MARITIME REPORTER & Engineering News(Apr2010)

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MARITIMEREPORTER

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Deepwater Report

$167B Capex in Next 5 Years

Profile

Hornbeck Offshore Holds Steady

Trailblazer

Shell’s Kent Stingl in Brazil

Workboat

Moran Turns 150

Navy

Brazil’s Nuclear Sub Program

Technical Challenges, Rich Rewards

OffshoreDeepwater

April 2010

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

TABLE OF CONTENTS

FIVE MINUTES WITH THE VP OF KVH INDUSTRIES

8 Jim DodezModern communications technologies have helped to revolutionize the maritime market, andas product and service becomes smaller, cheaper and faster, the sky is literally the limit.

WORKBOAT PROFILE

26 Moran Towing 150 Years & CountingThe workboat industry as we know it was barely 10 years old when Michael Moran began tow-ing cargoes through the Erie Canal. • Article & Images by Don Sutherland

INTERNATIONAL NAVY REPORT

32 Brazil’s Nuclear Submarine PlanBrazil’s plan to build a nuclear submarine dates more than 30 years, but a recent contract withFrance’s DCNS has put the package for conventional and nuclear powered ships on the fast-track. • by Claudio Paschoa

OFFSHORE ANNUAL

40 Deep & DeeperAs oil majors scramble to claim valuable subsea territory, Thom Payne, a Senior Analyst atDouglas-Westwood, analyzes prospects for the coming five years.

44 HOS Remains Steady AheadDespite a global economic crisis and offshore O&G slowdown, Todd M. Hornbeck has Horn-beck Offshore Services on solid financial footing and steaming ahead. • by Greg Trauthwein

26

22

WRITERS Bryant, Mitchell, Tamez, Quadvlieg, Payne

GOVERNMENT UPDATE

18 Discharges from Small Commercial Vessels• by Dennis L. Bryant, Maritime Regulatory Consulting

OFFSHORE UPDATE

21 Dynamic Positioning & Mariner Licensing• by Justin Mitchell & Carlos Tamez, Hill Rivkins LLP

EYE ON DESIGN

24 Dynamic Positioning in the Spotlight• by Frans Quadvlieg, MARIN

OFFSHORE REPORT

40 Deepwater Exploration Market Report• by Thom Payne, Douglas Westwood

COVER STORY

OFFSHORE ANNUAL

40 Going DeepWhile the world gets back tobusiness, the offshore oil andgas industry remains a light-ning rod for interest and activ-ity. Recently there have beenpolitical moves in the U.S. toopen additional drilling sitesalong the coasts. And globally,the push to discover and re-cover resources in increasinglydeep waters continues. Read our reports, starting on page 40.

Pictured on this month’s cover is the Anadarko-operated Independ-ence Hub, currently the world's deepest production platform in ap-proximately 8,000 ft of water. The project will be recognized nextmonth as OTC's Distinguished Achievement Award for Companies,Organizations and Institutions, for its innovative collaboration increating a coordinated infrastructure solution that provided accessto ultra-deepwater reserves, previously economically unfeasible.Natural gas from the project represents a 10% increase in the sup-ply from the Gulf of Mexico.

(Pho

to c

ourt

esy

Anad

arko

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EDITOR’S NOTE

What a difference 8,760 hours (1 year, forthose of you calculating) makes. Just 12months ago on this spot we were discussing

the potential expansion of offshore oil and gas devel-opment and exploration as “contentious”, based largelyon the Democratic political party’s historical resistancein this regard. Twelve short months ago was alsoviewed as the economic abyss in what is widely re-garded as the most deep and broad economic meltdownin 100 years. Today the world is largely in recoverymode, with most critical economic indicators, chieflyindustrial output and activity, on the upswing.

Late last month, as most of you already know, Ken Salazar, the U.S. Secretaryof the interior, announced a comprehensive strategy to strengthen the nation’s en-ergy security via the expansion of oil and gas development and explorationon the U.S. Outer Continental shelf. The Administration’s strategy calls for: de-veloping oil and gas resources in new areas, such as the Eastern Gulf of Mexico,more than 125 miles from Florida’s coast; increasing oil and gas exploration infrontier areas, such as the Arctic Ocean and the Mid and South Atlantic Ocean;and protecting ocean areas that are dubbed “too special to drill,” such as Alaska’sBristol Bay. “The plan we are proposing calls for 4 more lease sales in the Gulfof Mexico by 2012 and, in the years beyond, would open up two-thirds of the oiland gas resources in the Eastern Gulf while protecting Florida’s coast and criti-cal military training areas,” Salazar said in announcing the plan. MMS estimatesthat the Gulf of Mexico contains 36-41.5 billion barrels of undiscovered, eco-nomically recoverable oil and 161-207 trillion cubic feet of undiscovered, eco-nomically recoverable natural gas resources.

But the key phrase for many here is “we are proposing,” as there is still skep-ticism that the plans will pass Congressional and legal muster and come tofruition. Regardless, for those who doubted the willingness to open potentiallylucrative new pockets of energy exploration, recent developments have providedperhaps the first step in what will become a marathon to maximize our coun-try’s resources, and in turn deliver a historic jolt to all in the marine industry.

Industry associations that have a direct interest in the developments, includingthe National Ocean Industries Association (NOIA) and the Offshore MarineService Association (OMSA), roundly applauded the move for additional ac-cess, and even noting that such developments could have a positive effect on thedevelopment of renewable energy programs offshore as well.

On a personal note, it is with mixed emotion that I re-port Phil Kimball (pictured right) has announced hisplans to retire from his post as executive director of theSociety of Naval Architects and Marine Engineers(SNAME). During his 12-year tenure Phil has workedtirelessly and with great enthusiasm for the benefit ofthe society and the industry. During my tenure withMaritime Reporter I have found Phil to be an invalu-able resource of knowledge and insight, and a goodfriend as well. While I will miss our regular interac-tion, I wish him a long, healthy and prosperous retire-ment — and invite you to do the same — as he directshis boundless good spirit and effort to-wards matters of family, sailing and hisbeloved homestead in New Hampshire.

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There’s optimism,” said Ken Wells,president, Offshore Marine ServicesAssociation (OMSA) said of future in-creased shelf activity. “I don’t know ifwe’re far enough into it yet to knowwhat impact it will have. One of thereasons that activity hasn’t happened asaggressively yet is restricted access tocapital. As we see better access a lot ofthings could begin to move.”

Movement could begin with Presi-dent Obama’s announcementto reversebans on drilling in the eastern Gulf ofMexico, along the southern Atlanticcoastline and a part of Alaska.

More positive news from Washingtoncould ease uncertainty among decisionmakers leery to invest in an industry,which had previously received few sig-nals from the Administration and hadto deal with perceived threats, such ascap-and-trade legislation. Some offi-cials remain skeptical, however. “It’s afrustration all of us share,” said JoeBennett, Executive VP and Chief In-vestor Relations Officer, Tidewater Inc.“How long have we heard this storyand what has happened to encouragemore drilling in the United States?Nothing. Nothing new is happening.It’s frustrating to know the opportuni-ties are there and the industry cannottake advantage of them.”

Following the announcement, Ben-nett told the (New Orleans) Times-Picayune Tidewater “hopes (expandedoffshore drilling) does come to pass.We’ll be well-positioned if it does.”

OMSA also indicated its support forthe President’s plan stating: “This willhelp America achieve energy inde-pendence and create jobs at the sametime.” However, some lawmakers re-main doubtful of the plan, which stillmust clear Congressional hurdles.

“As a big advocate of increasing off-shore drilling and lease sales, I hopethis is a good faith effort on the part ofthe President,” said U.S. Sen. DavidVitter, R-La. “But those lease salescould still be torpedoed in the courtsby environmental lawsuits unless wechange regulations to expedite thedrilling process.”

Interior Secretary Ken Salazarplugged the President’s announcementduring a visit to Superior Energy Serv-ices in Gretna, La., announcing an ex-

pedited lease sale of 18 million acres inthe Gulf of Mexico on Aug. 18. TheAugust sale territory is located from

nine miles to 250 miles offshore indepths ranging from 16 feet to morethan two miles. Interior officials esti-mate the region could produce 423million barrels of oil and 2.64 trillioncubic feet of natural gas. Also, Salazarindicated the Interior plans four more

Gulf lease sales by 2012 in areas alreadyapproved for exploration.

Areas included in the President’s planto expand exploration will require avote of Congress to drop the morato-rium that currently blocks drillingthrough 2022. — Matt Gresham

April 2010 www.marinelink.com 7

Optimism, Skepticism Greet Administrations plan for

Expanded Offshore Drilling


PROFILE FIVE MINUTES WITH JIM DODEZ, VICE PRESIDENT, MARKETING & STRATEGIC PLANNING, KVH INDUSTRIES, INC.

Please give a brief introduction toKVH and its offering.JD KVH Industries is a manufac-turer of satellite television and communi-cations systems and is also a broadbandsatellite communications serviceprovider. We offer vessels a variety of re-liable solutions for onboard internet ac-cess, telephone calls, and live satellitetelevision entertainment almost anywherein the world.

Which maritime niches do you findKVH at its strongest?JD We excel at offering affordable,turnkey, end-to-end solutions to cus-tomers who don’t have the time or staffto cobble together hardware from multi-ple manufacturers and those who can’tafford to risk their vital communicationsconnections. We are a broadband mar-itime satellite service provider that man-ufactures an end-to-end hardwaresolution. To support that solution, we alsosupport our own global satellite network,which makes KVH the only provider of-fering 60cm antennas on an FCC-ap-proved satellite network. Working closelywith our technology and business partner,ViaSat, we’ve created a network that of-fers maritime customers exceptional re-liability and seamless global coveragefrom a system that automaticallyswitches between satellite beams, and alevel of affordability and value that othermaritime VSAT companies can’t match.

What maritime niches do you believehold good potential going forward?JD Broadband communications inthe maritime market have been eitherprohibitively expensive or, in the case ofmaritime VSAT, have required equipmentso large that it was only practical on thelargest vessels. With our mini-VSATBroadband service, KVH has brought thesize and cost of maritime VSAT downand made it suitable for much smallervessels.

What key breakthroughs have advanced satcom in this market?JD The first technology break-through came with the launch of new,high-powered satellites that deliver af-fordable broadband data services to mar-itime customers. This has changed theway ships communicate with shore of-fices, enabling companies to exploit theefficiency of broadband communicationsfor everything from navigation and route

planning to engine monitoring and main-tenance and even improving crew morale.Inmarsat pioneered onboard broadbandcommunications. Innovative companiesadapted VSAT technology to maritimeapplications using stabilized antennas,which offered significantly lower costbandwidth to the vessels large enough tocarry their antennas. The next big technology breakthroughwas the introduction of spread spectrumtechnology, which enables satellite re-ception for dramatically smaller anten-nas. This breakthrough made maritimeVSAT a practical alternative for justabout any size vessel. Just as Inmarsatequipment has evolved from huge anten-nas to small Fleetbroadband antennas,modern maritime VSAT services nolonger need large 1-meter antennas toprovide fast, high quality service. Newadaptive transmission technologies en-able small antennas to provide continu-ous service, even in poor weatherconditions. The advantages of smallerequipment include dramatically lowerhardware prices, lower installation costs,and more options for installing antennaswhere they won’t be blocked by theship’s superstructure.

How have the use of comms on vessels evolved in the last 5 years?JD The biggest changes in satelliteservices onboard ships over the past fiveyears has been the introduction of a newgeneration of smaller, more powerfultechnology. As a result, mariners can nowenjoy the benefits of significantly lowerequipment and per-megabyte servicecosts.

What are users demanding today?JD Many maritime customers havebeen badly burned by accidental misuseof metered L-band satellite service re-sulting in huge bills. Inmarsat has done agreat job implementing new accountmanagement services to help customersprotect themselves from unbudgetedcosts, which addresses part of the prob-lem, but customers are generally lookingfor lower connectivity costs than L-bandservices are able to provide. In the mar-itime VSAT market, companies havegrossly overpromised the amount of serv-ice they will provide for a fixed cost.Hardware manufacturers have made it soeasy for new players to enter the mar-itime VSAT market with a small amountof satellite bandwidth by purchasing astabilized antenna from company “A”

and a standardized modem and hub fromcompany “B”. This becomes an issuewhen services add customers to their net-works without upgrading their satellitecapacity, and an ever-growing customerbase must compete for a fixed amount ofservice. Knowledgeable customers nowtry to protect themselves by monitoringtheir own satellite services to assure theyget what they pay for and aren’t boggeddown by over-contended services. This isa heck of a lot of effort and expense thatcan be easily avoided with an end to endservice provider who can offer the kindsof network monitoring tools that KVHprovides to mini-VSAT Broadband sub-scribers.

How has the lingering economic downturn affected your business?JD Short term, customers are look-ing to reduce their existing satellite com-munications costs, which has actuallyhelped KVH to get in the door for manyaccounts. Our mini-VSAT Broadbandservice is cheaper on a cost-per-MBbasis, and offers lower capital and instal-lation costs. Although many commercialvessel operators have delayed capital in-vestments in new satellite communica-tions equipment, we believe that thelonger-term economic benefits of betteronboard communications will providesuch a compelling ROI that the toughereconomy will actually create an opera-tional mandate to improve efficiency.This will happen as operators realize thatthey can reduce fuel costs and transit timeand utilize manpower more efficiently byenabling shore-based engineers and ITprofessionals to work with onboard tech-nicians to solve problems that used to re-quire onboard experts or expensive travel.

Jim DodezVice President, Marketing & Strategic Planning, KVH Industries, Inc.

V7 installation on the M/T Priumula,owned by Vadero Ship Management,Inc., of Sweden.

How is KVH investing today?JD KVH is investing to completethe rollout of the most powerful, seam-less global maritime VSAT communica-tions network available. Together, KVHand ViaSat are currently providing two-way mobile broadcast services from eightsecure teleports around the globe utiliz-ing eight full transponders on seven ofthe world's most powerful communica-tions satellites. Each of our satellite hubshosts over $1 million worth of ViaSat Ar-cLight technology to deliver spread spec-trum services to our mini-VSATBroadband subscribers, creating a seam-less global network that covers virtuallyall of the world’s shipping lanes. We’vealso just brought a new, state-of-the-artaccount management center online thatgives customers real-time access to theirbilling information, and we’re fieldingnew bandwidth management tools to as-sure unsurpassed quality of service thatwill lead the maritime industry for net-work reliability and customer service. This year we’re also introducing newways for people onboard our mini-VSATBroadband equipped vessels to access thesystem through crew calling and internetcafé cards, and even using their own cellphones. We’re planning to deliver contentto our customers, including real-timeweather reports covering all of theworld’s oceans, electronic newspapers,educational materials, and even servicesthat allow crew members to efficientlyaccess social networks. .

Please provide your insights on business potential in regards to:Vessel Niche KVH’s success in the satellite communi-cations market started with the segmentswith where data communications has thehighest value. This includes the offshoreoil and gas market, which long agoproved the value of broadband commu-nications and is now rapidly deployingsystems on their smaller vessels in thetanker market, where crew retention andtraining are an important factor to im-prove a vessel’s safety ratings. We’ve alsofound a niche in the homeland defensemarket. Our technology is enabling thebenefits of broadband communications tobe easily deployed, even on smaller ves-sels like the U.S. Coast Guard’s 110' pa-trol boats.

GeographicallyGeographically, KVH’s success has fa-vored areas where our best customers aremost active. We do very well in NorthAmerica, thanks to the concentration ofoil and gas customers as well as our con-tract with the U.S. Coast Guard. We alsodo very well in the Middle East and paths

from the Middle East to the major oilconsuming nations around the world dueto our success in the tanker market. We’revery excited about our new Indian Oceancoverage and have opened an office inSingapore to better serve the Australianand Asian markets.

What do you count as the leadingchallenges today? JD The biggest challenge we see inthe SATCOM business is that it is highlyfragmented with relatively low barriers,especially in the traditional large domeVSAT market. New market entrants cancobble together a stabilized antenna from

one company and a TDMA modem andhub from another, then buy a smallamount of bandwidth and make offers tocustomers that are too good to be takenseriously. There are over 70 companiesclaiming to meet the needs of commer-cial maritime companies. It’s really amarket where the buyer needs to beware.


The 15-m long ship prototype StenaAirmax – a prototype that is part of a proj-ect in which an “air cushion” is beingtested to investigate to what extent it re-duces the friction between the hull andthe water, to reduce fuel consumption andemissions of large tankers – was recentlynamed in Gothenburg. Stena will investabout $6.8m in the project. Following thegood results achieved in tests with smallship models, Stena Teknik developed thislarge-scale 25-ton model. “The results ofthe tests carried out are very promising.Depending on the type of ship and speed,we expect energy savings of 20-30 per-cent. This will now be verified in testswith the newly built prototype Stena Air-max,” said Ulf G. Ryder, President andCEO of Stena Bulk.

Stena Teknik has cooperated withChalmers University of Technology andSSPA in Gothenburg in the developmentproject and the construction of the P-MAXair model. The Stena Airmax, pow-ered by electric motors, will be tested inthe Gullmars Fjord on the Swedish WestCoast, during spring 2010 when extensivetest programs will be run.

The concept involves reducing the “wetsurface”, i.e. the part of the hull that is incontact with the water, thus slowing downthe ship. This is achieved by means of acavity filled with air in the bottom of thehull. This means that the water is in con-tact with air instead of steel plate, thus re-ducing friction. This may seem simple,but a number of phenomena complicatethe picture. These include internal waveformation in the cavity, which reduces thepositive effect. A balance must also bestruck between optimizing the air pres-sure to achieve the greatest possible re-duction in resistance and, at the sametime, minimizing air leakage.

Stena decided to build a 1:12 model, i.e.a 15 m long model, to verify that the re-sults achieved also applied on a largerscale. Testing the air regulation systemwill also be an important part of a futureproject. Stena has applied for a patent forthe wide and flat bulbous bow, which itsays facilitates a favorable water flowbelow the hull.

The model consists of a steel box, con-taining all the equipment, surrounded bya hull made of fibreglass reinforced plas-

tic. The flat bottom has a cavity for an “aircushion,” which is almost as wide andhalf as long as the ship.

The model is powered by two electricengines with electricity provided by adiesel generator.

The air cavity is fed with air by fans andthe air is controlled so that the bottom ofthe air cushion is in line with the bottomof the hull. The model will be manned by1-2 persons. Test data is transmitted via alink to an tender boat. Personnel andboats from the Swedish Sea Rescue Soci-ety will assist during the tests.

Technical data for the Demonstrator model Stena AirMAX on a 1:12 scale

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 m Breadth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.3 m Draft “fully loaded” . . . . . . . . . . . . . . . . . . . . .0.9 m Weight fully loaded . . . . . . . . . . . . . . . . . . . .35 tons Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 knots Propulsion . . . . . . . . . . . . . . . . . . . . . . . . .2 x 10 kW

Full scale: Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .182 m Breadth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 m Draft “fully loaded . . . . . . . . . . . . . . . . . . . . .11.3 m Weight “fully loaded . . . . . . . . . . . . . . . .65,000 tons Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 knots Propulsion . . . . . . . . . . . . . . . . . . . . . . .2 x 8,000 kW


NEWS

VT Halter to Build Two for OSGVT Halter Marine signed a contractwith subsidiaries of OverseasShipholding Group, Inc. (OSG) to buildtwo 8,000 ATB tugs worth more than$21m. VT Halter Marine is the U.S.operation of ST Engineering's marinearm, ST Marine. The tugs will be builtover 16 months at VT Halter Marine’sMoss Point Marine shipyard with de-liveries expected in the second andthird quarters of 2011. Measuring140.4 x 38 ft. each, these two tugswill be used to perform articulatedtug barge (ATB) services, transport-ing refined petroleum products coast-wise within the U.S.

Gas as Ship Fuel: A Clean Alternative?"Gas as ship fuel" was the topic ofGermanischer Lloyd’s recent ClassExchange Forum which highlightedGL's approach towards the environ-mental concerns of the maritime in-dustry. The forum addressed allaspects related to LNG as an alter-native ship fuel. Invited speakers pre-sented the LNG supply chaindevelopment from a ship owner's andgas terminal operator's view. Regula-tory developments at IMO were ex-plained by a representative of theFederal Ministry of Transport, Build-ing and Urban Affairs, Germany. De-tails about a joint industry project ona gas-fuelled container feeder vesselwere discussed by representatives ofGermanischer Lloyd (GL), MAN Dieseland TGE Marine Gas Engineering, aspecialist in the design and construc-tion of cargo handling systems forships and offshore units carrying liq-uefied cryogenic gases. FlensburgerSchiffbaugesellschaft (FSG) evaluatedfirst results of the research projectGasPax while the issue of gas bunker-ing was addressed by GL. Dr. PierreC. Sames, GL's Senior Vice PresidentStrategic Research and Develop-ment, said there appears to be gen-eral consensus on developing gasengines that can be used on vesselsoperating regular or shorter routes.Coastal shipping, which accountsfor more than 33% of the world'sfleet, will be subject to morestringent controls than liner con-tainer vessels. The environmentalbenefits of LNG as a fuel are well-doc-umented, with zero sulfur-oxide emis-sions and much lower CO2 as well assignificantly reduced nitrogen-oxideand particle emissions.

Unique Ship Prototype

Stena AirMax

The 15-m long ship prototype Stena Airmax – a prototype that is part of aproject in which an “air cushion” is being tested to investigate to what extentit reduces the friction between the hull and the water.

NEWS


Bollinger Algiers, L.L.C., and BollingerAmelia Repair, L.L.C., two BollingerShipyards, Inc. companies, have redeliv-ered the double hull asphalt Barge B. No.235, a 133,000 barrel (BBL) Oil PollutionAct of 1990 (OPA’90) compliant tankbarge and accompanying tug, J. GeorgeBetz, a 6140-hp oceangoing tug, backinto service for Bouchard TransportationCo., Inc., Melville, NY as an ArticulatedTug/Barge (ATB) unit. Bouchard con-tracted with Bollinger Shipyards to up-grade both the tank barge B. No. 235 andthe oceangoing Tug J. George Betz to bet-ter serve Bouchard’s customer base, in-creasing the safety and efficiencies of thebarge and tug as an articulated unit. TheBarge B. No 235 was taken out of serviceand delivered to Bollinger’s Amelia facil-ity to install the Intercon connection sys-tem and upgrade the barge with a fullballast system. During the conversionprocess, the barge also completed its reg-ulatory docking and permitting processprior to successfully completing builder’s

trials. Returning to full service as an ATBasphalt capable tank barge, the bargemeasures 483 x 80 x 36.2 ft. without thetug coupled into the notch. At the sametime that the Barge B. No 235 was takenout of service, the accompanying tug, J.George Betz, was delivered to theBollinger Algiers facility to install the In-

tercon connection system, upgrade thevessels electronics systems as well ascomplete regulatory docking and permit-ting with The American Bureau of Ship-ping. When returned to service, the 127 x37 x 20-ft., 6140-bhp tug will be able tolock into the barge sailing as an articu-lated unit.

Canada Proposes Arctic Traffic Zone Rule ChangesCanada’s Transport Minister JohnBaird said that as part of Canada’sNorthern Strategy, the federal gov-ernment is proposing a regulated Arc-tic traffic zone, requiring certainvessels to report information to au-thorities as they pass throughCanada’s northern waters. They areintended to replace the current volun-tary reporting system and ensure thatthe most effective services and infor-mation are available to manage cur-rent and future marine traffic in theArctic. “Mandatory vessel reportingwill help keep maritime traffic movingsafely and efficiently,” said Baird.“Knowing the positions and move-ments of vessels, for example, willmake it easier to respond quickly toan oil spill. This information will be-come more important as vessel traf-fic rises due to development in theArctic.” The proposed regulationswould require vessels to report in-formation such as identity and in-tended route before entering,while operating within and whenleaving Canada’s northern wa-ters.

Bollinger Redelivers

ATB to Bouchard

Bulk Carriers02/10/10 BEAUTY JUNO 18,315 96(14) $10.402/23/10 SELETAR HOPE 18,320 00(10) $11.702/23/10 ATARAXIA 21,289 82(28) $2.302/08/10 THOR TRIBUTE 23,120 85(25) $3.402/16/10 NEERA NAREE 25,309 86(24) $6.102/08/10 CLIPPER MELODY 26,500 97(13) $13.502/23/10 OCEAN LEADER 26,583 87(23) $602/08/10 HANJIN ISTANBUL 27,369 97(13) $1602/23/10 UBC SVEA 31,828 99(11) $20.402/16/10 UBC SALVADOR 31,923 99(11) $28.402/08/10 EAST SUNRISE GUANGZHOU 38,030 84(26) $7.402/23/10 ATERMON 38,888 86(24) $8.702/16/10 SILVER BIN 38,925 86(24) $6.502/23/10 YICK ZAO 39,804 83(27) $5.502/23/10 YICK LEE 39,925 82(28) $502/23/10 AVIONA 41,634 85(25) $8.102/08/10 STELLAR DREAM 44,831 91(19) $10.202/23/10 VERGO 45,320 95(15) $16.502/08/10 SERASIH 45,877 85(25) $902/08/10 OCEAN KING 47,314 01( 9) $24.302/16/10 ANNIKA 52,050 06( 4) $31.702/16/10 MEDI DUBAI 52,523 01( 9) $25.802/16/10 MEGA STAR 61,636 81(29) $6.502/08/10 SILVER YANG 63,800 82(28) $6.802/23/10 CAPTAIN GEORGE L 63,880 84(26) $702/16/10 ERMIS 64,379 84(26) $802/23/10 THEODOROS P 64,954 80(30) $4.702/08/10 SEALINK 65,020 81(29) $5.902/16/10 ANNA A 65,077 81(29) $5.602/10/10 SOUTH FORTUNE 69,071 95(15) $2102/10/10 MAJA VESTIDA 70,213 94(16) $21.5

02/08/10 QUESA UNO 70,312 93(17) $20.502/08/10 CEMTEX ORIENT 71,435 90(20) $15.102/08/10 WAIMEA 73,049 97(13) $2502/16/10 FD GENNARO AURILIA 74,414 07( 3) $36.502/23/10 FD SALVATORE POLLO 74,475 07( 3) $3802/08/10 ANNA 75,592 99(11) $28.302/08/10 MARVELLOUS 75,746 02( 8) $3202/16/10 ORANGE TIARA 75,846 02( 8) $22.702/08/10 NORTH KING 127,907 81(29) $7.602/10/10 CONSTANTINOUPOLIS 128,150 81(29) $7.802/16/10 MARINE CORONA 139,496 82(28) $7.202/08/10 OCEAN COMFORT 149,477 92(18) $19.502/10/10 LOWLANDS BRILLIANCE 169,631 02( 8) $48.502/23/10 CAPE OLIVE 69,963 96(14) $2702/10/10 ORIENTAL COSMOS 179,764 10( 0) $71

Chemical Carriers02/23/10 AEGINA 9,268 92(18) $302/10/10 GAN-SKY 17,006 09( 1) $2002/10/10 CHEMSTAR EAGLE 19,362 00(10) $15.2

Containerships02/08/10 SHANGHAI BRIDGE 67,164 02( 8) $2002/08/10 LONG BEACH BRIDGE 67,164 02( 8) $2002/10/10 CMA CGM KESSEL 83,400 09( 1) $45

Gas Carriers02/10/10 GAS PIONEER 1,508 92(18) $1.202/10/10 GAS ETERNITY 2,998 98(12) $7.5

Passenger Ferries02/10/10 NEW HIYAMA 649 91(19) $3

Reefers02/10/10 ALTARA CARRIER 6,404 82(28) $1.2

Tankers02/23/10 ALGOMA DARTMOUTH 3,569 07( 3) $9.602/10/10 EISHIN MARU NO. 17 4,998 99(11) $1.502/16/10 DYNAMIC EXPRESS 42,253 93(17) $1002/23/10 SUN RIVER 62,127 93(17) $10.302/08/10 HESNES 68,157 90(20) $802/23/10 WHITE DOLPHIN 72,345 03( 7) $32.502/23/10 TENACITY 86,549 96(14) $14.702/23/10 NEW ACE 88,878 87(23) $5.602/08/10 MAGNITUDE 96,136 92(18) $602/08/10 VALIANT 96,136 92(18) $602/10/10 TANGO 150,096 08( 2) $6702/10/10 WALTZ 150,393 08( 2) $6702/16/10 SHINYO SAWAKO 275,616 95(15) $1602/16/10 NAMUR 298,552 00(10) $58.5

Tweendecker02/23/10 ARCTIC SEA 4,706 91(19) $2.302/10/10 NEMTAS 3 6,266 92(18) $4.302/23/10 MARINA STAR 7,264 90(20) $2.502/23/10 REBORN 8,295 76(34) $ .402/16/10 PIROS 17,169 80(30) $1.802/23/10 TASMAN INDEPENDENCE 23,853 89(21) $6.2

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


NEWS

Incat Crowther launched the 29m Util-ity Catamaran Limitless, the 50th vesselbuilt by Richardson Devine Marine whichdebuts the latest evolution of IncatCrowther’s hull form, which during seatrials recorded a top speed of 30.5 knots.The new hull means the larger, more ca-pable vessel that is able to travel threeknots faster with a power increase of100hp.

Limitless is capable of carrying 60 tonsof deadweight. The aft deck, with a cargocapacity of 24 tons, is configurable formultiple uses. It has a large moon pool forexploration services, securing points for2 x 20 ft. containers, a Heila deck crane(capable of lifting 6.5 tons) and a remov-able hydraulic 5-ton SWL A-Frame (in-cluding a reel winch). The vessel featuresa towing hook with a bollard pull of 15tons. The upper deck wheelhouse featurecrew and passenger seating and work sta-tions, while the central helm seat affordsgood all round visibility. Two wing con-trol stations are fitted forward on eitherside with a tender/rescue boat situated aftwithin easy reach of the deck crane. Lim-itless will initially be deployed in BassStrait. Offshore Unlimited is a Tasmanian

company providing vessels to Australianwaters with operations out of Dampier,WA and Mackay, QLD.

Vessel SpecificationsLength, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . .94. 1 ft.Length, w.l. . . . . . . . . . . . . . . . . . . . . . . . . . . .86.5 ft. Beam, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . .27.9 ft.Hull Draft (Typical Load) . . . . . . . . . . . . . . . . .3.9 ft.Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.1 ft.Construction . . . . . . . . . . . .Marine grade aluminumFuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . .7,925 gal.Fresh Water . . . . . . . . . . . . . . . . . . . . . . . . . .396 gal.Sullage . . . . . . . . . . . . . . . . . . . . . . . . . . . . .528 gal.

Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18Max. Deadweight . . . . . . . . . . . . . . . . . . . . . .60 tonsSpeed, max. . . . . . . . . . . . . . . . . . . . . . . . .30.5 knotsSpeed, cruising . . . . . . . . . . . . . . . . . . . . . . .25 knotsMain Engines . . . . . . . . . . . . . .2 x CAT C32 ACERTPower . . . . . . . . . . . . . . . . .2 x 1080 kW @2300 rpmGenerators . . . . . . . . . . . . . . . .2 x CAT c6.6 125 kWThrusters . . . . . . . . . .2 x Side Power SP550 / Pro 60

Cargo DeckLength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39.3 ft.Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 ft.Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904 sq. ft.Cargo Capacity . . . . . . . . . . . . . . . . . . . . . . . .24 tons

FKAB Marine Design

The FKAB L2 is a 16,500 cu. m. LNGvessel design for regional distributionof LNG. In combination with the FKABL1 design, presented in June 2009,the FKAB L2 design are FKAB contri-bution to the development of an effi-cient and sustainable sea basedregional and local distribution systemfor LNG. The FKAB L2-design is tailormade for regional distribution of Liq-uefied Natural Gas (LNG). The LNG isstored in three insulated cargo tanksof bilobe type, classified by IMO as“Independent Type C”. They havespherical heads. Each tank isequipped by two submerged deepwell pumps for discharging, with adischarge capacity of 6 x 300 cu.m./hr. The FKAB L2 main fuel is boil-off gas and regasified LNG from thecargo tanks. This will help to reducefuel cost when operating the vessel.

Agreement to Develop Gas-Fuelled ShipsWärtsilä and Samsung Heavy Indus-tries (SHI) signed a cooperationagreement to develop gas-fuelledmerchant vessels. The focus of theWärtsilä/SHI joint study will be onusing liquefied natural gas (LNG) asfuel for operating vessels. This is es-pecially relevant in Emission ControlAreas (ECAs). Wärtsilä's input will berelated to the propulsion machinery,with particular reference to largebore, dual-fuel engines combined withmechanical propulsion solutions. SHIwill concentrate on the design ofhighly efficient vessels incorporatingfuel storage facilities and gas-pow-ered propulsion machinery. Merchantvessels to be evaluated include crudeoil tankers, for which both optimumpropulsion concepts and the per-formance benefits achieved usingLNG as fuel, will be assessed.

For Offshore Unlimited a

29m Utility Cat

Pushboats for the Amazon

Transdorada Transportes LTDA, a tow-boat operator on Brazil’s Amazon River,has taken delivery of a number of Cum-mins-powered push boats. These includetwo 19.5-m boats with twin CumminsKTA19-M3 engines each delivering 600hp and a single 19.5-m pushboat with asingle KTA19-M3 engine. All three ves-sels were built at Estaleiro Rio Maguari(www.riomaguari.com.br/en). The boatswill operate on the Amazon River be-tween Belem and Manaus with the 1200hp twin-engine boats pushing six to ninebarges and the 600 hp single-screw ves-

sel pushing four barges at a time. Theround trip for both sets of vessels is aboutfive days. The vessels carry the namesAngico, Jatoba and Aroeira. The DCMLNorte the Cummins distributor for Ama-zon River area supplied the engines. Ap-plication engineers on this installationwere Adriano Batista and FabianoPereira.

Aker PhiladelphiaLaunches Product Tanker

On March 10, 2010, Aker PhiladelphiaShipyard launched Ship 013, the ninthproduct tanker in a series of 12 to be com-

pleted by 2011. The 46,000 dwt vesselwas floated off of its blocks and wastransferred by tug from the BuildingDock to the Outfitting Dock. When com-pleted, the 600 ft. Overseas Martinez willbe sold to American Shipping Companyand bareboat chartered to OSG America.

www.akerphiladelphia.com

Maersk, LR to Test Bio-Fuels

Lloyd's Register (LR) is to play a majorrole in a two year program to test the suit-ability of bio-diesel for use in poweringmarine engines. The feasibility study willtake place on board the Maersk Line con-tainer ship, Maersk Kalmar. Collaboratorsin the biodiesel project are Maersk Line,Maersk Tankers, Maersk Supply Service,Maersk Drilling, Maersk Ship Manage-ment, Lloyd’s Register’s Strategic Re-search Group, and a consortium of Dutchsubcontractors. The project is being partfunded by the Dutch government and co-ordinated by Maersk Maritime Technol-ogy (MSM).

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NEWS

Austal USA to Prime LCS BidAustal USA and Bath Iron Works (BIW)agreed to revoke its current teamingarrangement, a strategic decisionwhich allows Austal USA to act asprime contractor in the upcoming bidfor 10 U.S. Navy Littoral CombatShips (LCS). The U.S. Navy is ex-pected to award the contract for twoLCS’, including options for an addi-tional eight vessels, by the end ofU.S. FY10. In the event that AustalUSA is awarded the FY10 contract,potentially worth up to $4.8b, it willcontinue to act as Prime Contractorfor future LCS bids. General Dynam-ics Advanced Information Systems,which is currently the systems inte-grator in the program, will now sub-contract to Austal USA, as it currentlydoes in the Joint High Speed Vessel(JHSV) program, providing open ar-chitecture systems that deliver bet-ter, faster and more affordablecapability. The U.S. Navy has also de-termined that an additional five-shipcontract, to be awarded in FY12,shall not be awarded to the samecontractor as the 10-ship contract.Therefore, revoking the currentagreement will allow BIW to bid as thesecond source LCS shipbuilder. BIWwill continue to act as Prime Contrac-tor for Austal’s second LCS, Coron-ado (LCS 4), which is currently underconstruction at Austal USA.

Fincantieri Continues Investmentin U.S. YardsFincantieri Cantieri Navali ItalianiS.p.A. broke ground on March 11 forthe expansion of its large erectionbuilding at Marinette Marine Corpora-tion (MMC) as part of its continued in-vestment in its U.S. shipyards. Theceremony marked the beginning ofthe second phase of Fincantieri’s five-year, $100m plan to modernize itsUnited States shipyards and supportthe construction of the U.S. Navy’sLittoral Combat Ship (LCS) and othergovernment and commercial proj-ects. This second phase will nearlydouble production square footage forMMC’s two large construction bays.For contracts such as the LCS, MMCwill be able to have two completehulls and parts for two other shipscompletely indoors at one time. Thebuilding enhancements allow higherlevels of pre-outfitting for MMC’sproven modular constructionprocess. They also enable larger sec-tions of the ship to be erected, suchas the pilothouse, prior to this ship’slaunch.

Most anyone who has any activity in the North American ma-rine business has some affiliation with the Society of Naval Ar-chitects & Marine Engineers (SNAME) and with theorganization’s ubiquitous, energetic executive director, PhilKimball. Last month Kimball announced his intention to retirefrom his post at SNAME – a position he has held with distinc-tion and grace since 1998 – helping to guide the associationthrough a particularly dynamic 12-year period in its 116 yearhistory. Maritime Reporter & Engineering News recently vis-ited with Kimball to discuss his time at SNAME.

What do you consider your greatest accomplishment?This has been an exciting journey and I believe great progress

has been made since I joined the staff in 1998. There have beennumerous changes and developments over the years that havebenefitted our members, but I think the greatest accomplish-ment has been the realization in 2010 of a number of programsthat have been under development forthe past six years – a collaboration ofstaff at headquarters and many dedi-cated members. Collectively, we haveintroduced the new SNAME integrated,Internet-based website which providesfor interactive content and communica-tion, member interaction and collabora-tion and e-commerce. We re-engineeredthe Annual Meeting and now enjoy asignificantly larger number of membersparticipating in its events. We have re-vitalized the Student Sections from fouractive Sections in 2006 to 28 today, andcreated many new activities for studentsas well as for young professionals.SNAME’s ONR-funded outreach pro-gram involving subsea robotics, orSeaPerch Remotely Operated Vehicles(ROVs), has been a major success, andthe program which is in its third year of a five-year grant hasalready directly influenced over 11,000 middle-school studentsin 29 states across the country. The SNAME name has reachedfarther and faster through SeaPerch than through any other pro-gram in its 116-year history. I could go on with many addi-tional satisfying projects such as the SNAMeNewsLetter andthe long-awaited publishing of revisions of SNAME’s primaryreference texts, Principles of Naval Architecture, Ship Struc-tural Design and Elements of Ocean Engineering.

What do you consider your greatest accomplishment dur-ing your career (outside of SNAME)?

There have been many ship designs, construction programs,marine consulting assignments and court cases involving foren-sic investigations and testimony, but there were two projectsthat stand out for me. One involved the development of theU.S. Navy’s Rapid Deployment Vessels, a conversion of theeight, legendary SL-7, 33-knot containerships built by Sea-Land Service in the early 1970s. To illustrate the concept weconstructed an 11-foot model of the proposed roll-on/roll-offvessel, complete with a musical movement that played “An-chors Aweigh,” that was on display in the Pentagon for a num-ber of years.

Equally prominent was the design and construction of 12,4,400-TEU containerships for Malcom McLean at UnitedStates Lines in the early 1980s. These ships were the largest

containerships ever built at that time and included a number oftechnological breakthroughs.

How is SNAME most different today from the time youwalked into the job in 1998?

At headquarters we have transitioned from a dysfunctional,compartmentalized organization to a matrix-management stylewith departmental teams focused on fulfilling the mission andgoals outlined in the Society’s Strategic Plan. We conduct reg-ular Managers’ meetings to discuss and/or resolve issues andchallenges as they arise. There is more interaction and a bettersense of teamwork all as a result of enhanced communicationbetween and among departments, staffers and members.

On a day-to-day basis, what will you miss most?I will miss interacting with members and staff to solve issues,

and participating as a team member on existing projects andnew Society initiatives. The Society is continually evolving

and striving to meet members’ newideas, needs, desires and requirementswhile delivering ‘value’ for that mem-bership. It is most rewarding to imple-ment a new program and receivepositive feedback from members whonot only appreciate the enhanced serv-ice, but go out of their way to let youknow with a simply email or telephonecall. When I first came on board I feltthat it would be important for me toreach out to members by visiting themand listening to their concerns andwishes. Early on I vowed to travel to asmany conferences and tradeshows aspractical each year to interact withmembers and spend time with themone-on-one. This practice has contin-ued and I can safely say that I’ve at-

tended over 100 such events in the almost 12 years atheadquarters.

What are your “after-SNAME” plans? My family and I will be moving to our home of 29 years in

New Hampshire where I have continuously been adding on tothe original saltbox design and preparing the house andgrounds for full time occupancy. Our daughter will be a soph-omore in college this year, and we are keenly interested inwatching her develop and mature as she begins making her ownchoices both in college and in life.

Over the years as an incurable DIY’er, building everythingfrom ship models to cabinetry, I finished the basic house, andlater added a den, a garage and master bedroom, and com-pletely landscaped the grounds creating flower gardens ofperennials to reduce some of the seasonal work. Our growingseason is relatively short, but I’m looking forward to starting avegetable garden, and spending a great deal more time cruising,and possibly racing, our Catalina 22 sailboat on Lake Sunapee.It’s time to work at our golf games and to do some traveling,but first we plan to explore our home state. We also look for-ward to visiting friends and grandchildren, and later travelingto those places and doing those things we’ve added to our“bucket list.” Meanwhile, since it will be difficult for me toslow down, I have been given ‘permission’ to remain activewith some marine-related consulting, but only part-time.

Kimball to Retire from SNAME


After a federal court directed the Envi-ronmental Protection Agency (EPA) toregulate discharges incidental to normaloperation of vessels under the NationalPollutant Discharge Elimination System(NPDES) program of the Federal WaterPollution Control Act (FWPCA), Con-gress promptly adopted a statute (PublicLaw 110-299) establishing a two-yearmoratorium on regulation of most suchdischarges from commercial vessels lessthan 79 feet in length and from commer-cial fishing vessels regardless of length.The legislation also directed the EPA toconduct a study to evaluate the impactsof: (1) any discharge of effluent fromproperly functioning marine engines; (2)any discharge of laundry, shower, andgalley sink wastes; and (3) any other dis-charge incidental to the normal operationof a covered vessel.

The EPA has now completed a draft re-port to Congress summarizing its study.Comments on the 572-page draft reportshould be submitted to the EPA within 30days after official notice of release of thedraft report is published in the FederalRegister. Such publication has not oc-curred as of this writing, but is expectedany day. Due to the potentially wide-ranging impact of the study, the reportshould be reviewed by the owners andoperators of all small commercial vesselsand all commercial fishing vessels.

EPA Sampling of DischargesReview of US Coast Guard records in-

dicates that there are approximately140,000 vessels subject to the two-yearmoratorium. About half of these arecommercial fishing vessels, while the re-mainder are distributed among a varietyof classes, including but not limited topassenger vessels, utility vessels (towboats, offshore supply vessels, etc.), andbarges. The EPA sampled wastewater dis-charges and gathered shipboard processinformation from 61 vessels in nine ves-sel classes. In all, the EPA sampled ninedifferent types of discharges, includingbilgewater, stern tube packing gland ef-fluent, deck runoff/washdown, fish holdeffluent, and graywater. The sampleswere analyzed for a variety of pollutants,including biochemical oxygen demand,total suspended solids, residual chlorine,oil and grease, nutrients, total and dis-solved metals, volatile and semivolatileorganic compounds, nonylphenols (sur-

factants), and pathogen indicators (e.g.,E. coli and fecal coliforms).

Initial Evaluation of Environmental Impacts

Using the results of the sampling, theEPA modeled a large hypothetical harborto evaluate the environmental impactsfrom the various types of discharges. Thescreening-level model indicated that thedischarges would not, in themselves, ex-ceed the aquatic life or human health Na-tional Recommended Water QualityCriteria (NRWQC). However, the modeldid not account for background loadings(i.e., the current condition of the waterdue to other circumstances). Certain pol-lutants, such as total arsenic and dis-solved copper, are more likely tocontribute to water quality criterion beingexceeded under real-world conditions inlarge-scale water bodies. Additionally,many pollutants present in vessel dis-charges were at concentrations that ex-ceed an NRWQC at end of pipe.Therefore, those discharges have the po-tential to contribute to an environmentaleffect in the receiving water on a more lo-calized scale.

Like an individual house in an urbanwatershed, most individual vessels haveonly a minimal environmental impact.As in urban areas, however, the impactscaused by these vessels are potentiallysignificant where there is high vesselconcentration, low water circulation, orthere are environmentally stressed waterbodies. The EPA opined that targeted re-duction of certain discharges or pollu-tants in discharges from these vessels inwaters sensitive to the introduction ofpollutants may result in significant envi-ronmental benefits to those waters.

Significant PollutantsTotal arsenic and dissolved copper are

identified as the two most significant pol-lutants discharged by covered vessels.Due to the quantities involved, dischargesof fish hold effluent can also significantlydegrade the quality of the receiving waterbody. Such effluent often has biologicaloxygen demand and chemical oxygen de-mand concentrations that are severaltimes higher than concentrations typi-cally measured in raw domestic sewage.Studies have shown that leaching of cop-per from antifouling hull coatings usedon recreational boats is a major source of

copper pollution in several large boatbasins in Southern California. Such cop-per leaching has created documentedwater quality concerns in areas such asChesapeake Bay, Port Canaveral, andseveral harbors in Washington State.Similar antifouling hull coatings are usedon many small commercial vessels.

Initial Exclusion of Incidental Discharges from NPDES Program

Vessels have been discharging liquidsand other material into the surroundingwaters as a routine practice since beforethey carried propulsion machinery andtanks for ballast water. In 1972, Con-gress adopted significant amendments tothe Federal Water Pollution Control Act(FWPCA), also known as the CleanWater Act (CWA). Among its variousprovisions, the FWPCA amendments es-tablished the National Pollutant Dis-charge Elimination System (NPDES) toregulate the discharge of pollutants forwhich discharge was not otherwise pro-hibited. Shortly before the bill was en-acted into law, Representative Robert E.Jones, Jr. (D-AL), Chairman of the Con-ference Committee that crafted the bill,stated on the record that the ConferenceCommittee “would not expect the Ad-ministrator to require permits to be ob-tained for any discharges from properlyfunctioning marine engines.”

When, in 1973, the EPA promulgatedthe final rule implementing the NPDES,the agency excluded from the NPDES re-quirements “any discharge of sewagefrom vessels, effluent from properlyfunctioning marine engines, laundry,shower, and galley sink wastes, or anyother discharge incidental to the normaloperation of a vessel.” Although ballastwater discharges were not specificallymentioned in the regulation, from the be-ginning they were included within itsambit. In the preamble to the final rule,the EPA explained the incidental dis-charge provision as follows: “Most dis-charges from vessels to inland waters arenow clearly excluded from the permit re-quirements. This type of discharge gen-erally causes little pollution andexclusion of vessel wastes from the per-mit requirements will reduce administra-tive costs drastically.” The exclusion ofsuch incidental discharges from vesselsremained in effect, and relatively un-changed, for years.

LitigationIn 1999, several environmental advo-

cacy groups petitioned the EPA to regu-late ballast water discharges under theNPDES program. The petition was de-nied, with the EPA stating, among otherthings, that subsequent to the enactmentof the 1972 FWPCA amendments, Con-gress had charged the US Coast Guardwith regulation of ballast water dis-charges.

The environmental advocacy groupsbrought suit against the EPA, contendingthat the EPA rule excluding dischargesincidental to the normal operation of avessel was contrary to the statute and thatthe denial of the 1999 petition was im-proper. On cross motions for summaryjudgment, the Federal District Court forthe Northern District of California ruledin favor of the environmental advocacygroups and held that the incidental dis-charge regulation was in excess of theagency’s authority. After a second hear-ing, the court ruled that the incidental dis-charge exclusion was to be vacated as ofSeptember 30, 2008 (this was subse-quently extended to December 19, 2008,and then to February 6, 2009). On June21, 2007, the EPA issued a notice statingthat it had begun the process of compli-ance with the court order. Contempora-neously, the decision was appealed to theUS Court of Appeals for the Ninth Cir-cuit, which ultimately affirmed the lowercourt ruling.

VGP Program for Large Commercial Vessels

On June 17, 2008, the EPA publishedin the Federal Register a notice statingthat each of its 10 Regions proposed toissue Vessel General Permits (VGPs)under the NPDES program to commer-cial and recreational vessels greater thanor equal to 79 feet in length to cover dis-charges incidental to the normal opera-tion of those vessels. While smallervessels were originally to be included inthe overall permit program, recreationalvessels were exempted by subsequentlyadopted legislation and small commercialvessels were provided a two-year mora-torium while the EPA conducted thestudy discussed in this article. TheNPDES VGP program for larger com-mercial vessels was established by meansof an EPA notice published in the FederalRegister on December 29, 2008. That


COLUMN GOVERNMENT UPDATE

Incidental Discharges from

Small Commercial Vessels

About the AuthorDennis L. Bryant, MaritimeRegulatory Consulting,Gainesville, FLTel: 352-692-5493Email:[email protected]



program came into effect on February 6,2009. Among other things, the VGP pro-gram imposes best management practice(BMP) requirements on 26 vessel wastestreams, ranging from ballast water to ele-vator pit effluent. Many of these 26 wastestreams are not found on small commer-cial vessels, but, as noted in the draft study,there are a number of waste streams thatattracted the EPA’s attention.

What next?Assuming that there are no major

changes in the draft study before it is sub-mitted to Congress, it remains unclearwhere the EPA and Congress are headed.The two-year moratorium expires on July31, 2010. While the NPDES program willtheoretically apply to commercial vesselsless than 79 feet in length and to commer-cial fishing vessels regardless of length asof that date, those vessels are not ad-dressed in the current VGP. It is doubtfulthat the EPA will take enforcement actionregarding discharges from these small ves-

sels until a program specially addressingthem is developed. Congress, if it acts atall, may well extend the moratorium untilthe EPA can resolve the issue. One shouldexpect that the small commercial vesseldischarge permitting program developedby the EPA will be more targeted than thebroad brush approach found in the currentVGP program. Another unresolved issueis what measures the various state andtribal governments may adopt under theNPDES program. Some of those govern-ments utilized a provision in the NPDESprogram to impose additional require-ments on large vessels operating in theirwaters. It could happen again with regardto small commercial vessels. In summa-tion, the ultimate impact of the NPDESprogram on small commercial vessels inunknown, but it can be expected that thisEPA study, when finalized, will be a majorfactor. If you are the owner or operator ofa covered vessel or otherwise concernedabout those discharges, the draft study de-serves your attention.

COLUMN GOVERNMENT UPDATE

USCG Districts Have they outlived their usefulness?

The U.S. Coast Guard adopted the concept of geographic districts when it absorbedthe U.S. Lighthouse Service in 1939. Previously, it had no formal segmentation ofits chain of command based on geography. Rather, the chain of command wasgrouped around function. Cruising cutters reported to the Operations Division inUSCG Headquarters. The various Captains of the Port (there were only a handful)had a separate chain of command. The lifeboat stations had a third chain. The Light-house Service, established in 1789 (prior to the Revenue Cutter Service), from itsearly days had been organized geographically into Districts, with each District re-sponsible for all lighthouses and other aids to navigation within its boundaries. Itdid not take the Coast Guard long after amalgamating with the Lighthouse Serviceto recognize that a single geographic-based chain of command had advantages overnumerous function-based chains of command. The Coast Guard therefore emulatedthe Lighthouse Service organization. Over time, the number of separate Districts hasbeen reduced. There are now nine Districts, even though they are numbered Onethrough Seventeen. The relatively new Coast Guard Sectors have rendered obsoletesome of the functions formerly performed by Districts in coordinating functions per-formed by previously separate units. Coast Guard Areas, whose original functionwas solely to coordinate individual missions that crossed District boundaries, havetaken control of most large assets such as high endurance cutters. Thus, the questionarises whether Districts provide an added value that compensates for their costs? Idon’t pretend to have a definitive answer, but have no doubt that it is time to ask thequestion.

The preceding was posted by Dennis Bryant on his “Maritime Musings”blog at www.MaritimeProfessional.com

Subscribe to Bryant’s Blog, or sample other offerings by turning to page 62or visiting www.MaritimeProfessional.com


By Justin Mitchell and Carlos Tamez, Hill Rivkins LLP

Dynamic Positioning (DP) has rapidlybecome the standard required by majoroffshore industry stakeholders for deep-water drilling applications, semi-sub-mersibles, mobile offshore drilling units(MODU), offshore supply vessels(OSVs) and anchor handling tug supply(AHTS) vessels as well as for peripheralapplications such as pipe laying, cablelaying and hydrographic surveys. Asmore industry stakeholders require DPsystems to increase safety and efficiencyin offshore applications, companies arein need of watchstanders who are ade-quately trained in DP operation and re-lated safety issues. As with othertechnological advances offshore, the reg-ulatory framework has yet to catch upwith current industry practices for thetraining of DP system operators. This dis-connect between newly formed industrystandards and existing mariner licensingrequirements has led to confusing cir-cumstances for employers and vesselowners in the offshore sector.

In the absence of regulatory standardsfor the certification of dynamic position-ing operators (DPOs), industry organiza-tions provided guidance and a frameworkfor international standards for a DPOtraining regime. Among these organiza-tions the Nautical Institute launched a li-censing program and training scheme forwatchstanders to obtain an accredited DPOperator’s Certificate. After the comple-tion of a DP Introduction/Basic courseand 30 days of logged seagoing DP fa-miliarization, the candidate then com-pletes an advanced DP simulator course.Upon satisfactorily completing the ad-vanced course, logging the requisite su-pervised DP operations and obtaining acompleted statement of suitability as aDP Watchkeeper from a vessel’s Master,an accredited DP training center mayissue the candidate a DPO Certificate.

Through this curriculum, the NauticalInstitute set a standard that is now re-quired by industry stakeholders, organi-zations and state run maritime agenciesfor DPO certification and training. Inter-nationally, the Institute’s training regimehas been recognized by the IMO throughMSC Circular 738.

Among other endorsements, the Inter-national Marine Contractors Association(IMCA) incorporated the Institute’s DPOcertification in its guidelines for trainingand experience of key DP personnel.State run maritime agencies, includingthe U.K. Maritime and Coastguard

Agency and Norwegian Maritime Direc-torate, also endorsed this certificationprocess in some cases. However, U.S.regulatory bodies have yet to regulate aDP certification process or establish a

Merchant Marine license endorsementfor DP. While there is no doubt that char-terers, owners or managers of DP vesselsand semi-submersibles should hire andtrain competent DPOs to industry stan-

dards, the interaction between DP certi-fication and license requirements can beconfusing.

Dynamic Positioning & Mariner Licensing

(Continued on page 80)

COLUMN LEGAL BEAT

By Barbara D. Linney, Kelly Lougheryand Kevin J. Miller

Since last year’s annual update ap-peared in the September 2009 issue, theUnited States has continued to ramp upboth Congressional and Administrationefforts to tighten economic sanctionsagainst Iran. Congressional efforts havefocused on the energy sector and theplethora of industries that service andprofit from it. New legislation currentlybefore Congress is designed to preventenergy companies, vessel operators andvarious other businesses from supplyingrefined petroleum products to Iran or fa-cilitating the country’s ability to importor produce petroleum products at home.For many companies, including somemajor players in the affected industries,the mere threat of these sanctions has al-ready led to decisions to terminate directsales to Iran. In view of the significantramifications of the impending legisla-tion for the maritime industry, particu-larly for companies servicing the energysector or involved in Iran’s offshore de-velopment efforts, this year’s update willfocus primarily on the dynamic regula-tory framework controlling trade withIran. However, no annual update wouldbe complete without a rundown of recentsignificant changes to other economicsanctions administered by the U.S. De-partment of the Treasury’s Office of For-eign Assets Control (“OFAC”) and arecap of the year’s most interesting en-forcement actions, so we will touch uponthese developments briefly as well.

IranLegislative Developments. If passed

into law, the new legislation, currentlyawaiting conference committee, will sig-nificantly strengthen economic sanctionsimposed by the Iran Sanctions Act of

1996 (the “Act”). The Act currently em-powers the President to impose sanctionson foreign companies engaging in certaineconomic transactions with Iran whichcould potentially enable Iran to financeinternational terrorism or obtain weaponsof mass destruction. The pending legis-lation represents an unprecedented effortto impede Iran’s ability to import or pro-duce refined petroleum.

As currently framed, the bills passed inboth the U.S. House of Representativesand Senate would expand the scope ofthe Act to encompass a wider range ofbusinesses and activities associated withIran’s petroleum industry. For example,both bills require the President to imposesanctions against any person who know-ingly engages in the provision of ships,vehicles or other means of transportationto deliver petroleum to Iran. In addition,the current investment threshold of$40,000,000 would be lowered, mandat-ing the President to impose sanctions onany person making an investment of$20,000,000 or more (or a combinationof investments of at least $5,000,000each, which in the aggregate equals or ex-ceeds $20,000,000 in any 12-month pe-riod) that directly and significantlycontributes to Iran’s ability to develop pe-troleum resources. Congressional effortshave not stopped at attempts to impedethe flow of refined petroleum into Iran,as the Act also seeks to substantially curbIran’s ability to produce such petroleumdomestically. Under the proposed legis-lation, the President must impose sanc-tions where any person knowinglyengages in the sale, lease or provision ofany goods, services, technology, infor-mation or support that would allow Iranto maintain or expand its domestic pro-duction of refined petroleum providedcertain parameters are met. Specifically,the imposition of sanctions will be trig-gered if the value of the goods, services,technology, information or support ex-ceeds $200,000 in any single transactionor $500,000 over any 12-month period.For government contractors, the legisla-tion will also impose certain contractualrequirements, mandating that each con-tract entered into for the procurement ofgoods or services or agreement for theuse of federal funds as part of a grant,loan or loan guarantee include a clauserequiring the contracting party to certifyto the contracting officer or other appro-

priate agency official that the party doesnot conduct any of the activities pro-scribed by the legislation. Assuming theproposed legislation survives Executivescrutiny, the ramifications for the inter-national maritime industry will be sub-stantial, particularly for those companiesserving the energy sector or supportingIran’s offshore petroleum developmentefforts. However, at the time of submis-sion of this article for publication, dis-cussions are still underway betweenCongress and the Administration (whichfavors exemptions for countries co-oper-ating with the United States in its non-proliferation initiatives), and lobbyingefforts continue on behalf of interestgroups who favor tightening of perceivedloopholes in existing sanctions regula-tions that prohibit U.S. companies fromdoing business with Iran but do not im-pose similar restrictions on their foreignsubsidiaries.

OFAC SanctionsLast year’s trend of designating Iranian

companies and individuals as supportersof nuclear proliferation has continuedsince our last update. On February 10,2010, one individual and four companiesaffiliated with the Revolutionary Guardwere added to OFAC’s Specially Desig-nated Nationals (SDN) List. The desig-nations include Revolutionary GuardCorps General Rostam Qasemi, the com-mander of Khatam al-Anbiya Construc-tion Headquarters, the engineering arm ofthe Revolutionary Guard that serves tohelp the Revolutionary Guard generateincome and fund its operations. Khatamal-Anbiya is believed to be owned or con-trolled by the Revolutionary Guard and isinvolved in the construction of streets,highways, tunnels, water conveyanceprojects, agricultural restoration projects,and pipelines. Also designated were thefollowing four companies believed to beowned or controlled by Khatam al-An-biya, or acting on its behalf, which di-rectly support various mining andengineering projects: Fater EngineeringInstitute; Imensazen Consultant Engi-neers Institute (ICEI); Makin Institute;and Rahab Institute. U.S. persons areprohibited from engaging in any transac-tion or business dealing with any personor entity on the SDN List, and U.S. banksare prohibited from processing U.S. dol-lar transactions that benefit such personsor entities. The maritime community

should be mindful that full due diligenceon prospective parties to transactions isrequired in view of Iranian efforts toavoid the implications of SDN designa-tions of individuals, entities and vessels,including name changes and other eva-sive techniques.

Preventing Violations In the Face ofEver-Changing Sanctions.

With all eyes focused on Iran and theincreasingly tough stance the Obama ad-ministration is taking to that country’s de-veloping nuclear capabilities, themaritime community must understandand remain abreast of emerging legisla-tion and other sanctions developments.All too often vessel charterers and oper-ators assume that the burden of compli-ance lies with others – misguidedthinking in an economy when few com-panies can afford to swallow the costlyfines and business disruption consequentto any violation of U.S. economic sanc-tions. As always, establishment and reg-ular updating of an effective complianceprogram is the first line of defenseagainst such violations and should be apriority for members of the maritimecommunity in today’s dynamic eco-nomic, legal and regulatory environment.

CubaOn September 3, 2009, OFAC amended

the Cuban Assets Control Regulations(CACR) to ease restrictions on familytravel and remittances, as well astelecommunications. It also introduced anew general license for travel-relatedtransactions incident to authorized agri-cultural and medical sales. Then, onMarch 10, 2010, OFAC relaxed restric-tions on exportation of certain servicesand software incident to the exchange ofpersonal communications over the Inter-net (these changes also were applicable

Annual Update

U.S. Economic Sanctions & Export Controls



to such exportations to Sudan and Iran)and issued a new definition of the meansof “payment of cash in advance” applica-ble to certain shipments of authorizedagricultural exports to Cuba deliveredduring fiscal year 2010 or timely deliv-ered pursuant to contracts entered into infiscal year 2010. Apart from these rela-tively minor modifications, however, bar-riers faced by U.S. companies wishing todo business with Cuba remain un-changed, although Congressional effortsto ease or remove the sanctions continue.

Recent Enforcement ActionsNovember 11, 2009 saw publication of

OFAC’s long awaited final enforcementguidelines, designed to allow greater in-sight into the manner in which OFAC de-termines an appropriate enforcementresponse to apparent violations of U.S.economic sanctions. In December, theannouncement of the imposition of sub-stantial penalties against Lloyds TSBBank, plc and Credit Suisse made clearto an already skittish U.S. banking com-munity the pitfalls of violating the ban onprocessing U.S. dollar transactions forSDNs and other sanctioned parties.

The U.S. Department of Commerce’s

Bureau of Industry and Security (“BIS”)and OFAC also continued their focus onthe transportation and transportationservices industry, imposing significantcriminal and civil penalties and denial ofexport privileges against two companiesinvolved in unauthorized exports of air-

craft and aircraft parts to Iran in violationof both OFAC sanctions and the ExportAdministration Regulations. BIS also is-sued new guidance for freight forwarders,reminding them of the important rolethey play in ensuring the security of theglobal supply chain.

* This article reflects developments through March 16, 2010,the date of submission for publication. The views expressedherein are those of the authors, do not necessarily reflect theopinion of the firm or other members of the firm, and shouldnot be construed as legal advice or opinion or a substitute for theadvice of counsel. Please contact Barbara Linney([email protected]) at (202) 772-5935 if you havequestions or desire assistance.

About the Authors

Barbara D. LinneyBlank Rome LLP, [email protected] Linney is a partner in theWashington D.C. office of Blank RomeLLP, practicing in the area of interna-tional trade and transactions. She regu-larly advises both U.S. and foreignclients regarding U.S. export controlsand international economic sanctions,defense trade and security regulations,anti-bribery and anti-boycott regula-tions, and other international trade andbusiness issues, including foreign in-vestment review, mergers, acquisitionsand financings.

Kelly [email protected] Loughery is an associate in theWashington D.C. office of Blank RomeLLP. She concentrates her practice onexport controls, economic sanctions,government contracts, and defense se-curity matters.

Kevin J. [email protected] Miller is a Trade Specialistbased in the D.C. office of Blank RomeLLP.


COLUMN EYE ON DESIGN

Over the past years, MARIN’s activi-ties with multi-body hydrodynamics andin particular, multi-body Dynamic Posi-tioning (DP) have increased significantly.This article focuses on DP, its growth andits potential. MARIN’s techniques andthe way DP applications are used for avariety of projects are also highlighted.

At the end of the 1980s, MARIN per-formed the first DP model tests on drill-ships and semi-submersibles. Theamount of DP model tests has increasedever since and the number of applicationshas grown. For steering the models dur-ing model tests, MARIN uses a home-grown software package calledDP-interactive. This software computesthe required control settings for free sail-ing models online. The models are mov-

ing as a consequence of the propulsorsand the new position of the model formsthe input for the DP controller. Hence, itbecomes a closed-loop system. In relativeDP, the ship is trying to follow anothership. This is technically achieved by hav-ing a master ship and a slave ship. Themaster ship does its thing, while the slaveship reacts at a mutual distance betweenthe master and the slave. The slave ship issteered in such a way that a point of theslave ship accurately follows the positionof a point on the master ship.

Mimicking the real world with a DP controller

MARIN performs these tests in theSeakeeping and Maneuevring Basin andin the Offshore Basin, using actual ship

DP applications extended to relative DP

Dynamic Positioning in Spotlight

About the AuthorFrans Quadvlieg is seniorproject manager Maneuver-ing & Seakeeping at MARIN,the Maritime Research Insti-tute Netherlands.For more information, Email:[email protected]

Figure 1: DP controller for absolute and relative DP as used in the model basin.


models equipped with thrusters and propellersand of course, with a fully functional, automaticDP system, just like real life. The DP system inmodel tests contains all the components that areal-life DP system has: position measurementsystems, Kalman filter, controller and allocationalgorithm. Figure 1 illustrates how the DP sys-tem works for such a side-by-side arrangement.The filter particularly, is an advanced piece ofsoftware. The purpose of the Kalman filter is tolet the DP system and thrusters respond to lowfrequency (drift) motions of the vessel only andnot to the wave frequency (oscillating) motions.Furthermore, a filter is present to assist in the caseof sensor failures. Such a filter (often called anExtended Kalman Filter), is using a mathematicalmodel of the behaviour of the ship.

Sea Basing Applications These new techniques for DP simultaneously

working on two models have been successfullyapplied a couple of times. This was reported in apaper presented at the Dynamic Positioning Con-ference in October 2008, entitled “A tighter watchcircle, at higher speeds: STLVAST and the chal-lenge of close-in precision dynamic positioning”.This work was carried out for Oceaneering Inter-national Inc., under contract of the Office ofNaval Research. Side-by-side operations weretested in speeds from 0 knots up to 8 knots and in

an upper Seastate 4. During the tests, the DP con-troller was connected to Voith Schneider Pro-pellers. Figure 2 shows two ships under DP inclose proximity, in Seastate 4. Figure 3 shows anexample of the results. For this specific configu-ration, it shows how the achieved DP radius in-creases with forward speed. But it also shows thatachieving good performance becomes more dif-ficult as the mutual distance between the shipsdecreases.

Model Basin Tests Reflect Real Life A long list of phenomena plays a role in this

arrangement: thruster-hull interaction, thruster-current interaction, thruster-thruster interaction,thruster-wave interaction, ventilation, greenwater, slamming, drift forces, suction and repul-sion forces between the ships; wave diffractionand wave shadowing, wave amplification be-tween the ships, the steering and maneuveringcharacteristics of the ships themselves, the effi-ciency of the propulsors at zero speed and at highspeeds, the interaction between the propulsorsand the ship and even the interaction of thepropulsors to the other ships. An important ad-vantage of tests over calculations is that all therelevant physical phenomena are taken into ac-count. The physics and the DP controllers are asclose to reality as possible, to create a realisticimage of the performance of such operations.

Figure 2: Example of ships operating side-by-side at forwardspeed at relative DP (STLVAST project). The model size is be-tween 6 and 10 meter.

Figure 3: Example of ships operating side-by-side at forwardspeed at relative DP. (STLVAST project)

The tugboat as we know it was barelyten years old when Michael Moran begantowing cargoes through the Erie Canal.The marine towing industry was under-going major transformations in 1860, asit is today. If Michael Moran had an ad-vantage in those pioneering times, it wasa view of the business at both ends of itsspectrum. From the Great Lakes to NewYork Harbor, inland to ocean-going, astation on the busy Erie Canal providedthe watchful eye a panorama of maritimeoperations. A century and a half later, thepeople who own and operate Moran Tow-ing describe similar principles applied tothe industry as it transforms again.

Michael Moran's scope on the businessbegan humbly enough, with a scowdrawn by a donkey on the towpath of theErie Canal. "His family came out of thepotato famine in Ireland," said NedMoran, great-grandson of Michael andthe current company's senior vice presi-dent. "Nine of them got on a boat in Liv-erpool, England. One was buried at seaon the way over. They went up to Frank-fort, New York, because people fromtheir home County in Ireland had alreadysettled there as laborers to build the

Canal." Frankfort being on the shore ofthat astonishing marine highway, alreadyin its 35th year of business, presented amyriad of opportunities for a young manmaking his way.

The Canal closes in the winter, and itsresidents — the owners and operators ofthe unpowered canal boats, their spousesand children who lived aboard, theirworldly goods — were towed to localesdownstate, such as Coenties Slip at theEast River in Manhattan. If directinglarge operations like that didn't broadenMichael Moran's scope enough, hisbrothers who served as captains of sail-ing lighters on Long Island Sound couldfill in some blanks.

"Down in New York," said Ned Moran,"he invested $2,700 for a half-share in aboat called the Ida Miller," Michael’s firststeamboat. "We have no record of whoowned the other half."

As significant a step as the Ida Millerwas for the developing Moran Towingcompany, it was also a drop in the bucketagainst the needs of customers in thosebooming times. The Erie Canal openedthe heartland of the United States to tradewith Europe and beyond, but reaching

such places as Chicago required morethan one vessel en route.

Thousands of ocean-going packets re-quired towing between Ambrose and thepiers of the City, succeeded by tugs andtows that moved goods and products upand down the Hudson. Next wereEriemax vessels for a then-shallow Canalbetween Buffalo and Albany, steam tugsfinally ousting the donkeys.

"It's awfully hard in the logistics busi-ness to have just one of anything," saidNed Moran. "You're never in the rightspot. I'm told there was so much workthat nobody had enough boats, soMichael formed sort of a brokerage com-pany where tugboat owners would workfor him and one another at a predeter-mined rate." It was better than havingfistfights over getting paid, and it addedthe capabilities, needs, and technical in-sights of numerous operators to MichaelMoran's scope.

The model-bow, screw-propeller vesselthat became the iconic tugboat made itsdebut about 1850, though steamboats —paddlewheelers — had been towing un-powered craft commercially on NewYork Harbor since at least 1817. Few of

the first were purpose-built towboats, butit quickly became apparent that even asidewheel ferryboat could nudge asquare-rigger toward a berth.

By the middle of the century, the ar-chetypal harbor towboat had a large, flat,open deck both fore and aft, low free-board, and despite the extensions of thepaddle boxes on both sides, the ability totow on the hip. Even within those broadoutlines, an operator needed to under-stand the relative virtues of power plants,walking-beam and steeple designs beingtwo popular variations out of several atowboat operator might consider. Theadoption of the propeller tugboat added anew encyclopedia of facts and figures forthe prospective owner to study. The firstiron tugboat was reportedly built in 1862,steel becoming preferred about 40 yearslater, rivets giving way to welds. Yet


FEATURE PROFILE OF MORAN TOWING

Moran Marks 150Above: Sparkling on a windblown af-ternoon, the 5,100 hp Linda Moranand mated 118,000 bbl barge Hous-ton stand-by in the northern realms ofBay Ridge anchorage. Sisters Patti R.Moran and Charleston were towardthe southern end that Saturday, Feb.21. (Photo by Don Sutherland)

Images & Article by Don Sutherland


wood tugs continued being launcheduntil nearly the middle of the 20th cen-tury.

Old boats as newTowboats and tugboats are made

strong, and quite a few at age 40 are stillin their youth. The successor to the pad-dle tugboat may have appeared in 1850,but there's no indication that sidewheelconstruction ceased overnight. It's a cer-tainty that they continued in use throughthe early decades of the 20th century. Aphotograph in the Moran collection,dated 1892, depicts the towboat M.T.Belle with a big Roman "M" on its stack,a sidewheeler with a steeple engine. Yetby then, after 30 years of the newer style,there would have been plenty of good,used propeller tugs around too.

"I don't remember the company build-ing new, purpose-built equipment forgeneral commercial work until the mid1940s," said Ned Moran, though an ear-lier newbuild adopted a role beyond gen-eral commercial work. This newbuildwas the 121-ft, 1,900 hp single-screwdiesel-electric built in 1940 by OrangeShipbuilding in Texas, as the Edmond J.Moran. Celebrated in popular wartimemagazines as "The tugboat that went outto war," cruising 100,000 miles duringthree years under a German-born skipperin service of the American war effort, theexploits of the tug were presented as dar-ing and heroic. Repowered, the ex-Ed-mond J. Moran remains in operation 70years later, although no longer in Morancolors.

As for the real-life Admiral Edmond J.

Moran, grandson of Michael Moran, hisachievements included the supervision ofAmerican, British, Norwegian, andDutch tugs, which during World War IItowed railroad carfloats across the At-lantic, and constructed instant ports tosurprise the enemy during invasion. It'sreported that 160 multinational tugs wereunder the Admiral's direction.

On the lookoutThe towing industry has never been

static, in equipment or in clientele. It'sone thing to assist a clipper ship to itsberth at South Street, another to send118,000 bbl of heating oil up the coast tokeep the citizens warm. Moran's exami-nation of emerging technologies has typ-ically come early in the curve, sometimesbefore new technology has matured. Ac-

cording to notes from historian BrentDibner, Moran's first foray into dieselpower was the 1923 converted EugeniaMoran. From there, the company wentback to steam tugs until their new canalerfleet of 1937.

Gruntwork aside, the heyday of the lux-ury liners in Hoboken and Manhattan'swest shore gave the bold white “M” anindelible association with deluxe ship-docking. Many splendid tugs for the ship-docking fleet were built and acquired asthe liner market waned, tugs increasinglydestined for the cargo-carrying popula-tions of the Kills, Port Elizabeth, PortNewark and elsewhere. All used propul-sion systems more or less paralleling thatfirst propeller tug in 1850.

"I think it was 1995 or 1996 when westarted to look at the Mor Trac system to



see what that was all about,” said Ted Tre-gurtha, president of Moran Towing. Theywere interesting and worked out well for us.But I think the real impetus to go to tractorboats was the opportunity to bid for theNavy ship-assist contract for Norfolk NavyBase. Starting in 1998 we built six tractortugs and converted two others for them foruse in Norfolk, and learned a lot through theprocess. And as we started looking at ourfleet-replacements at that time, it seemedlogical that our harbor tugs would be Z-dri-ves going forward."

From the 4,000 hp tugs for the Navy, "wewent to 5,100 hp, the Diane Moran being thefirst, a better tug for our own purposes.We've built nine of those, some with EMDengines, some with MTU engines, we'vedone them with Schottel, with Rolls-Royce,lots of different combinations."

The Washburn & Doughty 92-ft tug is thebasis of most of Moran's recent Z-drives,though two designed for operation inCameron, La. and the one in Savannah forElba Island have been stretched to 98 ft and6,600 hp. A pair of 86-ft, 5,100 hp Z-drivetugs were also built recently for Moran, byC&G Boatworks from a design by JensenMaritime Consultants.

With supertugs and fifi-1 fire fighting sys-tems, demanding cargoes could be handledwith greater precision. "We got very in-volved in the LNG business starting around2000-2001, the impetus for most of the6,000 hp and all the firefighting tugs webuilt," said Tregurtha. "Our LNG Boats arenow employed at five different LNG termi-nals, four in the U.S. and one in Mexico forEnergia Costa Azul. These are probably thefurthest out we've gone on Z-drive tugs so

Laura K. Moran, the second 5,100 hp 92-ft Z-drive to join the New York shipdock-ing fleet (following Gramma Lee T. Moran), on her way to work on February 19.Moran's Z-drive fleet nationwide well exceeds two dozen, designed by a who's whoof marine architects.

(Photo by Don Sutherland)



far, 32 m (105 ft) long and 6,600 hp, 85metric tons of bollard pull. They use aMarkey 700 hp line winch, which we be-lieve to be the largest on a tugboat to-date. This is all to meet our customer

requirements, operating basically in theopen Pacific Ocean where we have tohandle ships through meaningful swells."

Not counting the original Mor Tractractors, Moran has developed a fleet of

two-dozen Z-drive tugs, most during the21st century, with one currently underconstruction. Another four are in servicefor the joint venture at Costa Azul. In ad-dition, conventionally powered vessels,

including three-screw pushboats by C&GBoatworks, and the four Mor Trac tugs,have expanded the company's capacity inthe past few years to serve special mar-kets.

Laura K. Moran delivers a docking pilot to NCC Dammam, inbound to Bayonne.Pilots seem to endorse the stability of a Z-drive, when taking those first stepsup the side. (Photo by Don Sutherland)

The James Turecamo gets a lot of nominations for best-looking canaler on NewYork harbor, though the sweeping Joe Hack twin-screw design was developedfor the rivers of Chicago, with a lot of low bridges across them. (Photo by Don Sutherland)


Moran has long had its share of barge operations, and haslooked into the prospects of container barges for short-seashipping. And then there was the changing world of liquidproduct. "In 2006, we made the decision that we would nolonger operate or tow single-hull equipment," said Tregurtha,"and we haven't since the end of that year. We have six ATBsnow, we're in the process of doing a seventh, and we have fiveconventionally-towed barges that are all double-hull." Thebarges were built by a sampling of yards around the map —Bay Shipbuilding in Sturgeon Bay, Eastern ShipbuildingGroup in Panama City, Bollinger Marine Fabricators in Mor-gan City La., and Gulf Marine Repair in Tampa, Fla., which isrefitting the barge Virginia for ATB operation.

Architect Bob Hill developed the ATB conversions of theScott and Barney Turecamo, and the all-new ATB tugs builtby Washburn & Doughty. "We've worked with Bruce Wash-burn, Jensen Maritime Consultants, Robert Allen on the CostaAzul tugs — we've seen different things from each of them."

Including the talent and insights of personnel joining thecompany through acquisitions over the years, Moran's roster ofaffiliations reads like a who's who of the towing industry for acentury and a half. Yet that industry has been profoundly dy-namic. The wherewithal used by Michael Moran to movemasses of canal boats being reinvented by the time the Admi-ral moved his wartime armada, all reinvented once more in thepast decade of Z-drives and ATBs. The unifying factor amongall has been a perceptual one at Moran Towing: the ability toassess the broad view. Scope.

Barney Turecamo and sister Scott were reworked intoprototypes of Moran's purpose-built ATB fleet, Bob Hilland Washburn & Doughty credited with design and con-struction of both sets.

FEATURE BRAZIL’S NUCLEAR SUBMARINE

The Plan to Build Brazil’s

Nuclear SubBy Claudio Paschoa

Photo:

SSN in drydock.

(Photo credit DCNS)



The Brazilian Navy´s nuclear program,officially named “Programa Nuclear daMarinha” (PNM), in Portuguese, beganin 1979 with very limited funds and a lotof determination by the Brazilian Navyto see it through. The Program can be di-vided in two parts, the first being to gainexperience and knowledge in order todominate the ultracentrifuge enrichmentprocess for uranium. The Navy estimatesit will be able to complete the full ura-nium enrichment process this year.

The second part was to develop andconstruct a small nuclear plant to gener-ate electric energy for naval propulsionthrough a pressurized water reactor(PWR). The challenge now is to com-plete the second part, completing the nu-clear plant for naval propulsion. This partis being done at the Nuclear-ElectricGeneration Laboratory (LABGENE).The nuclear reactor also needs to bemade operational in a size that fits thehull of the planned nuclear submarine.

Along the 30 years following the firstinvestments, the PNM has seen two dis-tinct phases. The first 10 years of growth,which reached a peak of $90 million ininvestments in 1989 and the subsequent16 years of slow decline in investments,eventually reaching a low of less than $20

million in 2005. It is widely known thatfrom 2000 to around 2007, the secondphase of the PNM had been in a vegeta-tive state, with investments limited tomaintaining the programs in existencewithout any major gains.

Investments between 1979 and 1990came from the Brazilian Navy´s yearlybudget and from other governmentalfunds. After 1990 up to around 2007 the

investments came solely from the Brazil-ian Navy´s yearly budged, which also de-clined during this period. There was nospecific governmental budget related tothe PNM. Along many of those years thePNM went through desperate times, withthe Brazilian Naval Command having toskim funds from fleet maintenance andupgrade in order to simply maintain theprogram in a vegetative state.

We are now entering a third phase,where development investments are guar-anteed, as the PNM is now considered anational interest program by the Brazil-ian government, said President Luis Ina-cio “Lula” da Silva. There is no seriousrisk to the programs continuity even withthe upcoming Presidential elections inBrazil.

The Brazilian Navy had forecast theneed for a budget between 2007-2014 of$1 billion or $130 million per year, inorder to complete the PNM program by2014 and by then have an operational re-actor, sized to fit in a custom made sub-marine hull. The program is based on anuclear reactor capable of generating11MW of electricity, thus having the ca-pacity to supply energy to a city with apopulation of around 20,000, conse-quently proving the concept of producinga nuclear reactor also useful for civilianuse. This budget has been guaranteed bythe Brazilian government and may evenincrease if there is proven necessity ofextra funds, as the government acknowl-edges the technological advances thePNM will bring to the country and thestrategic importance the PNM has to theBrazilian Navy and to Brazil. The fact isthat the nuclear reactor needs to be oper-

Autonomous submarine energy module.

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ationally bulletproof in terms of safetyand efficient in energy production. Theseare just some obvious examples of factswhich may cause the need for supple-mental funds.

In military logic, the protection of thevital O&G fields is only one of the vari-ous missions that require the nuclear sub-marine, albeit an important one. In thiscase the known existence of a nuclearsubmarine in the Brazilian naval fleet isexpected to act as a deterrent to actionsagainst any kind of Brazilian interests inand along the Brazilian economic exclu-sion zone (EEZ) or its landmass.

Since its onset, the PNM project hasbeen headquartered in Iperó, in the stateof São Paulo in southeast Brazil, at theAramar Experimental Center, which is acomplex of buildings and laboratorieswhich houses the Navy TechnologicalCenter (CTMSP).

On December 18, 2008, Brazil's Presi-dent Luiz Inacio “Lula” da Silva issuedthe nation's new National Defense Strat-egy (NDS) that had been in the makingfor over a year. The process for producingthe NDS had been overseen by a Minis-terial Committee established by presi-dential decree in 2007, which waschaired by Defense Minister Nelson

Jobim and coordinated by the Minister ofStrategic Affairs Mangabeira Unger, whohas already left the government. In itswork, the committee also consulted withthe three branches of the armed forcesand various civilian groups.

Brazil's National Defense Strategy por-trays nuclear initiatives as a means to en-hance Brazil's development, strengthen

its defensive posture and bolster its globalstanding. To capitalize on the potentialstrategic value of the nuclear sector, theNDS calls for Brazil to undertake the fol-lowing initiatives:• To further the nuclear-powered sub-marine program, conclude the completenationalization and development of thefuel cycle (including gaseification and

enrichment) on an industrial scale; • Ensure that the country has the tech-nology for building reactors for its exclu-sive use; • Speed up the mapping, prospecting,and utilization of uranium deposits;• Develop the potential for designingand building nuclear thermoelectricpower plants to be under national control,even if developed through partnershipswith foreign states and companies; and • Increase the capacity to use nuclearenergy within a broad spectrum of activ-ities.

The French Connection“The greatness and reach of this con-

struction forces its analysis to be made inat least three main segments: the strate-gic segment, which establishes its reasonfor being; the technological segment,which means a change in status forBrazil; and its contribution to the devel-opment of the national defense industry,which will lead the country to be inde-pendent in projecting and manufacturingits own military equipment,” said the CICof the Brazilian Navy, Fleet Admiral JúlioSoares de Moura Neto speaking about theimportance of the construction of theBrazilian nuclear submarine.


Torpedo countermeasures illustration.

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The process of choosing a partner tobuild the submarines was basically aprocess of elimination. The Braziliannavy had decided to build a small fleet ofconventional submarines and one nuclearsubmarine. The partner would have to bea nation that had an industry that builtboth conventional and nuclear sub-marines. Another important aspect of theselection process was the determinationthat the partner would have to agree to afull technological transfer, in such a wayas to permit Brazil to build its own sub-marines without being encumbered by re-strictions from the partner nation.

After researching the market it was es-tablished that the only possible partnerswould be Russian or French. The poten-tial partners who could be consideredideal, the Americans and English, do notbuild conventional submarines any more,which was mandatory for selection. Mostexperts agree that no submarine manu-facturer in the world surpasses GeneralDynamics Electric Boats in terms of ex-perience, quality and efficiency. How-ever, as stated before they did not fulfillmandatory pre-requisites.

The Russian submarine market is hugeand its builders do build diesel sub-

marines, however, these have only beensold to communist countries, with the ex-ception of Venezuela and India. Also itappears that the Russian market has in-terest in only selling the finished product,with no allowance for technologicaltransfer, so the Russian option was alsoquickly discarded, leaving for a partner-ship with the French, through its re-

knowned submarine builder DCNS.The contract between Brazil and the

French company DCNS for the con-struction of four conventional sub-marines and the hull, sonar andweapons systems of a nuclear subma-rine has been established withoutmuch fanfare. The contract, valued ataround $8 billion, also includes the con-

struction of a submarine shipyard and asubmarine base in Itaguaí, Rio de Janeiro.

There have been many critics to the factthat the Brazilian construction companyNorberto Odebrecht was chosen for theconstruction of the facilities without anytender process. The Brazilian governmentofficially said that the choice was madeby the French from DCNS.

The French Eximbank approved the fi-nancing for the project, which is expectedto cover around 85% of the project cost.Initial work preparing the area for theshipyard/sub base has started in February2010 and the construction is expected tolast up to three years. Since the BrazilianNavy is experienced in building conven-tional submarines, having been buildingthem with German technology for morethan 10 years, it is considered feasiblethat the first conventional submarine tocome out of the new submarine buildingprogram, may be ready to submerge in2013.

Odebrecht began building the new sub-marine base and shipyard in February2010, at the Itaguaí municipality, inSepetiba Bay which is just off the southtip of Rio de Janeiro, according to theCIC of the Brazilian Navy, Fleet Admi-

French Navy SSBN Control Room.

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ral Júlio Soares de Moura Neto. The basewill house the new Scorpene submarinefleet and eventually the first nuclear sub-marine made in Brazil with French tech-nology.

Four conventional submarines of theScorpene class are scheduled to be con-structed up to 2016, with the conclusionof the nuclear submarine scheduled for2020. The total Navy budget for 2010 isapproximately R$4.3 billion ($2.3 billionat present currency levels). From thisbudget R$2.3b is slated for the sub-marines and R$2b for investments in thefleet and fleet maintenance. In terms ofnational content, there are already 36,000items listed to be supplied for the sub-marines by national companies and thelist of potential national suppliers is stillgrowing.

The commander of the Brazilian Navyis feeling very optimistic about thebudget being guaranteed. “The govern-ment has just released the first install-ment of the resources for the project. Wewill be able to conduct our submarineprogram. It is a National project and astrategic partnership signed between twocountries” said Fleet Admiral JulioSoares de Moura Neto.

Scorpene Diesel Submarine fleet andthe Nuclear Submarine Program

Since the 1970s, the Brazilian Navyconcluded that the vastness of the At-lantic Ocean and the magnitude ofBrazilian interests at sea demanded theuse of conventional submarines workingin conjunction with at least one nuclear

submarine.Approximately 95% of Brazilian trade

(imports and exports) takes place at seaand the growing importance of the off-shore oil fields to the Brazilian economyis a growing factor. There have also beenhistorical confrontations related to fish-eries along the Brazilian EEZ. This new

submarine fleet and in particular the nu-clear submarine, is considered of strate-gic importance by the Brazilian Navy dueto its mobility, stealth and the versatilityof its operational parameters, which per-mit it not only to effectively patrol closeto shore but also as an advanced defenseof distant marine frontiers.

It is important to remember that theBrazilian coast is over 7,000 km (around4,500 miles) long and the Brazilian EEZencompasses an area of 3.5 million sq.km., which may rise to 4.4 million sq.km. depending on approval of extensionrequests made by the Brazilian govern-ment to the United Nations. The EEZgoes out to 200 nautical miles (370 km)from the coast and there are sources thatguarantee that pre-salt reservoirs will befound all the way to that limit of the EEZand possibly beyond.

Obviously four or five submarines,even if one of them is nuclear powered,will never be enough to patrol or defendthe whole EEZ, so the Brazilian Navywill also have to re-equip and upgrade itssurface navy.

DCNS presently exports the Scorpenesubmarine to the Chilean, Indian andMalaysian Navies. DCNS is considered


Chilean Navy Scorpene Submarine.

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a traditional supplier of high quality navalproducts and have guaranteed throughcontractual clauses to transfer technologyrelated to submarine construction andsubmarine systems, including the funda-mental sonar and weapons systems to theBrazilian Navy.

DCNS Chairman & CEO PatrickBoissier said on September 3, 2009: “Weare proud that Brazil’s highest authoritieshave chosen DCNS to modernize andrenew their country’s submarine fleet. Iam aware of the responsibilities that thisentails and have no doubt that eachDCNS team will do its share to ensurethe complete success of this ambitiousproject. The contracts signed today con-firm our technological standing on theworld market and the wisdom of our in-ternational strategy focusing on engi-neering services, new construction work,and the operation and maintenance of de-fense facilities.” This is the biggest con-tract in the history of DCNS.

Some characteristics of the Scorpenesubmarine project deserve special atten-tion. Although it is a diesel or conven-tional submarine, its project is not as asimple evolution of a previous diesel sub-marine class. Its hydrodynamic hull wasderived from the Rubis class nuclear sub-

marine, although more compact and itcontains technological advances used inFrench nuclear submarines, such as theSUBTICS tactical integrated combat sys-tem, which combines operational effi-ciency, high-performance sensors andlong-range weapons.

The sea trials of SUBTICS systems al-ready commissioned have demonstrated

its level of performance and integration,including the capability to launch severaltypes of weapons. Since modern sub-marines are increasingly used for bothblue water and coastal missions rangingfrom anti-submarine or anti-surface war-fare to intelligence gathering, land attackand special operations, SUBTICS is de-signed for all these scenarios. The sys-

tem´s key features include:• Outstanding sonars and other sensors,including, adaptive planar flank arraysfor long-range detection, even at highspeed;• Fusion of data, from all sensors (opti-cal, optronic, R-ESM and C-ESM, radar),location and identification of vessels;• Advanced, sea proven automatic andinteractive target motion analysis;• Track association and fusion throughinteractive track management;• Aids for tactical analysis, decision-making and action management with re-spect to geographical and tacticalenvironment;• Exchange of tactical data via datalinks; • Engagement of targets and control ofdifferent weapons; and• Anti-torpedo countermeasures system,named CONTRALTO-S, also deservesspecial attention. The CONTRALTO-Ssystem – a new-generation solution – isdesigned to provide submarines with ef-fective protection against light- andheavyweight torpedoes. It is a systemfully integrated in the combat manage-ment system (CMS) that proposes an eva-sive maneuver to the carrier and triggersthe launch of CANTO munitions.

CANTO is a wide-spectrum jammer in-

Old Brazilian sub fleet with Sugar Loaf in the background.

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stalled on submarines. It has been de-signed to satisfy the need to decoy andjam torpedoes fitted with acoustic heads,and to do so throughout the frequencyspectrum and irrespective of the modeused by the torpedo’s sonar (passive oractive). Its role is to deflect the threatwhile cloaking the submarine to allow itto take evasive action. As for the nuclearsubmarine program, some idea of thenew class to be developed by the Brazil-ian Navy can be glimpsed from theFrench Navy´s new Barracuda classSSN. Although this is not the class thatwill be produced in Brazil, it will cer-tainly be influential in the Brazilian de-sign. Some differences can easily beforecast, such as the need for the hull ofthe Brazilian Nuclear Submarine to bewider than the Barracuda class in orderto fit the nuclear reactor being developedin Brazil. The Barracuda program isscheduled to replace the Rubis-class nu-clear-powered attack submarines withsix new-generation submarines.

Boasting unrivalled acoustic discretionat high speed and a listening capacity un-affected by speed, the Barracuda will bedesigned to enjoy an acoustic advantage.It will be equipped with an extensivearray of information gathering resources,and is projected to be capable of operat-ing both alone and within an integratednaval force thanks to its discreet com-munications systems. Its extensiveweapons payload capacity includescruise missiles that make it a tool of con-siderable strategic importance for theFrench navy. The first Barracuda-classsubmarine will be delivered in 2017, andthe subsequent vessels will be deliveredat the rate of one every two years. Itsmain characteristics are:Length .....................................99 mSurface Displacement ......4,700 tonsDepth Rating ........................>350 mSpeed Submerged.............>25 knotsCrew ............................................60

From these numbers we can get anidea of the submarine which will bemade in Brazil. The Brazilian class willalmost certainly be longer and wider andthus will have a higher displacement andprobably more crew members also. TheBrazilian navy will also benefit from les-sons learned by the French during theirconstruction of the Barracuda class SSNand all the previous knowledge accumu-lated by DCNS in its many years of nu-clear submarine construction.

After waiting more than 30 years to seeits nuclear submarine program finally



take off, the Brazilian Navy must now beprepared to overcome the many technicalobstacles that are guaranteed to arise dur-ing the manufacturing and constructionprocess of the submarine hull.

The construction of the shipyard has al-ready begun with the participation ofBrazilian construction giant Odebrecht(50% of the shares) and French ship-builder DCNS (49%) and the BrazilianNavy, which will have special decisionmaking powers and veto rights.

Hopefully by this time next year theconstruction of the first Scorpene dieselsubmarine will have started and it mayinclude a MESMA AIP (AutonomousSubmarine Energy Module), which is anelectrical energy production module de-signed specifically for conventional sub-marines and as well as supplyingelectricity to the vessel and to the propul-sion system, it can also be used torecharge the batteries without the need tosurface. This module actually quadruplesthe underwater range of a conventionalsubmarine, which significantly extendsits scope of action and enhances itsstealth performance, therefore increasingthe strategic importance of the Scorpeneconventional submarine fleet. Deterrenceof a State Threat is the main goal of theBrazilian Nuclear Submarine Program.The stealth of nuclear submarines suitsthem to this deterrence mission, a funda-mental part of the National Defense Strat-

egy according to Defense MinisterJobim.

President Lula at Labgene with reac-tor vessel.

(Photo credit AgenciaBrasil-Ricardo Stuckert)

SSN Barracuda -Cutaway Illustration (Credit DCNS)



FEATURE OFFSHORE ANNUAL

Between 2010 and 2014, deepwater ex-penditure is projected to expand at aCompound Annual Growth Rate (CAGR)of 8%. The ‘Golden Triangle’ of deepwa-ter, namely the African, GoM and Brazil-ian coastal areas, will still account forover three-quarters of global expenditureover this period. However, the emer-gence of Asia as a significant deepwaterregion should not be overlooked as it isprojected to receive around 10% of thetotal predicted global Capex investment.

Three main elements dominate deep-water spend over the next five years: thedrilling and completion of subsea devel-opment wells, pipelines and productionplatforms. To put this in perspective, atotal of $63.6 billion will be spent on thedrilling and completion of subsea wellsalone. Pipelines and control lines willalso continue to play a vital role in pro-viding the necessary infrastructure fordeepwater developments. The opening upof reserves further from the coast and theincorporation of satellite fields into deep-water hubs will drive expenditure onpipeline & control lines to over $62 bil-lion, while investment in subsea wellsand pipelines & control lines account forapproximately 75% of all capex. Plat-forms are expected to account for around15% of total deepwater expenditure overthe 2010-2014 period (a total spend of$25.4 billion), compared to 17% over theprevious five-year period ($21 billion).

Regional UpdatesAfrica

Offshore developments in Africa dateback to the 1960s but the past severalyears have seen a dramatic transforma-tion in the area’s profile and a majordeepwater oil and gas province hasemerged. The first brace of deepwater‘elephants’ – Shell’s Bonga on OPL 212

off Nigeria and Total’s Girassol on Block17 off Angola – were discovered in thespring of 1996. Since then, West Africahas emerged as perhaps the most sig-nificant deepwater province in theworld although there have also beensome high-profile failures and disap-pointments along the way. The first FPSto be installed in African deep water wasTotal’s landmark Girassol project off An-gola in 2001 and this was followed byExxonMobil’s Xikomba in 2003 and thenKizomba A and B’s TLPs and FPSOs.The non-conservative trend has contin-ued with the world’s first FDPSO in-stalled on the Azurite field in theRepublic of Congo. Today, Africa is byfar the world’s most significant deepwa-ter region. A large number of world-classdevelopment projects are underway orplanned for the forecast period and weanticipate that these will push annual re-gional deepwater Capex above $12 bil-lion during much of the period.

AsiaAlthough there is much offshore devel-

opment activity in Asia, it is not tradi-tionally thought of as a deepwater‘hotspot’. This is because the vast major-ity of activity occurs in shallow waterdepths. Over the 2005-2009 period therewere four deepwater platform installa-tions, three of which were FPSOs. Over-all, a total more than 140 subsea wells,42 surface-completed wells and threedeepwater platforms will be requiredover the 2010-2014 period. Total Capexin the deepwater sector during this periodwill amount to $11b – a 43% increase onprevious five-year expenditure. Over75% of the expenditure forecast will berelated to the drilling and completion ofsubsea wells and the installation of sub-sea pipelines and control lines.

The main developments will occur offMalaysia and Indonesia such as Shell’sGumusut and Chevron’s Gehem andGendalo developments, which are sched-

uled to come onstream in 2012. Threedeepwater platform installations are fore-cast for the 2005-2009 period, two ofwhich will be FPSOs. These vessels willbe installed on ONGC’s D-1 field in Indiaand Shell’s Camago development in thePhilippines. The third deepwater installa-tion in the Asia region is the semisub in-tended for the Gumusut development.

Western EuropeDeepwater activity off Western Europe

over the 2005-2009 period was domi-nated by Statoil’s Ormen Lange subseadevelopment, in particular the large deep-water pipeline development scheme as-sociated with the project. Pipelinesaccounted for 78% of the historic spend($4.2 billion). Over the 2010-2014 pe-riod, a number of projects are expected togo ahead that will contribute to a totalcapital expenditure of $3.8 billion. Theseinclude Eni’s Aquila field development –which is due onstream in 2011 and in-cludes two subsea wells tied back to anFSPO. In the UK, there are several deep-water projects under development in-cluding Total’s Laggan/Tomore andChevron’s Lochnagar/Rosebank, the for-mer of which will include subsea welltied back to an onshore processing plant;the the latter will be developed via FPSO.

North AmericaNorth America, which in deepwater

terms means the U.S. GoM, saw signifi-cant activity over the 2005-2009 period,including the completion of 225 subseawells and 32 surface-completed wells. Inparticular 2009 saw a peak in NorthAmerican deepwater expenditure at$10.9 billion – a good proportion of thisspend was attributable to the installationof pipelines associated with the installedplatforms.

Global Market Dynamics and

Deepwater ExplorationBy Thom Payne, Senior Analyst at Energy Business Analysts, Douglas-Westwood

Despite global economic turmoil and oil price fluctuations having a marked impact on activity levels, the deepwater sector is forecast to quicklyrecover and resume its previous growth. Indeed, annual deepwater expenditure is predicted to reach around $35 billion in 2014, with a totalglobal Capex of $167 billion estimated for the 2010-2014 period. Thom Payne, senior analyst at Douglas-Westwood provides an insight intothe next five years within the deepwater sector as the company launches its, “World Deepwater Market Report 2010-2014.”

Deepwater Capex by RegionSource: The World Deepwater Report 2010-2014, Douglas-Westwood


One of the platforms, the Atwater Valley HubFPSS, has production from ten fields tied back to it.Overall deepwater expenditure for the 2005-2009period passed the $36 billion mark – making it sec-ond only to Africa. Looking forward, there is cur-rently more than $24 billion worth of plannedinvestment expected in the North Americandeepwater sector during the forecast period.This includes the Petrobras operated Cascade de-velopment and the first sanctioned use of an FPSOunit in the GoM.

FSPO UpdateConventional fixed platforms are not feasible in

water depths exceeding 400m and indeed, installa-tions in water depths of more than 200m are rare.There are instances of ‘compliant towers’ beingused to develop deepwater fields but none have oc-curred over the 2005-2009 period and none areforecast for the period to 2014. Our findings showthat floating production systems, with FPSOs rep-resent by far the most-favoured solution. Over the2005-2009 period FPSOs represented 72% of theoverall platform development Capex, with deploy-ments ranging in scope from Chevron’s vast Ag-bami project (where the FPSO is reported to havecost $980 million) to short, single-well deploy-ments off Brazil using dynamically moored vesselssuch as the Seillean. FPSSs accounted for 18% ofspend 2005-2009, with Spars and TLPs represent-ing 4% and 6% respectively. FPSOs will accountfor 39 of the 52 forecast units and 80% of the fore-cast Capex, while there are expected to be sevenTLPs, four FPSSs and two Spar installations duringthe 2010-2014 period. The global FPSO marketwas heavily impacted upon by the global economiccrisis and the restricted availability of credit. Buck-ing this trend, however, our data shows that thedeepwater FPSO market remained relatively re-silient. From a total of nine projects seeking finan-cial backing, seven were successful with oneexpected newbuild delayed until 2010 and theBonga Southwest FPSO (a joint venture betweenNigerian National Petroleum Company and Shell)being dropped until further notice due to unrelatedcircumstances. The lending behavior of largebanks that historically provided capital to the FPSOsector changed considerably during 2009. Heavilyconstrained by the lack of capital in the global sys-tem, major lenders re-evaluated risk levels and theirown potential exposure. Greater attention has nowbeen placed on the nature of the contract betweenthe operator and the FPSO contractor – andvigourous checks are being applied to minimizereservoir risk. The impact of these factors on thefloating production systems market does appear tohave been significant. Industry insiders noted an in-

crease in up to 500% in bank lending margins thatranged from 50 to 250 basis points above theLIBOR (London Interbank Offered Rate), with re-quired loan-to-equity ratios also dropping signifi-cantly. A general outcome has been toward industryconsolidation with only leading NOCs or blue chipmajors able to generate required levels of finance.It is expected that the FPSO and Floating Produc-tion Systems market will pick up in the early yearsof the present decade. Banks, however, are expectto remain largely risk averse and continue to applygreater diligence to lending with the sector, even iflending margins are reduced as more liquidity en-ters the global banking system.

Operator BudgetsTotal expenditure operator budget is predicted to

be over $220 billion – demonstrating the impor-tance of deepwater development over the nextdecade and beyond. Partially state-controlledPetrobras will prove, by far, to be the biggest playerin the sector, having laid plans to invest close to$90 billion between 2010 and 2020 – the majorityof which relates to Brazilian pre-salt deepwaterfields. Total and BP are expected to invest around$30 billion each on their deepwater assets over theperiod to 2020. West Africa continues to remain animportant area of investment for both operators inaddition to the employment of Nigerian fields(Total) and within the Gulf of Mexico (BP). Cono-coPhillips has the smallest deepwater portfolio ofall the supermajors and the company’s deepwaterCapex is expected to be split primarily betweenNorway and the US Gulf of Mexico.

E&P deepwater activities are situated at the in-dustry’s technological frontier and imply high risksand high costs. However, the potential rewards – interms of reserve volumes, productivity and prof-itability – are very alluring; particularly when con-sidered in the context of a lack of new onshore orshallow water opportunities and operator require-ments to offset decline from existing reservoirs. In-deed, the requirement for techniques and hardwarethat can enable or improve E&P performance underchallenging deepwater conditions is driving muchof the innovative work currently underway in thewider industry. This has been demonstrated by sig-nificant improvements and innovations in thedrilling, floating production and subsea sectors –all of which have proved especially beneficial inthe exploitation of deepwater prospects.

In addition, energy is becoming more expensiveas the resources we extract become more techni-cally demanding and intensive to access. Ulti-mately, a future peak in world oil supply isinevitable; the only question remaining is the datethat this will happen.

The World Deepwater Market Report 2010-2014 is the latest in an acclaimed series of business stud-ies used by organisations in over 60 countries worldwide. These include oil majors, investment banks,OEMs, offshore contractors, agencies and government departments. Established in 1990, Douglas-Westwood is an independent company and the leading provider of business research & analysis, strat-egy and commercial due diligence on the global energy services sectors. The company has offices inCanterbury England, Aberdeen Scotland and New York USA and, to date, has completed more than600 projects - providing products & services to 400 clients across the globe. www.dw-1.com

Maritime Reporter had the chance topick the brain of Kent Stingl, Shell’sProject Manager for the Parque das Con-chas (BC-10) project, a multi-billionheavy oil subsea development in the ultradeepwater offshore Brazil, to discuss off-shore oil and gas trends.

What are the two or three significantchanges that have advanced the busi-ness of subsea technology?Kent Stingl Subsea technology isdeveloping so quickly it is hard to pickjust two or three. There are four thatcome to mind. First, the use of electri-cally heated flowlines that precludes theneed for looped flowline systems to man-age flow assurance issues. Second, theuse of the Shell patented Heave Com-pensated Landing System which allowssubsea hardware including tubing headspools, subsea trees and jumpers to be in-stalled offline of the rig with a muchcheaper anchor-handling vessel. Third,the use of Surface BOP’s for drilling andcompletions that allows the use of amuch cheaper Generation type 3 rig forvery deep waters. Fourth, the develop-ment and use of Multi Phase Flow Me-ters which allows for accurate meteringand allocation which enable the com-mingling of production subsea and

thereby reduce complexity and costs.

What technologies have had thebiggest impact on the efficiency ofsubsea operations?KS The recent development of sub-sea fluid separation and pressure boost-ing technology such as that developed forBC-10 in Brazil and Perdido in the Gulfof Mexico allows us to develop muchlower pressured reservoirs and heavieroils which until recently would have beenstranded.

What does Shell do that sets itselfapart from the competition?KS Shell is a subsea technologyleader. Shell is unique in that we take afull systems and life cycle approach tothe development and maturation of sub-sea technologies. We strive to developnew technologies, mature those tech-nologies and then standardize on theirimplementation and operation.

What are the primary drivers for yourbusiness?KS In a word: value. It drives ourbusiness and is what our customers andstakeholders expect. We strive to safelydeliver top quartile performance projectson a unit development cost basis.



Blazing the path with

Shell Offshore

Left and right:The Espirito Santo Floating Produc-tion, Storage and Offloading (FPSO)vessel.


How does cyclical price for oil affectyour business?KS Major subsea development proj-ects tend to take two to three to four yearsto execute and therefore cyclical pricesusually do not affect the project once theproject has been funded.

What's happening today that will affect your business for the nextdecade?KS It appears that cheap domesticoil is gone and the direction of our busi-ness is to develop the technologies re-quired to economically develop morechallenging resources. These challengesinclude heavier oils, deeper water, lower-pressured reservoirs, sour crudes, etc.

What is the most significant advanceduring your career?KS From an efficiency standpoint,there is no doubt that real time data trans-fer technology has made a huge impact.

We now have the technology and abilityto monitor and collaborate on subsea op-erations as they are taking place. For ex-ample, on BC-10, we set up real timedata centers on the FPSO offshore Brazil,in Rio in our main office, and in Houstonat our center of excellence to collaborate

on live subsea installation and commis-sioning operations and thereby get theright level of import from subject matterexperts to make the best decisions.

What do you consider the biggestchallenges to Shell’s development inthe offshore arena?

KS Without a doubt our biggestchallenge is the development and imple-mentation of fit-for-purpose innovativetechnologies. To be the preferred opera-tor for major international projects, weneed to consistently and safely deliverstop quartile quality systems.

Kent Stingl



In good times and bad, Hornbeck Offshore maintains its course

Steady Ahead

by Greg Trauthwein

Hornbeck Offshore Timeline — 1997 to Present


The history of the offshore oil and gas market is lit-tered with dozens upon dozens of companies that haveinvested mightily in the market when it was hot, only tobe toppled by debt, falling just as quickly, when it wasnot. At 13 years of age, Hornbeck Offshore Services(HOS) may be relatively short in its corporate history,but it is long in experience, boasting a management teamthe “has been in this business our entire lives; we’ve seenmany ups and downs,” said Todd M. Hornbeck, the com-pany’s ubiquitous president, CEO and Chairman of theBoard. “In up markets we pay particular attention to ourcapital structure. Today we are in an offensive position,financially, and a defensive position from an operations(cost) standpoint,” which includes a vessel-stackingand fleet rationalization strategy that saved $32.1million in 2009 cash operating expenses.

Maritime Reporter & Engineering News had the op-portunity to catch up with Hornbeck – the man and thecompany – recently at its Covington, La., headquarters,to discuss the company and its position in the maritimefraternity, including the ramifications of the culminationof its most recent newbuild program and the lingeringeffects of the worst financial meltdown in a generation.

Steady Ahead To put the current market downturn in perspective, one

not need look much further than HOS’ most recent re-sults, released in early February 2010. According to thecompany, its average new generation OSV dayrates forthe fourth quarter of 2009 declined to $19,880 comparedto $24,385 for the same period in 2008 and $20,915 forthe third quarter of 2009. New generation OSV utiliza-tion was 73.1% for the fourth quarter of 2009 comparedto 96.4% for the same period in 2008 and 71.9% in thethird quarter of 2009. Effective new generation OSV uti-lization for the company's active fleet, which excludesthe impact of stacked vessels, was 89.2% for the fourthquarter of 2009 compared to 83.2% for the third quarterof 2009.



While other offshore vessel operatorsperhaps make more headlines, the beautyof HOS is the simplicity of its mission,which is, according to its company’s mis-sion statement, to:

“ … be recognized as the energy indus-try's marine transportation and servicecompany of choice for our customers,employees and investors through innova-

tive, high quality, value-added businesssolutions delivered with enthusiasm, in-tegrity and professionalism with the ut-most regard for the safety of individualsand the protection of the environment.”

To put it simply, while the company isdiversified by business sector and geog-raphy, its primary mission is to serve theoffshore energy markets with a fleet of

modern, technologically advanced andequipped offshore vessels. The mandatestarted when the company effectivelyopened for business in 1997, when itbegan a program to build new-generationOSVs based on its own proprietary de-signs. Since then it has built 24 OSVs,and expanded its fleet with the acquisi-tions of additional new generation OSVs.

In total, the fleet of 48 OSVs (projectedto be 51 by the end of 2010 and the cul-mination of its fourth newbuild program)is among the youngest fleets in the world.It is this youth that has been instrumentalin the company’s strength during the re-cent market downturn.

The company's fourth OSV newbuildprogram consisted of vessel constructioncontracts with three domestic shipyardsto build six 240 ED class OSVs, nine 250EDF class OSVs and one 290 class OSV,respectively. Fourteen of these 16 newgeneration DP-2 OSVs have already beenadded to the company's Upstream fleeton various dates since May 2008, includ-ing the HOS Sweet Water, the sixth andfinal 240 ED class OSV delivered underthis program, which was placed in serv-ice in the GoM spot market in December2009; and the HOS Arrowhead, the sixth250 EDF class OSV delivered under thisprogram, which commenced operationsin January 2010 under a multi-year char-ter performing military support services.The HOS Pinnacle, the seventh 250 EDFclass OSV delivered under this programwas placed in service during February2010. The remaining two OSVs underthis newbuild program are expected to beplaced in service in May and August2010, respectively. “Today, things haveslowed down in the U.S. and globally,”said Hornbeck, “but the new-generationequipment is continuing to work despitethe slowdown, and the ultra deepwaterwork has presented consistent demand.We expect a relatively flat market overthe next year, which will help to removesome additional old tonnage from themarket. Overall we are very bullish onthe oil market, long term, despite the re-cent worldwide drop in consumption.”

Think Global, Act Local (& Global!)

While HOS is the second largest deep-water operator in the Gulf of Mexico, itviews its market opportunities globally,evaluating opportunity wherever thesearch for oil and gas may be happening.Brazil is a good example of Hornbeck’sapproach: While Hornbeck sees Brazil asa very good potential long-term market,with HOS set to send eight new-genera-tion OSVs to Brazil on contract in thefirst half of 2010 to commence multi-yearcharters, Hornbeck notes the company isoverall guarded on Brazil, noting that it

Working aboard the HOS Achiever atthe Perdido Oil Platform in the Gulf ofMexico.

is a difficult market with high costs(including labor and taxation rules)and a very, very long coast line toservice. “We are not going to be inBrazil just to say that we are in Brazil… it has to make sense” in context ofour other activities, said Hornbeck.

A particular concern in Brazil forHOS, and in fact for all offshore en-ergy service providers, is the fact thatBrazil’s infrastructure still has a longmarch to meet its potential, and in themeantime operators in the regionhave to contend with vessels and per-sonnel that are spread out with sparseinfrastructure to support.

Hornbeck is also evaluating oppor-tunities offshore deepwater WestAfrica, again noting the good long-term prospects of building businessin the region, but noting the level ofpolitical instability that works to sub-due the potential glow of operationsthere. While the company eyes itsprospects around the world, Horn-beck admits that the Gulf of Mexicostill presents “a lot of promise for us,and we are looking to grow our foot-print … our presence here is verystrong.” Courtesy of its fiscal princi-ples in times good and bad, HOSseems positioned to grow the com-pany today, whether organically orthrough strategic acquisition. Horn-beck notes that, globally, there aremore than 300 boat companies thatservice just the deepwater offshoremarket, and he envisions a degree ofmarket consolidation, noting that ifthe deal were right, a strategic acqui-sition to penetrate new marketswould be considered.

Challenges for All As if building and maintaining one

of the world’s youngest, most tech-nologically advanced fleets in a tu-multuous market is not challengeenough, both Hornbeck and Carl G.Annessa, HOS’ Executive Vice Pres-ident and Chief Operating Officer,admit that the biggest challengesthey still face resolve more around“human capital,” specifically theability to attract, train and maintainthe high quality crews that are essen-tial today.

“The re-tooling of this industryover the last 10 years has been his-toric,” said Annessa. “The technol-ogy and client focus on its integrationhas evolved five-fold since 1997 andthe advent of dynamic positioning.”

While effectively managing the in-corporation of new technology is

task enough, 50 percent of the equa-tion is investing in the training andeducation of crew and managers toensure that the technology is em-ployed correctly, to direct benefit ofboth HOS and the client.

“We don’t have the margin of errorthat we did 20 years ago,” said Horn-beck. “A mistake made today in thedeepwater environment is muchmore expensive than it was 20 yearsago. Today there is much moremoney on the line.”

But where there lies challengethere lies opportunity, and Hornbeckis confident HOS is philosophicallyand realistically constituted to takeadvantage. “We are a strong opera-tions company, and it all starts witha strong management team, a teamthat builds the company culture andtechnical training programs to leadus to, and keep us on top.”

Annessa admits it is much easiersaid than done, as some of the man-agers that were empowered to run thecompany just 10 years ago may notbe set to run it today. “Ten to 15 yearsago, you couldn’t have anticipatedthe number of technical challengesregarding the move into deepwater.We have had to adapt the way inwhich we are equipped and operatedto be successful in the deepwater.”He said part of the problem is thatdifferent clients may employ differ-ent operating standards, “creating ad-ditional costs on the service companycommunity when the expectation ofservice is not normalized.”

As with all other sectors of the ma-rine market, owners and operators inthe offshore O&G market are be-sieged with new rules and regulations– often formulated in the wake of adisaster – regarding the way in whichvessels are build, outfitted and oper-ated. Annessa summarized histhoughts on the matter succinctly:““Regulatory (demands) are becom-ing unhinged from common sense.”

From new regulations regardingvessel air emissions and water dis-charges to security to crew training,Annessa contends that, in the case ofSTCW for example, there will be atremendous addition of cost, but nota substantial increase in safety stan-dards. “They’ve (oftentimes) gottenit backwards; when we need to con-tinue our focus on human behavioraspects to prevent accidents, insteadof pointing the finger to hardware so-lutions after the fact.”


“Overall we are very bullish on the oilmarket, long term, despite the recentworldwide drop in consumption,” saidTodd M. Hornbeck, regarding the long-term effects of the recent economicdownturn.

“Regulatory (demands) are becomingunhinged from common sense,” saidCarl G. Annessa, Exec. VP and ChiefOperating Officer, in addressing theeffects of an onslaught of new techni-cal rules and requirements.

Subsea 7, in conjunction with Shell Up-stream Europe, hosted representativesfrom the oil and gas and civic communi-ties to Aberdeen harbor for an eventshowcasing the state-of-the-art DivingSupport Vessel (DSV) Seven Atlantic andthe new Remotely Operated Vehicle Sup-port Vessel (ROVSV), Normand Subsea.These vessels will service the long-termunderwater services contract Subsea 7has with Shell for inspection, repair andmaintenance programs, capital projectsand decommissioning works acrossShell’s European offshore fields and fa-

cilities. The Seven Atlantic represents astep forward in North Sea diving produc-tivity and capacity, as it is one of thelargest DSVs in the world. At 140 x 26mwide the vessel just fits into AberdeenHarbor. It is also efficient, designed tooperate for at least 60 days offshore with-out re-supply and will be able to operatein harsher North Sea weather conditionsthan has been possible previously by sim-ilar vessels. The Normand Subsea is alsoone of the most capable vessels of itskind with ROV launch and recovery sys-tems and a focus on achieving year round

availability in harsh environments, in-cluding ice. “These vessels represent asignificant investment in the next gener-ation of diving and diverless operationsand have the capability to significantlyimprove efficiencies and productivity inthe North Sea market,” said Steph Mc-Neill, Subsea 7’s UK Vice President.

John Gallagher, Vice President–Tech-nical Shell Upstream Europe, said: “TheShell underwater services contract is thecontinuation of an ongoing long-term re-lationship between Subsea 7 and Shellwhich commenced in 1984.

Investment in these two vessels is partof an ongoing capital investment programof over $1b in new assets and equipmentby Subsea 7 which has seen eight newvessels join the existing fleet since 2007— the last of which, the Seven Pacificpipelay and construction vessel, is ex-pected to be delivered later this year. TheSeven Atlantic DSV is a next generationdynamically positioned vessel specifi-cally designed for saturation and air div-ing support work. The integratedsaturation system has a capacity for 24divers using a twin bell system, is built toNORSOK requirements and is config-ured for split level diving with advancedstandards of comfort and safety for thedivers. The vessel can accommodate upto 174 people (including divers). In addi-tion, there is a twin work station inte-grated air-dive system for shallow divingwhich can also be conducted using Sub-sea 7’s MCA certified Seven Spray air-dive support craft, deployed from theSeven Atlantic. The Normand Subsea isa dynamically positioned Life of Fieldvessel built to support not only the initialdevelopment of subsea oil and gas fieldsbut also the maintenance and integritymanagement of these assets throughouttheir producing life. The vessel has sixremotely operated vehicles (ROVs) on-board and is specifically designed for in-spection, repair and maintenance work.The vessel is fitted with five moonpools:the main working moonpool for moduledeployment/recovery; two work classROV moonpools and two observationclass ROV moonpools. The remainingtwo observation class ROVs are deployedover the ship’s side from the port side ofthe hangar. It has on-board facilities fora ship’s complement of 90 people.


Innovative Ship Pair Debuts in Aberdeen


John Gallagher, Peter Stephens, Aberdeen City Lord Provost and Steph McNeillpictured in one of the Seven Atlantic’s saturation diving chambers.

Steph McNeill, UK VP, Subsea 7 and John Gallagher, Vice President-Technical,Shell Upstream Europe, pictured quayside at the Seven Atlantic.


Norwegian Diesel Electric Joins Trend

In Norway the shipyard of Simek A/S deliveredthe diesel-electric M/S Stril Mariner to Simon Mk-ster Rederi AS in Stavanger, Norway. Stril Mariner,named at a ceremony on October 30, 2009, is 257.8ft. long with a 57.7 ft beam and a molded depth tothe main deck of 25.2 ft. At 3,755 dwt, the PSV hastankage for 8,127 ft. of fuel oil, 925 cu. m. of freshwater, 1250 cu. m. drill water and 1010 cu. m. eachof mud, liquid mud and brine. Additional tankageincludes 175 cu. m. of methanol, 150 cu. m. of gly-col, 315 cu. m. of dry cargo and 1300 cu. m. forORO. The cargo deck is 755 cu. m.

Accommodation is provided for 31 people in 11one-man cabins and 10 two-man cabins. There isalso a deck office, a hospital and a conference room.

Designed by the Havyard firm of naval architectsthe Stril Mariner has all tankage installed so thatthere is no storage of liquids that could harm the en-vironment against the ships hull shell.

In addition to this and other provision, the vesselgains its green designation as a result of the dieselelectric propulsion system. As only the engines re-quired to maintain the task at hand need be runningthe resulting emissions, as well as fuel costs, can bedramatically reduced. To achieve this flexibility inthe main propulsion system the Stril Mariner is fit-ted with four Cummins KTA50-(D)M engines eachof which turns a generator to produce up to 5,164kW of power. This can drive the two azimuthing(Roll-Royce Marine AS, Ulstein Aquamaster,model US 205 CRP ) drives for main propulsion aswell as a pair of bowthrusters. Engines and genera-tors can be shut down when holding position ortravelling at reduced speed thus reducing the re-leased pollutants. Additionally the main engine ex-hausts have been fitted with a Selective CatalyticReduction (SCR) exhaust gas cleaning system,cleaning the environmentally hazardous CO (car-bon monoxide), NOX (nitrogen oxides) and VOC(hydrocarbons) in the exhaust with ammonia, andthe nitrogen oxides of the exhaust gas becomes en-vironmentally natural substances water (H2O) andNitrogen (N2), thus reducing the NOX by approxi-mately 90%.

The Stril Mariner is classed by DNV with ClassNotation * 1A1 Fire Fighter I OILREC SF LFL*COMF-V(3) E0 DYNPOS-AUTR NAUT-OSV(A)CLEAN DK(+) HL(2.8).

Market Rebound

Floating Production Systems“The downward trend in contracting for newfloating production systems has reversed,” ac-cording to Jim McCaul, head of offshore indus-try advisory group IMA. “We touched cyclebottom in 4th quarter 2009,” McCaul said. Mc-Caul bases his assessment on data in a newfloating production systems report prepared byIMA. As detailed in the report, orders for nineproduction floaters and four floating storageunits have been placed over the past fourmonths. This is well above the long term aver-age order pace. Order backlog of productionfloaters now stands at 39 units, up two unitssince November. The order backlog includes 28FPSOs, four production semis, one TLP, fourFLNGs and two FSRUs. According to McCaul,“the rebound is solidly based and likely to accel-erate. There are 159 projects in the planningpipeline that potentially require floating produc-tion systems. IMA expects these visible proj-ects, along with others yet to emerge, toproduce orders for up to 35 production floatersannually over the next five years.” He added,“with the deliveries scheduled this year, by end2010 a total of 245 production floaters will bein service or available, more than double thenumber of units ten years ago. And we have nothit the inflection point on the floater growthcurve. Given the need to find new oil sourcesand a growing number of deepwater drill rigsavailable for E&D, floating production installa-tions will continue to increase at an increasingrate.”For further information visitwww.imastudies.com or contact McCaul at 1-832-203-5622 orEmail: [email protected]

Statoil Awards Rig Contract Statoil awarded a contract to Dolphin AS and aletter-of-intent to Seadrill for two rigs which willoperate on the Norwegian continental shelf(NCS). The Bideford Dolphin rig won a three-yearcontract worth about $421m with start-up fromJanuary 27, 2011. Statoil has an option to ex-tend the contract by a year by November 1,2010, increasing the value to about $553m.

Shell Discovery in Eastern GOMShell reported what it called a ‘significant newoil discovery’ in the deepwater eastern Gulf ofMexico, adding to discoveries in the area from2009. The discovery is located at the Appomat-tox prospect in 2,200 m (7,217 ft.) of water inMississippi Canyon blocks 391 and 392. Shelldrilled the discovery well, located on MississippiCanyon block 392, to a depth of 7,643 m(25,077 ft.) and encountered approximately 162m (530-ft.) of oil pay. Shell then drilled an ap-praisal sidetrack to 7,910 m (25,950-ft.) andencountered approximately 116 m (380-ft.) ofoil pay.


Keppel FELS Limited (Keppel FELS) is on track to de-liver Floatel Superior, the first of two newbuild accom-modation semisubmersibles (floatels), to FloatelInternational. Delivered in March 2010, the DNV-classed, Floatel Superior, is reportedly the only newbuildfloatel in full compliance with all the latest rules and reg-ulations for the Norwegian sector.

Capable of operating in the harshest offshore environ-ments, Floatel Superior features accommodation for 440persons in one-man cabins. The unit features full health,safety and environment (HSE) compliance includingstrict noise level requirements, free fall lifeboats and es-cape chutes. In particular, the unit utilizes a telescopicgangway for the safe transit of personnel and goods toand from a rig, with the ability to be extended or short-ened by +/-7.5m, allowing the vessel to remain connectedin severe weather.

Facilities onboard include a galley and mess room for220 people in one seating, as well as recreational ameni-ties such as a cinema, internet café, games room, gym-nasium and sauna.

This new generation floatel is built to the DSSTM20NS design, developed and owned by Keppel’s Deep-water Technology Group (DTG) and Marine StructureConsultants (MSC). This innovative design combines andenhances the tried and tested DSSTM series semisub-mersible drilling rig and Keppel’s SSAUTM 3600 ac-commodation semisubmersible designs, to offer a uniquesolution for the North Sea. Floatel Superior is equippedwith both Dynamic Positioning 3 (DP3) and 8-pointmooring system capabilities. The construction of Floa-tel’s second accommodation semi, Floatel Reliance, is ontrack for delivery in the second half of 2010.


First North Sea-Compliant FloatelRight: Floatel Superior, reportedly the first and onlynewbuild floatel in full compliance with the latest rulesand regulations for the Norwegian sector in more than20 years.

Below: Mr. and Mrs. Jorgen Bengtsson, CFO of Floatel;Tong Chong Heong, CEO of Keppel O&M; ErlandBassøe, Chairman of Floatel, Lady Sponsor Dr. DianneTompkins and Mark Tompkins, VP, Operations, Drilling& Supply Chain, CoconoPhillips Australia; and Sit PengSan, CFO of Keppel O&M, onboard the rig before theaccomodation block.

Signal Wins Rig ProjectA subsidiary of Diamond Offshore

Drilling, Inc. has awarded dockside ship-yard work on the Ocean Baroness semi-submersible-drilling rig to SignalInternational, LLC. The rig is currentlydocked at Signal’s Pascagoula Missis-sippi East Yard undergoing mooringchain inspection and chain locker repairs,general steel renewals, piping upgradesand ABS survey work.

Ongoing enhancements at the East Yardhave enabled Signal to accommodatelarge semisubmersibles, such as theBaroness, that draw over 30 ft. of waterdepth. A 60-ft. water depth by 300 x 500ft. hole was dredged near the dock. Ad-ditional dredging, from 35- to 42-ft.depth, was also completed along a 1,005ft. stretch at the East Yard’s dockside.

Ultra-Deepwater ContractTransocean said that the newbuild ultra-

deepwater drillship Discoverer Inspira-tion commenced operations for ChevronU.S.A. Inc., a wholly owned subsidiaryof Chevron, in the U.S. Gulf of Mexicounder a five-year drilling contract.

The DP double-hulled Discoverer In-spiration is an enhanced version ofTransocean's three predecessor Enter-prise-class drillships, which set deepwa-ter drilling records in recent years,including the world water-depth drillingrecord of 10,011 ft. set by the DiscovererDeep Seas while working for Chevron inthe U.S. Gulf of Mexico.

Discoverer Inspiration featuresTransocean's patented dual-activitydrilling technology, which allows for par-allel drilling operations designed to savetime and money in deepwater well con-struction, compared with conventionalrigs. The dual-activity technology, alongwith a new and enhanced top drive sys-tem, a high-pressure mud system andother features of the drillship target thedrilling of wells up to 40,000 ft. of totaldepth. The rig has a variable deckload ofmore than 20,000mt and can drill inwater depths of up to 12,000 ft.

RINA Classes First Offshore LNG FSRU

RINA reports it will class the first off-shore Floating Storage and Regasifica-tion Unit (FSRU), and is providingstudies and support for a number of ad-ditional offshore LNG projects, includingthe newbuilding which is likely to be theworld’s second offshore LNG FSRU. TheOLT development will see the 138,000cu. m. Moss-type Golar Frost convertedinto a 3.75 bcm per year FSRU, mooredin 120 m of water off Italy’s west coastport of Livorno.

Keppel O&M Wins$140m in Contracts

Keppel Offshore & Marine Limitedthrough its subsidiaries, Keppel Ship-yard, Keppel FELS and Keppel Verolme,

has secured $140m worth of contracts forthe conversion of a Floating ProductionStorage and Offloading facility (FPSO)and repair and modification of two semi-submersibles (semi). Keppel Shipyardwill undertake the upgrading and conver-

sion of a Suezmax tanker into an FPSOfor repeat customer Bumi ArmadaBerhad (Bumi Armada). Keppel FELSand Keppel Verolme have each securedthe repair and modification of a drillingsemi from Stena Drilling.



The positioning of oil rigs and their anchors is thejob of anchor handling tug supply (AHTS) ships. Inall kinds of weather, these vessels drop and weigh therigs’ anchors with their powerful winches, or they towthe platforms to new positions, and they also supplythe rig crews with all materials and equipment neededfor offshore operation. In emergencies, they can serveas emergency rescue and recovery vessels (ERRV).

Anchor winches are required to operate with utmostreliability, which inevitably includes also their lubri-cants. Any anchor winch failure on an AHTS vesselcan have severe consequences for the operator. Dam-age to the gear teeth particularly damaging, as it is al-most impossible to replace a gear rim while the ship isat sea, meaning the ship would have to come out ofservice while replacement parts are found and fitted.In addition to the risk of equipment damage, there isthe greater risk that crew members may be hurt. Ulti-mately, oil majors demand near seamless performancefrom the vessels that service its offshore oil and gasstructures, and out-of-service can mean out-of-contract.

Based on years of experience and research, KlüberLubrication has developed adhesive lubricants pre-cisely tuned to the operating conditions prevailing inopen girth gear drives. A leading Scandinavian shipequipment OEM has gained positive experience with

Klüber’s special lubricants for open winch drives andrecommends these lubricants to its customers. Thispertains to GRAFLOSCON B-SG 00 Ultra, a running-in lubricant, and Klüberfluid C-F 3 Ultra as operatinglubricant up to an ambient temperature of 30 °C, orKlüberfluid C-F 3 M Ultra for temperatures above 30°C as are typical of tropical regions.

The selection of the lubricant for open winch gearsis influenced by a number of design- and applicationconsiderations. Upon manufacture, the gear flanks stillshow a high degree of surface roughness. This, and thefact that the gear rim and pinion are often not perfectlyparallel-aligned, is the cause why the load carryingarea is often no more than 50 or 60%. When in mesh,the load-bearing tooth flanks may therefore suffer par-tial overloading, which in turn can lead to excessivewear and tooth flank damage. Running-in lubricationplays a vital role in this context.

New girth-gear drives are usually subjected to a spe-cific running-in process, for example withGRAFLOSCON B-SG 00 Ultra, depending on thewinch design. During loaded operation, controlledmicro-wear is intentionally provoked to smooth thetooth flanks. The consequence is a higher load-carry-ing area of approximately, 80%, which helps to avoidoverloading and gear damage.

Running-in lubricants may only be applied over a

FEATURE HEAVY LIFTING

Specialty Lubricants for

Open Gears @ Sea

Anchor winches are required to oper-ate with utmost reliability, which in-evitably includes also their lubricants.


limited time and must be replaced by the op-erating lubricant when running-in is com-pleted. Klüber’s running-in lubricants andKlüber’s operating lubricants have been de-signed such that conversion to the operatinglubricant can be done without cleaning thegears.

Challenges Encountered During Opera-tion• Large open winch drives on AHTS ves-sels are subject to strong tensile loads at theanchor chains and shock loads with a highsurface pressure. As peripheral speeds areusually low, the drives run frequently undermixed friction conditions. A sufficient hy-drodynamic lubricant film is therefore notgenerated, so the tooth flank surfaces arepartly in direct contact. The consequencescan be excessive wear and damage to thetooth flanks in the form of pitting. Pitting iscaused when the permissible load on thegear material is exceeded locally. Micro-cracks form near the surface, leading even-tually to spalling. This diminishes theload-carrying area of the tooth flanks, en-couraging further pitting. A suitable lubri-cant is, therefore, one that builds up aload-bearing reaction layer also at low pe-ripheral speeds and high surface pressure to

protect the pinion and gear rim flanks reli-ably against wear.• The winches are often operated only fora short time during hauling or anchor han-dling. The gear lubricant is applied bymeans of transfer lubrication, i.e. only whilethe drive is in motion. This has to suffice toreliably protect the tooth flanks against cor-rosion as the open gears are permanently ex-posed to the aggressive salty air and spraywater. It is therefore essential that the lubri-cant spreads well, adheres firmly to the com-ponents and does not drop off. • AHTS ships operate in a wide varietyof climates. The lubricants used have to bepumpable by means of the lubricating sys-tems installed at all temperatures.

Klüber Lubrication developed KlüberfluidC-F 3 Ultra for ambient temperatures up to+ 30 °C, and Klüberfluid C-F 3 M Ultra forambient temperatures above + 30 °C. Thelubricants of the Klüberfluid series are trans-parent, highly viscous adhesive lubricantswith good tooth-flank-, wear- and corrosion-protection properties aimed at a long com-ponent life. According to the manufacturer,reliable lubrication can be attained with 50%less lubricant.

www.klueber.com

There are plenty of challenges in offshore oiland gas operations, perhaps none as rigorousas demands placed on deck machinery. In all kinds of weather, AHTS’s for example,must drop and weigh the rigs’ anchors withtheir powerful winches, or they tow the plat-forms to new positions. Based on years of ex-perience and research, Klüber Lubrication has developed adhesive lubricantsprecisely tuned to the operating conditionsprevailing in open girth gear drives.



For 20 years Dockwise has been a leader in heavy,ocean transportation, primarily servicing the energymarket. Today, it is combining its fleet of 20 vesselswith a turnkey service. “It’s not just about the ves-sel – it’s about the solution – it’s about working to-gether and utilizing Engineering and ProjectManagement to act as a united team to develop thebest solution for customer’s inconceivable needs,”said Marcel Uitdewillegen, Marketing InformationManager.

One of Dockwise’s unique areas has to do withfloatover installations, which use its engineering ca-pabilities and innovative installation products likethe company’s own designed Leg Mating Units(LMUs) and Deck Support Units (DSUs). Dock-wise has been developing its float-over solutions asa reliable means of carrying out installations, espe-cially in harsh and remote environments. With theadditions of OKI and ODL, Dockwise has expandedits engineering and innovation strength to become aprequalified marine installation contractor. Using itsproject management and subcontracting skills,Dockwise is able to organize all aspects of logisti-cal solutions using float-over installation technol-ogy. Energy operators are starting to realize that theintegrated use of a Dockwise, semi-submersible,heavy-lift vessel, along with in-house engineeringcapabilities, float-over deck installation and com-plete logistical transportation and installation man-agement will help to reduce integration costs. Anexample of this is the August 2009, floatover trans-

port and installation of the MDPP offshore module,which Dockwise performed on behalf of the client,the Thai-Malaysian company, CPOC (Carigali-PT-TEPI Operation Company). The 19,000 ton topside(MDPP deck) was transported and installed in theJDA (Joint Development Area) Block B-17 field de-velopment in the economic zone located betweenMalaysia and Thailand in the Gulf of Thailand.

The scope of work included feasibility studies, tugassistance and control/management during the load-out and discharge, assistance with cargo insurance,management, engineering and procurement for thevessel’s deck preparation and the pre-installation ofthe offshore mooring system. ASL Shipyard, inBatam, was also subcontracted by Dockwise for theoutfitting and reinstatement of the Black Marlin,which included the fabrication of the grillage andskid beams and the installation of winches, accom-modations, raised walkways and the removal ofboth casings.

Steven Byle, VP Technology said, “In this regard,Dockwise is so much more than just a Heavy Ma-rine Transport provider. Dockwise’s numerous spe-cialized and innovative initiatives are built on thekind of engineering and technical expertise whichdifferentiate the company from other players. Thecurrent drive towards innovative initiatives is fo-cused on investigating and solving several oneroustransport problems for our key clients without com-promising on safety or quality.” Embarking on thesafest and most innovative course is exactly the kind

Dockwise seeks to perfect the art of

Heavy Lifting Offshore

MDPP offshore module on Black Marlin.

of dynamic that characterizes Dockwise’s long-termvision. In addition to the company’s ISO 9001(quality) certification, Dockwise also attained itsISO 14001(Environment) and OHSAS 18001(Safety) certificates from Lloyd’s Register QualityAssurance. “Dockwise is in a position to leadchanges in sustainable practice, especially when itcomes to working together in the industry. Cur-rently we are working on innovations in regards toexisting services and core business to operate in-creasingly sustainable practices that will result inthe reduction of environmental impacts, said RobStrijland, COO. “Our ultimate goal is to be envi-ronmentally neutral. We must consider the environ-ment as we plan and design for the future. Theimportant thing is to act on vital knowledge. Theheavy marine transport industry has already evolvedover the years from wet-tow to the more sustain-able, dry-transport method. Today Dockwise islooking even further to utilize our talented, engi-neering minds from the Netherlands, the UnitedStates and China to develop more sustainable oper-ational and engineering transport solutions. Part ofour vision is to give environmental protection theproper position in the planning and design. We arethinking about our reputation with our clients. Weare here to serve.”

Heavy Marine TransportThe commercial activities of Dockwise are spread

over several direct and indirect channels with alarge number of agents, brokers and representativesaround the world. Partners are connecting with asegment of the market by bringing in a variety ofshort term and smaller cargoes. Examples of thecargoes performed via brokers are river and coastalvessels, dredging equipment, container cranes, portand offshore service equipment, as well as equip-ment for construction projects like bridges or cais-sons, in addition to many different oil and gasindustry transports.

Floating DocksDockwise frequently transports floating docks,

which can range in age from pre-World War II unitsto modern docks in many different conditions,which often preclude them for being mobilizedfrom one side of the world to another in any otherway than as dry transportation. Recently Dockwiseassisted the Australian Marine Complex (AMC) bydelivering the 99m (325 ft) by 53m (174 ft) floating

pontoon weighing more than 4,000 tons to the AMCCommon User Facility in Henderson, Western Aus-tralia.

Dredging CargoesDredging cargoes also play an important role in

the world of Port and Marine infrastructure. Dredg-ing companies, like Boskalis, typically have a shorttime horizon for transport demands, so they requireflexibility. Dockwise excels with these types of de-mands, because they can easily mobilize and syn-chronize a vessel with a cargo in a very shortamount of time. Dredging cargoes fit perfectlyaboard Dockwise’s Swan and T-Class, closed sternvessels. Recently Dockwise’s Black Marlin, one ofDockwise’s largest heavy, heavy transportation ves-sels (and in the world), transported an entire loadof dredgers from the Korean port, Koje to Djen-djen, Algeria.

Container CranesThe large MES container cranes were loaded on

board the Tern, a Swan-class vessel, using the ‘roll-on’ method, whereby a steel track was placedaboard the vessel and the cranes we then rolled ontothe vessel, which was moored alongside the quay.The MES cranes were rolled on in Oita, Korea andthen transported across the Pacific to Los Angeles.

Bunker BargesWith the recent transport of United Tanker’s

bunker barges, Dockwise is providing heavy marinetransportation to support the Panama Canal exten-sion project. Since these barges are not seaworthy,Dockwise provided the safe ocean journey from theNetherlands, across the Atlantic to the PanamaCanal where the barges are currently being used toprovide bunkering services for extension work.

Jack-Up Lift BoatsJack-up Lift Boats provide various types of off-

shore services, including the installation of windfarms. Dockwise transported two of Seajacks Inter-national Ltd.'s jack-up lift-boats – the Kraken andthe Leviathan.

The Leviathan will be engaged in the installationof the Greater Gabbard wind project, which is beingtouted as the world’s largest offshore wind farm tobe located in the North Sea.

This ambitious renewable energy project is set tobe completed in 2011.


Marcel Uitdewilligen,Marketing InformationManager

Steven Byle, VP Technology

Rob Strijland, ChiefOperational Officer

André Goedée, ChiefExecutive Officer


As exploration and production moves into in-creasingly deeper waters, the challenges of sub-sea equipment installations, anchor handling andpipe laying increase proportionately. One of theone of the more noticeable consequences is thatwire rope, which was at one time the best solu-tion, has become more of a problem. Because ofthe lengths of wire rope required to go deep, itsdeck load becomes troublesome and the equip-ment required to handle it takes up precious spaceand power onboard.

Enter high-performance synthetic winch lines,which, when compared with wire rope of thesame strength, weigh one-seventh the samestrength wire ropes. These lightweight, highstrength lines reduce the overall deck load signif-icantly, and reduce the equipment footprint andpower requirements of daily operation to do thesame work, or they increase the capacity of exist-ing equipment.

For example, a typical winch system with 300metric tons of pull using 4-in. diameter lines, 150m in length, can have a 30% reduction in the sizeand weight of the winch when high-performancesynthetic ropes are used. That’s before factoringin the weight of the rope itself.

Consider this winch line is made of steel wire:it would weigh as much as 6,300 kg or 13,860 lb.

Now consider an 8-strand by three-strand winchline made of high modulus polyethylene: it wouldweigh 801 kg or 1,762 lb. The winch and lineweight savings represent a significant reductionon the deck load.

Furthermore, wire rope has a breaking length,which is the amount of rope whose weight ex-ceeds the strength of the rope itself, limiting itsuse at extreme depths. Upsizing the diameter ofthe wire might compensate, but power demandsare also increased, as are the physical size of thewinch and deck space required to handle it.

By comparison, high strength, high modulussynthetics offer reliable strength and performance,are lightweight and flexible, require far less main-tenance than wire, extend service life by up tothree times that of wire, have better bend-fatiguecharacteristics, are easy to handle and are neu-trally buoyant in seawater––some constructionseven float.

That means more of the energy required to op-erate winches is spent lifting or lowering the pay-load, not the rope.

High-performance synthetic winch lines reduceinstallation and operating costs by offering alonger, more reliable service life, which makesthem a clear choice over wire rope for offshoreapplications.

Synthetic Winch Lines

Reducing Deck Loads and Equipment Footprint


High-performance winch lines are capableof solving problems posed by wire rope inoffshore exploration and production.

A custom-engineered tapered high-perfor-mance synthetic winch line used on theEnfield riser column installation in 2007. (Im

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Mobro Marine Inc provided crane and bargeservice as well as port facilities for mobilizationand offshore marine transportation via tugboatand barge charter for its' construction project inChiriqui Grande, Panama. The primitive condi-tions in Panama made the job of constructing thefoundation for bulk crude oil tanks difficult andtedious. Morbo was able to assist US contractorHayward Baker in equipment deployment whichlet to the success of the project.

Mobro Marine has a plethora of knowledge inthe marine business accompanied by a diversefleet of equipment and personnel. Since 1962,Mobro Marine Inc has been meeting the needs ofcontractors for both domestic and internationalprojects.

Mobro's rental fleet includes over 100 barges,crawler cranes, barge mounted ringers, inlandpush boats and U.S. Flag offshore tugs.

www.mobromarine.com

Mobro seeks to be

Equipped for Any Task

12 x 12 Sling Helps to Suspend Riser

Recently, Cortland Puget Sound Rope helped acontractor install a heavy payload offshore withPlasma 12 x 12 slings. The job required a matchedpair of 580-ft. (177-m) long eye and eye slings,each with a 200-metric ton WLL. The slings wereto be used to suspend a riser while a buoyancy canwas installed. A pair of 5-in. diameter wire ropeslings would have been needed to meet the work-ing load requirement. The combined weight of theslings would have been over 55,000 lbs. (~25tons), making the task virtually impossible.

Cortland Puget Sound Rope was able to meet thecontractor’s requirements with Plasma 12 x 12.The Plasma slings exceeded the breaking strengthof the wire rope while weighing only a total of7,200 lbs. (3.27 tons) in air, a weight reduction ofapproximately 87%. In water, the slings were vir-tually weightless. In addition, the elongation ofPlasma 12 x 12 is very similar to wire rope, al-lowing the contractor to perform the work in acontrolled precise manner.

Plasma 12 x 12 has been used in a number oflifting applications, replacing wire rope and chainslings. From BOP recovery assemblies to heavylift slings, Plasma’s high performance syntheticrope slings are being used to reduce weight, speedup rigging time and increase safety.

www.psrope.com

Electric Scientific Winches to New PRV

STX Finland Oy and the South African Depart-ment of Environmental Affairs signed a contractfor construction of a Polar Supply and ResearchVessel. The ship has a value of approximately$156m. The ship will be built in the Rauma ship-yard and it will be delivered in spring 2012. Theship will function as a multi-purpose vessel, serv-ing, among otherthings, as a supplyvessel, researchvessel, icebreaker,expedition vessel,as well as a passen-ger ship. The Polar Supply and Research Vesselwill be used to carry scientists and research equip-ment for the South African National Antarctic Pro-gram in the sea area between South Africa, theAntarctic islands and the Antarctica. Rapp Hy-dema is happy to announce that we are the suppli-ers of the following deck machinery to this newPolar Research Vessel:• CTD Winches• Plankton Vertical Winch• Plankton Towing Winch• General Purpose Towing Winch• Deep Sea Corer Winch• Undulating Winch• PTS-Pentagon monitoring Systems



“The future of the oil industry lies in the deep-water subsea market,” said Øystein Bondevik, Car-gotec’s sales director for offshore load handling.“This sector is much less likely to see over-capac-ity than relatively shallow waters. There are cur-rently only six vessels being built for constructionactivity in 2,500m-plus water depths, and just 25percent of existing fleets are capable of laying pipein water more than 2,000m deep. Around 60 per-cent of existing fleets are not capable of working atwater depths beyond 1,000m.

“A deepwater lift is a complex operation and cre-ates a number of challenges. Cranes are near theirsize and operational depth limits, and giant cranesare difficult to manufacture. All of this dramaticallyadds huge increases in costs as large cranes requirelarge vessels.”

Traditional offshore cranes are limited, in part,by the weight of the steel lifting wire itself, whichreduces the net hook capacity as more and morewire is deployed to reach greater depths. A 150-tonsingle-line crane effectively ‘loses’ 25 tons capac-ity for every 1,000m of wire deployed. At a depthof 3,000m, for example, it will only be able to lift75 tons, although the crane winch is handling the

full 150 tons and the need for active heave-com-pensation is substantial.

“We can combat this problem with our Mac-Gregor ultra-deepwater lifting system (UDLS)which uses new multi-component fiber ropesthat weigh nothing in water,” Bondevik says. “Byusing this system, the 150-ton capacity cranewould be able to deploy its full load of 150 tonsdown to a depth of 5,000m, for example. Theweight of thousands of meters of submerged ropedoes not have to be subtracted from the crane’stotal load capacity, and the UDLS can access un-limited depths.”

The UDLS has been developed from existingfield-proven solutions and employs the crane’s ex-isting steel wire winch to make active heave-com-pensated seabed landings. Handling landingheave-compensation with a winch operation usingtraditional steel cable eliminates wear and tear onthe fiber rope during this critical phase, and spool-ing and bending the critical fiber rope is avoided.Eliminating these strains on a fiber rope is essentialas it is more vulnerable to mechanical stress thantraditional steel cable.

The multi-component fiber ropes are prepared

Getting to the bottom of

Brazil’s Deepwater Challenge

The MacGregorultra-deepwater lift-ing system uses newmulti-componentfibre ropes thatweigh nothing inwater.


and spooled in required lengths. TheUDLS uses a side-mounted frame fixedto a vessel which allows the crane tolower a load to a depth of 1,000m usinga steel wire. The load is then transferredto fiber rope, the crane hook is returnedto the surface and reattached to the upperend of the fiber rope, and a new length ofrope is deployed. This hook-moving se-quence is repeated until the desired depthis reached. The UDLS is available as a150-ton capacity or 250-ton capacity sys-tem and can be supplied ready for vari-ous lengths of fiber rope. It can also beoffered as a reduced version, prepared forfuture upgrades for even deeper loca-tions. “The UDLS is ideally suited tocrane applications in Brazil’s CamposBasin,” said Bondevik, “as it enablesmuch easier access to extreme depths inthis relatively-untapped sector.” A rangeof specialist deepwater technology isshowcased in Brazil. Key equipmentfrom Cargotec includes MacGregor AHCoffshore and subsea cranes, launch-and-recovery systems for remotely-operatedvehicles (ROVs) and remotely-operatedtools (ROTs), module-handling systems,and advanced rescue and deck-handlingequipment. It also offers towing winches,anchor-handling winches, mooring sys-tems and winches for other applications.

“The essential function of AHC tech-nology – a standard for all MacGregoroffshore equipment – is the ability to landand retrieve subsea installations to andfrom the seabed with precision and accu-racy, while minimizing the impact causedby the motion of the vessel,” Bondevik

said. “The expansion of the operationalweather window is assured by productswith AHC. It also allows smaller vesselsto perform critical operations during mat-ing of loads onto the seabed, especiallyin rough seas and harsh weather condi-tions.” Cargotec offers AHC technologywith up to 600-ton high speed single-wire winches that are available in activeand semi-active hydraulic and electricversions. In extreme operations, Mac-Gregor AHC products have proven com-pensation performance far better than 95per cent with large systems smoothlycontrolling a load even in high seas.

“Customers expect equipment suppli-ers to be able to tackle all of these chal-lenges and each must be done in anenvironmentally responsible manner andat increasing depths, without technicaldifficulties that result in a vessel havingto go off-hire when it should be perform-ing critical tasks,” Bondevik said. “Guar-anteeing and optimizing this capability isour aim.”

Brazil-based Services StrengthenedBrazil’s growing position in the off-

shore market is accompanied by an in-creased need for service support.Cargotec has strengthened activities inthis region through its recently-expandedBrazil service branch in Rio de Janeiro.

Guy Duriau, branch manager of Car-gotec’s Brazil basesaid says: “Our newpremises are only five minutes awayfrom Rio de Janeiro’s port entry.”

The company’s new site has a generalworkshop area, including a hydraulic

testing room and office space with a ded-icated training room. It also has a fully-fitted service vehicle and trailer whichallow engineers to carry out services inall ports in the states of Rio de Janeiro,Espirito Santo and Sao Paulo.

“Our expanded site enables us to pro-vide a much better service to our interna-tional customers,” Duriau said. “We willbe able to play a more important role indeveloping services in the rest of LatinAmerica. Training is also important and –in co-operation with our European headoffice training center – we plan to organ-ize regular training sessions in Rio deJaneiro for all Cargotec agents and of-fices based in South America.

“To ensure spare parts availability andstock for Brazil, we operate a customs-bounded warehouse. This means that wehave stock available for key customerswho have their vessels on a regularschedule in Brazil and South America.On top of this we also keep some fre-quently-demanded parts in stock, as it isimportant to have the spare parts close towhere our worldwide customers operatetheir fleets – and in particular for our off-shore customers”.

Cargotec has facilities dedicated toboth its MacGregor and Kalmar brandsin Brazil, with MacGregor support basedin Rio de Janeiro and Kalmar in Santos.Cargotec offers a wide range of mainte-nance and service solutions for fleets op-erating in Latin America. Besides itsBrazilian customers, the branch also pro-vides services for any visiting ship in thearea.

Markey Machinery: Specialized Winch for ECO

In 2008 Markey Machinery was ap-proached by Edison Chouest Offshore toproduce a specialized dual-purpose hy-draulic winch for installation on one ofits Voith-Schneider offshore tugs. The re-sulting winch designated as modelDYSDS-52WF-250MT was installed onthe tug in 2009, and it boasts an anchor-handling drum and a ship-assist/escortdrum arranged in a classic waterfallarrangement. The lower anchor-handlingdrum has a capacity of 200M of 10-in.circumference soft-line or 550M of 2.25-in. diameter wire and can produce 250-tons of line-pull at line-speeds of up to 22m/min. The brake can resist up to 600-

tons of line pull. The anchor handlingdrum features a drive consisting of fourhydraulic motors installed on a modular,removable gearbox for ease of mainte-nance. The escort drum is a completelyindependent, modular winch powered bytwo additional hydraulic motors and iscapable of 10.3-tons of line-pull andspeeds up to 85 m/min. The escort drum's

controls feature Markey's exclusive hy-draulic Render/Recover system for easeof maneuverability during operations, aswell as Markey’s high-speed freewheelmode for safety.

www.markeymachinery.com

Ezra Orders MacGregorSubsea Knuckle-jib Cranes

Cargotec will deliver two large offshorecranes to Singapore-based Ezra MarineService Pte Ltd in 2010 and beginning of2011 respectively. The cranes will be fit-ted to a deepwater anchor-handling tow-ing/supply vessel (AHTS) and to aself-propelled accommodation barge.

The order comprises two large activeheave-compensated subsea knuckle-jib

cranes. The first is for an ultra-deepwa-ter AHTS. This 150-ton SWL crane hasan under-deck mounted winch with a3,000m wire. The second crane is a 150-ton SWL version being installed on a DPself-propelled accommodation barge.

Cargotec will manufacture vital com-ponents for the two cranes at its state-of-the-art unit in Kristiansand, Norway andat the recently modernized manufactur-ing, assembly and testing plant for off-shore load handling solutions inSingapore. “Ezra is a major player pro-viding integrated offshore support solu-tions for the oil and gas industry, and itschoice of MacGregor offshore cranes forthese newbuilding projects recognizesCargotec’s offshore capabilities,” saidØystein Bondevik, sales director for off-shore load handling at Cargotec.

Containers Stuffing inDCT Gdansk terminal

DCT Gdansk container terminal pur-chased a "ACTIW LoadPlate" unit, beingused for cargo stuffing into standard con-tainers. It is designed to ensure the effi-cient loading of a wide assortment of



MacGregor 150-ton active heavecompensated subsea crane.


cargoes. The technology of ACTIW LoadPlatesystem reportedly eliminates the restrictions ofloading cargoes considered to be difficult for con-tainerization, or susceptible to damage whileusing the conventional load methods. It concernssuch cargoes as: steel constructions, machinery,steel pipes, steel sheets, bars, steel profiles, struc-tural sections, as well as many others. This de-vice is also designed for loading unitized cargoes,such as pallets, big bags, etc., so the maximumutilization of cargo space in the container can beachieved. Using ACTIW LoadPlate platform isdesigned to improve the efficiency of generalcargo handling operations, accelerates the con-tainer’s cargo stuffing and supports to road trans-port in direct trans-shipments.

DCT Gdansk is the first container terminal inthe Southern part of the Baltic Sea equipped withACTIW LoadPlate technology, which was pro-duced by the Finnish company Actiw Oy and de-livered to DCT Gdansk terminal in the beginningof March.

Crane Scales & Load Monitoring Devices

In today’s offshore industry, escalating costs ofequipment and downtime through failures areputting a new perspective on lift and load moni-toring technology. Oil industry players are re-evaluating their practices in light of severalincidents that have caused production and equip-ment losses far exceeding the original equipmentpurchase cost. Offered is the Straightpoint range

of wireless and cable controlled devices built inthe UK and in use in offshore oil fields globally.The demands and environmental factors of theoffshore industry dictate the very best of design,materials and testing in this hostile field. Over theyears, Straightpoint has built experience in thisarea and offers load measurement solutions.Straightpoint offers real product solutions withthe performance required for specific applica-tions, from splash zone to total submersion for upto 30 years. Typical Applications Include:• Vessel Mooring Tension Monitoring• Buoy Mooring Tension Monitoring• Vessel Towing Tension Monitoring• Crane Safety• Module Weighing• Sub-sea Ploughs• Cable Recovery Systems

The Straightpoint range of loadcells include theRadiolink plus, Loadlink plus and also include arange of Loadshackles and Loadpins.

www.straightpoint-inc.com

MHI Licensee in China Completes First Deck Crane

Nantong Masada Ship Machinery Co., Ltd., aChinese company located in Nantong, JiangsuProvince, to which Mitsubishi Heavy Industries,Ltd. (MHI) licensed its marine deck crane tech-nology, has completed production and delivery ofits first MHI-licensed product. (Nantong city issituated on the northern bank of the Yangtze Riverapproximately 110 km northwest of Shanghai.)Delivery was taken by Jiangsu Hantong ShipHeavy Industry Co., Ltd., a major local ship-builder. Nantong Masada aims to increase deckcrane production in response to rapidly growingdemand arising from a sharp increase in localconstruction of cargo ships, including bulk carri-ers. MHI is looking for its partnership with Nan-tong Masada to play an important role inlaunching its deck cranes into the expanding Chi-nese market. Nantong Masada Ship Machinerywas jointly established in 2005 by Nantong Uni-versal Machinery Co., Ltd., an industrial ma-chinery manufacturer in Jiangsu, and MasadaIronworks Co., Ltd., a winch manufacturer inOsaka, Japan.Loadshackle

EliminateLineChafing

Fluoron, Inc. of Elkton,Md., has developed a newapproach to the prevention of line chafing. This new patentable technology is designed to cover old,worn deck equipment; with potential applications such as the bull nose, H-bit, side bit and fairleadrollers. The covers are designed to extend the life cycle of synthetic lines by reducing friction andchafing. They would also eliminate the need for maintenance such as painting and could be appliedin different colors. Email: [email protected]


BLOGS Posted on MaritimeProfessional.com

The global maritime industry has a social networking, news and information portal to call its own: MaritimeProfessional.com. Log on and network with thousands of colleagues and potential business partners from around the globe, and keep up to date on critical maritime matters via our exclusive,insightful reports — including samples from last month found on the ensuing pages — from a global network of bloggers and industry insiders.

Just five years ago, many of the tech-nologies we now take for granted insubsea systems development, wouldhave been considered improbable, atbest. Although, these same technolo-gies have been under development byplayers and specially by the major sub-sea systems providers for a decade andin many cases quite a bit longer thanthat.

There is no doubt in the subsea in-dustry that most deepwater subsea sys-tem experiments started in the NorthSea and some old deepwater projectsin the GOM, with few early projectsbeing conducted in the very peculiarBrazilian Deep.

Some of the early project in Brazilare very important, such as the Marlim

Field in the northeast Campos Basin,which is still the World´s largest deep-water subsea development.

The Marlim field covers 130 squarekm with water depths up to 1000m. Inthis area there are 83 production wellsand 46 water injectors, including 36horizontal wells. FMC Technologieshas been the Petrobras longstandingpartner in this development. Today,with the increasing push into ultra-deep field developments, we have chal-lenges such as operators being capableof controlling these ultra-deep wells ora system of interconnected wells, inreal time on site in FPSO or from re-mote bases.

Other challenges relate to the choiceand development of specific drilling

fluids, in order to address problemssuch as well cementation.

Multiphase pumping systems, spe-cially electric systems are showinggood results as is the use of intricatesubsea separation systems, which in-crease lifting efficiency and de-crease the need of pipeinterventions.

At extreme depths even ROV in-terventions can become critical dueto equipment fatigue due to strongcurrents, low temperature and highpressure found in ultra-deep waters.

These are but a few of the challengesfacing deep and ultra-deep O&G fielddevelopments in Brazil.

Posted by Claudio Paschoa on 3/18/2010 11:26:40 PM

Deepwater Challenges in Brazil From seismic data analysis to intelligent wells, the challenges facing deep water O&G production in Brazil are being faced. Upcoming O&G events in Rio

If you like what you see and want to read more for free, simply join MaritimeProfessional.comthe global maritime industry’s fastest growing online social network dedicated to the business of maritime.

Dedicated Wind Turbine Installation Crane Ordered

Huisman, the Dutch-based specialist in lift-ing, drilling and subsea solutions, secured anew contract with Centrica and MPI OffshoreLimited to supply and install a new 600mtWind Turbine Installation Crane onboard theWind Turbine Installation Vessel MPI Resolu-tion. The crane will be built, installed, com-missioned and tested at the Huisman facilityin Schiedam, The Netherlands. The Wind Tur-bine Installation Crane is custom-designed forthe installation of offshore wind turbines. Itfeatures low overall crane construction weight(580mt), reduced minimum radius operatingability (12.5m) and minor tail swing. The newcrane will replace the existing 300mt maincrane onboard MPI Offshore Limited vesselto prepare it for larger wind turbine compo-nent handling requirements for long term ves-sel charterer Centrica Renewable Energy Ltd(CREL). In the first quarter of 2011, the up-graded vessel is scheduled to be deployed forturbine installation operation upon CREL’sforthcoming 270MW Lyncs wind farm proj-ect situated off the UK’s Lincolnshire coast.

www.huismanequipment.com


Technical Shipping

Employment ReportThe market for technical shipping jobshas improved considerably

Global shipping recruiter Faststreamhas published its latest maritime employ-ment review focusing on the market fortechnical shipping people. The market fortechnical shipping jobs has improved con-siderably in the first quarter of 2010 withgreater confidence from both candidatesand employers. The company’s survey ofcandidates placed in a wide range of tech-nical roles for shipping companies, oilmajors, flag states, classification societiesand consultancies shows that salaries haveremained steady and that experienced andwell qualified candidates remain hotproperty. Full details including salarycomparisons and candidate nationalitystatistics can be found in the attached doc-ument. Please click the link below to viewpdf:

http://img.marinelink.com/mp/faststream_technical_march2010.pdf

Posted by Jocelyn Redfern

There are several appendages of all shapes and sizes thatcan be positioned near the propeller or rudder with claimsof improved propulsion efficiency. Two such devices are of-fered by Kawasaki, Japan. One is the Semi-Duct Systemswith contra Fins abbreviated to the SDS-F, the net result isa reported improvement in efficiency of three to seven percent. The other device is the Rudder Bulb System with Fins(RBS-F). It is built on to the rudder and is used to reduceswirl loses coming off the propeller. It is Installed on morethan 100 ships, and claims a two to seven per cent reductionin power requirement. Another patented system is called theSanoyas Tandem Fin (STF) where fins stabilize the bilgevortices, presenting the propeller with less turbulent flowand claiming an energy saving of up to six per cent.

There are several appendages of all shapes and sizes thatcan be positioned near the propeller or rudder with claimsof improved efficiency. In the majority of cases these de-vices are patented and being offered by major companies.

Two such devices are offered by Kawasaki, Japan. One isthe Semi-Duct Systems with contra Fins abbreviated to theSDS-F, consisting of a fixed semi nozzle-like duct in frontof the propeller with fins fitted. The semi-duct improvesflow of the bilge vortices in front of the propeller and re-stricts flow separation at the stern. The fins create reverserotational flows to the propeller thereby reducing the swirlemerging behind the propeller. The net result is a reported

improvement in efficiency of 3 to 7 percent, and when usedwith the RBS-F device, improvements are claimed to in-crease. It’s in use on five oil tankers so far.

The other device from the same company is the RudderBulb System with Fins (RBS-F), also patented, it is built onto the rudder. It is a streamlined bulb attached to the rudderleading edge, just behind and in line with the propeller hub.In addition there is a pair of “wings” in the shape of an air-foil section emerging from the bulb and is used to reduceswirl loses coming off the propeller. This system has beeninstalled on LNG carriers, LPG carriers and bulk carrierstotaling more than 100 ships. No wonder, as Kawasakiclaims a two to seven per cent reduction in power require-ment.

Another Japanese ship builder Sanoyas Hishino MeishoCorp produces a patented fin arrangement mounted in tan-dem on the stern part of the ship’s hull, ahead of the pro-peller. Called the Sanoyas Tandem Fin (STF) the principleis that the fin stabilizes the bilge vortices, presenting thepropeller with less turbulent flow. Claiming to reward theowners with an energy saving of up to six per cent, so far itis fitted on two ships and will be monitored to see howmuch the theoretical efficiency will be borne out in prac-tice.

Posted by Keith Henderson on his “Marine Propul-sion Report” Blog on 3/18/2010 1:54:48 PM

Efficiency Around Propellers

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The Straits of Malacca link Asia withthe Middle East and Europe. If there wasany east-meets-west maritime point, it isthis 900km mile stretch of waterway.

Around 40 percent of the world’s tradepasses down this narrow strip.

For Beijing, the congested strait is amajor artery in its economic heart. Morethan 80 percent of China’s crude oil im-ports travel from the Middle Eastthrough the Malacca Strait. It is thesame for Japan and Korea.

For Singapore, its very survival de-pends on the 50,000 vessels that pass byeach year. The city-state is the largestship refueling port around and boasts theworld’s busiest container terminals.Close the strait and Singapore would be

hurt badly.So it is hardly surprising that recent

warnings by Singapore’s navy of possi-ble attacks on oil tankers in the straitwere taken very seriously.

Intelligence received by the navy acouple of weeks ago saw the alert levelraised in the city and security beefed upalong the waterway. Patrols and air sur-veillance were quickly stepped up.

No terror group was identified in thewarnings.

While it may not be the easiest thingin the world to sink an oil tanker, to doso in the Straits of Malacca at the rightpoint would be like dropping a wallacross the waterway.

At its widest point, the straits are

350km across, but it is narrowest be-tween Singapore and Sumatra where thestrait is just three kilometers. To makematters worse, it is 25m deep at its shal-lowest point.

Drop a tanker in that small space andit could be tricky for vessels to wigglepast.

Fortunately, the straits do not sufferfrom the piracy problem plaguing theSea of Aden that could be exploited byterror groups. The littoral states ofMalaysia, Indonesia, Thailand and Sin-gapore also provide joint security thatprotects shipping along the world’s mostimportant east-west trade corridor.

Posted by Greg Knowler on3/17/2010 12:23:31 AM

The Vulnerability of Malacca StraightThe complete disruption of global trade is just one sunken tanker away.




The global maritime industry has a social networking, news and information portal to call its own: MaritimeProfessional.com. Log on and network with thousands of colleagues and potential business partners from around the globe, and keep up to date on critical maritime matters via our exclusive,insightful reports — including samples from last month found on the ensuing pages — from a global network of bloggers and industry insiders.

Lloyd’s Register’s recently announced a researchprogram into nuclear propulsion of ships. After the1960’s Savannah and Otto Hahn there were only twomore commercial ships produced with nuclearpropulsion: there were also nuclear ice breakers builtby the Soviet Union. Opposition to nuclear power inthe light of the problem of greenhouse gases ischanging opinions. Nuclear propulsion technologyhas continued to develop but the high initial cost hasto be paid up front. Radioactive waste is an unre-solved problem, yet there are few problems man isunable to solve when the necessity is strong. Thegreatest nuclear benefit is in zero exhaust emissions.

Late last year Lloyd’s Register announced a re-search program revisiting the technical challenges ofnuclear propulsion for tankers, bulk carriers, con-tainer ships and cruise ships, as well as refueling andwaste-disposal issues.

After the experiments in the 1960’s of the Savannahand Otto Hahn there were only two more commer-cial ships produced with nuclear propulsion. There

were also some very capable nuclear ice breakersbuilt by the Soviet Union some of which are now car-rying paying passengers on specialized cruises, forexample the 50 years of Victory being one of the fewships able to punch its way through the ice to theNorth Pole.

Major accidents such as Three Mile Island andChernobyl encouraged strong opposition in the pastto nuclear power production for power stations but inthe light of the problem of greenhouse gases opin-ions are changing.

Meanwhile nuclear propulsion technology has con-tinued to develop and be used successfully in largewarships and submarines of several nations.

One of the factors that makes nuclear propulsionless attractive for commercial applications is the highinitial cost where the “fuel bill” for the next 5-20years has to be paid up front. This is a financingdilemma but there are many models availablewhereby long term costs can be spread over manyyears and it provides a constant cost, rather than avariable one, which most businesses prefer. If the

price of oil drops then the cost calculation is upset –but can we really expect the oil price to drop in thedecades ahead?

Yes, there is the, as yet, unresolved problem of ra-dioactive waste, yet there are few problems man isunable to solve when the necessity is strong. Howoften today, with modern techniques and materials,are we able to solve problems that were unsolvable inthe past?

The greatest nuclear benefit is in zero exhaust emis-sions, not only underway but in harbor suggestingthat cruise ships would be ideal candidates. There ishowever the prejudice hurdle with history repeatingitself. "Never before in history, society was con-fronted with a power that is so full of possible dangerand at the same time so full of promises for the futureof humankind and for peace in our world ….." Thestatement was made in the Congress of the UnitedStates in 1875 and they are not talking about nuclearpower, but the internal combustion engine!

Posted by Keith Henderson on 3/11/201011:36:27 AM

Nuclear Proplusion & Merchant Ships

There’s some good news and bad news from China last month. The good newsis that the minimum wage in Guangdong Province will rise by 21 percent fromMay. The bad news is that the minimum wage in Guangdong Province will riseby 21 percent from May. It all depends on which side of the factory’s wage tableyou are standing on at the end of every week.

Guangdong is home to the Pearl River Delta, or PRD, that is the manufactur-ing heartland of China. Factory owners in the PRD, tens of thousands of themfrom Hong Kong, are bleating that they cannot afford such a huge wage hike.

“We can’t transfer the extra costs to buyers – that will make us less competitive,”they complain.

It is indeed a sad day for the margins of Hong Kong’s billionaire tycoons thathave been churning out cheap junk for the world for years. Down in the exclu-sive private clubs of Hong Kong where people still wear smoking jackets andsmoke cigars indoors they are weeping into their 100 year old Henri IV Du-dognon Heritage cognac (I had to look that up. At US$2 million a bottle it is be-yond the means of even a Maritime Professional).

But before you shed tears for the cash-strapped tycoons, let’s add some context.Here are the minimum wage increases announced this week by the Guangdong

Labour and Social Security Bureau. In Guangzhou, the provincial capital, theminimum wage will be US$150 a month; Zhuhai, Foshan, Dongguan and Zhong-shan US$134 a month; Shantou, Huizhou and Jiangmen US$118 a month.

Nowhere will employers be allowed to pay less than US$96 a month.The new average wage – the one that factory owners are warning will remove

their competitive edge – will be US$100 a month. How laborers can exist, andeven send money home, on a salary of US$100 a month is a complete mystery.

The entire outsourcing/offshoring model is built on cheap Chinese migrant laborthat for years have been vulnerable to ruthless bosses. No wonder U.S. manu-facturers get all worked up about it. Even after a 21 percent raise, laborers are stillworking six days a week for US$1,200 a year.

For the last couple of years, Beijing has been trying to upgrade manufacturingalong the coastal areas and push the PRD up the value chain. The idea is to forcethe producers of low value, labour intensive and high polluting goods inland todevelop the western provinces.

So now that the Chinese government is belatedly beginning to address workingconditions it would be helpful if factory owners shut up about increased costsand spared a thought for the workers who keep filling their coffers.

If it is too expensive to continue making cheap and disposable goods in thePRD, go west, old boys, and don’t let the doors hit you on the way out.

Posted by Greg Knowler on 3/19/2010 3:56:37 AM

Manufacturers moan as

S. China’s Minimum Wage “Takes a Hike”China is raising its wages at a pace that should enable the US to compete for manufacturing in the year 2525, if man is still alive.

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MAN B&W Tier-II Engine Ready for DeliveryThe first Tier-II compliant MAN B&W engine has finished production at HHI-

EMD (Hyundai Heavy Industries Engine & Machinery Division) in Korea and isready for delivery. The low-speed, two-stroke MAN B&W 6S50ME-C7 type enginewill power a shuttle tanker (hull number 1749), currently under construction bySamsung Heavy Industries Co., Ltd., and ordered by Teekay, global provider ofmarine services to the oil and gas industry. Ship delivery is planned for July 2010.

Under the terms of the contract, the 6S50ME-C7 engine is intended for Teekay’sAmundsen class of ships. This milestone is related to MAN Diesel’s decision inJune 2008 to relaunch its product portfolio, making all its engines compatible withthe limits established by the International Maritime Organization (IMO) in its Tier-II regulations. The historic relaunch was designed to pre-empt the January 2011implementation of the new IMO NOx emission limits and clearly flags the com-pany’s environmental credentials.


Wärtsilä Powers New Carnival Vessel

Wärtsilä received an order to power thenew cruise vessel of Carnival Corpora-tion, carrying the preliminary name Car-nival Dream 3. The vessel will be built bythe Fincantieri Monfalcone shipyard inItaly and its launch is scheduled for Au-gust 2011. Carnival Dream 3 will enterservice in the spring of 2012. Wärtsilä'sscope of supply includes six Wärtsilä 46engines. The 12-cylinder Wärtsilä 46 en-gines with diesel-electric configurationhave a rated output of 12600 kW at 514rpm each. The electrical power generatedwill be used for propulsion, for bow andstern thrusters, air conditioning, lightingand auxiliary services. Able to carry upto 3,690 passengers, the new 130,000-toncruise vessel will have an overall lengthof about 1,004 ft, a breadth of 121.3 ftand a maximum draft of 27.9 ft. Thedeadweight at a draft of 26.9 ft will besome 10,500 tons.

www.wartsila.com

MTU Engines for TurkishLanding Ships

The Tognum subsidiary MTU Turkeywill supply 16 MTU Series 4000 enginesto power eight Turkish landing ships fortransporting tanks and vehicles. The sup-ply scope of the order placed by SSM,the Turkish government authority, withMTU Turkey also includes the gearboxesand Bluevision, MTU ship automationsystems for propulsion control. Turkeyfully directed development of the landingships, each of which will be powered bytwo MTU 16V 4000 M70 diesel engineswith a total output of 4,640 kW (6,222bhp), capable of accelerating the ships toa speed of 20 knots. The ships are beingbuilt at the Turkish ADIK shipyard in Is-tanbul and the engines are to be deliveredbetween June 2010 and the end of 2012.The technical training of crews, mainte-nance, and logistical support for the ma-rine propulsion systems will be providedby MTU Turkey.

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Aker Solutions Booth # 3917MH MDDM 1000 ACThe Aker Solutions’ MH MDDM 1000 top drive isa true modular derrick drilling machine (MDDM)that meets sixth generation drilling requirements.The machine is designed to meet the specifications of99.9% up-time per annum. Its allows easy access toreplace individual modules, reducing the critical pathof the operation and repair time.

Expro Booth # 4241FlowCAT Wireless Safety Valve SystemDeveloped with the support of Petrowell Ltd, Flow-CAT is a new wireless controlled safety valve systemthat can be retro-fitted into a well using conventionalslickline intervention equipment and procedures. The unit is controllable from surface and consists ofa fail-safe closed design. The valve system also offersa retro-fittable solution where no hydraulic controlline is installed, and where a capillary string may needto be installed for foam injection purposes it can freeup the hydraulic control line.

FMC Technologies, Inc. Booth # 1941Self Configuring MPM - Multi Phase MeterThe MPM Multi Phase Meteremploys tomographic technologyto improve measurement accuracyand measurement range for mul-tiphase meters for topside andsubsea applications. The self cali-brating feature implemented inthe MPM meter is a step change from conventionalmultiphase meters. This new feature is achievedthrough implementing salinity measurement func-tionality in combination with the in-situ fluid prop-erty verification.

Halliburton Booth # 5263GeoTap IDSThe new InSite GeoTap IDS sensor from SperryDrilling services enables reservoir fluid samples to berecovered with LWD technology. The sensor deliverstimely down-hole capture, surface recovery and iden-tification of multiple samples of formation fluidswith minimal contamination. The GeoTap IDS sen-sor can acquire multiple fluid samples within hoursof drilling the formation.

MacDermid Offshore SolutionsBooth # 322 (outdoor) and # 4320 (indoor)

Ultra-High Temp Subsea Control Fluid MacDermid Offshore Solutions has developed a sub-sea hydraulic control fluid, Oceanic XT900, capableof reaching a down-hole temperature of 220 degreesC. Production control fluids deliver power to operatedown-hole safety valves, allowing the flow of oil andgas from hydrocarbon reservoirs. The fluid has beenqualified in accordance with the industry standardfor subsea control fluids, ISO 13628-6 Annex C.

Rapp Hydema Marine Booth # 5041Rapp Hydema Liquid-Cooled Electric MotorThe Rapp liquid-cooled electricmotor for deepwater powering ap-plications is specifically mountedon a Rapp-manufactured gearboxworking with a variable-frequencyconverter. The motor is cooled bya water jacket in a housing andcirculates the water through the rotating componentsof the motor. It is designed to work only in a tandem mode with aminimum of two units mounted on the gearbox de-sign.

Reelwell Booth # 5141Reelwell-Telemetry SystemReelwell has developed a new type of real timedrillpipe telemetry system. The system enables two-way high speed data communication to down-holeMWD/LWD tools. It also has the ability to transferlarge amounts of electric power to down-hole tools.The system is based on dual concentric drill stringsand comprises a stab-in connector design that ismounted in the drillpipe toolboxes and an advancedtransceiver technology.

Schlumberger Booth # 4331SenTURIAN Subsea Landing String Electrohy-draulic Operating SystemThe Schlumberger Senturian subsea landing stringelectrohydraulic operating system is designed to op-erate from dynamically positioned vessels in subseaapplications. The system is an in-riser system de-signed and certified in accordance with the Interna-tional Electrotechnical Commission’s IEC 61508 SIL2 reliability specifications for safety-related systems.

Schlumberger Booth # 4331subC-racsThe subC-racs riser annulus con-dition surveillance system, a jointdevelopment from Schlumbergerand Total, is an automated systemfor the monitoring of flexible riserintegrity and of vented emissions.The main functions of the systemare to measure free (dry) volume of the annulus, andgas and water vapor flow rates. The system providescontinuous surveillance of the vent flow and is read-ily installed in-line with topsides vent systems.

ShawCor Booth # 3355Thermotite ULTRAA program to develop offshore pipe insulation sys-tems based on styrenic alloys was started in 2007.The challenge was to develop micro-balloon free sys-tems with improved thermal properties, suitable forsubsea deployment using all lay methods. The pro-gram led to a new family of Bredero-Shaw propri-etary styrenic formulations for subsea thermalinsulation known as Thermotite Ultra.

TSGroup Booth # 5241TST CFU - Compact Flotation UnitTS Technology (TST) introduced a new generationCompact Flotation Unit (CFU). The CFU is a ver-tical pressure vessel which is designed to deal withthe mixture of oil and gas and water, from all stagesin the treatment process to ensure low oil in watercontent before being either discharged or re-injected.


Offshore Technology Conference (OTC)

OTC Confers “Technology” Awards in HoustonEach year the Offshore Technology Conference (OTC) recognizes individuals and organizations that have made outstanding contributions to the offshore industry. Theawards will be presented at the annual OTC Awards Luncheon on May 4 at Reliant Park in Houston, Texas. OTC 2010 will be held May 3 – 5.

For 2009, Topaz posted revenue of$448m, EBITDA of $127m and net profitof $65m, demonstrating year on yeargrowth of seven percent, 14 percent and38 percent respectively. Topaz Energyand Marine is an oil & gas focused ma-rine services and engineering companywith a regional footprint across the Mid-dle East and the Caspian. In 2009, Topazachieved record results for the ninth con-secutive year and brought its total assetbase on the balance sheet to $874m whilemaintaining a gearing ratio of 0.89.

“This is an outstanding achievement ina volatile economic climate and reflectsthe inherent strengths of our business,”said Fazel A. Fazelbhoy, CEO of TopazEnergy and Marine. “Facing great adver-sity, we have demonstrated our businessto be one that grows shareholder value ina measured and responsible fashion inany economic cycle. Topaz’s recession

resilience is a result of a considered blendof long and short-term contracts, expo-sure to geographies of strategic impor-tance to global energy markets and ourrefusal to jump on the bandwagon ofspeculative vessel new-buildings at thepeak of the market.”

With oil prices having stabilized, Topazsees very strong growth prospects for2011 and beyond. This optimism arisesfrom the company’s view that major in-vestments will have to be made by inter-national and national oil companies inoffshore E&P and general hydrocarboninfrastructure, not only to replace theageing infrastructure but also to keeppace with ever growing energy demanddriven principally by China and India.Topaz builds new offshore support ves-sels exclusively against medium to long-term contract awards and market-specificniches.

“Certain strategic acquisitions made inthe Caspian and the Middle East in recentyears, and subsequent additions to theoffshore support vessel fleet are provid-ing us consistent returns and cash flows.The strong balance sheet together with asplendid operating performance saw us

navigate comfortably through the finan-cial crisis” said Pramod Balakrishnan,CFO of Topaz.”We raised $150m in debtfinancing in 2009 thanks to the supportof our global and regional bankers. In2010 we have already exceeded this fig-ure in the first quarter.”


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Topaz Announces $65M Profit for 2009


NEWS PEOPLE & COMPANIES

SSP Offshore Appoints Illingworth Paul Illingworth will join SSP Offshore

as CEO. Illingworth has more than 30years experience in the offshore oil andgas business, prior to which he servedseven years in the British Navy. Since2001, Illingworth has served as SeniorVice President in charge of global busi-ness development and as divisional Pres-ident for one of the leading internationalcompanies engaged in the FPSO andFPDSO industry.

Schreiber Joins ABB MarineABB Inc. an-

nounced that EricW. Schreiber joinedits ABB Marinegroup in the role ofSenior Manager,Marine Solutions;effective March 15,2010. Schreiberbrings with himover 15 years ofcombined experi-ence in the marine industry. For the past13 years, he worked for one of the largestcruise lines, Royal Caribbean Cruise,Ltd. His customer based experience willbring valuable insight and knowledge tofurther strengthen ABB's response to cus-tomers and service offerings.

He has a MBA from the University ofMiami, School of Business, a BS in Elec-trical Engineering, specializing in PowerEngineering from Northeastern Univer-sity, College of Engineering, and numer-ous technical and executive educationcertifications.

Stave Named Sales Manager atUlstein Verft

Håvard Stave hasbeen appointed thenew sales managerat Ulstein Verft. Forthe past five yearshe was design man-ager at Ulstein De-sign, which becamepart of Ulstein De-sign & Solutions atthe turn of the year.Before joining Ul-stein Design, Stave worked nine years atRolls-Royce Marine’s Propulsion depart-ment at Ulsteinvik, the last years as tech-nical manager. Before that, he worked inKongsberg Group.

Kvichak Appoints ParkerKvichak Marine Industries in Seattle,

Wash. announced the appointment of ArtParker as Sales Manager with a focus on

North American business development.Parker has 30 years experience in the alu-minum boatbuilding business and hasbeen with the Kvichak sales and market-ing team for 15 years.

Billett Manages New AWT OfficeApplied Weather Technology, Inc.

(AWT) hired a European sales manager,Bob Billett, and opened a new Londonoffice. AWT’s ship routing and voyageoptimization technologies enhance safetyby helping ship Captains and fleet man-agers to avert severe weather and sea con-ditions, and reduce fuel consumption andcarbon emissions by identifying the mostfuel-efficient routes to their destinations.

BMT Promotes LewisBMT Scientific

Marine Servicessaid that JeffreyLewis has been pro-moted to the posi-tion of VicePresident of Opera-tions. He has beenwith the companysince 1992 and hasbeen involved inhundreds of data ac-quisition and control projects, and has ex-tensive knowledge of data acquisitionincluding sensors, communication proto-cols, data acquisition software, HMI(Human Man Interfaces), data process-ing, analysis and data management.

River Ministry Pioneer WilkinsonRetires from SCI

The Rev. James(Jim) R. Wilkinsonretires this year inApril after over 11years of service tothe nation’s inlandwaterways commu-nity as their firstfull-time, fully-ded-icated chaplain. In1998, the Seamen’sChurch Institute(SCI) called Wilkinson to head up Min-istry on the River, a first-of-its-kind en-deavor offering pastoral care to rivermariners and their families in the UnitedStates. Wilkinson’s congregation ofmariners spanned thousands of miles ofmoving waters from Pittsburgh, Pa. toGreenville, Miss. Wilkinson visitedmariners, often traveling with them ontheir vessels, and established a networkof clergy and churches who serve as a re-source to mariners traveling through theircommunities.

Crowley Announces Passing ofMolly Murphy Crowley

Molly Murphy Crowley, 71, of Pied-mont, CA, Crowley Maritime Corpora-tion board member, past Portland, OR,real estate mogul, philanthropist andcompetitive amateur golfer died March21, 2010, following an illness surroundedby her family at her Indian Wells, CA va-cation home. Mrs. Crowley was bornNov. 27, 1938 in Portland to Dorothy andPeter Murphy. Mrs. Crowley met her latehusband, Thomas Crowley, Sr., chair-man, president and CEO of CrowleyMaritime Corporation, on a ski vacationin Switzerland. She was a longtime mem-ber of Crowley's board of directors andoversaw the growth of the 118-year oldmaritime and logistics services companyinto nearly a $2 billion a year company.Her stepson, Tom Crowley Jr., is thechairman, president and CEO today. Mrs.Crowley was preceded in death by herparents, Dorothy and Peter, and her hus-band, Thomas Crowley Sr.

Atlantic Marine Wins Navy DealAtlantic Marine Philadelphia, LLC,

Philadelphia, Pa., won a $12.7m firm-fixed-price contract for a 70-calendar dayregular overhaul of Military Sealift Com-mand fleet replenishment oiler USNSJoshua Humphreys. Humphreys, whichdeactivated and joined the Navy's Inac-tive Ships program in 1996, is being re-activated this summer by the direction ofU.S. Fleet Forces Command to supportcounter-piracy and global war on terror-ism operations in the U.S. 5th Fleet areaof operations where the ship will serve asa duty oiler to U.S. and coalition war-ships. Work performed will include tankinspections; ballast tank preservation;main engine cylinder head inspection andoverhaul; underwater hull cleaning; andpaint and propeller system maintenance.This contract includes options which, ifexercised, would bring the cumulativevalue of this contract to $15.4m.

Maersk Line Introduces Third U.S. Flag Tanker

Maersk Line, Limited (MLL) an-nounced the pending delivery of a thirdtanker to its U.S. flag fleet. SamhoMoonstone will become Bro Hawaiiwhen the reflagging process completes inmid-April. Bro Hawaii will operate inAsia spot markets targeting U.S. prefer-ence cargoes. Yesterday, MLL won anine-month time charter of Bro Hawaii tosupport U.S. Department of Defense re-quirements in the region. MLL will sup-plement U.S. preference cargoes byleveraging its affiliated companies,

Evergreen Marine Executive Appointments

Evergreen Marine Corp. (Taiwan)Ltd. announced the promotion of itsPresident Jack Yen to Vice Chairman.Captain C.J. Wang, Chief ExecutiveVice President, has been appointedPresident. Anchor Chang, ExecutiveVice President of International Busi-ness Division, was promoted to ChiefExecutive Vice President.

Jack Yen joined Evergreen in 1978.He has broad international experiencehaving served the company in severalsignificant locations including Ger-many, the UK, the U.S., and HongKong. His senior positions have in-cluded President of Evergreen StarHong Kong Ltd where he had majorresponsibilities for the mainlandChina market, and president of Ever-green Deutschland GMBH. He waspromoted to President of EvergreenMarine Corporation (Taiwan) in2007. Captain C.J. Wang started hiscarrier in Evergreen as third officer in1976 and was promoted to captain in1986. During the past 34 workingyears with Evergreen, Capt. Wangspent 11 years shipboard ascrewmember and the other 23 yearsin shoreside offices. When comingashore permanently, he was trans-ferred to Los Angeles and Taipei.Captain Wang was promoted to topmanagement of Evergreen ContainerTerminal (Thailand) Limited in 1997.With background in both marine andmanagement jobs and his broad com-pany experience, he was transferredback to Taipei to take more responsi-bilities from 2000 to 2004 as JuniorVice President and Senior Vice Pres-ident in various positions. In 2004 hebecame Executive Vice President ofCorporate Operation Division andpromoted to Chief Executive VicePresident in 2009.

Anchor Chang joined EvergreenMarine in 1986 in sales. From 1993to 2003, he was assigned to NewYork, Dallas, London and Taipei inpositions from deputy manager toJunior Vice President. From 2003 to2006, he transferred to the Project Di-vision in Taipei to assume greater re-sponsibilities and was promoted toSenior Vice President. From 2006 to2007, he transferred to the Interna-tional Business Division and was pro-moted Executive Vice President, aposition he held until his promotionto Chief Executive Vice President.

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Maersk Tankers and Broström, to servecommercial customers in Asia. SamhoMoonstone is a small-sized tanker of5,664 dwt and capacity of 6,136 cu. m.The 344 ft. vessel was built in 2009.

Tug Assists Disabled ContainershipCrowley Maritime’s tugboat Hunter,

the state-funded emergency response tugstationed at Neah Bay, Wash., was dis-patched to assist the 712-ft container ves-sel, Horizon Tacoma, after the vesselexperienced engine problems.

The Horizon Tacoma was a few milesnorth of Neah Bay when it elected to shutdown its main engines following the en-gine problem, though it continued to havefull use of its thrusters and directionalnavigation. After notification by the U.S.Coast Guard (USCG), the Hunter rapidlygot underway and arrived at the ship inless than 30 minutes where it immedi-ately connected a towline.

Campbell Shipping, Heavy Industry Agreement

Bahamian shipowners Campbell Ship-ping signed an order with Zhong ChuanHeavy Industry Shipbuilding Co. Ltd. ofZhoushan for two 32,000 dwt double-hullbulk carriers, with an option for twomore. The ships will be classed by ABSand fly the Bahamas flag, and will meas-ure 600 x 92 with a 33-ft. draft and aservice speed of 14 knots. Their primemovers will be MAN B&W 6S46MC-C8diesels, making them among the first ves-sels to order MAN’s new Tier-II compli-ant engines.

Floating Dry Dock OfficiallyNamed

(L-R) Hon. Brendon Grylls MLA,Leader of the Nationals WA and Minis-ter for Regional Development andLands, Hon. Troy Buswell MLA, Minis-ter for Commerce, WA, Mike Bailey,Paul Booth (Project Manager, Aus-tralian Marine Complex).

The Australian Maritime Complexalong with Landcorp announced thename of the 99 x 53 m Floating Dry Dockat the official naming ceremony. TheFloating Dock was given the traditionalNyoongar name Yagan by the South WestAboriginal Land and Sea Counsel in con-

sultation with Nyoongar Elders. Yagan,the Nyoongar word for tortoise,metaphorically refers to the amphibiousfunctions of the floating dock.

With fully automated ballast and ma-neuvering systems the dock has the ca-pacity to lift 12,000 ton vessels forservice and maintenance work. The 99mlong by 53m wide structure is a techno-logically advanced dock and capable ofproviding the land transfer of docked ves-sels up to 3,500 tons

www.strategicmarine.com

T&T Bisso, Foss Reach Agreement T&T Bisso announced an exclusive co-

operative services agreement with FossMaritime Company. “Foss’s extensivenetwork of sister companies and partnerspositioned in North America and aroundthe world will compliment T&T Bisso’sglobal strategies in providing profes-sional, safe and results-oriented servicesconducted on or around the water,” saidTim Dickensheets, director of vessel re-sponse services for T&T Bisso. T&TBisso will use several Foss facilitiesthroughout North America to positionlightering and marine firefighting pack-ages as part of the company’s strategy tocomply with the United States CoastGuard Salvage and Marine FirefightingRegulations. T&T Bisso is working withFoss to revise the company’s vessel re-sponse plans, listing T&T Bisso as theprimary provider to meet the salvage andmarine firefighting services requirementsunder the new regulations.

JRC Wins PDVSA Bridge DealJapan Radio Company (JRC) won a

contract by Estaleiro ILHA S.A. (EISA)shipyard of Rio de Janeiro, Brazil to sup-ply a full Integrated Bridge System andcommunication suite for two new47kDWT clean product carriers beingbuilt for PDVSA.

The contract includes an integratedbridge system based on JRC's most ad-vanced marine technology to date. TheIBS will consist of the JMA-9100 serieshigh performance radars, JAN-901Belectronic chart display and informationsystems (ECDIS) with integrated multi-functional conning display, JLR-7800high accuracy differential GPS systems, atype-approved track control system, andergonomically designed bridge controlconsole.

Also, the ship will be fitted with a JRCRemote Maintenance System. Connect-ing the JRC’s primary nav/comm equip-ments into the JCY-1800 VDR, JRC’sservice center can remotely download thefailure status data from each piece of

Keppel Shipyard Joint Venture in AzerbaijanExtending its presence in the Caspian Region, Keppel Offshore & Marine Lim-

ited has teamed with State Oil Company of Azerbaijan Republic (SOCAR) andAzerbaijan Investment Company (AIC) to develop and manage a new 52-ha ship-building and shiprepair facility in Baku, Azerbaijan, strategically located along theEast-West energy corridor of the Caspian Sea region. The new SOCAR-KeppelShipyard will be developed for approximately $386m over a two to three year pe-riod. The new yard will be designed to build a variety of vessels ranging from off-shore support vessels to tankers, as well as ship repair and conversion.

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equipment through the ship’s satellitecommunication terminal. The down-loaded data shall be monitored and usedfor inspection, failure analysis, and de-termination of service intervention meas-ures by JRC’s accredited engineers.

Mascoat Opens New European Office

Mascoat Products formed a new Euro-pean office located in Waalwijk, TheNetherlands. This location will be re-sponsible for European sales and support.The office opened in February 2010 andhas a large of stock of Delta T IndustrialThermal Insulating Coating, Delta T Ma-rine Thermal Insulating Coating andDelta~dB Sound Damping Coating to ex-pediently supply to customers through-out the region.

Email: [email protected]

Radio Holland wins VSAT/Connectivity Contract

Radio Holland USA won a multi-yearcontract for supply of VSAT and airtimeservices for the Alaska Marine HighwaySystem (AMHS). The fleet, a division ofthe Department of Transportation andPublic Facilities, State of Alaska, is madeup of 11 vessels; transporting people andvehicles to 34 locations along the Alaskacoastline and along a 1000 mile stretch

of the Aleutian Chain to the Bering Sea.The route goes through the Inside Pas-sage and passes through islands withhigh mountains and steep fjords. Due tothe extreme northern latitudes and therugged terrain, Radio Holland USA andRadio Holland Connect have teamed todesign a private network for shared ac-cess to the vessels. The vessels will alleventually have public phone systems,ATMs, and WI-FI services for their pas-sengers.

EMD Receives IMO Tier 2 Emissions Certification

Electro-Motive Diesel (EMD) receivedemissions certification — commonly re-ferred to as IMO Tier 2 — for its 710GC-T2 engine family. EMD’s two cyclemedium speed G7C-T2 engine has beencertified to meet this new requirement. Inaddition to IMO Tier 2, EMD engines areUS EPA Tier 2 certified as well as beingcertified by ABS, DNV, BV, Lloyds,CCS, and KR classification societies.

Wärtsilä Wins CNOOC Honor Wärtsilä received an award for supplier

excellence from CNOOC, the China Na-tional Offshore Oil Corporation. Theproject for which Wärtsilä received theaward involves the construction and com-missioning of the deepwater pipe-laying

and crane vessel named Hai Yang ShiYou 201 (HYSY 201).

Delta Wave Lanches dTracDelta Wave Communications launched

a new web-based dTrac asset tracking so-lution to support a variety of satellitecommunications technologies for globalasset tracking requirements. Customersmay track assets using their existing In-marsat and Iridium satellite terminals, orany of Delta Wave's line of tracking prod-ucts.

www.deltawavecomm.com

Wärtsilä, Raytheon Partner on Nav Systems

Wärtsilä signed an agreement withRaytheon Anschütz extending the scopeof Wärtsilä's offering of integrated sys-tem solutions to include navigation sys-tems, which can now be offered byWärtsilä on a global basis. "The co-oper-ation between Wärtsilä and Raytheon isin line with our strategy of staying at theforefront of systems integration withinthe marine sector," said Jaakko Eskola,Group Vice President, Wärtsilä ShipPower.

Wärtsilä intends to make these inte-grated packages, combining navigationand automation systems, available for alltypes of vessels.


STX Europe New Shipyard in Brazil

STX Europe expanded its ship-building capacity for Offshore & Spe-cialized vessels by setting up a newshipyard in Fortaleza, in the Cearástate of Brazil. STX Europe has,since the acquisition of the Niteroishipyard in 2001, delivered more than20 vessels in the range from PSVs toAHTS’, ROV and pipelaying con-struction vessels. The yard has re-cently won orders for three newadvanced PSV offshore vessels, andhas now eight vessels in the backlogfor delivery up to 2013. To meet theincreased demand for building ofmore complex vessels in Brazil, STXNorway Offshore AS (subsidiary ofSTX Europe AS) intends togetherwith its Brazilian partner PJMR to in-vest approx $100m over a period ofthree years. The project is expected tobenefit from domestic financing onfavorable terms, supported by gov-ernmental resources.

GPA Wins ACP Contract Guido Perla & Associates, Inc. (GPA)

was awarded a contract by Servicios In-dustriales de la Marina (SIMA) PERUS.A. to deliver the Design and ClassPackage, and Detailed ConstructionEngineering for two identical pushertugs. The tugs will be owned and op-erated by the Panama Canal Authority,which selected SIMA to build the tugsto GPA’s design in a competitive pro-curement process. Both tugs will bebuilt at SIMA’s Chimbote shipyard, inChimbote, Peru, with construction forthe first tug expected to commence inlate 2010. The 29.7-m tugs, destined tosupport dredging operations in thePanama Canal, are equipped with twoGE medium speed 12V228 main en-gines rated at 2,630 hp each and twoship’s service generators at 135kWeach. Two stainless steel propellers inKort nozzles produce 55MT bollardpull (ahead), while bollard pull asternwill be 36MT.

BCGP Debuts 37-ft. Justice ModelBrunswick Commercial and Government Products (BCGP) introduced its 37-ft. Justice, the largest Boston Whaler model ever

built. The 370 Justice features a center console design for unobstructed 360 degree access to all areas of the boat. Its deep-Vhull is designed to yield a smooth ride, even in rough seas. Reverse chines serve to deflect spray for drier rides while also pro-viding quicker recovery between waves and additional lateral stability. Like all BCGP Boston Whaler models, the 370 Justicefeatures unsinkable Unibond construction and fortified laminate schedules for commercial and military applications.

“In a triple outboard configuration, the 370 Justice has the horsepower for border and coastline patrol, drug interdiction, andoffshore homeland security activities,” said Jeremy Davis, BCGP sales manager.

Marlink Extends WaveCall ServiceMarlink extended its WaveCall VSAT

service which will now cover West Africaand the South West and South East Pa-cific. WaveCall is Marlink’s own, always-on VSAT system, based on sharedKu-band and used by coastal commercialvessels, fishing boats and large leisureyachts which require a more regionalservice than the global C-band providedby Marlink’s Sealink system.

Chemical Carrier Modified to FPSO

Major modifications have been com-pleted on the first floating productionstorage and offloading (FPSO) conver-sion in Mexico. The ECO III, classed byABS, originally was built as a chemicalcarrier before being purchased byMARECSA (Maritima De Ecologia, S.A.de C.V) for conversion to a FPSO at theDEMERSESA Shipyard in Tuxpan,Mexico. The FPSO’s crew quarters, he-lideck and on-deck piping were installedin the Mexican shipyard before it went tothe US for drydocking and installation ofother modules and the dynamic position-ing system. The FPSO then returned tothe Tuxpan shipyard for the final phaseof the modifications.

APT Enters the Marine Sector Alternative Petroleum Technologies

S.A. (APT) and its partner, ITI S.r.l.,completed a demonstration of variousversions of its products on board a com-mercial container ferry using an emulsi-fied diesel marine fuel. The emissionswere measured by ISMAR Chimica Spa,an independent ISO17025:2005 certifiedlaboratory.

The engine load was measured usingthe ship's instruments. The emulsifiedfuels gave a reduction in PM 10 emis-sions of 34% (for 13% water) and 43%(for 18% water) and a reduction in NOxemissions of 16% (for 13% water) and27% (for 18% water). A fuel efficiencyadvantage of more than 5% wasrecorded.

www.altpetrol.comwww.itimpianti.it

Alu Design Contract with STXAlu Design & Services has been con-

tracted by STX Norway Electro for de-livery of pilot chairs and deck rails toSTX’s YN 725. Delivery is scheduled forMarch 2010. This is the company’s sec-ond order with Alu Design and a thirdorder is already underway.

New Head Office for GL The Hamburg staff of Germanischer

Lloyd (GL) - more than 1,600 total - have

moved to the new Head Office at Brook-torkai 18 in Hamburg's HafenCity dis-trict.

With this relocation, the company isbringing 14 separate sites in Hamburg to-gether all under the same roof.

The new GL Head Office spans two

construction sites offering an office spaceof 45,000 sq. m.

New address: Germanischer Lloyd AG,Brooktorkai 18, 20457 Hamburg, Ger-many. The telephone and fax numbers aswell as e-mail addresses will remain thesame.

New Wilhelmsen Office in St Petersburg

Wilhelmsen Ships Service has relo-cated its St. Petersburg offices to up-graded premises. The new location offersa modern, safe and accessible environ-ment for staff, and provides a convenient


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location for receiving customers. Wil-helmsen Ships Service will share the of-fice space with its sister companiesWilhelmsen Ships Equipment and Wil-helmsen Marine Personnel. The new of-fice address is: 10th Krasnoarmeyskaya,22 A, Business Centre Kellerman,190103, St Petersburg, Russia.

Containership Delivered to Danaos Danaos Corporation last month took

delivery of a newly built containership,the CMA CGM Musset, expanding itsoperational fleet, following the sale of the30 year-old Eagle Express, to a total of42 containerships aggregating 177,229TEU. The CMA CGM Musset has a car-rying capacity of 6,500 TEU, built atSungdong Shipbuilding & Marine Engi-neering and was delivered on schedule. Itis 984 x 131 ft. and has a speed of 25.6knots.

Maersk ContractMaersk Line, Ltd, Norfolk, Va., won a

$8.6 firm-fixed-price contract for a nine-month time charter of tanker MT SamhoMoonstone, currently a foreign-flag ves-sel, which will be re-named and U.S.-

flagged upon delivery to the government.The ship's primary mission is to move pe-troleum for the Department of Defensebetween ports in the Far East.

Almaco Modernizes M/S Kristina Katarina

Almaco Group was awarded byKristina Cruises the contract to modern-ize passenger cabins and public areas onthe owner's new flagship M/S KristinaKatarina. The work will be done inKotka, Finland, and will be completed bythe end of July 2010. Almaco's Accom-modation Systems division will refurbishall 195 passenger cabins and the corre-sponding bathrooms. The scope of workalso includes the modernization of cabincorridors and passenger staircases, therenovation of the conference room andchildren's play area as well as modern-ization and modifications done in the buf-fet and a la carte restaurants. The shipwas built in Poland in 1982 and measures452.7 x 72.2 ft. It has operated in the1990's under the name Konstantin Si-monov between Helsinki and St. Peters-burg. For the last nine years she has beenoperated as M/S Iris under the flag of

Malta, mostly for international cruisingin the Eastern Mediterranean.

Tyco Telecomm Renamed Tyco Telecommunications, a business

unit of Tyco Electronics, announced it isnow operating under a new corporatename: Tyco Electronics Subsea Commu-nications (TE SubCom).

In 2010, TE SubCom will completecable installations and upgrade projectsin Asia, the Middle East and the NorthAtlantic. The company’s managementteam remains unchanged and TE Sub-Com maintains the existing companyheadquarters, research and developmentlaboratories, manufacturing facilities,ships and depots located worldwide.

MarineCFO NominatedMarineCFO has been nominated for the

Louisiana Governor’s Technology Com-pany of the Year Award. The Governor’sTechnology Award honors organizationsfor their innovation and progress in thepast year. With a strong Microsoft rela-tionship, all MarineCFO products arebuilt with mainstream MS technologies.

http://www.MarineCFOLive.com


Strategic Success in SingaporeStrategic Marine recently pur-

chased the lease of its Singapore yardand its existing 1260 sq. m. coveredshipbuilding hall, enabling the com-pany to fully develop the yards po-tential via infrastructuredevelopments to be completed by2011. Strategic Marine Singapore re-cently signed a contract to build fourelectric powered water taxis for Sin-gapore tourism company RussellRocks Pte Ltd. With a seating capac-ity of 24 passengers, the vessels havebeen designed specifically for theclient’s scenic taxi service operations.The boats will be fitted with a singleelectric main propulsion motor, withan output of 12hp and reaching aspeed of 6 knots.

This contract has, in addition, en-abled Strategic Marine Singapore tostart construction on a 40 m OffshoreUtility Vessel on speculation, a boatscheduled to be completed in the Au-tumn of 2010.

Farrell Lines 2 Additional U.S.Flag Vessels

Farrell Lines added two U.S. flagRoRo vessels into its fleet, the Al-liance Beaumont and AllianceCharleston. These ships complementthe Alliance St. Louis and AllianceNorfolk, which have been U.S. flagvessels since February 2008. The Far-rell Lines fleet now consists of fourRoRo vessels.

The Alliance Beaumont wasbrought under the U.S. flag on Feb-ruary 21 in Dubai, and this vessel willparticipate in the Maritime SecurityProgram (MSP). The AllianceCharleston was reflagged on Febru-ary 12 in New York. Both vesselshave 710,000 sq. ft. of total stowagecapacity, representing 7,900 carequivalent units and over 250,000 sq.ft. of deck space for military cargo.

Bergen Oilfield Services Extends Veripos Contract

Veripos has been awarded an exten-sion to its existing master servicescontract with Bergen Oilfield Serv-ices (BOS), one of Norway’s seismicsurvey contractors operating world-wide. The extended contract coverscontinuing supply of a range of posi-tioning services and equipment forBOS’s three specialist seismic explo-ration vessels, BOS Angler, BOSArctic and BOS Atlantic.

Tognum Opens New U.S. PlantSouth Carolina engine plant in to replace assembly plant in Detroit

Tognum is expanding its production network viaa new engine assembly and manufacturing plantfor Tognum’s MTU brand in Aiken County, SouthCarolina. The new facility replaces an existing as-sembly plant in Detroit, and offers Tognum theopportunity to produce engine parts in the U.S.dollar region, develop new markets and respondmore flexibly to changing market requirements.Production is scheduled to begin at the end of2010.The new plant in Graniteville in Aiken Countymeans that the Tognum Group has now imple-mented the plan that had been announced in au-tumn 2008, but put on hold due to the globaleconomic crisis. The company has now pur-chased an existing building and the associatedpremises for this purpose from the drive compo-nent manufacturing company SKF. In addition tothe assembly of engines, the plant will be used for the manufacture of engine components such as cylinder heads and high-vol-ume engine attachments and fittings. The premises also include the possibility of increasing production capacity if warrantedby market requirements and the order situation.“By manufacturing parts in the USA, we are less vulnerable to exchange rate fluctuations between the U.S. dollar and the euro,have production facilities located close to the customer, fewer parts in an advanced stage of manufacture to be transported fromEurope to North America and will subsequently reduce high import duties. The higher value added in the USA also increasesour chances when competing for public contracts offered by U.S. authorities,“ said Volker Heuer, Chairman of the ExecutiveBoard and CEO of Tognum AG.In the medium term, the Tognum Group will be investing $45 million in the 100 acre site, which includes a 270,000 sq. ft. pro-duction building, and in assembly, inspection and production facilities.

New HQ for OMMOffshore Marine Management (OMM)

has moved to new larger headquartersfollowing a period of exceptional growth.As well as its headquarters in Bristol,

OMM has an operational office in Cam-bridge and international bases in Ger-many and Singapore. The company isplanning to open offices in the USA andMiddle East later this year.

There will be an official opening eventfor the new offices on April 9. New ad-dress: 14th Floor, Colston Tower, ColstonStreet, Bristol BS1 4UB; ; Tel: +44 (0)844 921 0001

www.offshoremm.com

Jotun Reports Record ResultsJotun reported an operating profit of

$181m in 2009 as compared with $148mfor the previous year. In liters and kilos,Jotun sold two percent more paint than itdid in 2008. There were large variationsbetween the markets and geographically.Key markets such as China, South Koreaand the Middle East reported strong fig-ures. Europe performed poorly, and theNorwegian market, for example, wasweaker than in many years. The group’sresults were the best ever.

President & CEO Morten Fon said thatJotun has also maintained a relativelyhigh investment level in a challenging pe-riod for the global economy. Last year,for example, a decision was made to in-vest in a new factory in Sandefjord val-ued at more than $82m, Jotun’s largestinvestment ever. There are plans to estab-lish factories in Libya and Russia. Theconstruction new factories in China,Malaysia and the US is also underway,and new factories were opened in Saudi-Arabia and South-Korea in 2009.

MOL Charters LNG Vessels toExxonMobil

Mitsui O.S.K. Lines, Ltd. (MOL) hasbeen awarded two long-term charters byan ExxonMobil affiliate and its co-ven-ture partners in its Papua New GuineaLNG Project. The charters are for MOL’stwo existing 177,000 cu. m. capacityLNG carriers with the tri-fuel-diesel elec-tric propulsion systems built in SouthKorea at Hyundai yards in 2010 and co-owned by Itochu Corporation (Itochu)(MOL 70% and Itochu 30%). The vesselsare to be operated by MOL. Simultane-ously, MOL has entered into two headsof agreement, one with the PNG LNGProject and one with an ExxonMobil af-filiated company in the Gorgon Project,with the intention for MOL to constructand long-term charter a total of four LNGvessels to the projects, all of which areplanned to be built in the People's Re-

public of China. Deliveries will commence between

2014-2016.

DNV to Open Global Cruise Center Miami

DNV plans to open of a Global CruiseCenter in Miami, Fla., to enable DNV to

respond more quickly to local customerdemand and serve as a hub for a networkof DNV cruise ship service centersaround the world.

According to DNV maritime’s COOTor Svensen, the new facility will enableDNV to respond more quickly to cus-tomer needs.

“The increasingly global nature of ourcustomers’ operations is a key driver be-hind our decision to establish a strongerpresence in Miami,” he said.

“The Global Cruise Center will enableus to enhance our customers’ experienceof DNV’s global performance and deliv-ery toward the cruise segment.”




Carnival Glory: More Efficientvia Promas Lite

Carnival Cruise Lines (CCL) selectedthe Rolls-Royce propulsion systemPromas Lite, combining propellerand rudder, for its cruise vessel Car-nival Glory, as preliminary analysisof speed/power trials measurementsindicates an increased propulsive ef-ficiency improvement by 11-13 %.Rolls-Royce worked closely withCCL, a cooperation which includedextensive lab testing at Rolls-RoyceHydrodynamic Research Center inSweden. The result: an optimizedPromas Lite design tailor fit for Car-nival Glory. A new twin 5.8-m Pro-mas Lite propulsion system has beeninstalled during the ships regular drydocking at Grand Bahama Shipyardin February 2010. The new propeller– rudder system replaces the old fivebladed mono-block propellers withmodern four bladed Rolls-Royce pro-pellers with bolted blades, hub capsand rudder bulbs, optimized to suitthe actual operational profile that uti-lizes lower speeds than the vessel wasbuilt for. The new propeller design isoptimized for maximum fuel effi-ciency and emission reduction. Ex-tensive full-scale testing on CarnivalGlory as well as Carnival Freedomhas been performed before and afterinstallation of the new Promas Litepropeller system. The preliminaryanalysis of speed/power trials meas-urements indicates an increasedpropulsive efficiency improvementby 11 to 13%.

Eagle Bulk Shipping Takes Delivery of Imperial Eagle

Eagle Bulk Shipping has taken de-livery from Japan’s IHI MarineUnited of Imperial Eagle, a Future-56 class, 56,000 dwt Supramax drybulk vessel. The vessel has enteredinto a one-year time charter tied tothe Baltic Supramax Index (BSI).

MAN Diesel, Voith Propulsion for Tugs MAN Diesel Spain has been active within the tug segment recently, having played a key role in three orders that contract the

company to supply 18 MAN Diesel L27/38 engines to Boluda Corporación Marítima, Spain, the international marine groupand shipbuilder. The engines are destined for nine newbuilding tugs; 10 engines were already delivered in 2009 with the re-mainder due in 2010/2011. The three orders encompass two engines for the V.B. Bravo, owned by Boluda Corporación Marí-tima through its subsidiary AUXMASA; 12 engines for six tug boats owned outright by Boluda Corporación Marítima; andfour engines for two tug boats owned by the Shetland Island Council. As originally stipulated, all nine tugs will be constructedat Boluda Shipyards - Unión Naval Valencia in the Port of Valencia, one of the biggest private shipyards in Spain and part ofBoluda Corporación Marítima. Boluda Corporación Marítima’s core activity is tug operation. It’s Towage and Salvage Divi-sion has a fleet of over 200 tugs. Typical tug-boat operations include ship towage, marine safety, assistance in high-seas andfire fighting. Of the seven tugs bound for the Boluda Towage and Salvage fleet, the first, the VB Bravo, has already enteredservice. Two others – the VB Titán and the VB Trón – were launched at Boluda-UNV shipyard in October 2009 and willshortly enter service. Delivery of the remaining six vessels is scheduled for 2010 and 2011 as follows:

Hull Nº Type Owner Delivery Date C-473 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 870 VS . . . . . . . . . . . . . . . . . . . . . . . .Boluda Corporación Marítima . . . . . . . . . . . . . . . . . . . . . . . . . . . . .March 2010 C-474 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 870 VS . . . . . . . . . . . . . . . . . . . . . . . .Boluda Corporación Marítima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .April 2010 C-480 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 870 VS . . . . . . . . . . . . . . . . . . . . . . . .Boluda Corporación Marítima . . . . . . . . . . . . . . . . . . . . . . . . . . . .January 2011 C-481 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 870 VS . . . . . . . . . . . . . . . . . . . . . . . .Boluda Corporación Marítima . . . . . . . . . . . . . . . . . . . . . . . . . . .February 2011 C-482 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 870 VS . . . . . . . . . . . . . . . . . . . . . . . .Boluda Corporación Marítima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .April 2011 C-483 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 870 VS . . . . . . . . . . . . . . . . . . . . . . . .Boluda Corporación Marítima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .May 2011

The VB Bravo will assist and escort ships, and conduct oil-spill recovery, pollution-control and fire-fighting operations inSpanish waters while the VB Titán and VB Trón will form part of the Boluda Towage and Salvage fleet. These tugs are de-signed for unrestricted navigation and provide towing services as well as executing fire fighting, ship-assistance and escort,cleaning-up of oil spills and pollution-control activities.

Two tugs, featuring four MAN 9L27/38 engines (3,285 kW at 800 rpm), are bound for two twin vessels – the Solan andBonxie, which will be based at the Shetland Islands (UK) Sullom Voe oil terminal in the northern North Sea. The Solan waslaunched on 17 December 2009 and the Bonxie on 18 February 2010. The tugs will be operated by the Shetland Islands Coun-cil and their design makes them well-equipped for towage, and the general assistance and escorting of tankers and other ships.

Hull Nº Type Shipowner Delivery Date C-471 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 970 VS . . . . . . . . . . . . . . . . . . . . . . . .Shetland Island Council (UK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .April 2010 C-472 . . . . . . . . . . . . . . . . .Voith Tractor TUG 70t UNV 970 VS . . . . . . . . . . . . . . . . . . . . . . . .Shetland Island Council (UK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .May 2010

MAN Diesel has just finalized another contract with Boluda Shipyards - Unión Naval Valencia for the delivery of two 8L27/38engines to a tug boat ordered by the Port Authority of Haifa, Israel. MAN Diesel’s L27/38 medium-speed engine in its eight-and nine-cylinder variants has been chosen as main engine for all nine tug boats on account of its high-torque performance char-acteristics, robust and compact design, characterized by a single, front-end box that collectively houses LT/HT cooling-waterpumps, thermostatic valves, and lube oil pump, cooler and automatic filter.

The VB Bravo pictured during sea trials (Photo courtesy MAN Diesel).


Viking Prospers in Tough Conditions

Viking Life-Saving Equipment A/Sachieved all-time-high sales of $208m,up just over six percent on 2008. Thegroup's profit also improved slightlycompared with 2008. The most signifi-cant effect of the increased control overworking capital can be seen in the com-pany's liquidity, which improved by ap-proximately $26.9m for 2009.

16 New Dealers for Trac Ecological

TRAC Ecological Products, manufac-turer of environment-friendly productsfor onboard equipment cleaning andmaintenance, has appointed 16 new USand international dealers and distributorsfor its product line, from Ft. Lauderdle toNew Zealand. TRAC Ecological has de-veloped a unique line of safe, biodegrad-able chemicals that are designed toefficiently and economically dissolvescale, barnacles, zebra mussels, calcium,rust, lime and other mineral deposits thatcan reduce water flow. For a full listingof dealers and products, visit www.trac-online.com

GAC Marine Logistics Opens Office in India

Chris Steibelt, Managing Director ofGAC Marine Logistics. (Photo courtesyGulf Agency Company Ltd)

Global ship spares logistics specialistGAC Marine Logistics (GML) hasopened a new office in Chennai, India tohouse its fast growing dedicated cus-tomer service team. The India CustomerService desk is led by Customer ServiceManager Mrs Rajshree Kurup who hasmore than 15 years experience in the fieldof ship spares logistics.

Underwater Hull Cleaning in DutchPorts

The Netherlands was one of the firstcountries worldwide to practically banthe in-water cleaning of ship hulls in

order to avoid the pulse release of TBTassociated with it. Ships moored in portscontinue to leach biocides, which leadsto accumulation in sediments. The DutchMinistry of Transport, Public Works and

Water Management has pro-activelysought a solution to this environmentalproblem. It has come to the conclusionthat a good non-toxic system includesregular and controlled removal of fouling

and that the underwater cleaning and con-ditioning of ships coated with Ecospeedis at present a Best Available Technology(BAT). Very strict criteria for environ-mentally safe in-water cleaning practices

have been developed — criteria thatEcospeed has been able to meet so far.ECOTEC-STC is a project funded by theEuropean Commission within the LIFEdemonstration projects to confirm theecological and economical advantages of

the Ecospeed coating. One of the firsttasks within this LIFE research projecthas been to validate that Ecospeed iscompletely free of biocides throughout itslifecycle. The Dutch Ministry of Trans-port carried out an elaborate study of ef-

fluent samples which has shown that notoxins are released at any stage, either atapplication, during curing or during in-water treatment. The measurements fur-ther showed that during conditioningonly non-toxic fine particulate matter is

released. In December 2009 a full under-water hull cleaning was carried out inRotterdam on M/V Baltic Swan whichwas coated with Ecospeed in 2008. It isthe first time since 1992 that the under-water cleaning of a ship’s hull has takenplace in a Dutch port. This milestoneevent will benefit both the Dutch portsand the environment in the years to come.

Ultrajet Power ThreeHigh-Speed Catamarans

Ultra Dynamics supplied three sets oftwin UltraJet UJ377 Waterjet installa-tions to South Boats for their New Mk IIGRP 43/12m WFSV RRV CatamaransRRV Audrey, Offshore Response 1, andSpike Islander. The GRP catamaranshave all been tailored to meet specificcode and operational requirements ofWind Farm operations operators TurbineTransfers (Holyhead Towing) and Off-shore Wind Power Marine Services:Lim-ited (OWPMS) and Waddentaxi in theNetherlands respectively.

Measuring 43.6 ft in overall length witha draft of 2.3 ft., this newly designed ves-sel reaches a maximum speed of 34 knotsthanks to the twin Iveco FPT NEF 500BHP diesel engines, via Twin DiscMG5071SC gearboxes coupled to twinUltra Dynamics UltraJet UJ377 water-jets. The jets supply maximum thrust forholding station at wind farm turbines andfor high speed crew transfers.

The UltraJet waterjets are controlled atthe helm by a JetMaster joystick controlsystem. The South Catamaran moderncentral deck house has been designed toaccommodate either 10 engineers inKAB sprung seats with tables, or 12 en-gineers/or passengers in KAB sprungseats without tables at sprint speeds in ex-cess of 32 knots and 28 knot plus cruisingspeeds. This makes the design ideal forfast transfer of engineers or VIP’s or fasttransportation of support equipment.


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MARITIMEREPORTER

ANDENGINEERING NEWS

2010 Editorial Calendar


TECHNICAL PUMP, VALVE & VALVE ACTUATION

Critical to a vessel’s life-cycle cost andprofitability is the performance of itspumps and valves. Little noticed unlesssomething goes wrong, this month Mar-itime Reporter examines recently devel-opments in the pump, valve and valveactuation technology niche.

W&O Supply was recently presentedwith a challenging application by one ofthe nation’s largest barge operators. Anautomated valve package was requiredthat would withstand harsh chemicalloading and unloading as well as the ma-rine environment and would meet U.S.Coast Guard safety standards. Current in-dustrial packages did not meet the re-quirements, so by working with thecustomer and manufacturing partnersW&O engineered an automated valvesystem that would withstand the demandsof the application. The end result is avalve, actuator, and control system meetsall requirements, improves the cus-tomer’s operation, and was delivered intime and under budget.

As the world becomes more environ-mentally conscious, more attention thanever is being paid to the maritime market.

Companies such as Herborner Pumpoffer products that are specified by theU.S. Navy, MSC, NOAA, major cruiseship operators, and offshore drilling com-panies around the world as the “heart” oftheir waste water processing systems.

One of the key areas of interest hasbeen how ships and offshore production

facilities deal with black and gray water(i.e. sewage and waste water). In the pastfew years, owners and operators haveneeded to transition from the previousmethods of waste disposal (i.e. “dilutionis the solution to pollution”) to sophisti-cated on-board waste processing systemsthat render waste water virtually drink-able. These systems incorporate advancewaste processing technologies and equip-ment that have become integral to the op-

eration of the ship. With all of this so-phisticated equipment, the “heart” ofthese waste processing systems is still thepump which must transfer the waste tothe processing systems and move itthrough the filtration/processing mecha-nisms. Without a reliable pump, all ofthese advanced technologies are useless.Unplanned pump failure may result inmajor downtime and costs to the owner.

Herborner Pump products are specified

by the U.S. Navy, MSC, NOAA, majorcruise ship operators, and offshoredrilling companies around the world asthe “heart” of their waste water process-ing systems. Herborner Pump has beendesigning and manufacturing qualitypumps for more than 130 years. In orderto assure that the highest quality stan-dards are met, Herborner Pump performsall operations (design, casting, machin-ing, assembly, and testing) in house, as-suring their customers that theirHerborner pump will provide the “bulletproof” reliability that the marine industryhas grown to depend upon.

According to Glen Burgos, president ofBFG Marine, even with the availabilityof many powered and automated valveactuators, the Offshore Oil Industry hasmany applications where a manually op-erated remote valve actuation system isnecessary for several reasons, includingsafety, reliability, and durability. For ex-ample, the U.S. Coast Guard requires thatfuel valves on crew, utility, offshore sup-ply, and anchor handling vessels be ableto be operated remotely from outside theengine room in case of a fire or otheremergency. BFG Marine has providedmany such vessels with a simple systemto do so that incorporates a flexiblereachrod. The flexible reachrod is sealedand lubricated, virtually eliminating

Flanged vs. Grooved Valve AssembliesValve assemblies are typically constructed with flanged components, but this joining method can add unnecessaryweight to a piping system. A six-inch flanged valve assembly constructed with a lug butterfly valve, connected withweld-neck flanges and 8 bolts and nuts on each side of the valve weighs approximately 86 pounds/39 kilograms.That’s four connections and 16 bolts that require star-pattern tightening in three passes to ensure proper torque re-quirements are met. An alternative to the flanged valve assembly that is ideal in the shipbuilding industry is thegrooved valve assembly. A six-inch valve assembly that utilizes a grooved-end butterfly valve, grooved-end pipeand two industry-approved couplings to connect the components weighs approximately 36 pounds/16.3 kilograms,representing a 58 percent weight reduction over the flanged assembly. The couplings have only two bolts and nutseach and do not have torque requirements, resulting in faster initial assembly and maintenance. Unlike flanges thatmust be welded to the pipe end, grooved valve assemblies do not require welding, which further reduces installa-tion time and reduces safety risks. With a smaller profile than flanges, couplings are ideal for confined spaces asthey require less space for assembly. Couplings allow for 360-degree orientation, which simplifies positioning ofthe bolts for future access and maintenance.In addition to the installation benefits, grooved valve assemblies also provide performance benefits such as noiseand vibration attenuation. The elastomeric gasket, contained inside the internal cavity of the ductile iron or galvanized coupling, creates a discontinuity thereby reducingsound transmission. The material from which the gasket is made also serves to absorb vibration.When specifying grooved valve assemblies, it’s imperative that couplings and valves have received type approval by International Association of Classification Societies(IACS) governing bodies. Victaulic holds numerous type approvals for a broad range of products to be used in the shipbuilding industry.

- By Ionut Chirica, Victaulic

Grooved Valve Assemblies

Valve & Valve Actuation Technology

Headworks BIO ‘Clean Sea’ system uti-lizing Herborner pumps for Oasis ofthe Seas.


maintenance, particularly important for asystem that may never be needed, butmust work when it is. BFG Marine pro-vides systems and system design guid-ance to several major drilling rig builders.Its systems are used to operate dumpvalves, sewage treatment system valves,firefighting system valves, and ballastvalves. In one case, a rig builder came toBFG Marine looking to remotely actuateballast valves located deep inside a semi-submersible’s pontoons, and BFG Ma-rine was able to develop a customsolution. “There is a misconception outthere that all manual remote valve actua-tion systems are the same, and thatchoosing components for them is sim-ple”, said Glenn Burgos president, BFGMarine. “In truth, they are not the same.Like anything else, some brands aremade better and perform better than oth-ers. And designing a system properlymay not be as simple as it may seem.There are many variables to be consid-ered, and many of these are often over-looked. We’ve gained quite a number ofnew clients by solving issues they’ve hadwith previous systems because we pay at-tention to the details of the applicationthat were not considered previously.”Such attention to detail helped lead toBFG’s flexible reachrod systems beingspecified into the U.S. Navy’s new Free-

dom Class Littoral Combat Ships, as wellas several other U.S. Military ships. Thecompany has also recently extended itsreach into several industrial sectors thathave applications where BFG’s systemsare a good solution. Successful applica-tions include: Nuclear Power Plants,Petro-Chemical Plants, PharmaceuticalPlants, Breweries, Steel Mills, andAmusement Parks.

Colfax Corp. recently received a$7.6m pump order from Brightoil Ship-ping Group Co. Ltd., an international ma-rine bunkering business (offshore marinefuel supplier) headquartered in Shenzhen,China. Under the agreement, Colfax willsupply 180 two-screw rotary positive dis-placement pumps that Brightoil will in-stall in 40 new tankers through 2011. Thepumps – manufactured by Colfax’s Hout-tuin business in Utrecht, Netherlands –will be used for transferring fuel oil andgas oil, as well as stripping (removal ofwaste or contaminants, such as water).Colfax will ship the pumps in install-ments beginning later this year and con-tinuing through 2011.

CS Unitec's pneumatic nut runners areideal for actuating valves, as well astightening, tapping, reaming, pipe bevel-ing and other driving applications. CSUnitec offers three powerful, lightweightmodels (6 1015 0010, 6 1015 0075 and 6

1015 0099) with 0.9 HP air motors atonly 10 pounds each. These nut runnersare available in 3/4" Female, 3/4" Maleand 1/2" Male Square drives. The wormgear drive and vane air motor provide upto 423 ft.-lbs. of torque at 22 RPM. Eachhas a compact angle head for working inconfined spaces, operate in forward andreverse direction, and have an air con-sumption of 45 CFM at 90 PSI.

CS Unitec also offers other pneumaticnut runners with speeds of 22 to 125RPM and 3/4" Female, 3/4" Male and1/2" Male Square drives. All pneumaticunits are ATEX approved for use in haz-ardous environments and Ex Zones, mak-ing them ideal for use in the oil, gas andpower generation industries. Hydraulicnut runners are also available for subseaapplications.

KZValve offers ball and butterflyvalves in stainless steel, bronze,polypropylene and nylon, all with stain-less steel hardware. Sizes range from 1/4to 4-in., with up to 2,000 psi. KZValveactuators are NEMA 6P rated (water-proof), NEMA 7 rated (ignition safe),and exceed the USCG electrical systemsstandard test procedure. Actuators areavailable in 12V DC, 24V DC and 24VAC. Actuators can be removed while thevalves stay in service. For larger systems,the staff welcomes custom applications.

KZValve

Ball & Butterfly Valves

CS Unitec

Nut Runners

BFG

Flexible Reachrod

W&O

Automated Valve Package

Gate Valve Actuator Controllers for CVN-78

DRS Consolidated Controls Inc., aDRS Defense Solutions LLC businessunit, won the contract from NorthropGrumman Shipbuilding to design,qualify and manufacture the GateValve Actuator Controllers (GVAC) forthe Gerald R. Ford (CVN-78). Thesecontrollers will operate gate valvesused in the United States Navy’s next-generation aircraft carrier, and workfor GVAC is underway at the DRSConsolidated Controls plant in Dan-bury, Conn., with delivery of produc-tion hardware on track for the firstquarter 2012.

“The Gate Valve Actuator Controls(GVAC) program is significant forDRS as we have been fortunate to winevery electro mechanical actuator(EMA) controller program that we bidon for this ship and expands our lead-ership position in deploying EMA con-trols to replace shipboard hydraulics,”said Jeff Armstrong, VP and generalmanager, DRS Consolidated Controls.“We appreciate the confidence thatNorthrop Grumman continues to placein us to make these leading edge pro-grams a low risk reality.”


Accordingly, the dilemma for the ma-jority of owners and operators of DP ves-sels in the Gulf of Mexico is whether aDPO standing watch on the bridge of avessel is required to maintain (1) a DPOCertificate, (2) a USCG Merchant MarineOfficer’s license or (3) both.

The issuance of a DPO certificate is it-self an important part of maintaining asafe and industry compliant navigationalwatch. However, hiring a DPO with a DPcertificate who is not qualified as a li-censed watchstander may not be enoughto comply with the Coast Guard require-ments. This certificate merely complieswith industry standards and does not nec-essarily license an individual to stand anavigational watch. Although U.S. regu-

latory bodies have not mandated a DPOcertification or endorsement to a Mer-chant Mariner’s License, DPOs cannonetheless be watchstanders and in thiscase, the applicable standards for main-taining licensed officers must complywith U.S. Coast Guard licensing require-ments. 46 C.F.R. § 11.401 et. seq.

To stand watch in the capacity of mas-ter, chief mate or other officer in chargeof a navigational watch, the watchstandermust be licensed by the Coast Guard inaccordance with the provisions of the In-ternational Convention on Standards ofTraining, Certification and Watchkeepingfor Seafarers, 1978, as amended in 1995(STCW), and other laws and receive theappropriate certificate or endorsement as

required by STCW. 46 U.S.C. § 10.101et. seq. For example, a Senior DPO,standing a bridge watch alone, may notcomply as an officer of the watch. On thesame token a license chief mate may notcomply with industry standards as aDPO.

Consequently, when hiring and em-ploying a watchstander aboard a DP ves-sel, the vessel owner or operator shouldbe careful to comply with both industrystandards for DPOs and Coast Guard li-censing requirements. Furthermore, toavoid potential liability issues, employ-ers should be sure to comply with the li-censing and manning requirements forthe specific tonnage or class of vesselalso.

In the event of a marine casualty, theremay be certain liability consequences forthe vessel owner and operators. For ex-ample, a vessel owner who employs aDPO who is not a licensed mariner andalso a certified DPO may unnecessarilyexpose himself to additional liability ascourts have consistently held that vesselowners have a nondelegable duty to manvessels with a competent crew. Therefore,owners need to ensure that their vesselsare staffed by competent and properly-li-censed mariners at all times. If a vesselowner does not take these steps, he couldviolate this duty and in some cases inad-vertently waive the limitation of liabilityprovisions he would normally be entitledto under U.S. law.

Dynamic Positioning & Mariner Licensing(Continued from page 21)

About the AuthorsJustin Mitchell and Carlos Tamez practice admi-ralty and maritime law, personal injury and com-mercial litigation in the Houston office of HillRivkins LLP (www.hillrivkins.com). Mitchell isalso a licensed mariner and former OSV captainand Tamez is a licensed shipyard welder. Both attorneys can be reached at [email protected] or (713) 222-1515.

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OTE 2010Fast Facts

When: May 25-27, 2010Where: Newport Yachting

Center, Newport, RI

Contact: Rob Howardtel: 561-732-4368Email:

howard@ marinelink.com

www.oceantechexpo.com


OceanTech Expo (OTE) 2010 brings together the three legs of the subsea tech-nology industry: science, commercial(offshore Oil & Gas) and defense – to discussthe business of ocean technology. OTE is set in scenic Newport, Rhode Island fromMay 25-27, 2010, and three packed days will include:

• In-water demos directly from the dockside exhibition area • Networking Opportunities • Industry Outlook Sessions (IOS)• Hands on trainingThis year’s Industry Outlook Session is headlined by keynote speaker John

Westwood of Douglas-Westwood, a renowned authority on most matters in the Off-shore Oil & Gas and Subsea markets. A partial listing of the OTE Industry OutlookSession topics and speakers can be found to the right, while a full listing can befound on www.oceantechexpo.com.

Setting OceanTech Expo apart from the plethora of conferences and exhibitions isits live, in-water product and system demonstrations. All OceanTech Expo exhibits,Industry Outlook Sessions and demonstrations are situated directly on the water atthe Newport Yachting Center, steps away from the booth to the dock. For the event,OceanTech Expo has solidified comittments for six vessels, ranging in size from 22to 165 ft., offering multiple sonar, remotely operated vehicle (ROV) and autonomousunderwater vehicle (AUV) demonstrations.

A featured vessel will be the Stiletto Maritime Test Platform (pictured aboveleft), a prototype naval ship manufactured as an operational experiment for thePentagon's Office of Force Transformation. An example of next generation militaryvessels combining new materials (carbon fiber) with a networked architecture and abreakthrough hull design, she now serves as a Maritime Test Bed platform for theRapid Reaction Technology Office in the Office of the Secretary of Defense.

OTE 2010 Keynote SpeakerJohn Westwood, Chairman, Douglas-Westwood

The organizers of the OceanTech Expo (OTE) are pleased to welcome John West-wood, Chairman Douglas-Westwood, as the keynote speaker, kicking off OTE’ssignature “Industry Outlook Sessions”; a series of topical conferences designed toallow subsea technology users to discuss technology gaps and future needs.

Westwood’s presence at OTE is particularly topical given the Obama Adminis-tration’s recent moves to open additional regions off of the continental United Statesfor oil and gas exploration. His address is tentatively entitled:

“Prospects for the Ocean Technology Industries”

The oceans are recognized as the provider trade routes, vast natural resources andas an overused dumping ground for the debris of our lifestyles. However, despitethe considerable amount of scientific research on the oceans there is relatively lit-tle knowledge of the commercial markets for the ocean industries and their multi-plicity of technology sectors.

In this presentation Westwood reviews the macro factors that are impacting ourbusiness sectors and the relative significance of the ocean industry markets. Then,as a worked example, he does a ‘deep dive’ into the marine energy sector, coveringthe business prospects for offshore oil & gas, offshore wind, wave and tidal power.For additional information on OTE and the Industry Outlook Sessions, visit

www.oceantechexpo.com

Industry Leaders to Address OTE DelegatesTuesday, May 25, 2010

10:45 am – 12:15 pm • Oceanographic & Hydrographic Survey Panel Chair: Rhodri E. Evans, Ph.D., Asst. VP & Marine Survey Manager, SAIC

1:30 pm- 3:00 pm • Arctic Ocean Exploration Panel Chair: Dan Walker, Ph.D., Associate Professor, Ocean & Naval Architectural

Engineering, Memorial University of Newfoundland

3:00 pm- 5:00 pm • Technologies for Offshore Oil & Gas Panel Chair: Steven Kopits, Managing Director, Douglas-Westwood USA

Wednesday, May 26, 20109:00 am – 10:30 am • Port & Harbor Security

Panel Chair: Marianne Molchan, President, Molchan Marine Sciences, Inc.

10:45 am -12:15 pm • Ocean Renewable EnergyPanel Chairs: RADM Sam De Bow (NOAA, Ret’d), Director, Center for Research on

Offshore Renewable Energy (RORE) University of Rhode Island

Maggie M. Merrill, Marine Renewable Energy Council-MREC,

University of Massachusetts

1:30 pm – 3:00 pm • Wreck Oil Removal Program (WORP) Speakers include: Dagmar Schmidt Etkin, Ph.D., President, Environmental Research Con-

sulting; Carleen Lyden-Kluss, Executive Director, North Marine Environmental Protection

Association (NAMEPA); CAPT Anthony Lloyd, Chief, Office of Incident Management

and Preparedness, US Coast Guard; Dr. Deborah French McCay, Director of Impact As-

sessment Services, Principal, Applied Science Associates

3:30 pm – 5:00 pm • Federal Technology Overview Panel Chair: Donald A. Jagoe, Vice President, SAIC, Newport, RI

Thursday, May 27, 20109:00 am - 10:45 am • Undersea Robotics

Chair: Andrew Bennett, Ph.D., Vice President, Research & Development,

Scientific Systems Company, Inc. (SCCI)

Full Panel Details can be found at www.oceantechexpo.com

OTE ‘10“Where Leaders from the Subsea Offshore, Defense and Science Meet”

May 25-27, 2010, in Newport, RI

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Ship Decision 3.0

ShipDecision is committed to creatingeasy-to-use software to help people workeffectively. The latest release, ShipDe-cision 3.0, was developed using theAdobe Flex framework. The enhancedgraphical user interface creates an evenmore intuitive user experience, andmakes it easy to organize and prioritizebusiness transactions.

www.shipdecision.com

MESPAS Mespas offers a solution based on the

cloud-computing concept, with softwareand central server infrastructure providedas a managed service. The applicationsare built upon three product groups:Asset Management, Procurement, andCrew Management with various moduleseach, such as planned maintenance, pur-chasing, document management, TMSA,etc.

www.mespas.com

Dassault Systèmes V6 Dassault Systèmes and IBM said that

German shipbuilder Meyer Werft se-lected the Dassault Systèmes V6 PLMplatform for collaborative product devel-opment. IBM Global Business Services

(GBS) will provide transformation con-sulting, implementation and integrationservices to improve time, quality andcost in the yard’s engineering and manu-facturing processes.

www.3ds.com

Seagull Counter-PiracyTraining

Seagull AS launched a training pack-age to assist seafarers in their battleagainst piracy; a computer-based train-ing (CBT) module plus workbook, giv-ing full procedural advice to assist crewpreparedness for attacks by pirates. TheSeagull CBT package offers guidance onhow to reduce the possibility of piratesor armed robbers getting on board thevessel, how to manage a situation wherepirates or armed robbers gain access to avessel, and provides an understanding ofhow to react should pirates actually seizecontrol of a ship.

www.seagull.no

MarineCFO

MarineCFO is a provider of softwaresolutions for both large and small work-boat companies, with solutions designedto streamline dispatch, crew licensing,crew scheduling, vessel operations andmaintenance while seamlessly synchingdata with the vessel. MarineCFO can be

installed behind enterprise firewalls oraccessed through the web using InternetExplorer.

www.marinecfolive.com

Flow-3D

CFD software FLOW-3D is designedto enable maritime engineers to modelfluid-structure interaction for applica-tions like simulating moored or tetheredships, offshore platforms and shiplaunches. Users can also study wave im-pacts on FPSO units, sloshing dynamicsof fluid cargo, wave power generationsystems and more.

www.flow3d.com

Port Clearance with GLMaritime Software

GL Maritime Software's "Port Clear-ance Assistant" is now available at nocost to ship owners and managers. Themodule of the ship management softwaresimplifies port clearance procedures andensures that the crew onboard has theright information available. As the soft-ware module incorporates contributionsand experience of its user community,"Port Clearance Assistant" will be avail-able at free of charge in 2010. Email [email protected]

TECHNICAL PRODUCTS - SOFTWARE SOUTIONS

ABS Nautical Hull Inspection Module

ABS Nautical Systems' Hull Inspec-tion module is a web-based softwaretool that helps track the structural con-dition of a vessel throughout its servicelife. The program includes a hull in-spection manual outlining areas to ex-amine; tools for scheduling, recordingand reporting inspections; and identifi-cation of critical areas for on-goingmonitoring.

www.abs-ns.com

Beele Engineering Calculation Software

Beele Engineering’s calculation soft-ware, designed to support users whencalculating the materials requirementsfor sealed cable or pipe penetrations,now includes even more sealing solu-tions. The current version now calcu-lates the RISE or RISWAT insertsleeves, the RISE, RISWAT orNOFIRNO filler sleeves, ACTIFOAMspare filling sheets, the RISE orRISE/ULTRA crushers and the DRI-FIL, FIWA or NOFIRNO sealant.Copies of the free material calculationsoftware can be downloaded at

www.beele.com

McAllister Towing Moves to HELMMcAllister Towing is moving from its legacy operations system to HELM, a maritime operations software system developed

by Edoc Systems Group Ltd. HELM’s operations module will allow McAllister to streamline their dispatching and invoicingprocesses in their largest port: New York. Afterward HELM will be rolled out across McAllister’s remaining 11 ports alongthe U.S. East Coast and the Caribbean over the course of 2010. According to Andrew McAllister, Vice President and Manag-ing Director of IT at McAllister Towing, “We chose Edoc’s HELM system because of their experience with multi-port shipdocking operations, and their willingness to tailor their system to our specific needs as part of their customization process.They also changed the user interface to closely match our old system. This is not common practice but we requested it as partof our change control process.”

www.edocmarine.com


Spectec:Quality & Safety Module

AMOS2 Quality Management System(QMS) is designed to facilitate the inte-gration of various management systemsthat ship operators must, or choose, tocomply with such as the ISM Code,ISPS Code, TMSA and the ISO stan-dards for Quality, Environment and Oc-cupational Health and Safety. AMOS2QMS allows for easier compliance withmanagement standards.

Coming in 2011:Starfix.NG

“Starting in 2011 Fugro will introduceStarfix.NG the first phase of a com-pletely new – Next Generation (NG) -suite of software employing the mostmodern technology,” said Aris Lubbes,Division Technical Manager, OffshoreSurvey Division, Fugro N.V.

The software will cater for all the sur-vey activities Fugro conducts worldwide, and will be completely modular toensure that simple jobs remain simple,while allowing for the addition of ‘ex-pert’, modules to support more complexwork.

Modern ways to visualize data, and theenvironment, provide an extremely pow-erful tool providing additional insight inotherwise complex processes and hard-ware configurations.

Therefore 3D visualization and the as-sociated computations will be fully sup-ported in the new Starfix.NG software.All the maps and displays will be pre-sented in 3D and will equally supportrelatively simple plan views as compleximmersive 3D environments.

Sitting alongside 3D is accuracy, alsoreferred to as ‘variance’ or ‘Total Propa-gated Error’ (TPE), Starfix.NG has avariance engine embedded throughoutall computations from simple trigonom-etry to complex geodetics calculationsand Kalman filters.

All error estimates are rigorously prop-agated throughout the system resultingin an accurate total propagated error forpositions, observations and results.

Herbert Software Solutions, Inc.

LMP (Load Management Program) isdesigned for offshore installations, in-cluding stability, monitoring and weightmanagement for a wide range of off-shore platform designs including Semi’s,TLP’s and Spars. This proven systemcombines rigorously tested algorithms, auser friendly interface, and custom toolsand reports to provide quick and consis-

tent results.www.herbertsoftware.com

VesonVeson Nautical is a provider of Mar-

itime Enterprise Resource Planning(Maritime-ERP) solutions and services.Veson’s IMOS (Integrated Maritime Op-erations System) provides modules forChartering, Operations and Financials;and Veslink is a set of highly config-urable web-based services that creates anetwork of trusted contacts for exchang-ing shipping data. Veson’s offerings con-solidate, analyze and leverage dataacross all commercial shipping activi-ties, allowing users to enhance decision-making, manage risk and maximizeprofit.

www.veson.com

MHI Licenses Diesel Engine Tech To China

Mitsubishi Heavy Industries, Ltd.(MHI) and Zhejiang Yungpu Heavy Ma-chinery Co., Ltd. (YUNGPU) in China'sZhejiang Province have agreed on li-censing of the technology incorporatedinto the Mitsubishi-UE, MHI's low-speed marine diesel engines. The licens-ing became effective late last month.YUNGPU is the third Chinese companyto be licensed Mitsubishi-UE enginetechnology, and the event will further ac-celerate these engines' penetration intothe Chinese shipbuilding market, wherestrong growth is expected.

YUNGPU plans to complete manufac-ture and delivery of the first unit by theend of this year. The engines licensed toYUNGPU are the UEC37LSII andUEC33LSII, small-size marine dieselswith cylinder bores of 370 and 330 mm,respectively.

Temperature Measurement Handbookand Encyclopedia

Recently released was the VolumeMMXIV Omega Temperature Meas-urement Handbook 7th Edition, withdetailed information and specificationson over 40,000 products for processmeasurement and control featured onover 2,000 Full Color pages.

www.omega.com/literature

MDU19PC Marine PanelComputer

Comark Corp. announced the avail-ability of a front access DVD/USB op-tion for the MDU19PC marine panelcomputer, to allows for quick data orprogram updates at the console, with-out having to remove the display fromthe panel, load software on a remotecomputer, or use portable drives. Theoption is specifically targeted at ECDISand ECDIS-N applications that requireperiodic data updates to remain com-pliant.

www.comark.com

Intergraph’s SmartMarine 3DSmartMarine 3D is the design and modeling component for off-

shore and ship design in Intergraph’s Marine Enterprise portfolio.SmartMarine 3D provides a multi-discipline, integrated, seamless andsingle design environment to model structural, hull, piping, equip-ment, HVAC and electrical with automated detailing and drawings.SmartMarine 3D improves design quality, reduces production errors,increases data integrity and improves cross-discipline collaboration.SmartMarine 3D has proven to reduce costs and shorten projectschedules for shipbuilders and offshore design firms alike.

www.intergraph.com


DIRECTORY MARINE FUELS, LUBES & ADDITIVES

Algae-X InternationalPO Box 4011Fort Myers Beach, FL 33932 www.algae-x.net John Bennetttel: 239-463-0607fax: 239-463-7855email: [email protected]: Manufacturer of fuel conditioners,fuel additives and fuel cleaning equip-mentProducts: LG-X fuel conditioners, AFC-705 fuel catalyst, MTC series tank clean-ing systems, FPS series onboardpolishing systems

American Chemical Technolo-gies, Inc.485 E. Van Riper Rd.Fowlerville, MI 48836 www.americanchemtech.com Kevin Kovandatel: 800-938-0101fax: 517-223-1703email:[email protected]: Biodegradable hydraulic fluidsand gear oilProducts: UCON, Trident, AW hydraulicfluid, Neptune gear oil

American Clean Energy Sys-tems (ACES)P.O. Box 175Volant, PA 16156 www.americancleanenergysystems.com Jay Hilltel: 866-533-9922fax: 724-530-2763email: [email protected]: Fuel and oil technology specialist

American Permalight, Inc.

2531 W 237th St. #113Torrance, CA 90505 www.americanpermalight.com Marina Batzketel: 310-891-0924fax: 310-891-0996email: [email protected]: Permalight products absorblight and glow in full darkness, when alllights are out

AMSOIL Synthetic LubricantsDealer550 NE Belfair View Rd.Belfair, WA 98528 www.syn-lubes.com Harry O. Rakfeldttel: 877-486-7645email: [email protected]: Synthetic lubrication technologyProducts: Premium synthetic lubricants,including engine oils, greases, hydraulicfluids, EP gear oils, way lubricants, com-pressor fluids, filters and other relatedperformance items

Arguindegui Oil Co. 224 State Hwy 361Pt. Aransas, TX 78373 www.aocpetroleum.com John Alfordtel: 361-774-4404fax: 956-727-7636email: [email protected]: Bulk fuel, oil, chemical and addi-tive distributorProducts: Conoco, Phillips, Union 76,Chevron, Extreme Diesel, Mineral Oil,Glycol

American Sensor Technologies 450 Clark Dr.Mt. Olive, NJ 07828www.astsensors.com

tel: 973-448-1901fax: 973-448-1905email: [email protected]: AST offers MEMS-based pres-sure sensor products; Applications in-clude industrial OEM, fluid power,hydraulic systems, fuel cells, HVAC/R,water management and oil and gas ex-ploration

Barwil Unitor Ships Service9400 New Century Dr.Pasadena, TX 77507 www.unitor.com Harry Mullertel: 281-867-2000fax: 281-867-2811email: [email protected]: Technical ships supplier and serv-ice companyProducts: Onboard fuel test equipment,fuel additives and associated supplies

Bio-Gem Services, Inc.PO Box 412Clackamas, OR 97015 www.bio-gem.com Roy A. Mohrtel: 503-422-2833fax: 503-656-9861email: [email protected]: Environmental safe cleanersand lubricants

Caribbean PetroleumP.O. Box 305300St. Thomas, VI 00803 USAwww.CaribbeanPetroleum.com John Feolatel: 340-643-4900fax: 340-777-3875email: [email protected]: Gas and diesel fuel delivery via

tank truckProducts: LS diesel, premium gasoline,motor oils

Chlor*Rid International, Inc.3356 N San Marcos Pl., Ste 104Chandler, AZ 85225 www.chlor-rid.com Karen Thomastel: 480-821-0039fax: 480-821-0364email: [email protected]: Offers products and informationfor soluble salt testing and soluble saltremovalProducts: Chlor*Rid, Chlor*Wash,Chlor*Test, Chlor*Ion Meter

Cortec Corporation4119 White Bear ParkwaySt Paul, MN 55110 www.cortecvci.com Vanessa Thompsontel: 651-429-1100fax: 651-429-1122email: [email protected]: Cortec Corporation supplies cor-rosion protection solutionsProducts: VpCI (vapor phase corrosioninhibitors), MCI (migrating corrosion in-hibitor), coating primers, concrete in-hibitors, water treatment, rust removers,lubricants

Ecorr Systems, Division of RootInternational, Inc.288 Cindy Lou Pl.Mandeville, LA 70448-4632 www.ecorrsystems.com Roland Ledet, VPtel: 985-624-9782fax: 985-674-5370email: [email protected]:

National distributor of corrosion controlproductsProducts: Marine diesel fuel additive cor-rosion inhibitor fuel stabilizer

E Instruments International172 Middletown Blvd., Ste B201Langhorne, PA 19047www.e-inst.com tel: 215-750-1212fax: 215-750-1399Descr: Provider of combustion gas/emis-sions analyzers, indoor air quality (IAQ),CO2 monitors, calibrators, test andmeasurement equipment and calibrationlaboratory

EnerTeck Chemical Corporation10701 Corporate Dr., Ste 150Stafford, TX 77477 www.enerteck.net Cliff Kaldortel: 281-240-1787fax: 281-240-1828email: [email protected]: Provider of engine treatmentdiesel fuel additiveProducts: EnerBurn, Keel Kool

ENMET CorporationP.O. Box 979, 680 Fairfield Ct.Ann Arbor, MI 48106 www.enmet.com Ray Kelleytel: 734-761-1270fax: 734-761-3220email: [email protected]: Manufacturer of hazardous gasand vapor detection systems for indus-trial health and safety and portable in-struments for confined space entryProducts: Gas detectors, CO monitors,H2S monitors, toxic gas detectors, O2deficiency monitors


FJW LTDInternational Yacht Bunker Sales1323 Se 17th Street PMB#323Ft. Lauderdale, Fl [email protected]

Fluoramics Inc.18 Industrial Ave.Mahwah, NJ 07430 www.tufoil.com Paula Douglastel: 800-922-0075fax: 201-825-7035email: [email protected]: Fluoramics has been engineeringlubricants and grease for over 30 yearsProducts: Tufoil for engines significantlylowers the temperature of gear boxes

Fuel Separation Technologies991 Alaska Ave. EPort Orchard, WA 98366Bill Burchetttel: 360-871-0134email: [email protected]: Marine lubricants, fuel waterseparators

Great Lakes Marine Specialties (NavStore)7600 W 27th St., Ste B1Minneapolis, MN 55426 www.NavStore.com Rich Jamiesontel: 952-920-8500 ext. 112fax: 952-925-1285email: [email protected]: Professional source for marine af-termarket productsProducts: Soltron - enzyme fuel treat-ment

Kittiwake Americas

4651 Woodstock Rd. Suite 208-214 Roswell, GA 30075(678) 905-5630 ext [email protected] Macaluso

Kobelco Eagle Marine Inc.366 Fifth Ave., Ste 712New York, NY 10001 www.kobelco-eagle.com David Hawkinstel: 212-967-5575fax: 212-967-6966email: [email protected]: seals, bearings, lubricants

LiQuifix, LLC110 Lenox Ave.Stamford, CT 06906www.liquifix.comtel: 877-235-3772fax: 203-967-2975email: [email protected]: LiQuifix is an aerosol spray lu-bricant that is non-toxic and odorlesswith very low VOCs; LiQuifix meets Calif.standards for indoor air pollution and thenew EPA regulations and has a flashpoint of 275°F.

Mystik Lubricants1293 Eldridge ParkwayHouston, TX 77077www.MystikLubes.comDescr: Mystik has produced quality lubri-cants since 1922 for all major U.S. indus-tries

NauTech Marine Consultants,Inc.1151 Hillcrest Rd. Ste FMobile, AL 36695

www.nautechmarine.com J.Schildtel: 504-650-5000fax: 251-639-7306email: [email protected]: Freedom, a fuel additive andconditioner

Power Research Inc.6970 Portwest Dr., Ste 180Houston, TX 77024 www.priproducts.com Ralph Lewistel: 713-490-1100fax: 713-490-6696email: [email protected]: Manufacturer of heavy and distil-late fuel treatments for deposit control,emissions reduction, improved lubricityand microbial growth eliminationProducts: PRI-RS, PRI-27 and PRI-SOLV for HFO, PRI-D and PRI-OCIDEfor distillates

Proton Consulting1767 12th St., Ste 152Hood River, OR 97031 Phil Robertstel: 848-250-4836email: [email protected]: Marine lubrication specialist

Separation Equipment Com-pany, Inc.501 N. Falkenburg Rd.Tampa, FL 33619 www.separationequipment.com Floyd Gobletel: 800-248-4805fax: 813-684-1210email: [email protected]: Alfa Laval is a distributor of cen-trifuges and spares

Products: Centrifuges, plate heat ex-changers, backflushing lube oil filter,fresh water generator

TD Collaborative LLC3R Green St.Woburn, MA 01801 www.tdcollaborative.com Hugh Wrighttel: 781-933-6116fax: 781-933-6117email: [email protected]: Viscometer development andmanufactureProducts: In-line viscometer for HFO pre-combustion control

Total Control Systems2515 Charleston Pl.Fort Wayne, IN 46808 www.tcsmeters.com Dan Murraytel: 800-348-4753fax: 260-484-9230email: [email protected]: Manufacturer of custody transferpositive displacement flow metersProducts: Ductile iron and aluminum 700Series flow meters; 11/2" through 4" withflow rates up to 600 gpm

Transcube18 Lois St.Norwalk, CT 06851 www.transcube.net Toby Nunntel: 866-814-2470fax: 203-847-4310email: [email protected]: For more than 40 years Tran-scube has provided a range of fuel tanksfor environmental containment, trans-portation and deployment of fuel

Varna Products4305 Business Dr.Cameron Park, CA 95682 www.varnaproducts.com Tiffany McAchrantel: 530-676-7770fax: 530-676-7796email: [email protected]: Manufacturing of industrial oil/fuelpumpsProducts: Industrial oil and fuel pumpsfor prelube, soakback, transfer, drain/fill,etc.

WEMA USA15 NE 3 St.Ft Lauderdale, FL 33301 www.wemausa.com Alantel: 954-463-1075fax: 954-463-1270email: [email protected]: Worldwide marine equipmentsupplierProducts: Fuel, water and holding tanksenders, gauges and related instrumentsand switches

William Marine LimitedP.O. Box 2853Chaguaramas, Trinidad and Tobago www.williammarine.comWilfred de Gannestel: 868-384-SHIP (7447)fax: 868-662-6326email: [email protected]: Supplier of Shell Marine lubri-cants and oils, located at Western MainRoad and Chaguaramas Bay in a hurri-cane safe natural deep water harbor

EMD Receives Tier II CertificationElectro-Motive Diesel has achieved IMO Tier II Emis-

sions Certification for its model 710 G7C-T2 engines forC1, D2, E2 and E3 duty cycles. In October of 2008IMO’s Marine Environmental Protection Committeeamended Annex VI of the rules and set NOx Tier II lev-els effective January 1, 2011. EMD’s two cycle mediumspeed G7C-T2 engine has been certified to meet this newrequirement. In addition to IMO Tier II, EMD enginesare U.S. EPA Tier II certified as well as being certified byABS, DNV, BV, Lloyds, CCS, and KR classification so-cieties.

ACL GE Energy New Product Introduction Award

American Commercial Lines Inc. received the 2010GE Energy New Product Introduction Award. The awardis provided to the company that introduces the most in-novative solution to GE Energy's commercial trans-portation supply chain. ACL was recognized for bringinga water-based, environmentally friendly, economical andsafe solution to GE Energy as an alternative to land-based transportation options. Commenting on the award,Gabe Forir, ACL's Director of Sales, Midwest Region,stated, "We are excited to receive the 2010 GE EnergyNew Product Introduction Award for our work, alongwith partner TMO Global Logistics, in developing abarge transportation solution for GE. Transporting windturbine blades and towers in barges via the U.S. inlandwaterways is a commercially viable solution for windpower companies, like GE, who are committed to opti-mizing their supply chains."

Profile

Isuzu Motors AmericaSince Isuzu’s introduction of its Tier II

electronic common rail commercial ma-rine engines the company has seen vari-ous installations and re-powers acrossNorth America. One of the most recent re-powers was in Eureka, Calif. With Cali-fornia offering programs such as the CarlMoyer Fund, commercial fishing vesselsin that state have begun exploring morefuel efficient engine options. F/V Joy Ann,owned and operated by Paul Randstrom,recently installed an Isuzu 15.7 liter(UM6WG1) 505 hp, Tier II, M1 IsuzuMarine engine, coupled to a Twin DiscMG5114DC 4.59:1 transmission. With there-power completed in January of 2010the 58-ft trawler with a 20-ft beam hasseen a fuel savings of 30 percent. Other benefits of the upgraded engine are the front PTO option for ease ofadding large hydraulic pumps and the reduced noise level. The Isuzu Marine engine is now reported to run qui-eter than the Joy Ann’s 35 kW, 1,800 rpm auxiliary generator. The engine was supplied from Hamilton Engine,the Isuzu distributor in the Northwest and Bob Zimmerling at Coast Diesel, based in Astoria, Ore.

Tom Aliotti, a boat builder in Bellingham, Wash. is finishing up the twin engine, jet pump driven Bristol BayGill-netter, powered by two Isuzu Marine 7.8 liter (UM6HK1) 350 hp, Tier II, M3 rated diesel engines. TheIsuzu Marine engines are coupled to Whitewater 15-inch jet pumps. The boat is 32 ft long with a beam of 14 ft.Loaded and ready to fish (22,000 GVW) this vessel should achieve 30+ knots. With an additional 13,000 lbs ofgear the vessel should achieve 20 knots.

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BUYER’S DIRECTORY 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-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 inevery 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 inhaving your company listed in this Buyer's Directory Section, contact Mark O’Malley at [email protected]


Employment/Recruitment • wwwMaritimeJobs.com

Spirit Cruises needs Captains!

Job Location: USA, Philadelphia

WORK IS MORE FUN ON THE WATER!

Spirit Cruises provides high-energy, 2-3

hour boat excursions in America’s most

exciting port cities – Philadelphia,

Norfolk, VA, New York, Chicago,

Washington DC, Boston, and Baltimore.

Guests come aboard to celebrate the

special moments of their life. Our

Captains ensure consistently high levels

of safety, quality, service, and customer

satisfaction; and maintains a high level

of profitability.

Some Essential Functions:

• Rotates as cruise captain on

cruises and ensures adherence to pro-

cedures detailed in the Product

Management Guide. This includes thor-

ough pre-cruise preparation, adherence

to cruise scripts, supervision of crew,

proper piloting of vessel, adherence to

all Coast Guard rules and regulations,

and guest satisfaction.

• Conducts pre-cruise meetings

and communicates to crew all necessary

information regarding the cruise (special

needs, boarding procedures, etc.).

• Ensures that staff and guests

adhere to all safety standards and pro-

cedures.

• Participates in the execution of

the Safety Program, including emer-

gency drills.

• Participates in the proper main-

tenance of all ship’s systems and board-

ing facilities including but not limited to

gangways, diesel, hydraulic, pneumatic,

electrical, water (potable, raw, black, and

gray), fire suppression, communications,

and navigation.

• Recruits non-exempt opera-

tions staff (crew) when necessary to fill

vacant positions.

• Completes all shift records:

checklist, logbook, payroll, and docu-

mentation of safety training.

Some Requirements:

1. Must currently possess 100 ton

license with a satisfactory record

2. Effectively deal with internal

and external customers some of whom

will require high levels of patience tact

and diplomacy

3. Minimum of 5 years of marine

experience. Preferably to include 2

years as a captain with an outstanding

record

4. High school diploma or equiva-

lent

5. Vessel handling and navigation

knowledge

6. Detailed working knowledge of

all ship’s systems and their proper main-

tenance: gangways, diesel, hydraulic,

pneumatic, electrical, water (potable,

raw, black, and gray), fire suppression,

communications, and navigation

7. Work with Microsoft Office

applications (especially Word & Excel)



Minimum Eligibility Requirements:

Must be a United States Citizen of at

least 18 years of age and possess and

maintain a valid:

1. U. S. Passport with a minimum of 7

months remaining of expiration date,

2. United States Coast Guard (USCG)

Merchant Mariner’s Document (MMD),

or Merchant

Mariner Credential (MMC), with a mini-

mum of 10 months remaining of expira-

tion date.

3. Transportation Worker Identification

Credential (TWIC) card with a minimum

of 10 months

remaining of expiration date.

4. Must have specialized experience.

Specialized experience includes the

administration of

supply operations, and performing

receipt, issue, stowage and inventory of

all types of

material. Related specialized experience

must have been one of the following:

1) Aboard a MSC vessel with completion

of the Storekeeper Basic Course or,

2) Military experience in a supply/logis-

tics rating (E-4 or above) or,

3) Commercial Warehouse/Inventory

Management experience.

Evaluation Criteria:

Applicants who meet the Minimum

Eligibility Requirements described above

will be further evaluated.

Documented experience, education,

training, and awards contained in the

application package will be

reviewed to determine the degree to

which you possess the required knowl-

edge, skills, and abilities (KSAs)

that are essential to perform the duties

and responsibilities of the position. A rat-

ing determination will be

conducted against the knowledge, skills

and abilities to determine your qualifica-

tions as reflected by your

responses to the following job related

factors:

1. Knowledge of basic material identifi-

cation processes for standard and non-

standard stock material.

2. Knowledge of basic receipt, stowage,

issue and inventory procedures required

for proper storeroom

inventory management.

3. Knowledge of the proper handling,

storage and management requirements

for hazardous material

authorized.

Evaluations, awards, training, education,

and related MSC, military, and/or com-

mercial experience, etc.,

will also be part of the rating process.

Conditions of Employment

1. CIVMAR positions are subject to drug

urinalysis testing.

2. Able to obtain and maintain security

clearance eligibility and assignment to a

sensitive position.

3. Able to successfully pass the physical

examinations (arranged by MSC) and

maintain MSFSC medical requirements.

Participate in vaccine immunization;

including a tuberculosis (TB) screening

test is also

required. TB screening is not provided at

the MSC-arranged medical examination,

but can usually be

obtained from your personal medical

provider or free at any local Public

Health Clinic. If you have

previously had a positive TB skin test

(i.e. a CONVERTER or REACTOR),

another skin test is not

required, but you must instead provide

the Medical Department written proof

that you have completed

treatment with medicine (i.e. INH), or

that you have started treatment with

medicine, or that such treatment

is not warranted as determined by com-

petent medical authority.

4. Attend and successfully complete all

mandatory training courses, including

Personal Survival, which

requires the ability to float in the water

for a minimum of 60 seconds.

5. Be ready, willing, and able to physical-

ly perform the duty of this position world-

wide at all times.

6. Be ready, willing, and able to work in

shipboard environmental conditions, and

wear protective

equipment worldwide at all times.

7. Entry-level positions require candi-

dates to pass an English Language

Competency Test.

8. Participate in direct deposit/electronic

funds transfer as the standard method of

payroll payments.

Note:

a. The tentative offer of employment will

be rescinded if the selectee fails to report

to any of the scheduled

appointments, fails the physical exami-

nation, fails the language competency

test, fails drug test, fails to

disclose employment information, fails to

report to the New Employee Orientation,

or is unable to obtain a

security clearance.

b. In case by case bases, an applicant

who accepts a tentative offer of employ-

ment will be required to

Our people make the difference. O.S.S. (Our

Service System) helps us to create the best possi-

ble work environment and provide outstanding

guest service. Spirit Cruises shipmates are dynam-

ic, upbeat, and friendly. Our core values emphasize

respect for one another, teamwork, innovation, per-

sonal responsibility, and honest communication.

And above all, our most important obligation is to

think and work safely.

We recognize our shipmates for a job well done.

Our shipmate appreciation program includes week-

ly heroes and monthly MVP’s.

And there is plenty of opportunity to advance. More

than 60% of our on-board managers were promot-

ed from within. Each position has the opportunity to

learn skills that will qualify them for future manage-

ment positions.

Come be a part of the premier team in this exciting

industry. We offer competitive pay and comprehen-

sive benefit package. This exempt position will

report to the Marine Operations Manager. Check us

out on the web and see the full description. Then

qualified and interested candidates must complete

our on-line application at

http://tbe.taleo.net/NA7/ats/careers/requisition.jsp?

org=ENTERTAINMENTCRUISES&cws=1&rid=420

Or for a Spanish application go to:

http://tbe.taleo.net/NA7/ats/careers/requisition.jsp?

org=ENTERTAINMENTCRUISES&cws=5&rid=420

Equal Opportunity Employer

Bridget Nelson

Spirit Cruises, LLC

Philadelphia PA 19106 USA

Fax: 312-494-1430

Email: [email protected]

Web: http://tbe.taleo.net/NA7/ats/careers/requisi-

tion.jsp?org=ENTERTAINMENTCRUISES&cws=1

&rid=420

Assistant Storekeeper

Job Location: Military Sealift Command (MSC)

Vessels Worldwide

Who May Apply:

Open to all qualified United States Citizens who are

currently not employed with Military Sealift Fleet

Support Command (MSFSC) as civil service

mariner (CIVMAR) employees. Relocation expens-

es are not

authorized for this position.

Duties:

The Assistant Storekeeper (ASK) is responsible for

performing Supply Department functions assigned

in

accordance with directives. The Assistant Yeoman

Storekeeper is responsible for the day-to-day oper-

ation

and management of his/her assigned duties.

Responsible for proper material identification for

both

Government and Commercial items. Utilize man-

agement data lists, allowance lists, load lists, tech-

nical

manuals, parts lists, and automated commercial off

the shelf (COTS) technical research systems.

Performs

receipt, issue, stowage and inventory of all types of

material received onboard for stock or direct

turnover

to other departments, including proper handling of

hazardous materials

is recruiting qualified candidates for positions on our brand new state-of-the-art marine transport vessels operating along the Northeastern Atlantic Seaboard. We offer highly favorable work schedules – 2 weeks on – 2 weeks off, as well as excellent opportunities for career advancement.

Must possess a valid Master of Towing Vessels near coastal or greater endorsement.

New York Harbor experience preferred.

Chief engineers for Coastal and Inland tugboats. Must possess a valid (Designated Duty Engineers) license or greater. Valid

(Merchant Marine Document) required. Two years engine room experience required.

Current and endorsement required; experience preferred.

If you have the skills and experience for any of our open positions, please contact our at or fax your resumé to

VANE BROTHERSOver a Century of Maritime Excellence

Baltimore Norfolk Philadelphia


Vessels/Real Estate/Business for Sale/Charter New/Used Equipment • www.MaritimeEquipment.com

provide a VA Rating Decisions and or

Office of Worker’s Compensation

Program (OWCP) Scheduled

Awards.

How to Apply:

ALL documents MUST be POST-

MARKED by the cut-off or closing date of

this announcement.

Only applications received during the

announced timeframe will be consid-

ered. MSFSC is not responsible

for obtaining documents to include in

your package.

The following documents are required

and are to be submitted in the following

order:

1. A completed, signed and dated

Optional Application for Federal

Employment (OF-612) to include

social security number, US Citizenship,

veterans preference and previous feder-

al employment. For forms

visit www.sealiftcommand.com.

2. A completed, signed and dated

Declaration of Federal Employment (OF-

306), including Applicant’s

Statement of Selective Service

Registration Status, for forms visit

www.sealiftcommand.com. For

Selective Service information, visit

www.sss.gov. If you answered yes to

Questions 9 and/or 11; or have

current or pending criminal charges

and/or charges for any violation of law,

court abstracts from the Clerk

of Courts are required.

3. A current United States Coast Guard

Merchant Mariner’s Document (MMD),

front and back or

Merchant Mariner Credential (MMC), all

pages and front and back copy of the

Transportation Worker

Identification Credential (TWIC) with a

minimum of ten months remaining of

expiration date.

4. A front and back copy of your current

United States Coast Guard license,

and/or STCW certificate with

a minimum of ten months remaining of

expiration date, if applicable.

5. A current U. S. Passport with a mini-

mum of seven months remaining of expi-

ration date.

6. A copy of professional certificates as

applicable for this position.

7. If you are a current or prior federal

government employee, you must include

a copy of your separation

Notice of Personnel Action (SF-50).

8. If you served in the U.S. Military

Service, you must provide a copy of your

Certificate of Discharge

(DD214) that shows the type of dis-

charge you received. This information is

located under the “Character

of Service” block of your DD214. If you

are claiming 10 points or higher veter-

an's preference, you must

provide supporting documentation such

as, a completed Application for

Preference (SF-

15)(http://www.opm.gov/forms/pdf_fill/S

F15.pdf). Additional information on

Veterans’ Preference is

available at www.opm.gov/veterans. You

will also be required to provide a copy of

the VA Rating

Decisions upon accepting the tentative

offer of employment.

9. Resume. All resumes will include the

following information, type written in

Times New Roman, 12

pitch. (See template):

(a) Full name.

(b) Relevant work experience within the

last 5 years including paid and non paid

public or private

sector work experience related to the job

for which applying.

(c) Colleges or universities name, city,

and state (with zip code), major(s), type

and year of any

degree received (if no degree, show total

credits earned and indicate whether

semester or quarter hours).

0. A narrative response to each of the

Knowledge, Skills and Abilities (KSA's)

will be provided. The

KSA responses must also be type written

in Times New Roman, 12 pitch. (See

template).

11. Last 5 years of Performance

Evaluations (if available) and training

certificates applicable to the

position you are applying to.

12. Job related honors, awards, and spe-

cial accomplishments; for example,

Military, Government or

recognized professional organizations

related to the maritime field and perform-

ance awards. Submit

copies.

Failure to submit any required informa-

tion to show that you meet the minimum

qualifications as

outlined in the JOA will result in the appli-

cant being found ineligible. Failure to

provide a Resume

and or KSA’s as directed in the JOA will

result in applicant being found ineligible.

All applications and supporting docu-

ments will become the property of

MSFSC, and will not be returned

to the applicant once submitted.

Applicants are encouraged to make

copies of all documentation prior to

submission.

How To Contact Us:

Please send completed packages to:

Military Sealift Command

CIVMAR Support Center

6353 Center Drive, Building #8, Suite

202

Norfolk, VA 23502

If you have any questions, please email

us at [email protected] or

call our toll free Recruitment

hotline at 1-877-JOBS-MSC (1-877-562-

7672). Please also visit our website at

www.sealiftcommand.com.

Boat Operator- 100 Ton

Job Location: USA, WA, Port

Angeles/Seattle

Our company is seeking a Boat Operatorfor our Port Angeles and Seattle locations.

-Operating boats (approx. 50-120 ft. sin-gle/twin, triple, quad engine).-Proven close quarter boat handling skillsrequired.-Our ideal candidate will have LaunchExperience delivering passengers andfreight to and from various ships at anchorand underway.-Excellent boat handling experiencerequired.

Min. RequirementsMinimum USCG 100 Ton License RequiredFCCCurrent CPRSTCW 95(ARPA Preferred)

-Salary DOE & Qualifications- Relocation Assistance Available- Excellent Benefits Package includingMedical, Dental, Vision and CompanySponsored 401K for eligible full-time staff

E-mail or Fax Resume- NO CALLSE-mail Resume's to [email protected] E-mails without Resume's WILL NOT beconsidered.Fax- 360-457-1552

Allie WilliamsArrow LaunchPO Box 2376Port Angeles WA 98363 USAPhone: 360-457-9617 Ext. 138Fax: 360-457-1552Email: [email protected]



Vessels/Real Estate/Business for Sale/Charter New/Used Equipment • www.MaritimeEquipment.com

Products & Services ● www.MaritimeEquipment.com


Professional ● www.MaritimeEquipment.com


Products & Services ● www.MaritimeEquipment.com

Consulting Engineers Serving the Marine Community

Naval Architects | Marine Engineers | Ocean Engineers

Seattle, Washington

206.624.7850

www.glosten.com

Vessel Design & Acquisition Pollution Abatement Construction Management Transportation Planning Marine Logistics Risk Assessment Structural Analysis Maneuvering Simulation Ship Motions & Seakeeping

Professional ● www.MaritimeEquipment.com


C2 JRC - Japan Radio Company .www.jcramerica.com . . . . . . . . . . . . .(206) 654-5644

C4 Karl Senner, Inc. . . . . . . . . . . . .www.karlsenner.com . . . . . . . . . . . . .(504) 469-4000

67 King Engineering . . . . . . . . . . .www.king-gage.com . . . . . . . . . . . . . .(800) 242-8871

37 Kluber Lubrication North America..www.klubersolutions.com/marine(800) 447-2238

21 KVH Industries, Inc. . . . . . . . . .www.kvh.com . . . . . . . . . . . . . . . . . . .(401) 847-3327

51 Loipart . . . . . . . . . . . . . . . . . . . .www.loipart.com . . . . . . . . . . . . . . . . .0 32 2 668 385

79 Maritime Associates . . . . . . . . .www.marinesigns.com . . . . . . . . . . . .(775) 832-2422

2 Military Sealift Command . . . .www.sealiftcommand.com . . . . . . . . .(888) 228-5509

3 Military Sealift Command . . . .www.sealiftcommand.com . . . . . . . . .(888) 228-5509

9 Mobro Marine . . . . . . . . . . . . . .www.mobromarine.com . . . . . . . . . . .(866) 313-9670

4 Motor-Services Hugo Stamp Inc. .www.mshs.com . . . . . . . . . . . . . . .(954) 763-3660

49 Nag Marine . . . . . . . . . . . . . . . .www.td107.com . . . . . . . . . . . . . . . . .(757) 852-3998

73 Navis Engineering OY . . . . . . .www.navinsincontrol.com . . . . . . . . . .358 9 2509011

62 New England Rope . . . . . . . . .www.neropes.com . . . . . . . . . . . . . . .(508) 678-8200

76 New York State Museum . . . . [email protected] . . . . . . . . .(518) 474-1633

83 OceanTechExpo . . . . . . . . . . . .www.oceantechexpo.com . . . . . . . . .(561) 732-4368

59 Parker Hannifin Corporation . .www.parker.com/racor . . . . . . . . . .(800) C-PARKER

33 Point Eight Power . . . . . . . . . . .www.pointeightpower.com . . . . . . . . .(800) 284-1522

52 Rapp Hydema AS . . . . . . . . . .www.rappmarine.com . . . . . . . . . . . .(206) 286-8162

86 RORO 2010 . . . . . . . . . . . . . . .www.roroex.com/ml . . . . . . . .Please visit our website

58 Samson Rope . . . . . . . . . . . . . .www.samsonrope.com . . . . . . . . . . .(360) 384-4669

61 SCANA VOLDA AS . . . . . . . . .www.scana.no . . . . . . . . . . . . . . . . . . . .47 7005 9000

73 Scanjet Marine AB . . . . . . . . . .www.scanjet.se . . . . . . . . . . . . . . . . . .46 31 338 7530

C3 Sea Tel . . . . . . . . . . . . . . . . . . . .www.cobham.com . . . . . . . . . . . . . . .(925) 798-7979

20 Sealub Alliance Americas, Inc.www.sealuballiance.com . . . . . . . . . .(757) 687-1804

60 Senesco . . . . . . . . . . . . . . . . . .www.senescomarine.com . . . . . . . . .(401) 295-0373

36 ShipConstructor Software Inc. www.ShipConstructor.com . . . . . . . .(888) 210-7420

1 Signal International . . . . . . . . . .www.signalshiprepairllc.com . . . . . . .(251) 544-2627

71 Skookum . . . . . . . . . . . . . . . . . .www.skookumco.com . . . . . . . . . . . .(800) 547-8211

76 Smith Berger Marine . . . . . . . .www.smithberger.com . . . . . . . . . . . .(206) 764-4650

81 SNAME . . . . . . . . . . . . . . . . . . .www.snameexpo.com . . . . .Please visit our website

4 SNAME Membership . . . . . . .www.sname.org . . . . . . . . . . .Please visit our website

31 Steelways, Inc. . . . . . . . . . . . . .www.steelwaysinc.com . . . . . . . . . . .(845) 562-0860

39 Strategic Marine . . . . . . . . . . . .www.strategicmarine.com . . . . . . . . .61 8 9437 4840

53 STX Norway Offshore AS . . . .www.stxeurope.com . . . . . . . . . . . . . . .47 7118 3500

38 Superior Lidgerwood Mundy Corp.www.lidgerwood.com/sales . . . . .(715) 394-4444

7 Talleres Navales del Golfo . . .www.tnghph.com.mx . . . . . . . . . . . .52 229 989 2500

45 Tecnico Corp. . . . . . . . . . . . . . .www.tecnicocorp.com . . . . . . . . . . . .(757) 545-4013

17 Travelers . . . . . . . . . . . . . . . . . .www.travelers.com . . . . . . . . . . . . . . .(860) 277-1397

75 Vanguard . . . . . . . . . . . . . . . . .www.vanguardce.biz . . . . . . . . . . . . . . .65 6266 1412

5 VT Halter Marine, Inc. . . . . . . .www.vthaltermarine.com . . . . . . . . . .(228) 696-6888

43 Waltz and Krenzer, Inc. . . . . . .www.wk-mapeco.com . . . . . . . . . . . .(203) 267-5712

29 Westfalia Separator, Inc. . . . . .www.wsus.com . . . . . . . . . . . . . . . . . .(800) 722-6622

19 Yale Cordage . . . . . . . . . . . . . .www.yalecordage.com . . . . . . . . . . . .(207) 282-3396

ADVERTISER INDEXGET FREE INFORMATION ONLINE at: www.maritimeequipment.com/mr

Page# Advertiser Website Phone # Page# Advertiser Website Phone #50 Allied Marine Services . . . . . . .www.shipequip.com . . . . . . . . . . . . . .(803) 419-2050

39 Allied Tube and Conduit . . . . . .www.razorribbon.com . . . . . . . . . . . . .(708) 225-2122

60 Alps Wire Rope Corp. . . . . . . .www.alpswirerope.com . . . . . . . . . . .(630) 893-3888

48 Amfer / Agencia Maritima . . . .www.mexicoshipping.net . . .Please visit our website

65 Anchor Marine . . . . . . . . . . . . .www.anchormarinehouston.com . . .(713) 644-1183

73 Autoship Systems Corp. . . . . .www.autoship.com . . . . . . . . . . . . . . .(604) 254-4171

50 BFG Marine . . . . . . . . . . . . . . .www.bfgmarine.com . . . . . . . . . . . . . .(800) 340-8239

46 Boll Filter Corporation . . . . . . .www.bollfilter.com . . . . . . . . . . . . . . . . .800- 910-2655

23 Bollinger Shipyards, Inc. . . . . .www.bollingershipyards.com . . . . . . .(985) 532-2554

43 Brunvoll A/S . . . . . . . . . . . . . . . .www.brunvoll.no . . . . . . . . . . . . . . . . . .47 71 21 96 00

38 Burrard Iron Works Limited . . .Please call us . . . . . . . . . . . . . . . . . . . .(604) 684-2491

47 C.M. Hammar AB . . . . . . . . . . .www.cmhammar.com . . . . . . . . . . . .(800) 828-1131

76 Coastal Marine Equipment, Inc...www.coastalmarineequipment.com(228) 832-7655

60 Cortland Puget Sound Rope .www.psrope.com . . . . . . . . . . . . . . . .(360) 293-8488

71 Creative Systems . . . . . . . . . . .www.ghsport.com/support . . . . . . . . .(360) 385-6212

65 Crowley - Titan . . . . . . . . . . . . .www.titansalvage.com . . . . . . . . . . . .(954) 545-4143

31 CS Unitec, Inc. . . . . . . . . . . . . .www.csunitec.com . . . . . . . . . . . . . . .(800) 700-5919

75 CSD SealingNorth America . .www.csd.us.com . . . . . . . . . . . . . . . . .(603) 293-0100

38 Dalseide Inc . . . . . . . . . . . . . . .www.rustibus.com . . . . . . . . . . . . . . . .(832) 203-7170

59 Delta Rigging & Tools . . . . . . . .www.deltarigging.com . . . . . . . . . . . .(979) 798 7077

67 Delta Wave Comm . . . . . . . . . .www.deltawavecomm.com . . . . . . . .(800) 706-2515

24 Detyens Shipyard, Inc. . . . . . . .www.detyens.com(904) 318-0909 or (843) 308-8000

65 Don Sutherland Photography .www.don-sutherland.com . . . . . . . . .(718) 447-3908

76 Dynamold,Inc. . . . . . . . . . . . . . .www.dynamold.com . . . . . . . . . . . . . .(817) 335-0862

54, 55 Electronic Marine Systems . . .www.emsmarcon.com . . . . . . . . . . . .(732) 382-4344

56, 57 Electronic Marine Systems . .www.emsmarcon.com . . . . . . . . . . . .(732) 382-4344

30 EPD Electronic Power Design www.epdltd.com . . . . . . . . . . . . . . . . .(713) 923-1191

51 FKAB MARINE DESIGN . . . .www.fkab.com . . . . . . . . . . . . . . . . . . . .46 522 98100

71 Floscan . . . . . . . . . . . . . . . . . . .www.floscan.com . . . . . . . . . . . . . . . .(206) 524-6625

15 Furuno USA, Inc. . . . . . . . . . . .www.furunousa.com . . . . . . .Please visit our website

73 Guido Perla & Associates . . . .www.gpai.com . . . . . . . . . . . . . . . . . . .(206) 768-1515

41 Gulf Copper . . . . . . . . . . . . . . . .www.gulfcopper.com . . . . . . . . . . . . .(281) 599-8200

25 Hagglunds Drive Inc . . . . . . . . .www.hagglunds.com . . . . . . . . . . . . .46 0 66087000

35 HAMBURG MESSE UND CONGRESS..www.smm-hamburg.com . .Please visit our website

28 Hannay Reels . . . . . . . . . . . . . .www.hannay.com . . . . . . . . . . . . . . . .(877) 467-3357

75 Helkama Bica Oy . . . . . . . . . . .www.helkamabica.fi . . . . . . . . . . . . . .358 2 410 8700

79 Hillhouse Industrial Marine . . .www.industrial-marine.com . . . . . . . .(603) 566-4330

66 HO Bostrom . . . . . . . . . . . . . . .www.hobostrom.com . . . . . . . . . . . . .(262) 542-0222

11 Hornbeck Offshore . . . . . . . . . .www.hornbeckoffshore.com . . . . . . .(985) 727-2000

75 Howell Laboratories . . . . . . . . .www.howelllabs.com . . . . . . . . . . . . .(207) 647-3327

69 In-Place Machining . . . . . . . . . .www.inplace.com . . . . . . . . . . . . . . . .(414) 562 -2000

13 Intellian Technologies . . . . . . . .www.intelliantech.com . . . . . . . . . . . .(949) 916-4411

34 Irving Shipbuilding, Inc. . . . . . .www.irvingshipbuilding.com . . . . . . . .(902) 423-9271

27 JACK VILAS & ASSOCIATES www.jackvilas.com . . . . . . . . . . . . . . .(800) 255-4643

51 Jeppesen Marine (Norway) . . .www.jeppesen.com/marine . . . . . . . .47 51 46 47 00

MARITIMEREPORTER

ANDENGINEERING NEWS

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]


When Only the Best Will Do!KARL SENNER, INC.

M/V TERREL TIDE

Karl Senner, Inc.Supplied two (2) SteerpropSP25 Azimuthing thrusterswith ABS certification forthis new construction addedto the Tidewater fleet.

Shipyard: Quality Shipyards Houma, LA

Owner: Tidewater Marine, Inc. New Orleans

Azimuthing

thrustersMarine

Transmissions

Controllable Pitch

Propellers and

Bowthrusters

Contact UsNEW ORLEANS Karl Senner, Inc. 25 W. Third St. Kenner, LA 70062 Phone: (504) 469-4000 Fax: (504) 464-7528

WEST COAST Karl Senner, Inc. 12302 42nd Drive S.E. Everett, WA 98208 Mr. Whitney Ducker (425) 338-3344

E-MAIL US Service: [email protected] Sales: [email protected] Parts: [email protected]

w w w. k a r l s e n n e r. c o m

Documents

MARITIME REPORTER & Engineering News(Apr2010)