhag- took delivery of the product tanker Stena In all, Total has four P-Max tankers on For the construction and completion of wan Marine Group which we are looking Progress from Brodosplit Shipyard, time charters. the deckhouse a complete subcontractor village including project support has been set up near the hall. The deckhouse is massive, and its construction and installation doest not often happen within IHC Merwede. The accommodation is suitable to provide accommodation for 220 persons. The upper part of the deckhouse has a width of ca. 29 m, a length of 42 m and a height of 16 m. The lower part has a width of ca. 29 m, a length of 42 m and a height of 6.5 m. The weight that was to be lifted is about 1,775 tons.

OPK Launches PSV In early September, Severnaya Verf shipyard, a part of United Industrial Cor- poration (OPK), launched a vessel for oil-rig platform provision, also known as the project VS 485 PSV. The vessel is equipped with special capacities and cargo system for transportation of oil-rig mortar, friable freights, methanol and general freights on the open deck. Also, the vessel is equipped for the participa- tion in rescuing, evacuation and fire fighting missions around the oil-producing platforms in the North Atlantic. Norway Company Solvik Hull Supplies AS is the customer of this vessel, and the designer Norway Company Vik-Sandvik AS. At present Severnaya Verf shipyard is carrying out the “turnkey” construction of the platform supply vessel project VS 470/485 PSV, also for Norwegian customers.

Strategic Signs with Bhagwan Marine Strategic Marine signed a contract with a local West Australian marine operations company, Bhagwan Marine, to build a 48.5 m landing craft for use in the Aus- tralian offshore oil and gas industry. The vessel will be used in Western Aus- tralian’s north-west hydrocarbon province and has been designed by Inter- national Maritime Consultants, to accommodate for low incline beach landings. The craft’s design features a low angle bow to enable heavy equipment to be driven over the ramp door. With a 12.8 m beam, the vessel can accommodate up to ten 20-ft. containers with a maximum payload of 400 tons. It offers a fuel consumption of about 39.6 gph at 10 knots cruising speed. The

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COLUMN LEGAL BEAT About the Author Jeffrey S. Moller, Partner, Blank Rome LLP Jeffrey Moller concentrates his practice in the area of commercial law and litiga- “Joint & Several” Liability tion. Email: Time for a Change [email protected]

From the standpoint of the defendant in claims against one another to assure that In cases involving workers compensa- gence is deemed to have been a “sub- a maritime personal injury case, there if a plaintiff seeks full collection of a tion benefits, the unfairness of joint and stantial factor” in the bringing about of may be no greater source of frustration judgment against one of them, the others several liability rises by another order of the injury. If the injured person brings and perceived unfairness than the so- will be adjudged to owe “contribution” to magnitude. In the maritime law, the suit against the third party, the employer called “joint and several” liability rule. the paying defendant. Of course, this Longshore and Harbor Workers Com- is said to have a lien upon any and all set- This is the rule, first established in the technical right of contribution is mean- pensation Act (LHWCA) and to a lesser tlement monies or judgment recovery that common law, but quickly adopted by the ingless when the other defendants are extent the Federal Employees Compen- the seaman might obtain. Theoretically, maritime law, whereby an injured plain- “judgment-proof” or the entity who is sation Act (FECA) can be entangled with under both LHWCA and FECA, the em- tiff may collect 100% of a jury verdict most to blame is legally immune from the rule of joint and several liability ployer is entitled to receive 100% of the amount from any of the defendants, with- suit. where the injury at issue was arguably the benefits it had paid (less a statutorily al- out regard to the percentage of fault at- The most notorious examples of un- fault, in some degree, of a third party lowed attorneys fee) before the injured tributed by the jury to that defendant. fairness emanating from the joint and such as a shipowner. Both of these man himself can recover a single addi- Therefore, a defendant who is adjudged several liability rule are product liability statutes require the worker’s employer to tional dollar. to have been 5% to blame for a particular cases such as that involving gun or car ac- pay medical expenses and a percentage This scheme may work well if the em- incident might therefore find itself re- cidents. In one infamous case in Penn- of lost earnings to any of its employees ployer was truly blameless for the acci- quired to pay for 100% of the damages. sylvania, involving the gunshot death of a who are injured on the job. The em- dent, but such is rarely the case. In fact, The original reason for the formation of small child, the child’s parent was ad- ployer’s obligation to pay money is ab- in two cases with which I have been in- the rule was to shift the risk of an impe- judged to be 99% at fault for keeping a solute—the employee does not need to volved, the employer was—by the con- cunious defendant from the plaintiff to loaded and unlocked firearm in a place in prove that his/her injury resulted from sensus of every judge, mediator and the other defendants who were adjudged her home where the child could have ac- negligence on the part of the employer or lawyer involved—the actor who was to at least have had some degree of fault cess to it. The firearms’ manufacturer the existence of some unlawful or unsafe most to blame for the occurrence of the for the plaintiff’s harm. That may be a was assigned only 1% of fault, apparently condition on the job. The LHWCA em- incident. worthwhile public policy, but it results in for having failed to issue a stern enough ployer (typically a stevedoring or ship re- Suit was nevertheless brought against considerable unfairness, especially when warning to the purchaser. But the multi- pair company) or the FECA employer third parties by the employee, hoping to the rule is applied to actions against million dollar verdict had to be paid in (the U.S. Government) can obtain repay- recover additional monies for pain and shipowners under the LHWCA. Theoret- full by the gun manufacturer because the ment of the paid-out benefits from a third suffering or his lost wages beyond the ically, defendants in a lawsuit file cross- parent had limited assets and insurance. party such as a shipowner whose negli- statutory percentage.

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As long as the third party ‘s negligence of the compensation benefits paid to the several states allows for a jury to be in- ability of the third party defendants and was a “substantial factor”, articulated by injured worker. In that way, the worker structed to apportion liability between the the consequent windfall lien recovery of one court as meaning 1% at fault, the suit will collect from the third party defendant defendant(s) in the court room and the the employer. against the third party is justified and, only the amounts in excess of his com- absent employer. The percentage of fault under the joint and several rule, the third pensation benefits, such as pain and suf- allocated to the employer is then used to (Continued bottom of first column party must pay 100% of the damages. fering. Another method adopted by mold the verdict, serving to reduce the li- on page 19) Both LHWCA and FECA forbid the third party from bringing the employer into the case to obtain a contribution judgment. To add insult to injury, an employer to whom a judge or jury might have assigned as much as 95% of the fault for the accident will have a lien on any settle- ment or recovery from the third party. In other words, the defendant shipowner who was negligent but played only a small role in the injury is forced to pay 100% of the plaintiff’s total damages, but the plaintiff must repay to his employer all of the benefits and medical costs previously paid even if the employer was the actor most to blame. The mischief brought about by the con- fluence of the joint and several liability rule with the various compensation statutes has been recognized by scholarly commentators, most notably the law reporters who have authored the American Law Institute’s Third Restatement of the Law of Torts. The Restatements have been very influential reporters of the law and, increasingly, predictors or pre- scribers of legal reform. In the Restate- ment volume pertaining to Apportionment of Liability, at § A19, the ALI reporters speak specifically to this problem in a “Reporter’s Note” as fol- lows: Consistent with the treatment of other immune parties, employers immune from tort liability to the plaintiff may not be submitted to the fact finder for assign- ment of share of comparative responsibility. This comports with the treatment of employers in those jurisdictions that retain joint and several liability. [Omit- ting case citations.] This rule results in a defendant in a employee’s third-party action bearing all of an employer’s responsibility and the employer obtaining reimbursement of its worker’s compensation payments out of the recovery in the tort action, a quite unfair result. Never- theless, ignoring the role of the employer is consistent with the application of joint- and-several liability principles. The Restatement reporters make sug- gestions with respect to ways this problem can be ameliorated by reallocation of responsibility. For example, a simple solution recommended by various commentators is to eliminate the employer’s subrogation lien all together but while at the same time providing a credit to the third party defendant for the full amount

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COLUMN GOVERNMENT UPDATE About the Author Dennis L. Bryant, Maritime Regulatory Consulting, Gainesville, FL Tel: 352-692-5493 The Dunnage Crisis Email: [email protected] Ancient practice faces new obstacles

Dunnage is generally defined as any with the stowage of the vessels owned or Government of each Party to the MAR- terim Commission on Phytosanitary material, permanent or temporary, that is operated by the company. Containeriza- POL Convention to ensure the provision Measures of the International Plant Pro- used to ensure good stowage and to pro- tion greatly reduced, but did not elimi- of facilities at ports and terminals for the tection Convention, was established to in- tect cargo during carriage. It is derived nate, the need for traditional dunnage reception of garbage, without causing sure that all such wood packaging from the Anglo-Latin word “dennagium” with much cargo. For many cargoes undue delay to ships, and according to material (WPM) is properly treated, and originally referred to mats, brush- though, such as steel pipes and bagged the needs of the ships using the ports and marked, and provided with correct pa- wood, etc., stowed under or among cargo grain, the use of dunnage is unchanged. terminals. The process for handling and perwork. The specific heat treatment or to prevent wetting or chafing. Dunnage is also used inside shipping disposal of dunnage was reasonably well fumigation and marking requirements are The book Modern Ship Stowage by containers. understood and presented few problems delineated in the International Standard Joseph Leeming (1957 edition) was pub- The MARPOL Convention treats dun- – until recently. Following discovery of for Phytosanitary Measure (ISPM) #15 – lished shortly prior to the containeriza- nage as a category of garbage, regulated the Asian longhorned beetle on un- Guidelines for Regulating Wood Packag- tion era. It had three pages devoted under Annex V. As with other types of processed wood packaging material ar- ing Material in International Trade. exclusively to the use of dunnage. The garbage, it is to be tracked in the ship’s riving in North America from eastern Now nefarious groups involved with or- book states: The proper use of dunnage Garbage Record Book, with entries made Asia in the late 1990s (and then other ganized crime are forging the markings is an integral and essential part of the when it is discharged at sea, discharged pests on other pieces of unprocessed and paperwork in a strange black market process of stowing cargo and, because ashore to a reception facility, incinerated, wood traveling worldwide), the interna- dunnage scheme. Since the ink-stamping many cargo claims arise from faulty dun- or accidently discharged. Outside of spe- tional community determined that all of unprocessed wood is not near as com- naging or lack of sufficient or suitable cial areas, dunnage may be discharged wood packaging material (their fancy plicated as counterfeiting currency, the il- dunnage, the general principles of good into the sea when the ship is at least 25 word for dunnage, but also including the licit process is accomplished with relative dunnaging should be understood by every nautical miles from the nearest land. unprocessed wood inside shipping con- ease and is difficult to detect. I can just officer of the ship as well as by those on Dunnage may not be discharged at sea tainers) must be pre-treated to prevent in- imagine meeting a tough thug in a dark the dock and by office forces of when the ship is operating in a designated advertent transport of pests. An intricate alley, with him whispering: “Hey, want to steamship companies who are concerned special area. Annex V also requires the bureaucracy, under the auspices of the In- buy some excellent surplus dunnage? I

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can get it for you cheap.” Now, a minor turf-war has erupted be- dunnage ashore at an approved reception offloaded. This will lead to adverse im- Never fear, though. Our ever-vigilant tween the CBP and the US Coast Guard. facility. pacts first on carrying capacity and then Customs and Agricultural Inspectors are CBP insists that any suspect dunnage be I once read a story about this difficult on stability. Ultimately, we will have an closely examining dunnage (I meant to immediately re-exported. The Coast situation, called The Dunnage without a IMO Resolution on Procedures for Han- say: wood packaging material) before it Guard, on the other hand, says that the Country. If this dunnage re-exportation dling Unpermitted Dunnage, but not be- can leave the ship. Those pieces that MARPOL Convention is controlling and practice gets out of hand, ships will grad- fore the State of California establishes its don’t pass muster or are found in the that the ship is entitled to dispose of its ually fill up with dunnage that can’t be own requirements. company of a dreaded insect are ordered to be re-exported. Frequently, all the dunnage in a suspect container or cargo hold must be re-exported. If the dunnage or wood packing material cannot be easily separated from the cargo, then both the dunnage/WPM and the cargo must be re-exported. Suspect dunnage is some- times allowed ashore for incineration, but there is no nationally uniform policy on this issue. The difficulty is that, since there is now a worldwide phytosanitary scheme, dunnage that cannot be offloaded in the United States probably can’t be offloaded anywhere. In early September, a worker at a bonded warehouse at a terminal in Balti- more was unloading a shipping container in preparation for an inspection by the US Customs and Border Protection (CBP). He noticed and captured a strange-looking insect in the container, turning it over to a CBP agriculture specialist. Analysis by the Animal and Plant Health Inspec- tion Service (APHIS) revealed it to be a member of the Asian longhorned beetle family. The container and its contents were promptly fumigated, ruining any planned longhorned beetle family re- union. This discovery and response were referred to in an official CPB news release as “an exciting Customs and Bor- der Protection milestone”.

(Continued from page 17) The application of the rule of joint and several liability was established soon after the enactment of the LHWCA by the Supreme Court itself. District Courts and Circuit Courts of Appeal therefore have no choice but to apply the rule. If the law is to be changed it must be through subsequent Supreme Court decision or Congres- sional modification of the LHWCA and FECA. The point here is that while various legal scholars and a number of state legislators have recognized the unfairness inherent in the overlap of joint and several liability and worker’s compensation schemes, the maritime law has not. It is up to practitioners on the defense side to press for a amendment of the law. Failing that, Congress should amend the LHWCA and FECA appropriately.

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COLUMN RENEWABLE ENERGY About the Author Bas Buchner is manager Off- shore at MARIN, the Mar- itime Research Institute Power Take Off Modeling From Green Water can come Netherlands. MARIN offers simulation, model testing, An important aspect of wave energy con- full-scale measurements and version is accurate modelling of the Green Energy training programmes. Power Take Off (PTO). At the moment en- [email protected] ergy is converted into electricity in the PTO, the hydrodynamic behaviour of the Wave energy represents a significant generate a predictable amount of energy, this MARIN used an ‘Inverse concept’ - structure is changing. A few basic PTO untapped energy source. As Professor Jo in a reliable way, at a reasonable cost. inversing the objectives of offshore engi- types can be identified: Hermans from the University of Leiden The challenges of wave energy are very neering. Instead of reducing the motions says: “Worldwide the economically ex- similar to those of the offshore industry: and green water of ships and offshore • Grid connected PTO running at a fixed ploitable amount of wave energy is esti- safe and economic design, production, structures, the concept maximizes the RPM, used in tidal current stream sys- mated at 2,000 TWh/year, an average transportation, installation, maintenance, motions and green water as a means of tems. Energy is delivered to the grid power of 200GW over a year. This is repair and removal. That is why MARIN extracting energy from waves. This ini- when the environmental conditions “try” quite a lot: the equivalent of 200 large decided to use its expertise to further de- tiative was dubbed the “Green Water to increase the generator RPM above the fixed RPM. power stations.” But the challenge is to velop this type of renewable energy. For Concept”.

• PTO based on hydraulic cylinders deliv- ering high pressures to smoothing accumulators. Hydraulic motors connected to these accumulators are used to drive an electric generator. This is often used in wave energy conversion systems.

• Linear PTOs based on direct-driven, standalone electric generators. The damping force produced in the PTO will have a linear relation to the PTO speed in case of a constant resistive load. During scale model tests a flexible system is desired in order to simulate different PTO types and allow easy modification of settings. MARIN works with complete electric equivalents of PTO types using electric motors, feedback devices, digital controllers and dedicated software programs. These systems exert a realistic force on the structure as a function of motions and PTO characteristics. From an “electric point of view”, these simulators will not produce real energy that can be used to predict full-scale figures. Therefore, damping forces and a complete set of structure motions are measured to determine the dissipated mechanical energy, independent of con- verter efficiency. In this way measurement and control technology work closely together to make PTO modelling possible in model scale testing.

Phases of the Green water concept (inset) and the model before it went into the basin (above).

Schematic model of a hydraulic Power Take Off and actual PTO in a test modeling its hydraulic characteristics. Testing of the Green water concept including its Power Take Off.

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The concept works following these steps: 1. Through maximized pitch motions, the bow makes large vertical motions relative to the seabed, to which it is connected with a wire. The wire moves relative to the structure and can be attached to an electrical generator (first Power Take Off). 2. At the same moment, waves exceed the freeboard and green water flows onto the deck. Green water comes from the front and sides and forms a high velocity water jet. This con- centrated jet, together with the upward pitch motions, allows the green water to flow into a higher reservoir at the centre of the structure. 3. The green water in the reservoir then flows back into the sea through low water head turbines (second Power Take Off). The concept was initially developed using diffraction theory and VOF simulations with the ComFLOW method. In May, the first successful model tests were carried out, including the modelling of an electrical and hydraulic Power Take Off (PTO). With the Green Water Concept’ MARIN wants to stimulate the development of wave energy. Therefore, the Dutch maritime and offshore industry was invited to take over the further development in the RENEW-ABLE project. Now the complete range of companies needed to make wave energy a success are working together, including Bluewater Energy Services, Damen Shipyards, Heerema Marine Contractors, Huisman Equipment, Imtech Marine & Offshore, Meteoconsult and TU Delft. MARIN will stay involved as advisor: applying its knowledge but also learning more about the challenges of wave energy. This way we will be ready to give an independent ad- Modelling of the Green water con- vice to any company that wants to bring this form of renew- cept with diffraction theory and able energy a step further. ComFLOW simulations

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RENEWABLE ENERGY

Thanet Offshore Wind Farm Installation Work continues at Thanet with the Res- tion pieces as part of the foundations on pany Vattenfall acquired the project. olution seen installing transition pieces the Thanet Offshore Wind Farm Project. When built, Thanet will be the world’s on site. Noble Denton oversaw the in- The first monopile was installed in March largest operational offshore wind farm, stallation of 72 monopiles and 62 transi- this year, five months after Swedish com- making a significant contribution to the

government’s national and regional renewable energy targets. Vattenfall, the fourth largest generator of electricity in Europe and biggest gen- NORDIC erator of heat, acquired the Thanet Off- shore Wind Farm project in November SHIP CONSULTANTS INC. 2008. The Noble Denton contract, worth Marine towage and consulting firm established in 1980 around $30 million, was announced last Q Merchant Mariner Owners with extensive background in ocean- autumn, and sees the company providing towing world wide. overall project management and founda- Q Towing services all around the US Coast, South America, the Atlantic and Pacific Oceans, Europe, the Middle East, and Asia. tion installation management services as Q NSCI enjoys a long track-record of successful, reliable service. well as undertaking the marine warranty Q We serve all destinations with a deep knowledge base and valuable surveyor’s role. One hundred monopiles time saving service infrastructure. Q Worldwide sale & purchase of commercial & offshore vessels will be installed approximately 11 km off of all types and configurations. Foreness Point, the most eastern part of Q Management services & operational staff with vast insight and Kent. On completion, the wind farm will long, “hands on” field-experience. comprise 100 Vestas V90 wind turbines www.nordicship.com 954 524 0025 and have a total capacity of 300MW, sufficient to supply almost a quarter of a million homes per year with clean energy.The monopiles, which each measure between 4.1m to 4.9m in diameter, are up to 60m long with a maximum wall thick- ness of 60mm and weighing as much as 500 tons. They are transported to the site by barge and then driven to a target penetration of up to 30m into the seabed. The installation of the turbine towers, nacelles and blades begins in December, with the subsea cable works due to start later in the year, with everything due to be in place by July 2010. The work on the offshore substation begins in January 2010 and the turbines will be ready to generate electricity in August that year. The V90 turbine, rated for 3.0MW of power, combines the latest in control technology. By altering the pitch of each of the three bladed rotors, it is possible to operate the rotor at variable speed and optimise the power output even at high wind speeds. Ian Bonnon, group director, renew- "ONNIE,ANE ables, Noble Denton said: “The Thanet %LK'ROVE6ILLAGE ), project represents a significant milestone &ORMOREINFORMATION CALL 2 for Noble Denton in the offshore renew- OR&AX ables field. www.vattenfall.com/thanetwind WWWAMERICCOM

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smaller but similar specialized heavy lift Moving Wind Turbines Wave Energy Device Capsizes Trident Energy said that on September 20, Anywhere you look, someone is build- project cargo vessels in China in the 2009 a problem during the deployment phase led to its demonstration wave ing an offshore wind farm. But the wind 1990s, and has since then managed a fleet generator overturning as it was being taken out to sea to begin its year-long turbines are only made at a limited num- of project cargo ships. Now GSM is offshore trial. The 80-ton platform was grounded three miles east of South- ber of plants worldwide, and so demand using its experience to supervise the wold Harbor. The company was seeking to "crack wave power" by deploying has sprung up for vessels to transport building of the new PK-148 vessels at the 20kW device five miles off the coast of Scotland, where it was to have generated electricity for a reported year-long offshore trial. them efficiently. “Wind turbine manu- China’s Wenzhou Zhongou Shipbuilding. facturers want to get their units to the site in as near one piece as possible,” said Ian Morgan, CEO of UK-based Graig Ship Management (GSM). “And as the blades are about 50 m long, and the towers up to 100 m, that means a new breed of ships with very long open holds. Some of the ships will be for transport only, and some will be used for installation on site, and later maintenance.” Morgan says that to be economical the transport-only ships need to be configured to carry a wide range of project cargoes as backhaul. “We are currently overseeing the building of four very interesting ships designed especially to carry wind turbines,” he says. “They are a Norwegian design by Polarkonsult AS and will be operated by Singapore-based SE Shipping. SE Shipping has a long term agreement with Suzlon Energy to move its India and China manufactured turbines to a number of installation sites. But they also want to expand into project cargoes, so they need a big lifting capacity for that.” GSM built and operated nineteen

WSS to Assist on Wind Power Project

Wilhelmsen Ships Service won a contract to handle all the ships agency calls for the main contractor to the Belwind Project, one of the largest new green energy projects in the world. Wilhelmsen Ships Service Belgium signed an agency agreement with Van Oord Bel- gie to act as full agent in the port of Zee- brugge for their port calls during the Belwind Project. The Dutch contractor Van Oord Dredging and Marine Con- tractors have been awarded the contract for the engineering, procurement and construction of the ﬁrst part of the Bel- wind offshore wind farm project. Van Oord is an international enterprise with dredging and marine contracts around the world.

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PROFILE FIVE MINUTES WITH JENS ALERS, MANAGING DIRECTOR, BERNHARD SCHULTE SHIP MANAGEMENT

Jens Alers, Bernhard Schulte Ship Management In good times, in bad times, quality owners invest in their ships

You compare operational cuts based In your talk at Marine Money, you on the premise of being highly lever- cited three specific things ship owners aged with expensive ships to “pole MUST NOT do right now. What are the vaulting with a toothpick!” Why? three “must nots”? Trying to make a significant dent into the 1) We must not stop investing into crew enormous losses incurred by ships pur- training and personnel career develop- chased at ridiculously high prices by cut- ment. It still takes 12 years or more to ting operating expenses is like pole produce a professional Master or Chief jumping with a toothpick: It won’t lift Engineer. If we make the same mistake you up very high, but it is still a break- of stopping training and personnel devel- neck-dangerous exercise if done in the opment which the industry made starting wrong way. in the mid 80’s shipping crisis, then we will make the skills shortage even worse While the world economy has been in than it already is today. a tailspin, there are still many un- Shipowners and managers with larger knowns regarding the shipping indus- fleets have a special responsibility to con- try. How does the nearterm look from tinue increasing the training & career de- where you sit? In some market sectors like tankers or gas velopment investments for their seastaff. ships, the opportunities to cut costs are If they accept that responsibility, they extremely limited: Oil major vetting re- will also ensure their dominance and spe- quirements and port state control stan- cial market position in the long-term. dards are just too high to even risk deferring expenditure. And many bulker 2) We must not stop investing into the operators know their ships are not so far Jens Alers, Managing Director, drive for total compliance. Port start Bernhard Schulte Shipmanagement behind. Later in 2010 and beyond, it will control, flag, insurers, bankers, EPA, become even harder to control cost: Ship- Rightship, oil major vettings – you name managers and shipowners alike will need it, we need to pass them. A failed oil to devise strategies on how to protect major vetting on one ship does not only fleets against that curse called double- affect that one ship, but the entire fleet. digit inflation. Rome has sent us the stim- Trade disruption and loss of reputation ulus packages and will need to continue are the consequences. Shipmanagers bailing out the real estate sector. The clearly have a special responsibility to- world sends us rising commodity prices, wards their clients here. The owners have and a devalued dollar will do the rest. In the responsibility to keep the shipman- our dollar-dominated shipping world, ager remunerated in a fair manner. We every single budget line item will be af- perform a lot of good work, but we don’t fected by these inflationary forces. Crew perform miracles for free or “on ac- wages in particular will stay stubbornly count.” high because the severe shortage of well- trained professionals will definitely per- 3) We must not stop investing in tech- sist. nology. Instead of just cutting costs the conventional way, continue investing into What are prudent shipowners doing emission control and energy efficient now to ride out this fiscal storm? technology. Stay ahead of the wave of In this challenging climate I do not want new environmental rules and regulations. to promise too much. However, shipman- There will always be the traditional min- agement companies with some specific imum-cost owner who runs lean com- features probably offer some of the very mercial and technical operations. The few good hedges around: visionary owner is the one investing into • large personnel pools what saves him big money tomorrow and • big resources dedicated to what sets a fleet apart from the rest of the compliance field. • a wide range of engineering This applies especially in bad markets know-how when important charterers will be so • and a supersized fleet purchasing much more selective. volume Weser Stahl, a 45,000 dwt gravity-fed self-unloading bulker.

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In Oslo this summer, the head of the It is important to understand that laying up a ship does not regulations, introduced by the entire Norwegian Shipowners Association spectrum from responsible, intelligent noted that if all ships currently on completely eliminate all technical expenditure. In fact, and knowledgeable regulators to eager, order come into the market, the mar- well- or not so well-meaning politicians. ket will be depressed for years. From laying up in the wrong location or making mistakes in the The future will hold more of the same, re- where you sit, what can we look for in the coming year regarding the laying de-commissioning and re-commissioning phases can be gardless of the state of the economy. In up of ships? fact, it is getting worse – or better, de- Laying-up a ship is never a satisfactory extremely costly. Arguably the most important rule to pending on whose point of view one has. solution to a financial and commercial We have no choice: compliance is a must. problem, but as containership owners are remember is this: Do not see ongoing lay-up costs in isola- There is no way around it. Shipmanagers have business sections and in some cases finding out right now, it is quite often the tion from the expense of re-commissioning a vessel. only solution available for the time being. entire companies set up to deal with com- Most ships laid up as a result of the cur- pliance. rent crisis are still in hot lay-up with a minimum safe manning level of crew re- needed? to be looked at in combination, otherwise What is the most efficient means for maining onboard. These ships can be re- It is important to understand that laying your budget could be way off the mark. shipowners to cut costs today? There are many innovative ways to con- commission at relatively short notice up a ship does not completely eliminate trol operating costs. Here are some that after a comparatively short lay-up period, all technical expenditure. In fact, laying Can you give an overview of how the come to mind right away: Critical spares usually between two to six months. Cold up in the wrong location or making mis- issue of keeping ships compliant has warehousing, streamlined marine spares or deep lay-up for more than a year is a takes in the de-commissioning and re- changed the business of owning and managing ships? logistics, and the ability to exploit the different proposition altogether. commissioning phases can be extremely One of the main drivers of operating cost savings potential buried in the com- costly. Arguably the most important rule costs increases in recent years has been monality of machinery in a large techni- What considerations are paramount to to remember is this: Do not see ongoing the continuous onslaught of international, cally managed fleet are all making ship owners/managers to ensure that lay-up costs in isolation from the expense national, state and local laws, rules and enormous contributions. ships are layed up, and subsequently of re-commissioning a vessel. Both need ready to re-enter the market when

October 2009 www.marinelink.com 25 MR OCT. 2009 # 4 (25-32):MR Template 10/1/2009 11:25 AM Page 26

FEATURE PORT OF LOS ANGELES

The Port of Los Angles is Busy, Secure & Green (Photo Credit: Edward Lundquist) Edward (Photo Credit:

The Los Angeles Lighthouse, also known as Angel's Gate, is the only lighthouse of its kind in California. Its unique 57-foot structure is steel framed; the first two floors of which are steel plated, built upon the rip rap jetty. The 217,000 candle-power light is 73 ft. above water and flashes green every 15 seconds.

By Edward Lundquist in the world and is the number-one con- the operation, and to make sure it is effi- TEUs a year (and as many a 8.5 million From the “Angels Gate” light in San tainer port in the United States. The Port cient, safe, secure, and environmentally in recent years, although the number has Pedro Bay at the approach to the Port of of LA is home to 17 marinas, which ac- “green.” dropped as a result of the economic Los Angeles (Port of LA) to the connec- commodate more than 3,700 recreational Of the 30 different departments within downturn), and an average container may tions with rail lines and Interstate high- boat slips. the City of Los Angeles government, carry $3 million in merchandise. Despite ways, the busy port gives shippers and Los Angeles competes with Long there are three which are not funded by the amount of valuable shipments, the seafarers a “green light.” Beach, the Bay Area and Pacific North- general taxes. The Water and Power, Air- theft rate is very low, says Nixon. Since 1913, the unusual Los Angeles west as a west coast port of entry to the ports, and Harbor Departments operate The Port Police has established a new Harbor light known as Angels Gate, built U.S. Statistically, the adjoining ports are on their own sources of revenue. So the position for a Maritime Community Re- to withstand the heaviest weather, stands often considered one large terminus, port must be self-sufficient through its lations Officer to work with the marina at the end of the San Pedro Bay break- which last year alone handled more than collection of dockage and wharfage and owners and residents, the fishermen and water, sentry to the ports of Los Angeles 182 million metric revenue tons of cargo other sources of income. other mariners that work in and around and Long Beach. Because of the bright worth $230 billion. the port. “We’ll visit the cruise terminal, lights of the sprawling city that lies be- Most of the ships calling at LA are car- Vigilance is an all hands effort the boaters, the bait shops, and we’ll yond the port, Angel’s Gate has a green rying cargos from China, Japan, Taiwan, The Los Angeles Port Police ensures share our mission and vision with them,” light instead of white light. Inside the Thailand and South Korea. security and safety in the port area. The Nixon says. “You can hear a lot about Cabrillo breakwater, the port is truly the The ports have a huge impact on the Port Police will patrol with the Coast what’s happening on the water by listen- gateway to America for ships calling U.S. economy. Forty percent of all the Guard so that both local ordinances and ing to what people are talking about at the from Asia. cargo coming into the U.S. comes federal laws and regulations can be en- bait barge.” The Port of LA covers 7,500 acres through these two ports. While con- forced. “We can board a vessel (within The bait barge Nixon refers to is an- where 25 cargo terminals take advantage nected to the transcontinental transporta- our jurisdiction) to enforce local laws, but chored at the approaches to the harbor of the 43 miles of waterfront, deep water, tion network, the port serves a local the Coast Guard can board any vessel for and is open 24 hours a day all year round, and easy access to open ocean to handle consumer market of more that 16 million any reason. We work very closely with according to Todd Phillips of San Pedro containers, dry and liquid bulk, break- people. One million jobs are related to the Coast Guard,” says Officer Aldo Bait Co. “We provide live bait, primarily bulk, automobiles and passengers. Los trade through the Port of LA. Morales of the Port Police. anchovies, sardines and squid, to the Angeles is port of entry for furniture, The common denominator for counting In addition to the Coast Guard, Capt. sport fishing boats. The Port Police and consumer electronics, toys, tires and ap- containers is the twenty-foot equivalent Leon Nixon of the Port Police says his Coast Guard have a strong presence in parel. The 270 berths are serviced by 76 unit, or TEU. Angeles and Long Beach agency works with the Port of Long the harbor which cuts down on any pecu- cranes. In addition to being the nation’s moved 8.5 TEUs last year. Many of these Beach, Los Angeles County Sheriff’s De- liar activity. But we would definitely re- busiest port for containerized freight, the containers that arrive full leave empty. partment, the Los Angeles and Long port any unusual things or occurrences if Los Angeles/Long Beach port complex Top exports leaving from the U.S. to Beach Police departments, Los Angeles we were to see anything, or hear about handles more than one million cruise pas- overseas destinations include paper prod- City and County Life Guards; Los Ange- anything unusual from our customers.” sengers, half a million automobiles, and ucts, fabrics, pet and animal feed, syn- les Fire Department, the Federal Bureau The police are always looking to pre- more than 50 percent of California’s oil. thetic resins and fruits and vegetables. of Investigation, Customs and Boarder vent or find criminal activity or suspi- Together with the Port of Long Beach, “We’re a huge import port,” says Julia Protection (CBP), and Port of Los Ange- cious behavior, but thet are also looking the San Pedro Bay port complex is Nagano, director of the Port of LA’s cor- les Pilots. “It’s a one team approach. It’s for anything that might have an impact on ranked the fifth busiest port complex in porate communications office. “We’re all very cohesive here.” safe and secure port operations, from pil- the world. By itself, the Port of Los An- working hard to boost our export trade.” As mentioned, the Port of Los Angeles ings or debris afloat in the water, which geles is the eighth largest container port The Port of LA has a staff to support handles approximately seven million can be a hazard to vessels, or navigation

26 Maritime Reporter & Engineering News MR OCT. 2009 # 4 (25-32):MR Template 10/1/2009 11:27 AM Page 27 (Photo Credit: Edward Lundquist) Edward (Photo Credit:

The Pier 400 container facility is a terminal for Maersk. It is larger than many ports.

aids that are not functioning properly. able throughout the year for law enforcement “We rely on the people who live and work here, agencies, emergency responders and port industry the way a community relies on a neighborhood members.” watch,” said Capt. Nixon. “We call it the ‘Marina “We exercise with the Port of Long Beach, CBP, Watch.’ We visit the bait piers and talk to the fish- and the Coast Guard on a regular basis,” says ermen. We talk to the lifeguards at Cabrillo Beach. Nixon. “It’s a one team approach. We have a great We hear from the residents who live aboard their relationship with all of our teammates.” boats in the marinas. They’ll tell us if something The Port has also spearheaded a 160-hours tac- doesn’t look right.” tical training course for maritime law enforcement Nixon says that the Harbor Watch program is a personnel from all across the nation. The course local version of America’s Waterway Watch covers basic, intermediate, and advanced law en- (AWW). AWW is the public outreach and aware- forcement boat operation, waterborne tactics, ness program, administered by the Coast Guard, safety and survival, threat identification, infra- and Coast Guard Auxiliary, to encourage members structure protection, environmental, emergency re- of the maritime and recreational boating indus- sponse, coordination and notification, and other tries, as well as the general boating public, to re- subjects. port suspicious activities in the country’s ports and A natural disaster or intentional act of disruption waterways. The program recognizes that a tow- could have a major impact on the entire U.S. econ- boat operator, a recreational boater, a professional omy. The 2002 labor action that caused West or recreational fisherman, a marina operator or res- Coast ports to shut down for 10 days cost the U.S. ident, all know what isn't right. economy $1.5 billion a day. “In the event of a cat- The port is home to Coast Station Los Angeles astrophic incident, whether caused by intentional on Terminal Island, and to the USCGC George acts or natural disaster, it is the responsibility of Cobb, which can also report on unusual activity the Port of Los Angeles to stand up cargo opera- when servicing aids to navigation in and around tions as quickly as possible to minimize the im- the port. pacts to the nation’s economy that is dependant on trade and the movement of goods,” says Cum- Balancing security with access mings. The Port staff must always balance the need for The newest terminal is Pier 400, operated by security and access. Port security training and ex- APM Terminals for Maersk. The water next to the ercises for the Los Angeles/Long Beach port com- pier is 81 feet deep. Built on landfill as a container plex are coordinated through the Area Maritime terminal, this one facility is larger than many ports, Security Committee which established a subcom- and even contains a protected habitat for endan- mittee to coordinate these activities, according to gered California Least Terns. George Cummings, director of Homeland Secu- All of the regular employees who work in the rity for the Port of LA. “We conduct major port port, or transport cargo in and out of the port, must security exercises in the port each year, and many have Transportation Worker Identification Cards. types of security training opportunities are avail- Non-TWIC personnel must be escorted within the

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FEATURE PORT OF LOS ANGELES

port. “We introduced the TWIC cards in The Port of Los Angeles World Cruise Fisherman’s Wharf. “The San Pedro Wa- Klein model 5500” said Nixon. April,” says Jill Taylor, Port of LA Center is the busiest passenger port of terfront is one of the areas we’re looking The sonars transmit an image to a com- Deputy Director for Homeland Security. call on the United States West Coast. to enhance,” says Taylor. puter on board that uses a “change detec- “We’re already seeing a few counterfeit Major cruise lines such as Celebrity Pilotage is provided by the Los Angeles tion” program that can tell if something cards” Cruises, Costa Cruise Lines, Crystal Pilot Service, which was founded when has changed on the bottom. “We use it Some of the multi-modal containers Cruises, Cunard Line, Disney Cruise the port opened in 1907. The Los Ange- to look for underwater objects that could leave the port by truck. “But we’re en- Line, Holland American Line, Norwe- les team of 16 pilots, five dispatchers, damage ships. Our divers can investigate couraging more to leave by rail,” says gian Cruise Line, Oceania Cruises, four boat operators and four deckhands, an anomaly, or if something doesn’t look Nagano. Princess Cruises, Regent Seven Seas led by a three-person management team, right,” says Morales. “We have recov- The rail traffic moves along the Cruises, Royal Caribbean Cruise Line, deploys the Port’s two pilot boats to con- ered everything from boats to sunken air- Alameda Corridor, a 20-mile-long rail Catalina Express, and others offer sail- duct more than 55,000 vessel movements craft.” line dedicated exclusively to freight mov- ings. Major cruise lines offer vacation a year. The Los Angeles Pilot Station is There are many small boat repair facil- ing between the two ports and the rail cruises to Mexico, Alaska, Hawaii, and manned around the clock. ities in the port area, and the Port Police yards east of the Los Angeles. From those other destinations around the world. Tug services are available in the Los issues welding permits and ensures safety yards, the freight can move anywhere in Like the cargo, passenger traffic has Angeles and Long Beach ports from a va- and environmental regulations are ob- the U.S. To eliminate more than 200 special security considerations, too. riety of operators, including Amnav Mar- served. grade crossings, the corridor employs “Port Police provide security for all itime Services, Crowley Marine Services, While the Port Police have high-level bridges to go over or under the many cruise ships calling at the Port,” says Foss Maritime, Millennium Maritime and homeland security duties, it also func- highways in the area, including one 10 Morales. Sause Brothers. tions like any community police depart- mile long stretch that passes through a 51 The cruise ships tie up at the terminal, The Port’s divers are Port Police offi- ment. “Many of the boaters who use the x 31-ft. deep trench. Opened in 2002, the a short distance from the Ports O’ Call cers and are is part of the Port Operations marinas live aboard their boats. So we $2.4 billion corridor allows Union Pacific complex. The area resembles a New Group,. The Port Dive Operations Group get complaints about loud music, loose and BNSF Railway trains to travel be- England seacoast village, complete with is a collection of local and Federal public dogs, or domestic disputes,” says tween the ports and the rail yards in less cobblestone walkways, fine dining and safety divers who work cohesively to pro- Morales. than 45 minutes instead of two or more shopping. The harbor tours, dinner dance tect underwater infrastructure of the Port hours. cruises and whale watching excursions of Los Angeles / Long Beach complex. A powerful fireboat “The corridor moves shipments direct leave from here. The Port recently com- Port Police operates a dive boats that is The Los Angeles Fire Department has to the railhead,” says Nagano. Cargo pleted the Waterfront Gateway Fountain, heavily employed conducting bottom sur- more than 106 stations throughout the headed for more local retailers or other which offers choreographed musical veys using towed Klein sidescan sonars. city, but none like Fire Station 112 near distribution destinations is moved by spectacles daily. An 8-mile promenade “The Port Police is the only civil law en- the Ports O’ Call Village at Berth 86, truck. is planned that will rival San Francisco’s forcement agency in the U.S. that has the which, in addition to a fire engine and 14 firefighters and paramedics, has the

Los Angeles Port Police Officer Aldo Morales. The port handles 8.5 million TEUs a year, and an average container may carry $3 million in merchandise. (Photo Credits: Edward Lundquist)

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largest capacity fireboat out of a fleet of five LAFD using under-wharf firefighting nozzles. These fireboats in the Port of Los Angeles. The LAFD’s divers also act as rapid intervention divers when Warner Lawrence is the most powerful fireboat in the Port Dive Operations Group is activated. the world, according to Nagano. The boat entered The LAFD marine firefighters also conduct the service in 2003 at a cost of just over $9 million. Declaration of Inspection required of petroleum The omni-directional vessel employs a pair of tankers prior to product transfer. The Fire Depart- Voith Schneider Propellers type 26 GII/165-AE 45. ment is available to conduct those inspections 24/7. The Warner Lawrence can pump up to 38,000 US gallons per minute (GPM) up to 400 feet with its Cleaner, Greener master stream deck monitors. The Warner Port officials claim that Los Angeles Harbor is Lawrence was the replacement for the 78-year-old one of the cleanest in the world. Anti-pollution Ralph J. Scott. It is currently dry docked adjacent regulations at the Port of LA are strictly enforced. to Fire Station 112 undergoing renovation for dis- For example, it is unlawful to discharge oil into the play as a Los Angeles Maritime Museum attrac- water. tion. The oldest of the port’s fireboats is the Bethel But many of the “green” practices also contribute F. Gifford, which entered service in 1962. It can to the bottom line in the long run. Reducing carbon pump 9000 GPM, and carries 550 gallons of aque- emissions, responsibly handling hazardous materi- ous film forming foam (AFFF) to fight petroleum als, or saving energy are all smart investments. “If or chemical fires and can be maneuvered with jet- somebody sees a HazMat violation, they call us,” stream nozzles. Morales says. The port also has three 39-ft. fireboats operated Since so many stakeholders are involved in port by LAFD, equipped with 2,400 GPM pumps and operations, the Port of LA must take a strong lead- 1000 GPM fire monitors. These 29-knot multi- ership role in implementing these practices. purpose rapid response vessels can conduct fire- Los Angeles was the first U.S. port to offer shore fighting, rescue, emergency medical service, power so vessels could shut down their power homeland security patrol patrols and inspection plants to reduce polluting emissions. missions. They are all staffed with a mate and two The China Shipping Terminal (Berth 100) was firefighter divers. the location of the pilot project, which is now being There are six firefighter/divers on-duty compris- replicated at other berths. Alternative Maritime ing the LAFD’s Dive Program. They are trained in Power (AMP) allows ships to “cold iron,” says search, rescue and recovery, and may be called Nagano. upon to dive to extinguish wooden wharf fires Shore power is provided by the Los Angeles De-

Put a Lid on It

An innovative technology with a unique look shows promise in helping ship owners and operators to reduce their carbon footprint dockside. The Advanced Maritime Emissions Control System (AMECS) was tested at the Port of Long Beach according to Advanced Cleanup Technologies Inc. (ACTI). The system consists of a bonnet placed over the ship’s stack at berth to collect emissions from the exhaust gases, and a dock-mounted Emission Treat- ment System (ETS). According to the manufacturer AMECS is designed to remove 99% of NOx and SOx, and, 95% of PM and VOCs. The Bonnet, which is designed to fit over a wide variety of ship stacks, is first compressed to reduce the wind profile. It is then lifted over and placed on the AMECS installed and processing ship exhaust at the Port of Long Beach exhaust stack of the ship, where it is expanded. Cinching straps secure the bonnet to the stack, and seals prevent the gas from escaping. The exhaust gases from the auxiliary engines and boilers are sucked from the bonnet through ducting into the ETS where the pollutants are removed. ACTI is also developing a direct connect bonnet system which at- taches directly to the exhaust pipes in the stack. ACTI will also be building barge based AMECS in which the entire system is placed on a barge which can move from vessel to vessel. Email: [email protected]

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FEATURE PORT OF LOS ANGELES

partment of Water and Power (LADWP). cars. The trailers and chassis are scanned by CBP A ship receiving power for hotel services from for radiological and other hazards. CBP inspec- AMP eliminates more than one ton of smog-form- tors use radiation portals and other sophisticated ing NOx and 87 lbs. of particulate matter being equipment to inspect cargo and scan containers. discharged in the air each day, according to Fixed and mobile radiation portal monitors screen Nagano. Shore power is provided by the Los An- containers for nuclear and radiological materials geles Department of Water and Power (LADWP). and large-scale, non-intrusive X-ray equipment A ship receiving power for hotel services from can scan an entire container within two to three AMP eliminates more than one ton of smog-form- minutes. Drive through scanning equipment al- ing NOx and 87 lbs. of particulate matter being lows officials to detect suspicious or contaminated discharged in the air each day, according to shipments. The port has taken advantage more Nagano. Only newer, “cleaner” trucks are permit- $55 million in port security grants, with another ted to move containers within the port area, re- $20M from the State of California. “We’re adding sulting in a substantial reduction in harmful fiber throughout the port for better connectivity emissions. Yard tractors and vehicles are being with our stakeholder in the port and our threat de- converted to burn cleaner fuels. Contaminated tection center,” says Taylor. areas have been or are being cleaned up. The port The port has also acquired new patrol boats and actively monitors and manages water quality in the upgraded its network of high-resolution security harbor, and is removing grit and oils from runoff cameras to become the largest network of surveil- water in the storm drainage system. Not only are lance cameras in any U.S. port. all the environmental metrics improving, the wet- The Port Police operate a small fleet of boats lands along the Cabrillo breakwater is a thriving from 31-foot patrol boats to 18-foot Zodiacs. “We wildlife habitat for endangered species and other maintain them and operate them,” says Officer wildlife. The California Least Tern colony at Pier Kiyo Amano. “And we give them TLC.” 400 is the second largest in the state, with more “The addition of the newest technology and the than 1,000 nests. cooperative efforts of law enforcement agencies at all levels ensure that the Port of Los Angeles is Security scans among the safest and most secure in the country,” Stevedores move the containers from the ships adds Capt. John Holmes, Port Deputy Executive to the dock so that truckers can to take them to Director for Operations. their destination, or they can be loaded onto rail-

Capt. Leon Nixon. (Photo Credit: Edward Lundquist) Edward (Photo Credit: 30 Maritime Reporter & Engineering News MR OCT. 2009 # 4 (25-32):MR Template 10/1/2009 11:31 AM Page 31

Eyes on Maritime Security Technology Increasingly large port and shoreside facilities are deploying the most advanced technologies, both above the water and below, designed to allow security personnel and first responders enhanced levels of preparation and information.

Radio Zeeland DMP Securing the Perimeter with MEDS While the debate on the most effective maritime security – both at sea and onshore – continues to rage regarding the relative value of technique vs. technology, David Leone, president of Ft. Lauderdale- based Radio Zeeland DMP Americas, offers the technology to enable the technique. Radio Zeeland DMP Americas is a developer and manufacturer of leading navigation, automation, monitoring and integrated maritime control systems. Leone founded the company Voyager Maritime Al- liance in the early 1990s, a company which served mainly as electronics integrators of bridge, radio and radio room systems for the megayacht industry. But the company and its offering have evolved steadily, and today Leone continues to drive the company’s “big David Leone, President move” into maritime security, including vessel, port and harbor and Radio Zeeland DMP Americas underwater security systems. “I saw the need for an early detection system to thwart piracy attempts,” said Leone, leading to the development of MEDS, the Maritime Early Detection System. MEDS is an integrated system designed to detect intrusion from multiple quadrants in advance, giving the crew or response force ample time for action. The system is multi-function and configurable to meet the needs of most any maritime customer, designed to specific threat levels pier side, at anchor or underway. The core of MEDS is a sensor system – wired or wireless – that runs along the perimeter of a vessel, as well as a sophisticated infrared tracking day/night vision camera with onboard radar equipment. If the barrier is breached, a signal is sent immediately, a key to the system’s success is customized monitoring installed throughout the ship, with the option for remote monitoring on the bridge or the company’s headquarters. MIDS, or Maritime Intruder Detection Sonar, is a high-tech, subsea integrated component or stand-alone system for 360-degree “swimmer detection” capability. MIDS incorporates the swimmer detection sonar from one of the world leaders in this category, Sonardyne, and offers the capability to detect anomalies from up to 900m away. For port and harbor applicatons, up to 10 units can be networked into a single command station. MEDS is built to be incorporated with similar ease for newbuild or refit applications, and in fact a Portable MEDS is available, to use, for example, dockside when a vessel is in port. According to Leone, to date the system is involved on four large ships, and the company is currently involved in several negotiations for installations on offshore rigs and port facilities. www.rzdmpa.com

Saab Seaeye ROV Helps LASD Investigate Crash When an experimental plane crashed into the ocean off Catalina Island near Los An- geles killing the occupants, search and recovery proved impossible. The depth of water and strength of currents made conditions too dangerous for divers. Now the Los Angeles Sheriff’s Department (LASD) is to get a deep-swimming remotely operated vehicle (ROV) ready for such investi- gations. This makes them the first law enforcement agency in the US to own a 1000 m rated remotely operated vehicle, the Falcon DR from Saab Seaeye. ‘Our inspection and recovery capability will be significantly extended,’ says Deputy Stephen Doucette of the LASD’s Special Enforcement Bureau – Emergency Serv- ices Detail. ‘We will now be able to reach larger areas offshore and around Los An- geles, and undertake Homeland Security operations.’

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MARINE DESIGN M/V FREEWINDS

A magnificent ship renovation via Elbow Grease, Heart & Soul

In today’s “I need it yesterday” world, emphasis on quantity often overpowers quality, while the quick fix can supersede the correct one. Step back, take a deep breath and enjoy the fruits of a tremendous labor, a labor of love that resulted in the top-to-bottom renovation of storied ship with a unique owner. • By Greg Trauthwein, Editor

A cruise ship earning a new lease on M/V Freewinds to its crew and care- life via renovation is hardly a unique con- takers is much more than a ship: it is cept. Costing upwards of a half a billion home, it is a refuge, a place of study and dollars with a lifespan of 30 years or reflection. It was with this frame of mind more, these specialty ships need to fine- that – when the decision was made to tune décor and amenities to stay relevant keep it as the Church of Scientology’s to the cruising public’s evolving taste. aquatic platform for years to come – But the cruise ship M/V Freewinds is helped to plan and execute the job. no ordinary ship. “This was a historic renovation, as this Born as the M/S Bohéme and a found- is one of the first ships to start the cruise ing member of the Caribbean cruise ship- shipping business in the Caribbean. To ping industry operating out of Miami, bring a ship like that back to better con- M/V Freewinds has for more than 20 dition than when she first arrived is un- years been owned and operated as the heard of … it is quite fantastic” said cruise ship for the Church of Scientology, Tomas Tillberg, Tillberg Design U.S., and was a recent recipient of a top to bot- who was responsible for taking tom, inside out renovation which quali- the original plans of a fies it as one of the finest ship renovations land-based architect to ever. their maritime con- “The level of quality is incredible. Nobody can afford this level of quality anymore.” • Jon Rusten, COO and VP Development, Ocean Development Group

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clusion, providing drawings and specifi- tween the ship’s original design and its Following the rebuild, for the next 12 and renamed M/V Freewinds, and Ma- cations so the job could be bid. eventual use, a number of problems years the ship had the same weekly route: jestic Cruise Lines operated it for the “The effort and enthusiasm of the peo- quickly presented themselves, and the Miami – Puerto Plata – St: Thomas and Church of Scientology, its present owner. ple involved” is what stands-out on this ship was rebuilt at Germany’s Blohm + an overnight stay in San Juan. P.R., with Upon taking its new cruise ship, the own- project, according to Jon Rusten, COO Voss in Hamburg in 1970, in part to ad- the last port being Cape Hatien. ers set out on a 1.5 year renovation using and VP Development, Ocean Develop- dress a subpar air conditioning system In 1986 the ship was sold to San Do- local contractors in Curacao and church ment Group, a man with more than a few and to upgrade the refrigeration system. nato Properties Corporation, Panama, members, which essentially transformed high-profile cruise ship projects under his belt. “The level of quality is incredible. Nobody can afford this level of quality anymore, and they are independent of commercial consideration.” In 2005, when the Church of Scientol- ogy was evaluating the future of its marine operations, it had owned and operated M/V Freewinds for nearly 20 of its 37-year existence. The question essentially revolved around two words: renovate or replace. “We were looking at the age of the vessel, and trying to determine what our long-term look was going to be,” said Ben Garner, the chief engineer. “We surveyed several other vessels in 2005, and we came to realize that we had a gold- mine sitting right underneath our feet.” “The waiting lists for a new building were far past our operational plans,” said Ludwig Alpers, Port Captain, M/V Freewinds. “We did survey available vessels but the market was slim and there was nothing that would have been a vi- able upgrade to the vessel we already had. To put it bluntly, they don't build ships like they used to.”

Old Ships = Good Ships? If nothing else, the maritime industry likes a good ship story, and the M/V Freewinds (ex-M/S Bohéme) has a good one to tell. The ship was built in 1968 by Wärtsilä in Turku, Finland, for Wallenius Lines as M/S Bohéme, measuring 134 x 21 m with a 5.5 m draft and powered by a pair of Wärtsilä-Sulzer RD56-8 diesels, generating 14,000 BHP and driving the twin-screw ship to 20 knots, according to the ship history site www.faktaomfartyg.se and http://en.wikipedia.org. Originally envisioned as a car ferry to operate between Bremerhaven and Har- wich, the ship featured a strong ice class hull and was designed to carry 460 passengers. But as often happens, plans change, and the fate of M/S Bohéme did too as the ferry line didn’t turn out to be as successful as planned, and at the same time Commodore Cruise Line was in search of a new ship: M/S Bohéme was targeted. At keel laying it was re-planned to be a cruise ship, and with M/S Bo- héme, Commodore helped to start what is widely regarded as the birth of the modern-day Caribbean cruise industry, offering year-round, seven-night cruises out of Miami. Given the difference be-

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MARINE DESIGN M/V FREEWINDS

Before After

“This was a historic renovation, as this is one of the first ships to start the cruise shipping business in the Caribbean. To bring a Forward ship like that back to better condition than when she first arrived is unheard of Before After … it is quite fantastic” • - Tomas Tillberg, Tillberg Design U.S.

Starboard Main Engine Original brass details in the engine room and around the ship were freed from 40 years of paint and restored to original quality by the Freewinds crew.

Before After

The engine control room was restored to a whole new level, integrating traditional originality with modern graphics and lighting.

(Photo Credit: Johnny Riert)

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the ship from a cruise ship targeting the ship arrived to Colombia, where the inte- Making the scope of the renovation all rejuvenation of the engine room, the en- general public to a luxurious floating re- rior refit took place” the more amazing: while the organization gine control room and the bridge (in- treat for members of the Church of Sci- Thus embarked the plan to not simply brought on a bevy of contractors to ful- cluding the machining of the new entology, according to Alpers. ‘spruce up’ the ship, but to extensively fill much of the heavy duty fabrication stainless steel parts, overhauling the “In 1986, the Freewinds fit the target and completely renovate each and every and construction, it was the crew who equipment, painting and polishing), all size for the vessel's planned operations, space on the ship, with the intention of was responsible for the intricate and la- while the ship stayed in operation. to serve as a religious retreat for the making it better than the original when borious renewal and renovation, includ- “The restoration (which physically parishioners of the Church of Scientol- installed nearly 40 years previously. ing a meticulous cleaning and started in August 2008 and was com- ogy,” said Alpers. “Vessels were surveyed all over the world but the Boheme was the perfect combination of size and condition for our needs.”

M/V Freewinds Today “One of the most significant achieve- ments on the project was to join the tal- creating seaworthy software ents of a large number of professionals and artisans and drive their efforts to a common goal with the up-most quality in the final product,” said Carlos H. Reyes, president of The Reyes Group and De- sign Support Team, lead Architect on the project. Stability & Strength Assessment www.autoship.com When the decision was made to remake the ship, the owner consulted with sev- Cargo Management & Load Planning eral leading organizations that could take Ship Design & Production its overall vision for the ship and deliver and form, function, a budget and a plan. Enter World Wide Service Support Ocean Development Corp. and Tillberg Design U.S., a pair of firms intimately fa- Why go anywhere else? miliar to the growth of the U.S. cruise shipping industry, as well as a host of contractors in different ports of call. “I got involved in the 2nd stage when they really wanted to make something special,” said Jon Rusten of Ocean De- velopment Group. “I helped them define the scope of work, strategize about how far this would be taken, and provided timeline, budgets and vision, to help them facilitate, define the objectives and bring it to reality.” The Freewinds hull, engines and equipment were all in excellent operational condition, and in researching replacement equipment it became obvious that it would be difficult to find equipment compatible to its existing systems, and that the lead-times, customization and suitability for the ship were all pro- hibitive. “Very early in the planning, we recognized the unique fact that the biggest problem we were facing was not that the equipment was in bad shape or needed to be replaced, rather it looked old and worn and needed a face lift. That really became the mission,” said Captain Mike Napier, Master Freewinds. “We came to the project by kind rec- ommendation of Tomas Tillberg to the owner,” said Reyes. “Our main objective was to achieve a level of products according to the overall vision of the project and produce the necessary components and elements within the budget assigned to it. We had to conform a great group of artisans and overcome difficult issues of all kinds as soon as the October 2009 www.marinelink.com 35 MR OCT. 2009 # 5 (33-40):MR Template 10/2/2009 1:02 PM Page 36

MARINE DESIGN M/V FREEWINDS

Restored brass clearview screens.

“To put it bluntly, they don't build ships like they used to.” • Ludwig Alpers, Port Captain, M/V Freewinds

The original sound powered phone.

pleted in June 2009) was done parallel to ship renovation are numerous. sight glasses and a new stainless steel challenges are pretty similar to the refits the scheduled interior upgrades to the “The most challenging thing was the base,” said the M/V Freewinds Naval Ar- that we do on the other ships. You plan vessel and was much, much more a mat- requirement to ‘think outside the box. It chitect. While the ship and plan were in- the best that you can, but you will always ter of man-hours and the elbow grease of required a lot of creation and new ideas deed unique, Tomas Tillberg of Tillberg have surprises. The challenge, really, is the crew,” said Alpers. “I can't even imag- on how to just take an ordinary piece of Design U.S. said that the age of the ship to get her to the expectation of the ine what a project like this would have equipment and turn it into a show piece. and the condition of the equipment didn’t owner.” The expectation of the owner was cost if it had been contracted out com- You had to get away from the usual ideas pose any specific problems, per se. “We to “Preserve the heritage of the ship and mercially. Every crew member onboard of throwing some new paint on it and did another ship along those lines years to make it look completely pristine” chipped in some time on the project.” rather envision what it would look like back – the QE2 – but nowhere near to Another challenge was maintaining the The challenges when embarking on any with Stainless steel control levers and these standards, to this level. I think the operational aspects of the equipment

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From Left: The new bridge; the restored original searchlight; and the telegraph.

(Sources for information: www.faktaomfartyg.se & http://en.wikipedia.org supplied of the historical information regarding the ship prior to 1986)

while also upgrading the looks. For ex- Wärtsilä-Sulzer RD56-8 diesels, posed a use throughout the engine room spaces no environmental impact. This provides ample, the mooring bits take quite a bit dual challenge, first and foremost regard- without creating dust or fire hazards … a very hard coating which makes it diffi- of load and it was not wanted that they ing the sheer size and surface areas this was really key to getting the machin- cult for marine growth to adhere. just replace them out with stainless steel (70,000 sq. ft.) of the spaces, but also the ery spaces into a pristine condition.” Today the ship accommodates 340 pas- piping and plate; that would not have the fact that it would remain in full operation. This included using 15 different sand- sengers in 125 cabins and carries 256 equivalent strength. So they clad the ex- “There was no way we could just wa- paper grits to help uncover and ultimately crew. Renovations complete, the story of isting bitts with stainless steel sheeting, terblast or sand all of the paint off of the restore many of the brass highlights pres- M/V Freewinds begins again. and then welded new top plates on them, equipment, bulkheads and piping,” ent but covered for decades by paint. making them look like they are fully Alpers said. “In the end, we located an The renovations also included an envi- stainless but the full steel structure is still environmentally friendly paint stripper ronmentally friendly hull treatment, a there.The engine room, with its original that was not solvent based that we could non-toxic glass flake epoxy system with

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MARINE DESIGN TESTING

On the high seas Vibro-Acoustic Testing

CETENA Ship Research Center uses LMS Test Lab are unrelenting, stakes are high and there is little room for a variety of standard – and not so standard maritime for error. But it’s all in a day’s work for engineers at equipment testing. Everything from worst-case scenario CETENA S.p.A. who count on LMS Test.Lab solutions shock tests to the acoustic resonant frequency of a Mu- for qualification and vibro-acoustic tests. The research rano chandelier on a mega-cruise ship is subject to the center is a subsidiary of Italy-based Fincantieri expert scrutiny of the CETENA testing team in Genoa, S.p.A.The LMS test system at CETENA consists of a Italy. And this team counts on the LMS testing solutions 24-channel LMS SCADAS III and LMS 24-channel that can deliver results in minutes. SCADAS mobile data- acquisition system with LMS Like the ocean itself, testing sea-going vessels for vi- Test.Lab software for signal conditioning, data analysis, bration and acoustics is an awesome world all its own. results display, test control and report generation. With Measurement systems and analysis software are much this LMS Test. Lab environment, CETENA performs the same as those used in automotive, aerospace and qualification tests on shipboard equipment such as other industries. Obviously, the scale and scope of test- valves, electrical generators and electronic control sys- ing ships is far beyond that of most other applications, tems in its state-of-the-art lab located at Fincantieri’s since these immense and complex machines are the Riva Trigoso Shipyard in Genoa, Italy. The tests vali-

world’s largest moving structures. Room-size on-board date that components will maintain normal operation (Photo courtesy of CETENA/FINCANTIERI) equipment such as generators and pumps are likewise while subjected to shipboard shock and vibration. In addition to its extensive work on shock and vibra- massive – and noisy – with structure-borne vibrations tion qualification tests and acoustic holography, traveling throughout the ship’s all-metal skeleton and Studying Worst-Case Scenarios CETENA uses LMS Test.Lab in rather unconventional skin unless muffled at the source. Another safety con- Shock tests are performed to study the effects of an ways for the cruise ships designed and built by par- cern is that equipment must continue operating without underwater explosion, a collision or other one-time ent company, Fincantieri. One such project was to verify that an expensive Murano glass chandelier failure, even under extremely adverse conditions. Qual- event involving extreme transient force and displace- would not break due to vibrations encountered on a ment loads. A series of six shocks are applied by re- ification tests must be completed quickly and accurately cruise ship. With the chandelier fitted with ac- to the strictest of standards. In this business, pressures leasing a 1,500-kg hammer that impacts a heavy steel celerometers and suspended from a fixture mounted on the vibration table, engineers performed a vibration sweep to find the item’s resonant frequency and then subjected it to vibrations for several hours. After the ship’s interior designers viewed the results of the test, they confidently incorporated the chandelier into the ship’s décor.

platform on which the equipment specimen is mounted. When the hammer is released, a loud “thud” reverber- ates through the lab as the platform and equipment are jolted. To examine these shocks, CETENA uses the LMS Test.Lab Shock Response Spectrum module, which accounts for input acceleration over a time step to calculate the shock response spectrum using measured signal data acquired from accelerometers mounted at locations across the test specimen. The analysis consists of two steps: calculation of an impulse correction to ac- count for variations in input loads, followed by primary and residual response calculations in terms of acceleration, velocity and displacement. Integrating signal analysis calculations within the data acquisition system increases test productivity and avoids the limitations of data conversions and interoperability difficulties encountered with multiple systems. Also, the ease with which tests can be set up and executed allows CETENA’s engineers to more readily delegate routine tests to a staff of technicians. Interactive worksheets and templates for the various types of qualification tests guide personnel step-by-step through the test process with interactive prompts and numerous default settings. A graphical user interface shows prompts that indicate what’s to be done, so for many applications technicians point and click to configure tests. In this way, the group manager can more fully utilize the different skill sets of the testing staff, with technicians running fairly routine tests very quickly and engineers focusing on solving more complex problems and coordinating projects. 38 Maritime Reporter & Engineering News MR OCT. 2009 # 5 (33-40):MR Template 10/1/2009 10:56 AM Page 39

array submerged by crane into the water gether with an identification of the loca- solution is its ability to simultaneously Dual Roles: Vibration Control and and positioned 1.5 m from the hull. Start- tion, frequency and vibration amplitude capture and analyze phased data – that is, Measurement ing from the bow and moving longitudi- of each noise source. The entire test is different effects of vibration events oc- For vibration qualification, LMS nally toward the stern, measurements are carried out using the 24-channel LMS curring at the same time. The LMS sys- Test.Lab serves a dual purpose in con- taken every 0.5 m. At the same time, vi- SCADAS Mobile unit with its integrated tem manages the results in an integrated trolling the frequency and amplitude of bration measurements are made with a LMS Test.Lab suite of tools for measure- manner and displays phased data together the CETENA electro-hydraulic vibration set of eight accelerometers positioned on ment, signal conditioning, results analy- on the same screen so engineers can see table as well as acquiring response sig- the ship’s equipment. LMS Test. Lab then sis and data management – all in a what’s happening at the same time on dif- nals from accelerometers mounted on the correlates and pieces together these lightweight laptop-size unit with built-in ferent channels and track down the root test specimen. The table can test a maxi- patches to create a combined 3-D hydro- battery power. “Of particular value with cause of the issue. mum load of 1,100 kg through a fre- acoustic radiation map of the ship hull to- the LMS Stationary Acoustic Holography E-mail: [email protected] quency range of 2 to 100 Hz and stroke amplitude of 10 mm. First, engineers do a vibration sweep to find the resonant frequency at which structural vibration response is maximum. Next, this frequency is applied to the table for a minimum of twohours to ensure that the equipment under test remains running and fully functional. “We can’t trust these critical tests with any ordinary system,” said Senior Test Engineer Stefano Qualich of the CETENA Sea Trials Department. Previ- ously, this was all controlled manually; our technicians spent their time continuously adjusting vibration inputs. Doing this automatically is much more efficient and less error-prone. Also, the system quickly spots potential test problems to avoid damaging expensive hardware.” One of the most difficult challenges in marine testing is measuring underwater sound pressure levels and identifying which pieces of on-board equipment are responsible for these hydro-acoustic vibrations. Ordinarily, noise source identification on a ship is a tedious, time-consuming process as engineers contend with interference between the sounds, a multitude of resonances throughout the structure and other vari- ables associated with the multiple frequencies and coupled vibrations. Traditionally, marine engineers often can only make rough approximations of where sounds originate and how much of a contribution they make to the overall underwater noise. CETENA overcomes this by using the LMS Stationary Acoustic Holography solution to automatically perform back propagation processing on measured sound pressure data – a technique using Principal Component Analysis to decompose the holographic measurements into a set of mutually independent points sources representing the equipment. Hydro-acoustic calculations are based on a combination of sophisticated symmetrization, filtering and routines to provide detailed source identification – even for multiple noise sources and wide ranges of frequencies. With equipment running on the ship, underwater measurements are taken with a set of hydrophones. Measurements are taken in patches using a suitable sensor

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MARINE SALVAGE

Old Shipwrecks and Cleaning up from the Past

By Greg Trauthwein potential brewing ecological disasters. “This is a very complex issue, and we need a rational Oil mysteriously washes up on a pristine beach; the According to research by Dagmar Schmidt Etkin, approach, from the technical to the legal to the finance, local news hounds flock; the maritime industry makes PH.D., of Environmental Research Consulting (Cort- in educating the people regarding the importance of this national news again … but is it a new story? landt Manor, NY), there are approximately 8,500 iden- issue,” said Dr. Schmidt Etkin. “As part of the proactive Marine salvage and subsea industry leaders gathered tified large shipwrecks found in the world’s oceans, approach, we need to step back and look at each of these last month on the campus of the Maritime Institute of representing between two and 15 million tons of oil and 8,500 vessels, and using the tools we have on risk as- Technology and Graduate Studies (MITAGS) in other hazardous materials. Of this 8,500, nearly 75% of sessment, for example, and triage these vessels for pri- Linthicum Heights, Md., to discuss the environmental, the total, or 6,338, are World War II era wrecks, a total oritization. Perhaps a small percentage are the ones that legal, financial and moral ramifications of the discovery encompassing 1,065 tankers, 3,887 cargo ships and will require a closer second look.” and recovery of marine casualties, new and old, around 1,416 military ships. The heaviest concentration of these The panels of experts from government, industry and the globe. Dubbed “Wrecks of the World: Hidden Risks wrecks are scattered in the South Pacific (2700) and academia agreed equally that while no two wrecks are of the Deep,” the conference -- which was sponsored by North Atlantic (2200). alike, there are a common set of factors: water depth, a long list of marine industry organizations including “Over the years, many of us have had to deal with the local weather patterns, amount and types of hazardous the American Salvage Association, the Marine Technol- effects of oil spills,” said Clay Maitland, maritime at- materials found onboard, overall threat of environmen- ogy Society, NAMEPA, the Maritime Law Association torney and founding chairman, NAMEPA. The assump- tal impact, and legal/political issues such as the handling of the United States and the International Salvage As- tion usually is that oil spills are from a current spill or of a vessel and human remains that may be deemed a sociation, among others – focused on a number of crit- illegal dump, whereas the truth is that some of them “war grave”; that must be considered before considering ical issues surrounding the discovery and mitigation of come from existing wrecks.” action.

Chart 1 While there are no shortage of interesting technologies and ideas when it comes to oil spill and ship- Range of Relative Costs for Oil wreck hazmat remediation, an interesting concept proposed by a European consortium headed by Recovery (Average) MARIN, the Maritime Research Institute Netherlands, is the Double Inverted Funnel for Intervention on Ship-wrecks-Project, or more simply, the DIFIS concept, which came to prominence in the wake of the Relative Complexity Impact Factors on Cost Cost Range ($m) Prestige disaster. The solution (pictured) relies on gravitational forces to channel the flow of leaking

Simple Shallow depth (<20m) <1-5 fuel towards the surface. Instead of channeling it directly to the surface, the fuel/water mix flow is Low viscosity oil • Protected water channeled to a buffer reservoir/separator located 30 to 50 m below the sea surface. Local Mobiliztion (Photo Courtesy of MARIN www.marin.nl) Moderate Moderate depth (20-50 m) 2-7 Moderate viscosity oil • Weather & sea restrictions • Regional mobilization

Complex Deep depth (50-250 m) 5-20+ High viscosity • Poor wreck condition Open water (limitations) • Long mobilization

Highly Complex Extreme depths (>250 m) 20-100+ High viscosity • Poor wreck condition Open water (limitations) • Long mobilization

(Source: Global Marine Solutions B.V.)

Chart 2 Present: Examples of cargo/bunker removal

Vessel Year Country Quantity Cargo Water Name tonnes depth (m)

Alessandro 1991 Italy Dichlorethane/ Primo Acrylonitrile 110

IevoliSun 2001 France 4000 Styrene/ bunkers 95

Osungno.3 1998 Korea 160 bunkers 70

IcePrince 2009 UK 350 Marine diesel 60

Haven 2008 Italy bunkers 65

BowMariner 2004 USA Methanol/ bunkers 80

Solar1 2006 Philippines 2000 Oil 630

Tanio(bow) 1980 UK/France <5000 Heavy fuel 90

Erika 1999 UK/France 11,100 Fuel 100-130

Yuilno.1 1998 Korea Fuel 70

SeaDiamond 2007 Greece 100-150 Fuel 150

(Source: Global Marine Solutions B.V.)

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And generally, for each known, there • condition of the vessel the location of • the volume and nature of the release. are many more unknowns. For example, the vessel (ie. is it a pristine beach or “One could argue that science and Corrosion penetration rates

while one can theorize on the condition a rocky coast line?); technology has made this the time to take 1. Long-term tests indicate that general corrosion penetration rate (CPR) on steel has a value between 0.064 of a 20 mm steel plate sitting on the bot- • the predicted sea state and weather; action with the tremendous strides in sub- and 0.076 mm/yr. tom of the ocean for nearly 70 years (as • the ability to use local assets or the sea advances, such as ROV technology, 2. Field data on ship wrecks indicate mean values of shown in Chart 2), the reality of the situ- need to bring in assets from afar; for example,” said Dave Westerholm, Di- CPR between 0.047 mm and 0.105 mm/Yr.

ation is that only close physical inspec- • local labor costs; rectory, NOAA Office of Response and (Source: C.Wrubl, CNR-ISMAR, Genoa, Italy) tion via diver or ROV can give the true • the local stance on dispersants; and Restoration. status of the hull and its potentially hazardous contents. An interesting model for action and emulation could be the Norwegian one, as explained by Hans Petter Morten- sholm, project manager U864, Norwe- gian Central Administration. Mortensholm explained that Norway identified 2300 shipwrecks around Nor- way, and classified the wrecks as High Risk (30); Moderate Risk (350); and Low Risk (1700), in terms of their potential impact on the environment and navigation. It was decided to intensively study the High Risk ships via ROV, and in 2006 the government decided to remove oil from five wrecks that it considers an im- minent threat. One of the higher profile wrecks that the Norwegian government is seeking to solve is that of the German submarine U-864, which today still contains an estimated 67 tons of Mercury. Funding is currently pending, and removal is planned for 2011. In Sweden, the Swedish Maritime Ad- ministration is in the midst of a project to complete a National Shipwreck database, according to Dr. Ida-Maja Hassellov, Chalmers University of Technology, Sweden, a database which is expected to be complete later this year. She said un- derstanding the scope of the problem is an important first step, and currently her country is evaluating the different technologies that could be deployed to solve offer remediation. But just as impor- tantly, she said action will not be easy or cheap, the latter particularly relevant in today’s tight economic times. “Nothing is fast, nothing is cheap, and challenges abound (when dealing with a salvage problem of this size and scope),” said Caption Anthony S. Lloyd, Chief, U.S. Coast Guard Office of Incident Management and Preparedness. “The mandate is to leverage technology: better technology options for waste disposal, and better technologies to mitigate the challenges, particularly in deeper waters. This is a tactical, technical issue, and those involved must continue to move the ball down the field.” Lining up political, financial and legal will to proceed is made even more difficult by simply esti- mating the cost of remediation. Accord- ing to Dr. Schmidt Etkin , this tends to be more grey than black and white, with a number of factors, including: • water depth;

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TECHNICAL 3D LASER SCANNING 3D Laser Scanning for Marine Applications

GKS Global Services, a provider of hulls for the application of new parts, en- models, entire seagoing vessels, ship- models of actual as-built structures by scanning services since 1981, offers laser gine rooms and fuel tanks. Long-range yards, engine rooms, ships’ systems, and processing the scan data into universally scanning and other techniques for over- scanning for marine applications is a other big structures and locations, both usable CAD models. coming the issue of as-built structures not ground-based technique for collecting inside and out. Using the 3D scan data GKS Marine Services has performed conforming to their design prints. In the high-density 3D data to create digital generated with long-range laser scanning, many long-range marine scanning proj- marine industry, the majority of vessels models of complex entities such as hull engineers and designers can create CAD ects, from reverse engineering ship hulls in service do not have digital documen- to documenting engine rooms and calcu- tation or CAD models. GKS is position- lating volumes of fuel tanks. It is possi- ing its service as a means to own a ble to perform on-site 3D scanning of true-to-life modeling of a vessel so that, objects that are virtually unlimited in size for example, when it is time for a new fit- since the size of the specimen being ting or refurbishment, the new parts will scanned is no longer limited to the direc- fit and function correctly. Long-range tional travel of a machine, or the reach of laser scanning is designed to offer marine a mechanical device. The laser scanning engineers a way to ensure their vessels unit records all objects within the range are built and modified correctly and and sight of the scanner. Long-range safely the first time, saving time and scanning functions in virtually any envi- money. In the last decade, laser scanners ronment including broad daylight, the have acquired the range and accuracy to dark of night, indoors, and outdoors. capture marine-sized structures to an ac- Since grayscale values are applied to the curacy equal to their manufacturing tol- X, Y, and Z coordinates, the data has the erances. Software applications that appearance of a black and white photo- develop 3D models of plans such as pip- graph. Scans can also be done in color, ing and valves by recognizing the com- where each measured X,Y,Z coordinate ponents that make up the system now is assigned an RGB color value. The spe- exist to cut down the scanning and mod- cialized scanning software used offers a eling time dramatically. variety of additional options such as over- GKS is using laser scanning technology laying digital images on the top of the to aid in both the construction and modi- point cloud for enhanced realism. Some fication processes in marine environ- potential uses in the marine industry in- ments, such as reverse engineering ship clude:

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Hull modeling to aid construction and geometric shape for the stern flaps and to design the Long-range laser scanning of the inside and the out- new parts so that they fit with minimal fitting work. side of the hull structure is designed to provide scan data to an accuracy of .125 in. Laser scanning can be per- Remote construction of systems formed at every stage of the construction process to Another project where scanning a vessel prior to de- make sure the hull doesn’t stray from its as-designed signing modifications paid off was one that involved shape. This ensures the fit of windows, decking, cabin scanning the top of a ship’s deck in preparation for the Installing a perfect-fitting new hull feature areas, propulsion systems, electrical systems, as well as addition of cranes at the stern. One hull modeling project performed by GKS Marine design features on the bow and stern. With accurate The crane was built in Europe, and then shipped to was scanning a Coast Guard cutter’s hull to provide ac- scan data, a CAD model can be made to monitor that China to be fitted. The hull scan data provided the crane curate data from which to install a transom platform and the ship’s parts will fit correctly the first time. manufacturer with precise dimensions of the future stern flap. Engineers used the ship’s scan data to create crane location so it could be built to fit perfectly straight a CAD model accurate to .125 in. The CAD model al- Stability testing and Water flow analysis “out of the box.” lowed the engineers to determine the optimum location 3D scan data can also be used for marine simulations For more information, Email: [email protected] and tests. Laser scanning is designed to provide the high resolution data so digital models can be made and used to create 3D virtual spaces and simulations at any stage of the construction process or afterwards on an in-service vessel. Analytical software for Computational Fluid Dynamics (CFD) can take the CAD from the scan data gathered by GKS and analyze water flow problems, leading to improved hull and structure architecture, fuel efficiency, power transfer, craft stability, and safety.

Hull Surface Modeling As most vessels in service today were built before CAD computer models were common, no 3D model exists of their structures. When it comes time to repair, test, or update a hull, shipbuilders are left without accurate dimensional data. Boat hull designs involve complex free-form geometric shapes and are therefore very difficult to measure and model with traditional measurement methods. GKS has laser scanned the entire hull surface on many large-scale marine projects. The scan data allowed them to create precise 3D models that can be used by interior designers and naval architects to in- sure the quality of interior construction, as well as for design, simulation, and inspection purposes.

Surface analysis for fairing optimization The accurate as-built surface of the hull can be compared to a theoretical perfect surface that has the aes- thetic qualities required by a yacht. By constructing a surface with these qualities as close as possible to the real as-built shape of a metal hull, the application of fairing material to achieve the smooth surface can be opti- mized, saving the cost and the weight of excess material that would normally be used were this technique not available.

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TECHNICAL SATELLITE COMMUNICATIONS (Photo Courtesy of Iridium) Iridium: United Ocean Services (UOS) reduced fuel costs KVH: Mini-VSAT Broadband: a crew calling system. “Always-on” at sea through Furuno’s “SafeComNet” through an Iridium-based fuel monitoring. Vessel operators increase efficiency, attract crews when they Reach for the Stars Much like its land-based cousin, com- what they learned during training, Clip- percent on certain vessels under specific separate VoIP line exclusively for the munication technologies offshore and at per employees then created their own in- service conditions without compromising crew, is tailored to the needs of the vessel sea are driven by the relentless push by stallation guides, which the crew onboard operations.” owner and crew. Crew calling traffic is maritime communication airtime and will use to perform TracPhone V7 hard- “The software is very helpful in vessel tracked separately from standard VoIP equipment suppliers to increase speed, ware installations going forward. optimization, scheduling and tracking,” usage, with calls made using unique ac- reliability and efficiency, while reducing United Ocean Services (UOS) reported said Aditya Leekha, fleet manager for count and PIN purchased by the crew, in size and costs. And as the barriers con- that it is achieving a reduction in fuel UOS. “We have been able to use the soft- denominations of $25 or $100. Depend- tinue to crumble, rising from the ashes is costs through an Iridium-based fuel ware to our advantage in determining ing on world zone, rates range from $0.49 a complete new set of possibilities – from monitoring system from Nautical Con- best speeds to run vessels, while doing to $0.99 per minute. remote monitoring and control from trol Solutions (NCS). UOS has installed the cost-benefit analysis for savings in Furuno delivers broadband L- shore side headquarters to vastly im- NCS’s FuelTrax system on six of its tug- fuel versus extra voyage time.” band/Ku-band communications solutions proved crew connections to enhance the barge units, which transport bulk com- “Because most ships operate beyond – SafeComNet – to the maritime indus- quality of life at sea – that just years ago modities between various U.S. ports. The the range of shore-based wireless net- try to meet the growing demands for would have been deemed improbable, if FuelTrax system uses onboard sensors to works, we designed the FuelTrax and Fu- more bandwidth at sea, designed to de- not impossible. The ensuing case studies monitor fuel usage and transmits the data elNet solutions around the Iridium liver an all-in-one, seamless broadband highlights recent advances from some of through an Iridium satellite data link to a short-burst data (SBD) service, which communication to the maritime industry. the industry’s leading players. server ashore. UOS operations personnel provides universal global coverage over In step with the trend toward more band- Clipper Marine Services A/S of Copen- can monitor fuel flow, optimize fuel burn all the earth’s waterways,” said Blakeney. width-hungry applications, Furuno re- hagen, Denmark, recently bought into rates and view fuel levels in tanks. “The ”The two-way SBD link allows us to ports that interest has grown significantly KVH’s compact TracPhone V7 satellite onboard FuelTrax system, combined with send instructions to the onboard unit to within the maritime industry for Fleet- communications system and the mini- our FuelNet web-based reporting tool, alter reporting intervals, request an im- Broadband and VSAT as components of VSAT Broadband service. Overall, 22 of improves the performance of ships and mediate readout of conditions onboard their network infrastructure that facili- Clipper Tankers’ vessels will be equipped fleets through tighter management con- the vessel or send an alarm to a user’s tates link between vessels and onshore. with KVH’s 24-in. (60 cm) TracPhone trols, fuel accountability and vessel opti- handheld device.” FleetBroadband delivers broadband serv- V7 antenna along with multiple voice mization,” said Robert Blakeney, vice KVH is positioning itself as a crew ice of up to 432 kbps around the globe service lines and broadband Internet, e- president of NCS. morale and retention tool, with KVH’s with moderate communication fees, mail, and data access throughout the “FuelTrax more than exceeded our pay- Crew Calling System to the TracPhone while VSAT delivers broadband service mini-VSAT Broadband network’s ex- back expectations,” said Jay E. Hess, di- V7 with mini-VSAT broadband service. of maximum 1 Mbps with flat monthly panding global coverage area. Clipper rector of operations for UOS. “We have The system, which entails equipping the rate. Flat monthly rate of VSAT delivers chose KVH’s mini-VSAT Broadband so- reduced fuel consumption by up to 10 mini-VSAT broadband system with a “Always-on” network connectivity on- lution in part by a desire to expand access board the vessels. As safety and effi- without expanding costs. “ “We chose to 505 = 911 ciency of navigation are increasingly switch to mini-VSAT Broadband because FleetBroadband Emergency Call Service Launch dependent upon IT-based communication it is a more affordable solution and also On October 1, 2009, a new safety service for mariners - 505 Emergency Calling and there are increasing demands for en- offers us more advantages for support - will be launched across the world by Inmarsat, the leading provider of global mo- hancing crew welfare onboard the ves- and crew retention,” said Michael Mark, bile satellite communications, for all FleetBroadband users. Inmarsat FleetBroad- sels, the needs for bringing the IT Vessel IT Manager for Clipper Group. band customers who dial 505, the new emergency short code service, will be network environment onboard the vessels Clipper will continue to benefit from its connected automatically to a coast guard rescue center - wherever they are in the has risen. Through SafeComNet, Furuno Inmarsat systems and service, thanks to world. "505 Emergency Calling is a short code dialling service for people who use will not only supply various types of nav- the TracPhone V7’s full compatibility FleetBroadband services and terminals,” said Peter Blackhurst, Inmarsat’s head of igation products but also deliver airtime, with Dualog software. This solution is maritime safety. “It puts them straight through to a 24-hour operational coast guard applications and worldwide service and designed to make it easy for Clipper crew Rescue Co-ordination Centre (RCC) so they can speak to the right person if they support as an all-inclusive solution pack- members to use a variety of applications have an emergency on board, such as their boat being in difficulties or a medical age. in a cost effective manner, with a balance emergency. We are not trying in any way to circumvent the GMDSS [the Global VT iDirect late last month announced of the mini-VSAT Broadband and In- Maritime Distress and Safety System] and any SOLAS vessel should still use this that Marine Technologies, LLC marsat services. To further its savings and as their first means of contact. But for smaller fishing or leisure vessels out of range (MT)/C-Comm expanded its partnership ensure that installation expenses remain of shore-based VHF, 505 is a quick and simple means of calling for assistance if they with iDirect and Intelsat to extend its as low as possible, Clipper rounded out are equipped with FleetBroadband. The 505 service is all about trying to ensure VSAT network globally. The new Glob- the field testing program with special in- and enhance the safety of all seafarers, whatever type of mariner they might be." alBroadband service is designed to ex- stallation training for their vessel IT em- There is no subscription or call charge for the 505 emergency service –and it can be tend the MT/C-Comm suite of onboard ployees, provided by Polaris Electronics activated immediately just by dialling 505. vessel management and communications A/S, KVH’s Danish distributor. Using applications to customers seeking global

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Skymira: Radio SAILOR Holland 150 Fleet- signed an Broad- agreement band with for the Stratos: FleetBroadband for Yangtze River Bulk Carrier (Photos courtesy Marlink) Intelligent IP Controls VSAT Ku-band footprint T11N.

continuous broadband communications. under the C-COMM brand. These in- work server installed onboard and can be needs – such as videoconferencing, busi- The MT/C-Comm GlobalBroadband clude dynamic positioning systems, inte- managed remotely. ness applications and remote vessel man- VSAT network is built on the iDirect In- grated bridge systems, logistics MT will deliver the GlobalBroadband agement – providing budgeted access to telligent Platform and connects across applications, global live weather track- VSAT offering through a Service Level additional on-demand bandwidth. eight satellites (Ku-band and C-band) op- ing, asset management applications, and Agreement (SLA) plan tailored to each Further, by leveraging iDirect’s Group erated by Intelsat. Vessels are equipped remote monitoring and diagnostics. De- customer’s basic and dynamic communi- Quality of Service technology, MT can with iDirect’s Evolution X5 Satellite signed specifically to run over the Glob- cations requirements. Based on an audit collaborate with customers to create au- Router and a marine stabilized antennae alBroadband IP VSAT network, the of existing and planned applications – in- tomated business rules that tie bandwidth designed by MT to operate in both Ku- C-Comm applications employ a propri- cluding Internet, email, voice and enter- allocation to real-time application usage. band and C-band. etary data consolidation and compression tainment content – MT established the MT also provides customers with access The GlobalBroadband network serves technology, which makes them 10 to 100 minimum bandwidth and antenna re- to a C-Comm portal. This feature enables as a communications backbone to deliver times more bandwidth efficient than stan- quirements needed to support remote op- them to monitor network activity and MT’s range of shipboard equipment and dard onboard applications. Applications erations. The audit also assesses a grants them administrative privileges to onboard business applications distributed are bundled onto an IEC accredited net- customer’s dynamic communications control onboard applications and band-

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TECHNICAL SATELLITE COMMUNICATIONS

width allocation. recorder. In the future, MPC also has the the online Stratos Dashboard provides troduction of CIRs provides users with MPC Steamship recently deployed option to use FleetBroadband for engine- real-time information on the amount of dedicated and higher bandwidth for a FleetBroadband from Stratos on its performance analysis and emissions traffic used for voice and data, and the as- faster service. Marlink has also acquired Yangtze River bulk-carrier vessel, which monitoring. MPC deploys a suite of sociated costs. To improve shipboard additional satellite capacity as part of its operates worldwide. The service enables value-added services known as The life for seafarers, AmosConnect Crew strategy to provide Ku-band coverage on remote management, allowing HQ to Stratos Advantage for cost and traffic from Stratos provides advanced voice, a global scale. WaveCall services have help manage the ship’s computers, elim- control, firewall management, data opti- private email, SMS and GSM services been expanded to provide coverage inating the need for costly vessel visits. mization, high security options, easy that are powerful, economical, easy to across the Atlantic Ocean, from the Arc- It also includes database synchronization VPN access, messaging services and full use, and available away from the bridge. tic Circle to the Equator and in the and access to the onboard voyage data IP range. As the backbone of the suite, Marlink is scheduled to announce new Caribbean, further along the eastern US features for its WaveCall VSAT solution coast towards New England and further at Ft Lauderdale International Boat west in the Gulf of Mexico, providing Show. MarLink introduced automatic complete coverage through the Panama roaming and Committed Information Canal. Marlink recently provided band- Rates (CIRs) to enable users to seam- width to the environmental ocean expe- lessly roam between Ku-band coverage dition project Kaisei which examines the spots as well as benefit from increased North Pacific Gyre for marine debris that bandwidth for Internet browsing and call- has collected in this oceanic region. ing. Following acquisition of additional Completed in summer 2009, the first re- satellite capacity, Marlink has been able search expedition was critical to under- to enhance its Ku-band services to pro- standing the logistics that would be vide extended coverage in major regions needed to launch future clean-up opera- throughout the world. tions and testing existing technologies As part of the new automatic roaming that have never been used in oceanic con- capability, WaveCall customers will ben- ditions. Sealink is Marlink’s prime Mar- efit from a system that automatically itime VSAT Communications Solution, switches between Ku-band coverage re- providing always-on bandwidth at a gions, eliminating the need to change fixed, predictable cost. In addition, the coverage regions manually. Also, the in- Sealink service can be tailored to meet

LRIT Supports During Pirate Negotiations On April 18, 2009, Dirk Traen, chairman of the Jan De Nul N.V. crisis center of Belgium’s international dredging and land reclamation specialist Jan De Nul N.V. received the news that one of his company’s vessels, a side stone dumper called MV POMPEI, had been hijacked by pirates off the Gulf of Aden. During the negotiations, Dirk and his team realized that the Ship Security Alert System (SSAS) and, although not designed for anti-piracy, the Long Range Identification and Tracking (LRIT) system could be useful tools. The SAILOR LRIT aboard MV POMPEI had fortunately, only been fitted shortly before she left Dubai en route to Durban. Eighty miles from the Seychelles, although having taken specific measures and sailing well out of the pirate danger zone, and having a ship security plan in place, the pirates were unfortunately able to board. “The combination off SAILOR SSAS and LRIT was very useful when the MV POMPEI was under control of the pirates as we had accurate, regular reports of the vessel’s position, so we could always see if the ship was moving,” explains Dirk. “And it did move. Firstly for just half a mile, which was due to the monsoon. Later on though it moved 25km to the North. But because of reports from the SSAS and LRIT we knew where MV POMPEI was at all times.” The MV POMPEI hijacking ended peacefully on 28th June 2009. Although just one factor in securing the safe release of vessel and crew, Dirk believes that both SSAS and LRIT (both of which use the Inmarsat C service) have an important role to play in piracy negotiations.

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customers’ specific requirements with wards services such as providing Con- bandwidth customized to include a dedi- nectivity and Managed Services Agree- Delta Wave: Providing FleetBroadband 150 Services cated QoS and bit-rate at several Mbit/s. ments. It allows us to provide a total, Delta Wave Communications will providing the Fleet- Larger data capabilities and predictable efficient and effective solution. More and Broadband 150 line of equipment and services. Based on cost has led many companies requiring more Radio Holland becomes one point 3G standards, FleetBroadband delivers global voice, IP multi-voice and heavy internet usage to of contact for the shipowner, for a whole data up to 150kbps and SMS. invest in VSAT, despite the fact that ini- package of systems and services." Email: [email protected] tial purchase and installation can be higher than other services. Furthermore, the introduction of leasing equipment from service providers has eliminated the need for high financial investments in an- tennas and installation. With the arrival of the Sailor 150 Fleet- Broadband terminal came a more affordable hardware solution for accessing satellite FleetBroadband. Skymira said it has taken the savings even further through its Intelligent IP Controls feature, enabling maritime fleet managers to leverage the lower costs that SAILOR 150 hardware offers, while also assuring far more predictable satellite carrier bills. Skymira combines the Sailor 150 with its Intelligent IP Controls in one solution. Internet access and IP are controlled on the satellite terminal side to pre-empt improper use, abuse and inexperience that typically leads to excessive carrier charges. IP controls have long been used on the office/shore side, but not on the onboard satellite terminal device side, where unintended satellite use is far more common to occur. By locking in customer-defined proper uses, and locking out improper satellite use, carrier charges are more effectively managed. Skymira’s Sailor 150 solution is designed for commercial vessels and professional fleets, offering voice and Broadband internet service on Inmarsat’s global broadband I4 satellite network. Skymira also provides proven cost-savings through value- added services supporting a wide variety of functions, from streamlining paperwork to fleet management, remote equipment monitoring, GPS asset tracking, safety and security. In August 2009, Radio Holland signed an agreement for the VSAT Ku-band footprint T11N. With this new footprint Radio Holland significantly improves its network for VSAT. The Telstar 11N is designed to be a Ku-band satellite with an Atlantic Ocean beam. This beam is very important for the shipping industry, sailing between North-America and Eu- rope. The extension adds to the strategic priority of Radio Holland to provide seamless global coverage of maritime broadband communications. Dé Slager, CEO of the Radio Holland Group: "While Radio Holland from tradition is known as a supplier of navigation and communication equipment, our strategic focus now and in the future is directed to-

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NEWS PEOPLE & COMPANY NEWS

US Delegation Makes Waves at WISTA Crowley Promotes Demeroutis Conover Honored Crowley Maritime Pamela C. Conover, who has taken leadership roles at three Corporation said major cruise lines, was voted Personality of the Year 2009 by that, effective the Women’s International Shipping & Trading Association. October 1, Steve She is president and chief executive of Seabourn Cruise Line. Demeroutis will Born in Thailand and raised in England, she worked her way assume the role up the financial ladder at Wells Fargo Bank, after which she of vice president, joined United States Lines as assistant treasurer. She then labor relations, re- joined Citicorp’s ship financing division and rose to managing director of Citibank's placing Jerry Dowd who is retiring The United States fielded the largest North American ship financing division. In 1994, she became president of Epirotiki after 25 years of service. Demer- visiting national delegation (pictured) at- Cruises, a then joint venture between Carnival and Epirotiki. A short while later, she outis is domiciled in Jacksonville tending the recent Women’s International became head of strategic planning for Carnival, and worked on various acquisi- and reports to Bill Pennella, vice Shipping & Trading Association tions, including that of Cunard Line in 1998. She became chief operating officer, chairman and executive vice pres- (WISTA) Annual Conference. The Con- and ultimately, president of Cunard. ident. ference was held at the International Maritime Organization (IMO) in Lon- VT Halter Wins OSG Contract Torjusen to TDW Offshore and collect data on the effectiveness of don, with a theme of “Direction: Diver- TDW Offshore VT Halter Marine won a second con- the Severn Trent De Nora BALPURE sity…Route: Corporate Social Services AS ap- tract from OSG Ship Management, Inc. ballast water treatment system. In its ac- Responsibility,” and attended by nearly pointed Helene (OSG) to undertake the outfitting and ceptance letter, the Coast Guard stated 300 WISTA members from around the Torjusen to the commissioning of a 350,000 barrel artic- the ship “has an accepted means of com- globe. position of Mar- ulated tug barge unit (ATB). Work for pliance with Ballast Water Management keting Manager. this ATB will commence in November regulations found in U.S. Code of Fed- WISTA Elects Chalkidis 2009 and is expected to complete by mid eral Regulations, title 33, part 151.2035.” In her new role, Vera Chalkidis, commercial director of Torjusen contributes 2010. Athenian Sea Carriers has been chosen to TDI Expands in Dayton to the TDW Offshore Services succeed Marita Scott of NorthEdge Risk Detyen’s Navy Contact At a time when many companies are web site, and supports all market- Services, Bergen, who has held the pres- Detyens Shipyards, Inc., Charleston, scaling back, Tech Development (TDI), ing communications activities, in- idency for four years. S.C., is being awarded a $6,235,225 firm- a Dayton, Ohio manufacturer of turbine cluding advertising, events, media fixed-price contract for a 56-calendar-day air starters and aerospace machinery has relations, and production of sales Shipbuilding Center of Excellence regular overhaul shipyard availability of just completed a 49,000 sq. ft building literature. Davie Yards Inc. introduced its pro- Military Sealift Fleet Support Command addition to expand its manufacturing ca- posal for the implementation of a Na- Wilson, Jennings Take Helm fleet replenishment oiler USNS Big pability. “We’ve experienced tremen- tional Shipbuilding Procurement Strategy Horn. dous sales growth over the last five aimed at renewing the federal fleet and years,” said Dave Rawlins TDI Site Man- creating world-class shipbuilding capa- Braemar Marine Launched ager, “We’ve needed the additional space bility in Canada. Davie's proposal en- Braemar Shipping Services launched a for a long time to meet market demands dorses the allocation of Major Crown new subsidiary called Braemar Marine to from the oil and gas industry and marine Projects of the fleet renewal program to provide diverse marine surveying and ad- industries, and now we have it.” The Centers of Excellence based on the tech- justing services to the global maritime, 49,000 sq. ft addition doubles the manu- nology required and the nature of the transportation risk and insurance mar- facturing floor space for TDI. “The ad- projects. Under such an allocation, one of kets. Braemar Marine commenced oper- Alan Wilson (left) and Paul Jen- ditional space allows us to improve the Centers of Excellence should focus ations on August 1, 2009 from its nings (right) have become joint efficiencies by creating cellularized work on building combat ships and the other headquarters in Atlanta, Ga., and has es- managing directors of the North of areas and an overall better work flow in on building commercial type ships with- tablished offices in Los Angeles, Hous- England P&I club following the the plant,” said Rawlins. In 2008, when out heavy combat equipment and on de- ton, Miami, Seattle and London. facility construction began, TDI was cel- retirement of Rodney Eccleston veloping Canadian expertise on heavy ice (center) after 21 years at the helm. ebrating its 50-year anniversary. class ships. Shipyard Agreement Wilson (53) joined North in 1981 Bradford Grand Bahama, Ltd., one of New Bunkering System Passes Tests after qualifying as a chartered ac- Curtis-Straus Offers Testing the Bradford Marine family of compa- Nautical Control Solutions (NCS) said countant with Binder Hamlyn. Curtis-Straus, an electronics safety test- nies, and Grand Bahama Shipyard Lim- that Buffalo Marine Service of Houston Jennings (46) joined the former ing and certification laboratory, is pro- ited signed a Mega-Yacht Service successfully tested its FuelTrax bunker- Newcastle P&I Association in viding testing and test reports for marine Agreement that will enable haul outs and ing system on a delivery of 1500 metric 1984 after completing a law de- electronics as required by expert bodies below-the-water line services in Freeport tons of IFO 500 to Maersk Wyoming, a gree. in ship classification. Curtis-Straus, as for the world's largest mega-yachts. With 292-m containership operated by Maersk an A2LA accredited Nationally Recog- Bradford Marine Bahamas' 2000 ft. of Papachristidis-Bove Appointed Line. The test took place on August 26, nized Test Laboratory, offers testing for deepwater docks, these yachts will clear Alexander Papachristidis-Bove 2009 at Barbours Cut terminal at the Port EMC, Environmental and Safety certifi- customs and immigration and be pre- has been appointed Chairman of of Houston. The crew of Buffalo 401k cation at its Littleton, Massachusetts lab- pared for haulout at Grand Bahama’s. pumped at the rate of 250 mt/hr., with ac- the Board and Managing Director oratory. For the purposes of Type of Hellespont Steamship Corp., curacy reportedly measured to less than Approval, several members of the Inter- BALPURE BWT Makes the Cut 0.1% between the barge and the ship. Ac- the Piraeus-based ship manage- national Association of Classification So- The S/R American Progress, a 575-ft., ment and marine services com- curacy was verified by Maersk cieties (IACS, Ltd.) can accept testing 30,000-gt, double-hull U.S. flag tank Wyoming’s own in-line mass flow meter. pany, with effect from October 1, results in accordance with the relevant ship, operated by SeaRiver Maritime, 2009. He replaces Dr. Mike The FuelTrax-based system provides marine testing standards from Curtis- Inc., has been accepted into the USCG’s real-time measurement of bunker deliv- Kennedy, who assumes the role of Straus; in most cases without the need for Shipboard Technology Evaluation Pro- MD of Hellespont Consultants. eries irrespective of product type, viscos- a Surveyor to witness the testing. gram (STEP) to demonstrate the use of ity, or temperature. 48 Maritime Reporter & Engineering News MR OCT. 2009 # 7 (49-58):MR Template 10/1/2009 11:07 AM Page 49

EXHIBITION SNAME 2009 PREVIEW SNAME Annual Meeting & Expo ‘09 The Society of Naval Architects and Engineers (SNAME) Annual Meeting Focused Panel Sessions and Expo is set for October 21-23, 2009, The focused panel sessions at the SNAME Annual Meeting and Expo will feature four timely topics: at the Rhode Island Convention Center in Providence, RI, and this year’s event has Electric Ships – a calendar packed with technical papers, Three Shipbuilders’ Perspectives • Thursday, Oct 22, 8.30a-10.30a exhibits and social functions that are sure The age of the electric ship is upon us. Both naval to attract a broad cross section of the mar- ships and commercial vessels are increasingly using integrated power systems employing electricity to itime industry. The core of the SNAME power propulsion and ship service systems. These Annual Meeting is of course the technical new capabilities offer opportunities to radically papers, and this year’s presentation prom- change the types and number of ships comprising future fleets meeting economic and security de- ises to be outstanding, covering a wide mands in very dynamic and interdependent business range of ship design and production top- and defense environments. ics. Abstracts of all 2009 technical papers Ocean Alternative Energy can be viewed at: • Thursday, Oct 22, 8.30a-10.30a www.snameexpo.com/2009/confer- The age of energy extraction from the ocean is changing form. Up until these last few years ocean ence/SessionPapers.asp. The full text of energy was often equated with offshore energy, each paper will be available online to reg- meaning the extraction of oil and gas offshore. But istered attendees. the new identity is the extraction of usable energy from the energies of the ocean itself, including tides, currents, waves, thermal layers and the winds blowing over the ocean surface. How is this to be Schedule of Events accomplished is the question this special panel ses- (Following are a selection of highlighted events. sion will start to develop. For exact times and full details, visit: www.snameexpo.com) nologies will give insight into the latest technology available from exhibitors. Unmanned and Autonomous Tuesday, October 20th, 2009 6:00pm—8:00pm Ships of the Future 10 a.m. Golf Tournament • Friday, October 23, 2.30p-4.30p PRESIDENT’S RECEPTION Student Job Fair As we continue to expand our ocean horizons there Triggs Memorial Golf Course, 1533 Be there for the first networking op- Many employers are seeking students, are tremendous opportunities for the application of Chalkstone Avenue, Providence, RI, Tel: robotics, in and on the sea. Both remote-piloted and portunity of the conference by attend- and at the SNAME Annual Meeting stu- 401-521-8460; web: www.triggs.us autonomous vehicles are already deployed to carry ing the popular President’s Reception, dents can attend a Job Fair specifically out a range of tasks and new vehicles and new ca- $75 per golfer; $20 students held in the Expo Hall. An assortment of for them to meet with various companies pabilities are developing at a fast pace. The advent of unmanned ships being used for ocean transport food and two complimentary cocktails in the maritime industry ready to review and other duties, both naval and commercial, is Wednesday, October 21st, 2009 will be available throughout the Expo their needs and openings for full time seen as a possibility and something worth exploring COURSE 1 – Early Phase Ship Design although many technical and non-technical hurdles Hall, providing a wonderful opportu- new hire positions and intern/co-op posi- All courses are expected to be approved remain. This panel session will explore these oppor- nity to enjoy a special preview of the tions and arrange interviews. tunities and discuss the hurdles. for continuing education credit. SNAME Maritime Technology Expo Efficient Shipping in the exhibits while networking with new COURSE 2 – Marine Engineering for 7:15pm – 9:30pm Greenhouse Gas Era Commercial and Naval Ships friends and colleagues. ANNUAL BANQUET • Friday, October 23, 2.30p -4.30p We look forward to your presence and yet Mitigation of climate change through reduction in All courses are expected to be approved CO2 emissions will require a global effort affecting for continuing education credit. another opportunity to network with col- all industries. Although shipping is a highly efficient Thursday, October 22nd, 2009 leagues and business associates. The An- mode for transporting cargo, expansion of international trade arising from globalization has led to sub- COURSE 3 – Sailing Yacht Perform- PRESIDENT’S WELCOME nual Banquet will feature presentation of stantial increases in CO2 emissions from ocean ance Analysis President Keith Michel will welcome the the Society’s most prestigious awards for shipping. At this panel session, presentations will All courses are expected to be approved membership to the 2009 SNAME Annual outstanding accomplishments in the ma- cover the background to CO2 emissions from shipping and the work being done at IMO, explore the for continuing education credit. Meeting & Expo at 8:00 AM. rine field, as well as a noted principal challenges in developing effective design practices speaker. to achieve desired emission reductions and review Student Social & Student Congress Innovation Sessions some of the innovative energy efficiency develop- Attire: Business ments being deployed by a leading shipowner. Design Competition Presentations on new products and tech- Ticket: Required.

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PRODUCT TECH FOCUS Pressure Transducers Meet the MM Series A new line of Micro-Machined Silicon The function of a pressure transducer is foil or a semiconductor. Metal foil de- High performance pressure transducers pressure transducers, the MM Series to convert pressure into an analog or dig- vices are typically made from nickel- are used for critical applications in a wide from Omegadyne of Sunbury, OH, is de- ital electrical signal, from which a read- chrome or copper-nickel alloy foils, variety of applications. These range from signed to revolutionize a product cate- ing can be derived. There are a number arranged in a grid pattern and utilize the R&D lab equipment to submarine instru- gory. The MM Series is available in more of technologies that can be used for this, change in resistance resulting from de- mentation, from medical equipment to than a million different configurations, and for military, aerospace, and industrial forming the foil elements. Semiconduc- advanced military and commercial air- with lead times of two weeks or less. Pic- applications, the strain gage is a popular tor devices use a silicon or germanium craft, from industrial processes to aero- tured are typical models from the large technology. The most widely used strain strain gage and utilize the piezo-resistive space hardware. The physical conditions number of choices. gages are constructed from either a metal properties of these materials. of these applications vary dramatically as

Maritime Associates Patrick 3x3 4c

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MEMS Characteristics to passive or analog methods, according blocks that can be incorporated into a These small electro-mechanical ele- to the manufacturer. The electro-me- fully ruggedized pressure sensing family ments have high outputs, and their ther- chanical elements lend themselves to of products. At Omegadyne this config- mal characteristics are repeatable and are modular interchangeable concepts. The urable product is called the MM Series of suited to a number of different methods silicon-based piezo-resistive sensing ele- pressure transducers. Build your own of temperature compensation ranging ments are packaged in such a way as to transducer at: http://omegadyne.com/ from digital techniques, to look up tables, create modular interchangeable building config/cfg_type.html

MM Series Micro-machined Modular Technology Pressure Sensors.

(Image courtesy Omega Engineering Inc., Stam- ford, CT, www.omega.com) do the requirements for the physical packaging, signal conditioning, mechanical interface and media compatibility. To make matters even more complicated, there are many different types of pressure measurement to choose from. MicroElectroMechanical systems – or MEMS – is Omegadyne’s proposed solution to certain areas it considers draw- backs. MEMS are mechanical silicon structures that can be fabricated at the wafer level. Characteristics such as high sensitivity, small size, low signal to noise, excellent repeatability and low hystere- sis, high overload, high yields, process repeatability have made Micro Machine Silicon the sensing element of choice for building reliable, flexible and stable pressure sensing devices, according to Omegadyne. MEMS are a combination of manufacturing processes that may be used to build thousands of small mechanical elements on a silicon wafer using very large scale integrated circuit processing – building blocks of high performance pressure transducers, according to Omegadyne. A silicon wafer can hold thousands of these building blocks, each device performing almost identically to its neighbor as a result of using identical wafer fabrication processing and post wafer fabrication processing. These processes integrate the mechanical characteristics of silicon with the electronic characteristics of silicon, on a single silicon substrate The combination of the elastic properties and the ability to diffuse strain gages into the internal lattice of silicon using ion implantation gives rise to the micro- machined silicon strain element where molecularly embedded piezo-resistive strain gages measure the strain induced by pressure in the diaphragm. Omega- dyne uses a number of micro-machined silicon designs for both gage, absolute, differential and compound pressure sensors that are fabricated in a state-of-the- art Wafer Lab.

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PRODUCTS CADCAM

AVEVA Astilleros ARMON Vigo Uses AVEVA Marine Spain’s Astilleros ARMON Vigo produces specialized rine is being used for the entire design process of this vessels for tasks such as offshore supply, and increas- vessel, from initial design to production.” ingly important market for this Spanish shipyard. Earlier “One notable result,” he said, “is that the formaliza- this year, the shipyard delivered the new bulk carrier, tion of design and production work has improved. Out- Finita R, to its owner. Two other vessels are currently fitting design now has a 3D model of the ship structure under construction in the two slipways, and AVEVA Ma- to base the design on. An important factor is that we can rine is being used for the design of both. The Vigo region generate clash-free designs to avoid clashes in the com- of Galicia, in the northwest, is arguably Spain’s most plicated areas of the ship. The mechanisms for copying important shipbuilding area, with 14 active shipyards. structural elements save design time. Even if the hull Vigo is also a famous harbor for the frozen fishing in- form varies, similar structural elements can be copied dustry. Juan Manuel Paíno, the Yard Director, explained between different parts of the ship, reducing the time the changes the shipyard is making in response to the AVEVA Marine 3D models of an offshore supply needed for the design of such structural elements. The challenges to be met in building this new type of vessel. vessel. Images courtesy of Astilleros ARMON Vigo. accuracy of the 3D model means fewer mistakes in pro- “The trend,” he said, “is towards ships which are bigger and was used for the outfitting design of a supply vessel, duction. One example of this is the cutting of profiles, and more complex. Today, a 40-m supply ship has the for which the steel structure had already been designed where the cutting data is extracted directly from the 3D same propulsion power as a 60-m vessel of a few years in a 2D system,” Juan Manuel said. The steel structure model.” Juan Manuel Paíno also said that, for the time ago. The length is the same, but the beam is bigger. And was imported from the 2D system into the 3D AVEVA being, the following production documents and data the demand on outfitting is higher because there is more Marine ship model, for use as a reference when design- files are extracted from the system: equipment to be fitted into the same area. We needed a ing the outfitting. “AVEVA Hull was then implemented more complex outfitting design system, and we selected in May 2008 for our next project, the design of an An- • NC files for the control of plasma cutting machines AVEVA Marine because of its advanced outfitting fea- chor Handling Tug Supply vessel for an Italian offshore • NC files for the control of a pipe-bending machine tures. We also wanted to move from 2D to 3D. To be company. This type of vessel contains a lot of piping, • Weight, centre of gravity, material take-off, and able to work with concurrent engineering, it had to be a and space onboard is critical. In this project, we are aim- material lists for steel and piping system which integrated the steel structures and outfit- ing for concurrent engineering, with the steel structure • All production drawings – nothing is done manually ting disciplines. AVEVA Marine fulfilled all our re- and outfitting design working in parallel. The design • Workshop drawings, erection drawings, quirements.” work started in May 2008 after a few weeks of training, subassembly drawings, block drawings. “AVEVA Outfitting was implemented in January 2008, and first steel was cut at the end of August. AVEVA Ma- www.aveva.com

SENER SHIPCONSTRUCTOR SOFTWARE INC. UNL-built Escort Tug Design Oil Rigs in Record Time SENER developed the detail engineering of hull struc- Thirteen months after initiating training for new 3D ture and outfitting for the escort tug that will be built at CAD/CAM software, Lamprell Energy launched the LT- Union Naval Valencia (UNV) Shipyard. The tug SMBC 116E Jackup Rig. The entire project was completed in Monterrey is the first of four, with two for Moran Tow- 18 months. In a paper delivered at the International Con- ing and a pair for Costa Azul. The scope of the project ference on Computer Applications in Shipbuilding developed by SENER includes the hull forms fairing, (ICCAS) held in Shanghai, Dr. Oskar Lee explains how the definition of the ship 3D model and the generation these shipyards have managed to achieve such impres- of all the necessary information for manufacturing and sive results. According his analysis, the most success- assembling, using its own FORAN CAD/CAM System. ful shipyards link the geometry and associated material The 32 x 13.2m azimuth-propelled escort tug has a data from 3D models to databases such as ERP systems depth of 5.5 m and was designed for a highly efficient so that information can accurately be shared and used by performance in the areas of ship-handling, escort, oil re- various departments to plan efficient production. In this covery and firefighting. The design draft is 40m and its way, critical path issues are identified and resources ef- speed is 13.5 knots. fectively deployed. His research also indicates that ef- The close collaboration between UNV and SENER fective change management is important due to frequent began twenty years ago, and has allowed SENER to de- modifications requested by owners and class societies. sign and develop a wide variety of tugs and also other To accommodate, Dr. Lee observed that the most suc- types of ship. A good example is the project developed cessful yards in his study use complete models consist- by SENER for the new tug for high-seas towage and sal- ing of geometric and attribute information. Each model vage for the Spanish SASEMAR (Maritime Salvage and was not merely a drawing or a series of drawings. Security Society). UNV shipyard has already built a se- Rather, the model was contained within a database from ries of four sister ships and will build another series of which drawings, machine cutting code and other infor- three. The scope of the project developed by SENER in- mation could automatically be derived and shared cluded the contract, basic and detail engineering of amongst various departments. This dramatically sim- structure and outfitting. SENER has recently developed plified the ability to accurately make changes, thus in- different levels of engineering for other tugs for UNV creasing productivity. All of the shipyards in Dr. Lee’s shipyard, such as the two Voith escort tug for Grupo study used ShipConstructor software during the detail Boluda and another two for Shetland Island Council. design process. www.foran.es Email: [email protected]

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INTERGRAPH 121.5 x 26-m construction support ves- Shin Kurushima Dockyard sel, outfitted at Aker Yard Langsten and AUTOSHIP Gets SmartMarine 3D designed and equipped by Rolls Royce (RR). The ship was built according to M/V Galatea is Full Speed Ahead Japan’s Shin Kurushima Dockyard DNV’s environmental class ‘Clean De- Cut Italian Agency (SKDY) recently standardized on Inter- sign’. Onboard is the RR hybrid propul- Autoship Systems Corporation (ASC) announced the launching of M/V Galatea, a graph SmartMarine 3D design and engi- sion system combining diesel electric and 24m research vessel built for the ARPA (Environmental Protection Agency for the neering software after a two-year mechanical transmission, designed to Sicily Region), designed and built using ASC’s entire CAD/CAM software suite. benchmark study, the company reports. make it fuel efficient with minimal ex- The ASC CAD/CAM suite, including: Autoship (hull and superstructure design); In fact, based on the productivity experi- haust emissions. Catalytic converters on Autohydro (stability & strength calculations); Autostructure (internal structural de- enced in the benchmark study, the ship- the generator sets reduce the nitrogen sign),; Production Manager (nesting & stock management); Autopower (resistance builder expects further improvements in oxide by 95 percent. The vessel’s bollard and powering prediction); and Autoplate (plate design, expansion and management productivity and production planning pull of 423 tons can create 2.5m ditches system). using the automated structure detailing pulling a remote controlled plough on the www.autoship.com within SmartMarine 3D. Central to the seabed laying pipeline in just one proce- company’s decision, however, was the dure. Farstad has installed Autoload on M/V Galatea, 24m Research Vessel. ability to shave cost and boost efficien- all of its vessels since 2000 and the com- cies via a global workshare connection to pany recently decided to purchase the its offices in Indonesia. The SmartMarine program fleet wide. ASC’s Autoload Sta- 3D implementation will encompass the bility and Load Planning software is in- entire SKDY enterprise, including its stalled on more than 600 vessels yards in Onishi, Hashihama, Ujina, and worldwide. The program is designed to Toyohashi, Japan, and offices in Indone- offer a simple display of key hydrostatic sia, with specific focus on worksharing values that are critical for safe vessel capabilities across Southeast Asia. Ship loading. With minimal input from the modeling will be managed in a central lo- user, the program is designed to provide cation, and SmartMarine 3D workshar- a quick, accurate assessment of the ves- ing capabilities will permit design sel’s current stability status, loads and reviews and changes to be seamlessly important margins. The user is then free shared from various locations throughout to make decisions while the computer the entire ship design process, from ini- takes care of the mathematical complex- tial design through the manufacturing ity. phase. SmartMarine 3D is the modeling and visualization component of Inter- www.autoship.com graph’s SmartMarine Enterprise portfo- lio which is conceived to provide all the capabilities needed to design and build offshore structures or ships from design to fabrication to operations and maintenance – all in a single, integrated environment. It is a data-centric, rule-driven solution for streamlining design processes while preserving existing data and making it more useable/re-useable over the operation, maintenance and modification life cycle of the device. www.intergraph.com

AUTOSHIP SYSTEMS CORP. Far Samson Sails With Autoload Farstad Shipping, a major supplier of large, modern offshore support vessels based in Ålesund, Norway, took delivery this year of a highly celebrated ship, Far Samson, which has already made many “ship of the year” lists. Far Samson sails with Autoload onboard stability software from Autoship Systems Corp., a key plank in the company’s package of products designed to take complex tasks and present them in a user friendly, intuitive graphical interface. Far Samson is a

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PRODUCTS

Smallest TDI TurboTwin Chevron Lube Targets Tier Four Chevron’s Delo brand of engine oils, lubricants and coolants offers a new member, Delo 710 LE (Low Emissions) SAE 20W- Turbine Air Starter 40 – a marine lubricant designed with tier-four engine compliance in mind. Chevron Delo 710 LE is specifically formulated for use with Low Sulfur Diesel (LSD) and Ultra Low Sulfur Diesel (ULSD) fuels and new low emission engines. It employs new dispersants, detergents and oxidation inhibitors, intended to provide outstanding oil life and reduced ash content. In fact, Delo 710 LE reportedly cuts ash levels in half – over previous generation Delo 6170 CFO – significantly reducing emissions, according to Chevron. The SAE 20W-40 lubricant can also help reduce oil consumption by 15-20% (degree of oil consumption reduction will vary depending on engine duty cycle) compared to single-grade oils. Email: [email protected]

TDI released its new TurboTwin T20 Turbine Air Starter, becoming TDI’s smallest air starter with configurations as small as 6 in. long, but being able to start engines as large as eight liters. “One configuration is just six inches long, de- livering over 15 Hp (11Kw) and operating on an amazingly low 20 psi supply air,” said Dave Rawlins, Director of In- dustrial Products for TDI. Of particular significance is the T20’s low pressure capability. The unit weighs 18-22 lbs. (8.2- 10.2 kg), delivers up to 100 ft lbs. (74 Nm) of stall torque, runs on both air and natural gas, and will start diesel and gas engines up to eight liters in size. In addition, the T20 is available in many more configurations and mountings and is easily configured to John Deere 4045, Cum- mins 5.9, Caterpillar 3304 and 3306, Ford 460, and Continental TM27 engines. Email: [email protected]

Kongsberg GL-300 Tank Monitoring Solution

Kongsberg Maritime updated the K- Gauge system with a new GL-300 Tank Monitoring solution. Complete with new sensors designed by Kongsberg Mar- itime’s in-house sensor technology unit, GL-300 is designed to be fully integrated with Kongsberg Maritime’s class-leading K-Gauge tank management and K-Chief automation systems, sharing Operator Stations (OS) and I/O units for other cargo instrumentation. It is a modular solution based on a new, highly accurate Radar Tank Gauge, Cargo Temperature Unit and a Signal Processing Unit cen- trally located for each tank. www.km.kongsberg.com

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New Technical Guidelines The product is designed to be environ- to offer a unique contact less design for dard and up to 5% with additional high Rockwool Ma- mentally friendly and easily applicable user-friendly, intuitive guest interaction range applications packaging. All process rine and Offshore for marine use. and unsurpassed security. The system analyzers in the Model 1000 Series em- offers a manual www.noxudolusa.com uses VingCard’s exclusive anti-cloning ploy Detcon's 3-Electrode Electrochemi- with information technology for all guest and crew cards, cal sensor element and feature a on the marine and Leak Detection Dye making it virtually impossible for key- microprocessor-based signal-condition- offshore construc- Tracerline Dye-Lite cards to be cloned and used. Upgrading ing transmitter with local digital display, tions and technical All-In-One full-spec- to an RFID based card system is efficient fault supervision, calibration mode indi- installations, trum fluorescent dye is and cost-effective as only the card reader cator, 4-20mA, alarm relays and RS-485 guidelines for the installation process, designed to pinpoint is replaced. The new RFID reader is sim- serial port outputs. recommendations for fire, acoustic and leaks in oil and oil- ply attached to the outside of the lock and www.detcon.com thermal insulation and it offers an based fluid systems, in- the previous slot for the magnetic stripe overview the product range and certifi- cluding engine oil, fuel, keycard is covered by the new reader. cates. The Technical Guidelines guide the automatic transmission www.vingcard.com reader through the world of Marine and fluid, power steering offshore insulation by making use of easy and petroleum-based Detcon High Range explanations, recognizable symbols and hydraulic fluid. All-In- Analyzer illustrations. For each issue there is a tex- One dye contains two distinct fluorescent Detcon’s new High Range Model 1000- tual description of the solution accompa- dyes: one which fluoresces best under ul- H2S Process Analyzer is designed to pro- nied by a visual description. traviolet light and another designed for vide continuous, accurate real-time www.rockwool-marine.com blue light. measurement of hydrogen sulfide gas www.tracerline.com concentrations in a wide variety of gas Noxudol 3101 Sound streams. It has a reported measurement Damping Upgrade Kit for range of 0-1,000 ppm with up to 2% stan- Noxudol 3101 VingCard Locks is a water-borne VingCard Marine of- sprayable, roll-on fers upgrading of its sound damping electronic locks to be compound for- operated by contact less mulated to cards (RFID cards). dampen un- VingCard Marine’s wanted noises RFID system employs and vibrations. cutting-edge technology

New Metallic Vaporproof Fixture Phoenix Products Company announced the release of the Metallic VP Series in- candescent light fixture. The Metallic VP Series are UL and ABS listed, marine- rated fixture for use in outdoor marine environments such as vessels, offshore platforms, U.S. Navy ships, tankers, exploratory drill ships, and wastewater treatment plants. The Metallic VP Series is made of heavy-wall cast brass or ultra-low copper content marine grade aluminum. A long life silicone gasket provides a pos- itive seal against moisture and dirt infiltration. Re-lamping and other maintenance is easily accomplished by removing the guard and globe by hand. All hardware is stainless steel to prevent corrosion in rough marine environments. There are two globe lengths available. The 6 in. globe accepts up to 100W A-style lamps and the 7 in. globe accepts up to 150W A-style lamps. www.phoenixproducts.com

Hitachi, Mitsubishi Collaborate on ClearBallast Hitachi Plant Technologies, Ltd. and Mitsubishi Heavy Industries, Ltd. were granted final approval by the IMO for their jointly-developed Hitachi Ballast Waster Purifi- cation System (ClearBallast) in accordance with the Procedure for approval of ballast water management systems that make use of Active Substances. ClearBallast was designed to apply the type of coagulation typically used at water purification plants to remove plankton and bacteria in combination with magnetic separation technology developed for the removal of algae from lakes and rivers.

Deutsch Industrial Micro Connect Series LADD Industries released the Deutsch Industrial Micro Connect Series of unsealed, high pin density, small wire gauge connectors. The connectors are available in two shell sizes and seven pin arrangements covering wire gauges from 16 to 26 awg. The IMC Series connectors use gold plated contacts, making them ideal for low voltage and data transmission applications.

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56 Maritime Reporter & Engineering News MR OCT. 2009 # 7 (49-58):MR Template 10/2/2009 2:28 PM Page 57

DIRECTORY CAD/CAM

3Wi Technologies think3 ShipConstructor is a world leader in com- www.cadncam.com www.think3.com prehensive and flexible CAD/CAM soft- tel: +919427602297 tel: +91-80-9880179882 ware for the shipbuilding and offshore industries Products: AutoCAD-based 3D AeroHydro, Inc. Herbert Software Solutions software solution for modeling and ship- www.aerohydro.com www.herbertsoftware.com yard production tel: 207 244 4100 tel: 510-8149065

Autoship Systems Corp. www.autoship.com tel: 604-254-4171 Autoship Systems Corporation's suite of marine engineering software offers a truly integrated approach for every step of the CAD/CAM process from generating hull lines through to nesting of parts.

AVEVA www.aveva.com 12 Series - the complete shipbuilding solution:AVEVA Marine is a set of integrated marine design and production applications. It provides the fastest, most productive and risk-free way to design and build large, complex ships and offshore vessels.

CADMATIC www.cadmatic.com

Creative Systems Inc. www.ghsport.com Marine software - Naval architecture software - Ship stability software - Trim and stability software - Longitudinal Strength software - Marine salvage software - Onboard load calculator - Ground reaction - Oil spill - Tank soundings - Sounding tables - Ullage tables - Grain stability - Offshore platform stability - Probabilistic damage stability - Water on deck - Cargo vessels - Oil tankers - Fish- ing vessel safety - Tugboats - Integrated tug and barge - Dry docks - Naval ships - Submarines - Drilling units - Passenger vessels - Naval architects - Yacht designers - Salvage engineers

Donald L Blount and Associates www.dlba-inc.com tel: 757-545-3700

Intergraph www.intergraph.com tel: 1.800.345.4856

NEi Software www.neisoftware.com tel: 714/899-1220 X 205

ShipConstructor Software Inc. www.shipconstructor.com tel: 250-479-3638

Sener www.sener.es October 2009 www.marinelink.com 57 MR OCT. 2009 # 7 (49-58):MR Template 10/1/2009 1:58 PM Page 58

This directory section is an editorial feature published in every issue for the convenience of the readers of MARITIME REPORTER. A quick-reference readers' guide, it includes the names and addresses of the world's leading manufacturers and suppliers of all types of marine machinery, equipment, supplies and services. A list- BUYER’S DIRECTORY ing is provided, at no cost for one year in all issues, only to companies with continuing advertising programs in this publication, whether an advertisement appears in every issue or not. Because it is an editorial service, unpaid and not part of the advertisers contract, MR assumes no responsibility for errors. If you are interested in having your company listed in this Buyer's Directory Section, contact Mark O’Malley at [email protected]

AUTOMATION AND CONTROLS In-Place Machining, 3811 N. Holton St., Milwaukee, WI Juniper Industries, 72-15 Metropolitan Ave., Middle PASSIVE FIRE PROTECTION Technical Marine Service,Inc., 6040 North Cutter Circle, 53212, USA Village, NY 11379, USA , tel:718-326-2546, fax:718-326- Microtherm, 3269 Regal Drive, Alcoa, TN , tel:865 681- Suite 302, Portland, OR 97217-3956, USA , tel:503-285- DECK FITTINGS 3786 0155, fax:865-681-0016, [email protected] 8947, fax:503-285-1379, SBrox@tms-usa,com contact: Baier Marine, 1914 N 34th Street Suite 502, Seattle, WA , HOISTS contact: Alyssia Bostrom, www.microtherm.us Steve Brox, www.tms-usa.com tel:206 709-1500 ext. 223, fax:206 632-2441, Coastal Marine Equipment, 20995 Coastal Parkway, PROPULSION EQUIPMENT BARGE FABRICATION [email protected] contact: Alex Smith, Gulfport, MS 39503-9517, USA , tel:228-832-7655, Motor-Services Hugo Stamp, 3190 SW 4th Avenue, Ft. Signal International LLC, 1011 S.Hwy 6, Ste 108, Houston, www.baiermarine.com fax:228-832-7675, [email protected] Lauderdale, FL 33315, USA TX 77077, USA DECK MACHINERY- CARGO HANDLING contact: Ralph Waguespack, PROPULSION EQUIPMENT AND BEARING- RUBBER, METALLIC, NON- EQUIPMENT www.coastalmarineequipment.com SERVICES METALLIC Coastal Marine Equipment, 20995 Coastal Parkway, HVAC Sound Propeller Systems, LLC, 9130 15th Pl.S Suite A, Cooper Bearings, 5365 Robin Hood Road Suite B, Norfolk, Gulfport, MS 39503-9517, USA , tel:228-832-7655, Jamestown Metal Marine Sales, Inc, 4710 Northwest 2nd. Seattle, WA , tel:206 392-0021, fax:206 392-0026, VA fax:228-832-7675, [email protected] Ave., Boca Raton, FL 33431, USA [email protected] contact: Norm Hansen, BOAT BUILDING AND DESIGN contact: Ralph Waguespack, INTERIORS www.soundpropellersystems.com Rivolta Group, 1765 Ringling Blvd. Suite 300, Sarasota, www.coastalmarineequipment.com Jamestown Metal Marine Sales, Inc., 4710 Northwest 2nd PROPULSION ORDER TELEGRAPHS FL , tel:941 954-0355, fax:941 954-0111, Skookum, P.O. Box 280, Hubbard, OR 97032, USA Ave., Boca Raton, FL 33431, USA Prime Mover Controls, 3600 Gilmore Way, Burnaby, BC [email protected] contact: Renzo Rivolta, DIESEL ENGINE- SPARE PARTS & Maritime Associates International, 3832-010 Baymeadows V5G 4R8, Canada www.rivolta.com REPAIR Rd. #407, Jacksonville, FL 32217, USA TANK LEVELING INDICATORS BOATBUILDER Motor-Services Hugo Stamp, 3190 SW 4th Avenue, Ft. LIFEBOATS/RAFTS Technical Marine Service,Inc., 6040 N.Cutter Circle Suite Washburn Doughty, P.O. Box 296, E. Boothbay, ME 04544, Lauderdale, FL 33315, USA , tel:954 763-3660, fax:954 DBC Marine Safety Systems, 101-3760 Jacombs Rd., 302 Portland,Ore 97217 , tel:503 285-8947, fax:503 285 USA 763-2872 Richmond, BC V6V 6T3, Canada 1379, [email protected] CAPSTANS DOOR LOCKS LIVING QUARTERS AND PUBLIC THRUSTER SYSTEMS SPACES Coastal Marine Equipment, 20995 Coastal Parkway, The Brass Works Inc., P.O. BOX 566, DeLand, FL 32721, Omnithruster Inc., 2201 Pinnacle Parkway Twinsburg, Gulfport, MS 39503-9517, USA , tel:228-832-7655, USA , tel:386-943-8857, fax:386-943-8810, VSS Industries, 7640 Wilbur Way, Sacramento, CA , Ohio 44087, Cleveland, OH 44139, USA , tel:330 963- fax:228-832-7675, [email protected] [email protected] tel:916 681 8677, fax:916 681 4867, 6310, fax:330 963-6325, [email protected] contact: Ralph Waguespack, ELECTRIC MOTORS AND CONTROLS [email protected] contact: Duane Tucker, contact: Kurt Widmer, www.omnithruster.com www.coastalmarineequipment.com Ward Leonard, 401 Watertown Road, Thomaston, CT www.vsscountertops.com TURBOCHARGERS LUBRICANTS CHARGE AIR COOLERS ENGINE AND COMPONENT ALIGNMENT ABB Turbo Systems, Bruggerstrasse 71 A, Baden , 3 Star Atlantic Radiator Ultra Sonic Cleaning Division, Dynamold, Inc., 2905 Shamrock Ave., Fort Worth, TX ExxonMobil Marine Lubricants, 3225 Gallows Rd, Switzerland 4358 N.Dixie Highway, Oakland Park, FL 78634, USA , 76107, USA , tel:817-335-0862, fax:817-877-5203, Fairfax, VA , www.exxonmobilmarinelubes.com WINCHES & FAIRLEADS MARINE FLOORING & ACCESSORIES tel:954 566-7403, fax:954 561-5946, [email protected] contact: Michael Peck, Coastal Marine Equipment, 20995 Coastal Parkway, [email protected] www.dynamold.com (IMO CERTIFIED) Gulfport, MS 39503-9517, USA , tel:228-832-7655, CONTROL SYSTEM- GALLEY EQUIPMENT Tuflex Rubber Products, LLC Marine Division, 2109 fax:228-832-7675, [email protected] MONITORING/STEERING Jamestown Metal Marine Sales, Inc., 4710 Northwest 2nd E.Palm Avenue Ste 201, Tampa, FL , tel:1 800-770-6008, contact: Ralph Waguespack, Omega Engineering, One Omega Dr., Stamford, CT Ave., Boca Raton, FL 33431, USA fax:813 875-2312, [email protected] contact: Kristy www.coastalmarineequipment.com 06907, USA , tel:203 359-1660, fax:203 968-7192, Maritime Associates International, 3832-010 Baymeadows Nash, www.tuflex.com WINDLASSES (ANCHORS) [email protected] Rd. #407, Jacksonville, FL 32217, USA MOORING PRODUCTS AND SYSTEMS Coastal Marine Equipment Inc., 20995 Coastal Parkway, CORDAGE HATCHES & DOORS PSI Marine, Inc., 3075 Shattuck, Ste 801, Saginaw, MI Gulfport, MS 39503-9517, USA , tel:228-832-7655, NAVAL ARCHITECTS, MARINE Yale Cordage, 77 Industrial Park Road, Saco, ME , Baier Marine, 1914 N 34th Street Suite 502, Seattle, WA , fax:228-832-7675, [email protected] tel:207 282-3396, fax:207 282 4620, tel:206 709-1500 ext. 223, fax:206 632-2441, ENGINEERS contact: Ralph Waguespack, [email protected] contact: Dick Hildebrand, [email protected] contact: Alex Smith, Bristol Harbor Group, Inc., 103 Poppasquash Rd., www.coastalmarineequipment.com www.yalecordage.com www.baiermarine.com Bristol, RI 02809, USA , tel:401-253-4318, fax:401-253- WINDOWS CRANKSHAFT REPAIR 2329, [email protected] Ark Marine LTD, PO Box 134 Fonthill, Ontario L0S 1E0

Products & Services ● www.MaritimeEquipment.com

58 Maritime Reporter & Engineering News CLASS MR Oct.2009:CLASS MR June 2009.qxd 10/2/2009 11:10 AM Page 59

Employment/Recruitment • wwwMaritimeJobs.com

straints DERECKTOR SHIPYARD located at 837 Seaview Avenue, Bridgeport, CT is looking for a 5.To constantly evaluate the balance between sub con- Senior Mechanical Engineer tracted activities and in house performance against the Engineer with 15 years of experience, specializing in creation of new divisions within the department to more large yacht systems and piping, with at least 5 years di- efficiently and cost effectively perform the projects at rectly managing direct reports. Regulatory experience hand VANE BROTHERS with the requirements of Lloyds Register and MCA. Pro- Over a Century of Maritime Excellence ficient in AutoCad and Microsoft Office applications. Good 6.To monitor and control the budget and budget-aware- communication skills with the ability to make technical de- Baltimore / Norfolk / Philadelphia ness within the department to ensure objectives are met cisions with confidence, responsible for the class-compli- within agreed limits 5)& 7"/& #305)&34 $0.1"/: is recruiting qualified ant completion of systems and piping engineering for candidates for positions on our brand new state-of-the-art large motoryachts. Will manage 5 mechanical engineers 7.To maintain awareness of new technologies and prod- marine transport vessels operating along the Northeastern providing technical direction and practical guidance. In- Atlantic Seaboard. We offer highly favorable work schedules – ucts that will increase the efficiency of the department teract with Project Management personnel on schedule 2 weeks on – 2 weeks off, as well as excellent opportunities for and continuously devise and improve methods to stay career advancement. and management issues, with Construction Management personnel on technical questions and deliverables to the ahead of the competition 5VH.BTUFSTBOE.BUFT trades, with Project Engineer to ensure deliverables are Must possess a valid Master of Towing Vessels near coastal Rola Hashem or greater endorsement. &YQFSJFODF XJUI QFUSPMFVN CBSHFT in accordance with specification. Assist with coordination OFDFTTBSZ New York Harbor experience preferred. with other engineering disciplines. Identify and assist in Solitaire United the resolution of compliance conflicts and interpretation Kuwait Kuwait .BSJOF&OHJOFFST issues. Liaise with customer representatives on engi- Chief engineers for Coastal and Inland tugboats. Must possess Phone: +965 22477237 a valid %%& (Designated Duty Engineers) license or greater. Valid neering issues related to the specification. Prioritize and ..% (Merchant Marine Document) required. Two years engine schedule of tasks to individual engineers to ensure deliv- Email: [email protected] room experience required. erables are completed on schedule. Interact and coordi- 5BOLFSNFO nate with sub-contract engineering firms and/or vendors Maintenance Administrator Current ..% and 1*$ endorsement required; experience for out-sourced deliverables. Drafting and design con- preferred. cepts and occasional details. Very competitive wages Job Location: USA Roymar Ship Management Inc., is an international dry If you have the skills and experience for any of our open positions, with excellent benefits including: Medical, Dental, Vision, please contact our 'MFFU3FDSVJUFSat or fax your Long/Short Term Disability, Life Insurance, 401K Retire- bulk ship management company managing a growing resumé to ment Savings, paid Holidays and vacations. fleet of 47 vessels. We are seeking candidates for our XXXWBOFCSPUIFSTDPN Visit our website: www.derecktor.com. main office based rewarding position of Maintenance E.O.E. – Derecktor is a drug free work place. Interested Administrator. applicants please fax your resume to (203)367-8259 email: [email protected] The ideal candidate will be an experienced licensed marine engineer with strong computer and organization skills. The position involves monitoring ship’s mainte- Operations Manager nance programs with special emphasis on critical Job Location: Kuwait, kuwait machinery ie, main engine, auxiliary engines, cranes A major diversified Industrial Contracting, Marine and etc: reviewing fuel oil and lub oil analysis reports and Trading company operating in Kuwait is looking for pro- recommending action plan to the vessels; monitoring fessionals to join their human capital team in order to fur- critical spare part inventory on each vessel; monitoring ther enhance the business. The company is the first ship- emergency /voyage repairs, technical projects etc. Ideal building and repair company in the Gulf (ISO 9001-2000 candidate will have strong knowledge and experience certified) and remains the market leader as well as one of with ABS NS5 or similar software systems. Seagoing the leading industrial companies in Kuwait, having made a experience as Chief Engineer is desirable. Excellent pay major contribution to the development of the country's and benefits. Looking for highly motivated, self starting is a prominent full-line Caterpillar equipment and commercial and industrial infrastructure. candidates with preferably a minimum of 5 years expe- engine dealer, and the provider of sales and service 1.To produce a departmental business plan in concur- rience marine engineering. support for MaK engines along the Northeastern US rence with Business Development Personnel to ensure seaboard. We have a challenging opportunity for a Company strategic objectives are met Please send resume to [email protected] or fax to (914) 793-2519 with the heading MA on all trans- 2.To develop a combined strategy between Operations missions. Large Bore Engine Technician and Tendering ensuring submitted bids are commensu- who has the ability to provide a high level of technical rate with local market conditions Human Resources service for marine customers and is willing to travel. TBS Shipping Services Inc./ Roymar Ship Management Please send your resume and covering letter by 3.To initiate evaluation and training programs for all per- 455 Central Park Ave. October 30, 2009 to: sonnel in order to meet Company business objectives Suite 308 Atlantic Tractors & Equipment Ltd. Scarsdale NY 10583 USA 4.To encourage and promote effective two way commu- Fax: (914) 793-2519 or FAX: (902) 468-4223 nication at all levels to ensure all personnel are aware of Email: [email protected] E-mail: [email protected] departmental and Company objectives and possible con-

October 2009 www.marinelink.com 59 CLASS MR Oct.2009:CLASS MR June 2009.qxd 10/2/2009 2:13 PM Page 60

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60 Maritime Reporter & Engineering News CLASS MR Oct.2009:CLASS MR June 2009.qxd 10/2/2009 11:19 AM Page 61

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October 2009 www.marinelink.com 63 MR Oct.2009 Ad Index:Layout 1 10/2/2009 3:18 PM Page 1

MARITIME REPORTER AND ENGINEERING NEWS ADVERTISER INDEX GET FREE INFORMATION ONLINE at: www.maritimeequipment.com/mr

Page# Advertiser Website Phone # Page# Advertiser Website Phone # 10 AG Marine ...... www.AGMarine.com ...... (253) 851-0862 13 Maersk Line, Limited ...... www.maersklinelimited.com ...... (703) 351-9200

30 AMC Search Ltd ...... www.amcsearch.com.au ...... 61 -3- 63354852 9 MAN Diesel SE ...... www.mandiesel.com ...... 49 821 3220

22 Americ Corporation ...... www.americ.com ...... (800) 364-4642 42 Marine Equipment ...... Please call us ...... (281) 447-8597

47 American Bureau of Shipping . . . .www.eagle.org ...... (281) 877-5800 50 Maritime Associates ...... www.marinesigns.com ...... (775) 832-2422

50 Anchor Marine ...... www.anchormarinehouston.com ...... (713) 644-1183 19 Marlink AS ...... www.marlink.com ...... 32 70 233 220

35 Autoship Systems Corp...... www.autoship.com ...... (604) 254-4171 55 MAST Global Conferences & Trade-shows. . .www.mastamericas.com ...... Please visit our website

7 Aveva ...... www.aveva.com ...... 44 0 1223 556655 22 Microtherm ...... www.microtherm.us ...... (865) 681-0155

12 CD Adapco Group ...... www.cd-adapco.com ...... Please visit our website 36,37 Military Sealift Command ...... www.sealiftcommand.com ...... (888) 228-5509

51 Cooper Bearings ...... www.CooperBearings.com ...... (757) 460-0925 4 Motor-Services Hugo Stamp Inc. .www.mshs.com ...... (954) 763-3660

30 Creative Systems ...... www.ghsport.com/support ...... (360) 385-6212 51 Navis Engineering OY ...... www.navinsincontrol.com ...... 358 9 2509011

21 Crowley - Titan ...... www.titansalvage.com ...... (954) 545-4143 22 Nordic Group ...... www.nordicship.com ...... (954) 524-0025

53 Crowley - Titan ...... www.titansalvage.com ...... Please visit our website 1 Omega Engineering, Inc...... www.omegadyne.com ...... (800) 872-3963

27,29,31Crowley Maritime ...... www.crowley.com ...... (904) 727-2301 18 Point Eight Power ...... www.pointeightpower.com ...... (800) 284-1522

54 Cruise Shipping Miami ...... www.cruiseshippingmiami.com ...... Please visit us online 57 Posidonia ...... www.posidonia-events.com ...... 30 210 428 3608

42 Dalseide, Inc...... www.rustibus.com ...... (832) 203-7170 16 PSI Marine, Inc...... www.tideslide.com ...... (989) 695-2646

45 Delta Wave Comm ...... www.deltawavecomm.com ...... (800) 706-2515 11 Saab TransponderTech AB ...... www.saabgroup.se ...... 013-18 80 00

50 Don Sutherland Photography . . . . .www.don-sutherland.com ...... (718) 447-3908 C2 Sea Tel ...... www.cobham.com ...... (925) 798-7979

53 Elliott Bay Design Group ...... www.ebdg.com ...... (206) 782-3082 39 SeaArk Marine ...... www.seaark.com ...... (870) 367-9755

46 Europort 2009 ...... www.europort.nl ...... Please visit us online 5 Signal International ...... www.signalinternational.com/barges ...... (281) 899-2122

14 Fincantieri Marine Group ...... www.fincantieri.com ...... (715) 735-9341 ext.6528 52 Skookum ...... www.skookumco.com ...... (800) 547-8211

11 FKAB MARINE DESIGN ...... www.fkab.com ...... 46 522 98100 56 SNAME ...... www.snameexpo.com ...... Please visit our website

51 Floscan ...... www.floscan.com ...... (206) 524-6625 16 Sohre Turbomachinery ...... www.sohreturbo.com ...... (413) 267-0590

43 GJ Wortelboer ...... www.wortelboer.nl ...... 31 10 429-2222 43 Steelways, Inc...... www.steelwaysinc.com ...... (845) 562-0860

38 GKN Driveline ...... www.aquadrive.com ...... Please visit our website 47 Strategic Marine ...... www.strategicmarine.com ...... 61 8 9437 4840

50 H.O. Bostrom ...... www.hobostrom.com ...... (262) 542-0222 12 TDI Tech Development ...... www.tdi-turbotwin.com ...... (937) 898-9600

23 Hayata ...... www.hayta.com ...... (877) 785-8437 17 Thrane & Thrane ...... www.thrane.com ...... Please visit our website

50 Hillhouse Industrial Marine ...... www.industrial-marine.com ...... (603) 934-8299 15 Total Lub Marine ...... www.lubmarine.com ...... Please visit our website

C3 Japan Radio Company ...... www.jrcamerica.com ...... (206) 654-5644 22 University of Wisconsin - Marinette www.marinette.uwc.edu ...... (715) 735-4343

35 Jeppesen Norway ...... www.jeppesen.com ...... 47 51 46 47 00 21 Vanguard ...... www.vanguardce.biz ...... 65 6266 1412

49 Jets Vacuum AS ...... www.jets.no ...... 47 70 03 91 00 25 VSS Industries ...... www.vsscountertops.com ...... (916) 681-8677

C4 Karl Senner, Inc...... www.karlsenner.com ...... (504) 469-4000 33 Wartsila Finland Oy - Ship Power .www.wartsila.com ...... Please visit our website

10 King Engineering ...... www.king-gage.com ...... (800) 242-8871 50 Western Machine Works ...... www.alliedship.com ...... (604) 929-7901

2 Kobelt ...... www.kobelt.com ...... (604) 590-7313 39 World Wide Metric ...... www.worldwidemetric.com ...... (954) 321-0784

41 Kral AG ...... www.kral-usa.com ...... (704) 814-6164 3 Yale Cordage ...... www.yalecordage.com ...... (207) 282-3396

45 Llebroc Industries ...... www.helmchair.com ...... (800) 284-5771

The listings above are an editorial service provided for the convenience of our readers. If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]

64 Maritime Reporter & Engineering News COV2,C3&C4 MR OCT. 09:COV2,C3&C4 MR May.09.qxd 9/29/2009 10:58 AM Page 2

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