MaritimeReporter and Engineering News (December 2010)

www.marinelink.com

MARITIMEREPORTER

ANDENGINEERING NEWS

Great Ships of 2010

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

December 2010

COVER STORY

GREAT SHIPS OF 2010

12 Allure of the SeasThe evolution of the cruise shipping industry culminates inAllure of the Seas, Royal Caribbean’s 225,000 gt, 1,184 ft.,6,360 passenger encore to last year’s Oasis. Built in STXEurope’s Turku, Finland shipyard, full details of Allure,and 10 additional “Great Ships,” starts on page 12.

(Photo Credit: Royal Caribbean Cruises Ltd.)

2 Maritime Reporter & Engineering News

TABLE OF CONTENTS

ENVIRONMENTAL

20 Banning Substandard VesselsThe fight for quality tonnage continues. by Dennis Bryant

COATINGS & THE ENVIRONMENT

22 Taking it All OffChariot Robotics continues on its quest for worldwide adoption of its ENVIROBOT. by Greg Trauthwein

EMISSIONS & THE ENVIRONMENT

26 Scrub AwayThe Finnish Maritime cluster studies means to clean emissions from ships.

MARINE ELECTRONICS

28 End of the World?While 2012 is the end of the world in some circles, itmeans sweeping new ECDIS rules in the maritime world.

NAVY

30 S&T is a PriorityScience & Technology increasingly is employed to keep warfighters safe. by Edward Lundquist

OILY WATER SYSTEMS

33 Troubleshooting UnderwayThe author makes a case for troubleshooting oily water separation problems underway. by Bruce A. Russell

ENGINEERING

34 The Human FactorThe USCG’s new RB-M employed many advances in ‘human factor’ engineering. by Christopher Parker

by Dennis L. BryantCustomary international law, as evi-

denced in the United Nations Conventionon the Law of the Sea (UNCLOS) pro-vides for reasonable freedom of naviga-tion. With regard to foreign vesselswishing to enter the ports or territorial seaof a nation, UNCLOS provides that thecoastal nation may adopt laws and regu-lations, in conformity with international

law, relating to (among other things)safety of navigation and prevention ofpollution. These laws and regulations,though, shall not apply to the design, con-struction, manning, or equipment of for-eign ships unless they are giving effect togenerally accepted international rules orstandards. Port states have very clearrights (indeed, obligations) under variousinternational conventions to exercise con-

trol measures, up to and including deten-tion, with respect to any foreign vesselvoluntarily in its waters the condition ofwhich does not correspond substantiallywith the particulars of its certificates.The rules are less clear regarding theright of the port state to keep out (i.e.,ban) from its waters a foreign vessel thatwishes to make entry. Various port stateshave adopted protocols for examining

visiting foreign vessels to ensure compli-ance with applicable domestic and inter-national requirements. These protocolsare commonly referred to as port statecontrol (PSC) programs. The mosthighly developed of the various nationalPSC programs is administered by the USCoast Guard. Many regional groupingshave also been organized by port states tocoordinate PSC programs. The two lead-ing such regional groupings are the ParisMemorandum of Understanding (MOU)on Port State Control and the TokyoMOU. Others exist in Latin America, theBlack Sea, and the Arabian Gulf regions.

Paris MOUThe Paris MOU includes specific pro-

visions for access refusal measures. Ves-sels subject to refusal of access consistof: (1) gas and chemical tankers; (2) bulkcarriers; (3) oil tankers; and (4) passen-ger ships. Port state control authoritiesin a member state are to ensure that a shipin any of these categories is refused ac-cess if the ship either: (a) flies the flag ofa state appearing on the Paris MOU blacklist and has been detained more thantwice during the preceding 24 months ina Paris MOU port; or (b) flies the flag ofa state described as “very high risk” or“high risk” by the Paris MOU and hasbeen detained more than once during thepreceding 36 months in a Paris MOUport. In order for the access refusal orderto be lifted, the vessel owner or operatormust address a formal request to the au-thority of the sate that imposed the order.The request must be accompanied by a

certificate from the flag state administra-tion showing that the vessel fully con-forms to applicable provisions of theinternational conventions. The requestmust also be accompanied, where appro-priate, by a certificate from the classifi-cation society showing that the vesselconforms to stipulated class standards.The access refusal order may only belifted following a re-inspection of thevessel at an agreed port by inspectors ofthe authority that imposed the order andif evidence is provided to the satisfactionof the authority that the vessel fully com-plies with applicable international re-quirements. The re-inspection shallconsist of an expanded inspection as pro-vided for in the MOU. All costs of theexpanded inspection are to be borne by

THE ENVIRONMENTFEATURE


Banning of Substandard Vessels

The Unsung by Ron Weil Artist Ron Weil wanted to depict the less-often seenbut critically important prevention work of the Ma-rine Safety Office in Portland, Orgeon. The PortlandShipyard, among the world's largest drydocks, iscapable of accommodating even the largest ocean-going liners. The ship depicted in this painting is the750-foot Overseas Chicago. Preventing disasters atsea is the goal of the hot, dirty, and dangerouswork performed every day by these unsung heroes.

(Source: www.USCG.mil)


FEATURE NAVY

Science and technology are America’ssecret weapon, according to Navy lead-ers presenting at the 2010 Office of NavalResearch (ONR) Naval Science andTechnology Partnership Conference Nov.8-10 at Crystal City, Va. "A U.S. NavySailor should never be in a fair fight,"said Chief of Naval Operations Adm.Gary Roughead.

The Navy’s top officer said that tech-nology and innovation will ensure thatSailors will have the upper hand in a bat-tle. "It's important that we have a dia-logue with those involved in innovationand vice versa. That dialogue must takeplace at the tactical level with our Sailorson the deckplates."

More than 2,000 leaders from industry,military and academia attended the con-ference, which was sponsored by ONRwith support from the American Societyof Naval Engineers (ASNE).

"Secretary Ray Mabus and I are hon-ored to lead a Navy and Marine Corpsthat is without peer in the world," saidUnder Secretary of the Navy RobertWork. "Since 1946 in the Office of NavalResearch and the broader Science andTechnology Committee has been the in-cubator for discovery, research and inno-vation that has helped to keep our Sailorsand Marines at the forefront of science,technology and warfighting capabilities,which keep them at the top of their

game." S&T is more than a Navy prior-ity. It’s critical for every goal we face asa nation, according to Thomas Kalil,deputy director for policy with the WhiteHouse Office of Science and TechnologyPolicy. "Even in the tight budget, wemade investments in research and devel-opment. The Department of Defense andthe Navy have a long and distinguishedrecord of making investments in scienceand technology, which have a huge im-pact on national security and the econ-omy."

Key topics addressed at the 2010 S&TPartnership Conference were direct en-ergy, hypervelocity, naval warfighter per-formance, information dominance, totalownership cost reduction, expeditionaryand irregular warfare and power and en-ergy were some of the topics discussed atthe conference. And the key to successin these critical mission areas is partner-ships.

Rear Adm. Nevin P. Carr Jr., Chief ofNaval Research, said ONR tries to findnew technology throughout the world.ONR’s strategic plan is based on partner-ships around the world.

"We execute across academia," saidCarr. "We reach out to 70 countries, all

50 states and a thousand different touchpoints in academia and industry."

“Partnerships will be the way that dis-ruptive technologies will be developed,”Work said.

Work addressed the value of having thebest technologies, but cautioned that ca-pability needs to be balanced with af-fordability. “When we can build a $15million interceptor to shoot down a $5million ICBM, we’re on the wrong endof the equation,” he said.

Work also talked about the emphasis onsubjects such as “greening the fleet,” anddeveloping new energy sources. But, hesaid, these are not just clichés. “It’s allabout warfighting.”

Carr talked about the warfighting po-tential of the electric ship, “where elec-tricity becomes a commodity.” Hementioned the flexibility of divertingpower for weapons, but, he asked “howdo you store it.”

Carr also discussed hypersonics, di-rected energy weapons and electromag-netic railguns, which allow for a“deepeing of the magazines.” He ex-plained how the inert railgun rounds willincrease the depth of fire while at thesame time be safer to store aboard ship

because they have no propellant or ex-plosive charge. Directed energy weaponscan be fired again and again, as long aspower is available.

The attendees found the conferenceboth a useful source of information andconnecting with potential partners. “Itwas the most substantive and well organ-ized naval conference I have been to allyear” said Steve Benson, manager forstrategic planning for defense and secu-rity systems for Sensis.

According to Lockheed Martin’s JeffNiner, the conference was an importantrecurring event for industry as it providesa good clear look into ONR. “This con-ference is a way for ONR to open up theaperture of their lens to the greater in-dustry community, let us know what theyneed and also hear what is going on ‘outthere’ beyond the walls of the Ballstonoffices. It truly is a win-win.”

In addition to being a forum for learn-ing, many participants found it useful todisplay their capabilities.

"It was important that the Marine CorpsWarfighting Laboratory (MCWL) be rep-resented at ONR/ASNE's S&T Confer-ence and that we were able to reach out toso many interested parties and decision-makers with information regarding ourwork in the field of ground robotics,” saidFred Lash, a BAE Systems employeewho supports the Marine Corps Warfight-

Focus on Partnerships; Support to Warfighters

Science & Technology: A Priority for the Navy By Edward Lundquist

“A U.S. Navy Sailor should never be in a fair fight.”Chief of Naval Operations Adm. Gary Roughead

Chief of Naval Operations (CNO) Adm.Gary Roughead.

Rear Adm. Nevin Carr, Chief of NavalResearch.

Undersecretary of the Navy Robert O.Work presents the keynote address.

Assistant Secretary of the Navy forResearch, Development and Acquisi-tion Sean Stakley

(ALL

Pho

tos:

U.S

. N

avy

phot

o by

Joh

n F.

Will

iam

s/R

elea

sed)


Founder: John J. O’Malley 1905 - 1980Charles P. O’Malley 1928 - 2000

Maritime Reporter/Engineering News (ISSN # 0025-3448) is published monthly by Mar-itime Activity Reports, Inc. Mailed at Periodicals Postage Rates at New York, NY 10199and additional mailing offices.

Postmaster send notification (Form 3579) regarding undeliverable magazines to Maritime Reporter/Engineering News, 118 East 25th Street, New York, NY 10010.

Publishers are not responsible for the safekeeping or return of editorial material. ©2010Maritime Activity Reports, Inc.

118 East 25th Street, New York, NY 10010tel: (212) 477-6700; fax: (212) 254-6271

ISSN-0025-3448USPS-016-750

No. 12 Vol. 72

Member

Business Publications Audit of Circulation, Inc.

www.marinelink.com

MARITIMEREPORTER

ANDENGINEERING NEWS

All rights reserved. No part of this publication may be reproduced or transmitted in any formor by any means mechanical, photocopying, recording or otherwise without the prior writtenpermission of the publishers.

ALSO IN THIS EDITION

6 Editorial

12 Great Ships of 201220 Banning Substandard Vessels30 NAVY33 Oil Water Systems34 Engineering:

The Human Factor36 Products37 People & Company News41 Buyer’s Guide42 Classified48 Advertiser’s Index

SUBSCRIPTION INFORMATIONOne full year (12 issues) • in U.S.: $59.00; two years (24 issues) $88.00• in Canada: $63.00; two years (24 issues) $95.00• Rest of the World: $88.00; two years $142.00 includ-ing postage and handling. For subscription information:

Email: [email protected] •www.marinelink.com

Tel: (212) 477-6700 • Fax: (212) 254-6271POSTMASTER: Send address changes to: MaritimeReporter 118 East 25th Street, New York, N.Y. 10160-1062.

Maritime Reporter is published monthly by Maritime Activity Reports

Inc. Periodicals Postage paid at New York, NY and additional mailing offices.

THE AUTHORS

Dennis L. Bryant, Maritime Regulatory Consulting, Gainesville, FL; Email:[email protected] story on page 20

Captain Edward Lundquist,US Navy (Ret.), is a senior sci-ence writer for MCR Federal.See story on page 30

Christopher Parker is seniorHuman Factors Engineer at BMTDesigners & Planners See story on page 34

Bruce A. Russell is ManagingDirector, Circular 677 Diagnos-tics, and Chair, SNAME Environ-mental Engineering Committee.See story on page 33


EDITOR’S NOTE

Royal Caribbean’s Allure of the Seas graces our

cover, gratis of it headlining position among

our Great Ships of 2010, coverage which starts

on page 12. The STX Europe-built, 225,000-

ton, 1,184-ft., 6,360-passenger Allure of the Seas is nothing

short of spectacular, particularly when positioned next to its

sister-ship, Oasis of the Seas. While the evolution of the

cruise shipping industry and the ships that serve it are hardly ‘news’ to our readers,

when you sit back and examine the progression of marine technology in this one sec-

tor, it is astounding to say the least. Starting in the early 1970s and the delivery of the

18,400-gt, 551-ft. Song of Norway, Allure of the Seas is larger by a factor of 12, and

features an array of onboard amenities — all made possible and supported by tremen-

dous strides in the marine technology infrastructure — some of which only two

decades ago were pure fantasy.

While the passenger vessel industry garners the lion’s share of public interest and

recognition, advances across the maritime sector in less ‘high-profile’ industrial roles

are equally impressive.

Analyzing and reducing one’s “carbon footprint” is the mantra for the foreseeable fu-

ture, and the marine industry – though already with an enviable record in the correla-

tion between cargo moved and emissions generated – is pushing to make its ships and

boats more energy efficient and environmentally friendly.

Earlier this month on www.MaritimePropulsion.com, lead commentator Keith

Henderson reported on the latest advances in tanker transportation. Specifically, DNV

unveiled its Triality VLCC concept vessel, so called because of the three features of

its design: the vessel is fueled by liquefied natural gas (LNG), it has a special hull

shape that does not require the use of ballast water and it virtually eliminates harmful

exhaust emissions. A further bonus is its attention to the problem of vapors emitted by

the cargo and providing a solution to use them.

Although the vessel introduces new concepts in design, it uses currently available

technology and in DNV’s opinion offers an alternative to conventional crude oil

tankers using heavy fuel oil that is financially attractive. For more see:

(http://articles.maritimepropulsion.com/article/New-Era-for-Tanker-Shipping-2012.aspx).

In June 2010 we reported on the untimely death of Maritime Reporter’s and Marine-

News’ long-time contributing writer and photographer extraordinaire, Don Sutherland.

Ironically, the story that Don was working on – but never finished – was an in-depth

report on the Eastern Shipbuilding built fireboat Three-Forty Three, a boat built for the

New York Fire Department and named to honor the 343 NYFD firemen lost in the ter-

rorist attacks of September 11, 2010.

While Don was not able to file that article, 343 is included in this year’s “Great

Ships,” featured on page 14. Don’s legacy will live on, too, in our pages, as I am partic-

ularly proud to announce the First Annual “Don Sutherland Memorial” Maritime Photo

Contest (www.maritimephotographs.com). Set to kick-off January 4 and run through

May 10, 2011, we look forward to receiving amazing maritime images from around the

globe, publishing the winners in a special edition, in conjunction with the June 2011

edition of Maritime Reporter. & Engineering News. Full details on the contest can be

found on page 38 of this edition.

NEW YORK118 E. 25th St., New York, NY 10010

Tel: (212) 477-6700; Fax: (212) 254-6271e-mail: mren@ marinelink.com • Internet: www.marinelink.com

FLORIDA • 215 NW 3rd St., Boynton Beach, FL 33435Tel: (561) 732-4368 Fax: (561) 732-6984

MARITIMEREPORTER

ANDENGINEERING NEWS

PUBLISHERS John E. O’Malley

John C. O'Malley • [email protected]

Associate Publisher & EditorGregory R. Trauthwein • [email protected]

Contributing Editors Dennis L. Bryant • Rich DeSimone • Edward Lundquist • Matt GreshamEditorial Consultant James R. McCaul, President, International Maritime Assoc.

PRODUCTION

Production Manager Oksana Martemy • [email protected] Assistant Amanda O’Malley • [email protected]

SALES

Vice President of Sales & MarketingRob Howard • [email protected]

Sales Administration & Office Manager Rhoda Morgan • [email protected] & Event Coordinator Michelle Howard • [email protected] Sales Manager Dale L. Barnett • [email protected]; Tel: (212) 477-6700

Advertising Sales Managers

National Sales ManagerJack Bond

[email protected]: (561) 732-1659Fax: (561) 732-8063

Lucia Annunziata Dawn [email protected] [email protected]

Tel: (212) 477-6700 Tel: (631) 868-3575Fax: (212) 254-6271 Fax: (631) 868-3575

Tristan McDermott Mike Kozlowski Terry [email protected] [email protected] [email protected]

Tel: (561) 732-0312 Tel: (561) 733-2477 Tel: (561) 732-1185Fax: (561) 732-9670 Fax: (561) 732-9670 Fax: (561) 732-8414

Managing Director, Tony Stein • [email protected] Sales 12, Braehead, Bo'ness, West Lothian EH51 OBZ, Scotland, U.K.

Tel/Fax: +44 (0) 1506 822240

Scandinavia Roland Persson • [email protected] ÖRN MARKETING AB, Box 184, S-271 24 Ystad, Sweden Tel: +46 411-184 00; Fax: +46 411 105 31

Western Europe Uwe Riemeyer • [email protected]: +49 202 27169 0 ; Fax: +49 202 27169 20

Japan Katsuhiro Ishii • [email protected] Media Service Inc., 12-6, 4-chome, Nishiike, Adachi-ku, Tokyo 121, JapanTel: +81 3 5691 3335; Fax: + 81 3 5691 3336

Korea Jo, Young Sang • [email protected] Communications, Inc., Rm 1232, Gwanghwamoon Officia Bldg.163, 1-Ga, Shinmoon-Ro, Jongro-Gu, Seoul, Korea 110-999Tel: +82 2 739 7840; Fax: +82 2 732 3662

CORPORATE STAFF

Manager, Accounting Services Esther Rothenberger • [email protected]

Manager, Public Relations Mark O’Malley • [email protected] - Marketing Jocelyn Redfern • [email protected]

Manager, Information Vladimir Bibik • [email protected] Services

CIRCULATION

Circulation Manager Kathleen Hickey • mrcirc@ marinelink.com


Held in early November in Bellevue, Washing-ton, the 2010 SNAME Annual Meeting was by allcounts a success for participants.

"In all aspects, the 2010 SNAME Annual Meet-ing was a wonderful success,” said Michel R.Keith Michel, President of the Society of NavalArchitects and Marine Engineers, commenting onthe event held in early November 2010 in Belle-vue, Wash. “I would like to express my sincere ap-preciation to those who attended the meeting, themany SNAME volunteers who organized the tech-nical programs and social events, the meetingsponsors, and those that exhibited at our EXPO.We look to build on this success, and promise anexciting and stimulating meeting in Houston in2011." Initial attendee numbers confirm Michel’sfindings; the first count indicates more than 1,000members and non-members of the Society at-tended and participated, exceeding expectations.Highlights of the society’s three days in Bellevueincluded:• More than three dozen technical paper pre-sentations, special sessions, and panel discussions;• Presentation of prestigious awards andmedals, including:

• Presentation of the Vice Admiral "Jerry"Land Medal to Joseph J. Cuneo,

• Presentation of the Davidson Medal to Apostolos D. Papanikolaou

• Presentation of the David W. Taylor Medal to Peter Tang-Jensen,

• Presentation of the Elmer A. Sperry Award to Takuma Yamaguchi

• Annual Meeting Banquet keynote address byFred Harris, President of General Dynamics,NASSCO.

Arctic Shipping: Security & LogisticsThe topic of global climate change and the

shrinking polar ice cap has caught the attention ofthe world. Arguably, the marine and offshore in-dustries together stand at the forefront of harness-ing the Arctic for business, as a more accessibleArctic has vast ramifications for both.

“The Arctic is the show stopper,” said PeterNoble, Chief Naval Architect, project develop-ment, ConocoPhillips. “About 50 percent of mytime, right now, is spent on this challenge.”

On the shipping front, less ice means greater ac-cess to more efficient navigational routes; for off-shore energy, the potential to discover and recovernatural resources is a strong pull. But while ashrinking and thinning ice cover unveils a wealthof possibilities, for every “pro” there appears to bea dozen or more “cons”, chief among them thephysical – both machinery and human – con-straints that must be considered when doing busi-ness in the Arctic. Kicking off the second day ofthe SNAME Annual Meeting was a panel discus-sion entitled “Arctic Shipping: Security & Logis-tics,” a panel session co-chaired by Dan McGreerand Peter Noble, and featuring presentations fromMikko Niini, President, Aker Arctic Technology,Finland; Jim Sandkvist – Vice President, SSPA,Sweden; and Commander David Soul, Project Di-rector, AOPS PMO, Canada.

Mikko Niini, situated in Helsinki, Finland andthe head of one of the world’s premier testing

SNAME 2010 “A Success”

(LtoR): Erik Seither, KP76, Executive Director, SNAME; Braxton Scherz, TMA76, Business Devel-opment Dir., DNV; John Hatley, KP76, Vice President Ship Power, Wartsila North America, Inc.;Steve Maguire, KP76, Manager Production Engineering, Northrup Gruman Ship Building - GulfCoast; Mike Holcomb, KP76. President, Keppel Marine Agencies International, LLC (Houston)

Michel R. Keith Michel, President of the Soci-ety of Naval Architects and Marine Engineers& Erik Seither, Executive Director, SNAME, be-fore the Annual Banquet.


grounds for ice technology, knows a thing or two about ice and ma-rine structures.

“As the heavy polar ice gets thinner, and if the trend holds, (mar-itime) traffic patterns will undoubtedly change, as 1.5 m of ice thick-ness is very navigable.” But he is quick to point out that there aremany challenges, chief among them Arctic Search & Rescue proto-col and capability; the ability to respond to and control an oil spill; aswell as tracking and monitoring of vessels in the region for securitypurposes. Niini’s company is involved in a number of interesting proj-ects, including the refinement of the ARC 100 design for a Russianoil major, which is intent on showing the oil community the ability torespond to a major Arctic oil spill. According to Sandkvist of SSPA,operating in the Arctic essential comes down to two core topics: Riskand Tolerance. He maintains that to be successful in the long term, op-erators much identify, quantify, handle, avoid and minimize, and ul-timately decide how much risk it can tolerate.

SSPA has developed the Transatlantic Icemaster, best described as‘a toolbox for the planning of arctic offshore operations.’ The Ice-Master is a risk-based decision support tool for the dimensioning andsafe delivery of customized services for offshore operations in theArctic. IceMaster supports the decision maker in choosing the rightoptions and efficient solutions for Arctic operations. Different activ-ities and tasks have to be conducted, such as anchor handling and ice-breaking. One very complex topic is the environmental conditions onthe site. Drifting ice, ice pressure, fast changing winds, among otherthings, can affect the operations and interrupt drilling processes.

According to Commander Soul, the Canadian stance on the Arcticis fairly straight forward: “Use it or lose it.” Canada possesses one ofthe most vast ‘front row seats’ to the Arctic, and as such has startedto address the challenge of providing a permanent vessel and humanpresence in and around the waters for matters of commerce and na-tional security.

NEWS

Left: Mikko Niini, President, Aker Arctic Tech-nology; & Jim Sandkvist, Vice President, SSPA.

The exhibition hall was busy with technical andbusiness discussions.

“The Arctic is the show stopper,” said PeterNoble, Chief Naval Architect, project develop-ment, ConocoPhillips. “About 50 percent of mytime, right now, is spent on this challenge.”


In late October 2010, the latest of theworld’s most spectacular large cruiseships was delivered from the hands ofSTX Europe’s Turku, Finland, shipyard,Allure of the Seas delivered to RoyalCaribbean International. Allure comesnearly a year to the day after sister-shipOasis of the Seas, a tandem unique to theworld of cruise shipping.

The Allure of the Seas and the Oasis ofthe Seas can be termed the most powerfuland sophisticated cruise ships in theworld. The 225,000-gt Oasis class vesselsare 1184.4 ft. (361m) in length, and Al-lure of the Seas can accommodate 6,360passengers at maximum. In comparison,the Song of Norway delivered to thesame customer in 1970 was 551 ft.(168m) long with a gross tonnage of18,400. To put it simply, Allure of theSeas is approximately 12 times as large.The building contract was signed onApril 2007, and production was launchedon February 4, 2008. The keel laying ofthe Allure of the Seas started on Decem-ber 2, 2008, and the vessel was launchedfor the first time on November 20, 2009.

Along with the massive size of the shipcomes a parallel portion of activities andfunction, a development premised on theexpectation of the cruising public asmuch as the technical capability of ma-rine designers and suppliers. Allure of theSeas has a number of new restaurants andshops, including the first onboard inter-active gallery and sales outlet of the popartist Romero Britto; Guess, a famousfashion brands, is opening its first on-board boutique in the Allure of the Seas;and the ship is home to the first-ever“Starbucks” at sea. The novelty of the Al-lure of the Seas is a 3D movie theatre.The Amber theatre in the EntertainmentPlace opens up a new dimension with 3Dmovies. The Entertainment Place also or-ganizes musical evenings, dancingclasses and competitions.

A key requirement for any large pas-senger vessel is that evacuation of theship must be as easy as that of smallervessels. The Allure of the Seas was builtto conform with the latest internationalsafety rules. Following the ”Safe returnto port” principle, evacuation of the ves-sel can in most cases be avoided. In otherwords, the ship will remain functionaleven in case of an accident, and it will beable to return to port under its own power.Oasis class ships feature a Safety Centerwhich is built as a separate space on thebridge to enhance the efficiency of emer-gency response.

Allure of the Seas has 18 lifeboats. Onthe largest cruise ship in the world, the

lifeboats are 55.7 ft. (17m) long and canaccommodate 370 people each, provid-ing space for every passenger onboard.Two independent engines and rudders areused to power and steer the lifeboats,which also have features such as a GPSsystem and toilets. In addition to 18lifeboats, the ship has two fast rescueboats and four MES evacuation chutepoints.

Great Ship = Green ShipSTX Europe has made green values a

priority, which are showcased in the Al-lure of the Seas. An important role isplayed by correct decisions related to hullshape, selection of machinery, or the fuel,electric, heating and ventilation systemsmade from the design stages on. Specialattention was paid to energy efficiency,minimization of emissions, water purifi-cation, waste management and lifecycleapproach alike. Despite its large size, thefuel economy of the ship is top class.

The Allure of the Seas has four bowpropellers with a diameter of 13.1 ft. (4m) each. The output of each propeller is5.5 MW. The main thrust is provided bythree electric Azipod propulsion systems,which guarantee top class maneuverabil-ity and fuel economy despite the largesize of the ship. The combined outputof the ship's powerplant is approxi-mately 100 MW, which equals the elec-tricity needs of a city the size of Turku,Finland (population more than175,000). The six engines supplied byWärtsilä feature a Common Rail directfuel injection system, which reduces ex-haust gases generated by the engines andminimizes visible black smoke from theengines under any loading conditions.This technology facilitates adjustment ofthe combustion process and significantlyreduces the environmental load caused byexhaust gases. In February 2009, STXEurope registered a new internationaltrademark, Ecorizon. This is a shared

group-wide strategic environment planbased on STX Europe's latest innovationsand continuous R&D efforts aiming toprotect the sea and its ecosystems, pre-serve the globe's natural resources andlimit the harmful impacts of human ac-tivity. Central to the design and construc-tion efficiency of a vessel of thismagnitude is the camaraderie found inthe Finnish maritime cluster, a group ofmaritime professional and companiesthat has, for several generations, soughtto perfect the means in which the world’smost spectacular cruise ships are de-signed built and outfitted. The domesticcontent of the Allure project is high, andit has had a significant impact on em-ployment rates in the entire region ofSouthwest Finland. It has been calculatedthat the Allure of the Seas project hasprovided the shipyard and the maritimecluster with 12,000 man-years worth ofemployment.

www.stxeurope.com

FEATURE GREAT SHIPS 2010

Allure of the Seas 225,000-gt • 1184 ft. long • 6,360 passengers

(Pho

to: S

TX E

urop

e)

The Allure of the Seas, Facts and Figures Name . . . . . . . . . . . . . . . . . . . . . . . .Allure of the SeasBuilder . . . . . . . . . . . . . . . . . . . .STX, Turku ShipyardOwner . . . . . . . . . . . . . .Royal Caribbean International Registry . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bahamas# of Suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .900 Length . . . . . . . . . . . . . . . . . . . . . . . . .1184 ft. (361 m)Breadth, w.l. . . . . . . . . . . . . . . . . . . . .154.2 ft. (47 m)GT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225,000Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,100 Passengers . . . . . . .5,400 passengers, maximum 6,360Height from sea level . . . . . .213.3/236.2 ft. (65/72m)Draft (max.) . . . . . . . . . . . . . . . . . . . . .30.5 ft. (9.3m)Total power . . . . . . . . . . . . . .97,000 kW (130,000 hp)Propeller power output 3 x 20,000 kW (3 x 34,460 hp)Propeller diameter . . . . . . . . . . . . . . . . . .20 ft. (6.1m)Bowthrusters . . . . . . . . . .4 x 5.5 MW (7,500 hp) eachBow propeller diameter . . . . . . . . . . . .13.5 ft. (4.1m)Cruise speed . . . . . . . . . . . . . . . . . . . . . . . . . .22 knotsBunkers, Heavy oil . . . . . . . . . . . . . . . . . .4700 cu. m.Main engine(s) . . . . . . . . . . . . . . . . . . . . .6x Wärtsilä . . . . . . . . . . . . . . . . . . . . . . . . . . .V12 (3) and V16 (3)Output of each engine . . . . . . . .13860 kW/18480 kWMain-engine driven alternators . . . . . . . . . . .6 x ABBBoilers . . . . . . . . . . . . . . . . . . . .2x Aalborg IndustriesRadars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Fuel load . . . . . . . . . . . . . . . . . . . . . . . . . . .4,000 tons

Passenger AreasStaterooms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,704Balconies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,956Passenger decks . . . . . . . . . . . . . . . . . . . . . . . . . . . .16Passenger elevators . . . . . . . . . . . . . . . . . . . . . . . . .24Lifeboats . . . . . . . . . . . . . . . . . . . .18, 370 persons/per

Structural Fast Facts• 181 grand blocks, maximum weight up to 600 t• A total of 500,000 hull components• Deck area of 25 ha, or 250,000 sq. m.• 90,000 sq. m. of fitted carpeting• 250 km of pipes with a diameter exceeding 25 mm • 2,400 km of welded seams• 16,000 sprinkler nozzles and 100 km of pipes• 5,310 km of electric cabling• 158,503 gal. of paint• 4,100 cu. m. of drinking water produced in 24 hrs• 50 tons of ice cubes produced daily• 21 pools and Jacuzzis with 2,300 cu. m. of water

The Turku ShipyardThe Shipyard was established in 1737, originally on theRiver Aurajoki in Turku town center.

Three-Forty Three Boats and ships are personal. Much more than the sum com-

pilation of metal, machinery and wire; boats and ships – perhapsmore so than any other mode of transportation – have a distinctconnection to the people who work, sail and live aboard them.Perhaps it’s the fact that, for the most part, many commercialvessels to this day are uniquely designed and constructed, pur-pose built for a certain task or region of operation, largely es-chewing the pros and cons of mass production. Perhaps it’s dueto the fact that boats are as dependent upon a quality crew ascrew are dependent upon a quality vessel; each serving as pro-tector against one of the harshest working environments on theplanet. Named in honor of the 343 members of the New YorkCity Fire Department who perished in the line of duty on Sep-tember 11, 2001, the city’s newest fireboat, the Three FortyThree, is designed to reach fires quickly and pump huge quan-tities of water. For both propulsion and pumping capacity, theboat relies on four MTU 12V4000 M70 Series diesel enginestotaling 8,980 hp. The fireboat is also equipped with the MTUCallosum ship automation system, which controls the propul-sion system and continuously monitors various critical areasand functions of the ship. Measuring 140 x 36-ft. beam, thevessel has a top speed of 18 knots and can pump up to 50,000gpm. The need for such tremendous pumping capacity wasmade clear in the aftermath of 9/11, when FDNY fireboats sup-

plied the only firefighting water available for many days fol-lowing the attack on the Twin Towers.

The Three Forty Three is the first of two such vessels to becommissioned by New York City officials. The second is namedFire Fighter II. The two new vessels replace the FDNY’slongest-serving fireboats, both of which are more than 50 yearsold. Designed by Robert Allan Ltd. of Vancouver, B.C., andbuilt by Eastern Shipbuilding Group of Panama City, Fla., thenew fireboats can carry 27 firefighters along with a seven-per-son operating crew.

The red MTU engines are designed with two sets of per-formance characteristics, depending on whether they are beingused for propulsion or water pumping. Each engine is equippedwith a fire-pump clutch and pump assembly driven off the frontof the engine. Pumping capacity for each fireboat is 25,000 gpmon two engines (when the vessel is in motion while fightingfires) and 50,000 gpm on all four engines (when the vesselpumps water from a fixed location).

“The boat is tremendously fast,” said Edward Mauro, one of14 pilots being trained on the Three Forty Three and a memberof the fire department for 29 years. “We’re all firefighters fromthe beginning, but to pilot a boat like this is a thrill. The au-tomation is unbelievable. Between the pumping power and ma-neuverability, the boat is twice as fast as anything we’ve hadbefore and gets us where we need to be in a hurry.”


ChetzemokaKwa-di Tabil Class Ferry

(Photo Courtesy of WSDOT)

The first of three, potentially fourKwa-di Tabil Class (64-car) ferries forWSDOT Ferries Division (WSF) is the$76.5m, 64-car Chetzemoka, deliveredon September 15, 2010. Designed byElliot Bay Design Group of Seattle andbuilt at Todd Pacific Shipyard, Seattle.The 750-passenger Chetzemoka is thefirst of the Kwa-di Tabil Class (64-car)ferries, with two sisterships – Salishand Kennewick – underway. With itsoption for a fourth vessel, WSF willpursue procurement of a 144-car ferryinstead of a fourth Kwa-di Tabil Classferry if sufficient funding is available.Chetzemoka and Salish will be as-signed to the PortTownsend/Coupeville route, restoringtwo-boat service. WSF has been leas-ing a ferry from Pierce County sinceJanuary 2008 to serve this route untilnew ferries are built. The Kwa-di TabilClass ferries are based on the IslandHome, a ferry currently operating inMassachusetts. The 64-vehicle MVChetzemoka, named after the late Klal-lam Chief Chetzemoka, and was chris-tened by Gov. Chris Gregoire andrecognized by the Klallam tribes. ChiefChetzemoka was known as a peacefulman and a wise diplomat who was be-lieved to be about 80 when he died in1888.

Principal CharacteristicsName . . . . . . . . . . . . . . . . . . . . . . . . . . . .ChetzemokaClass . . . . . . . . . . . . . . . . . . . . . . .Kwa-di Tabil ClassLength, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . .273.7 ft.Length, w.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 ft.Breadth (molded) . . . . . . . . . . . . . . . . . . . . . . . .64 ft.Depth (molded) . . . . . . . . . . . . . . . . . . . . . . . .17.5 ft.Draft (molded) at DLWL . . . . . . . . . . . . . . . . . .11 ft.Fuel oil capacity . . . . . . . . . . . . . . . . . . . .20,750 gal.Potable water capacity . . . . . . . . . . . . . . . . .3,000 gal.Sanitary supply water capacity . . . . . . . . . .3,000 gal.Sewage holding capacity . . . . . . . . . . . . . . .8,000 gal.Automobile capacity . . . . . . . .64 WSF standard carsPassenger capacity . . . . . . . . . . . . . . . . . . . . . . . .750Speed (on trials) . . . . . . . . . . . . . . . . . . . . .15.5 knots

Three-Forty Three In Honor of NYFD Firemen Lost on 9/11

Name . . . . . . . . . . . . . . . . . . . . .Three-Forty ThreeType . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FireboatOwner . . . . . . . . . . . . . . . . . . . . . .City of New YorkBuilder . . . . . . . . . . . .Eastern Shipbuilding GroupDesigner . . . . . . . . . . . . . . . . . . . .Robert Allan Ltd.

Four MTU 12V4000 M70 diesel en-gines and the MTU Callosum ship au-tomation system help to make theThree Forty Three “the most techni-cally advanced fireboat in theworld.”

ArgosThe ship is a compact Pana-max containership, capableof carrying containers of4,380 TEU, including 360FEU and cruising approxi-mately 18,200 nautical miles.The vessel is also appliedflow-through method for bal-last exchange and preemp-tively adopted GreenPassport as a environmentalconsideration.


Type . . . . . . . . . . . . . .ContainershipOwner . . . . . . . . . . . .Marlow NavigationBuilder . . . . . . . . . . . .DSME Delivery . . . . . . . . . . .July 2010Length, overall . . . . . .260.3mBeam . . . . . . . . . . . . .32.2mDepth . . . . . . . . . . . . .19.2mTonnage(dwt/grt) . . . .54,338.6 mt at TsGross Tonnage . . . . . .42,112TEU . . . . . . . . . . . . . .4,395Flag . . . . . . . . . . . . . .CyprusClassification . . . . . . .GLEngines . . . . . . . . . . .MAN B&W


Hyundai Heavy Industries Co., Ltd.(HHI) delivered a 177,000 cu. m. Tri-Fuel Diesel Electric LNG carrier, the At-lantic Max LNG carrier that permits ac-cess to the majority of Atlantic terminals,to Mitsui Osk Lines (MOL) on Japan inFebruary 27, 2010. Abdelkader is 298 mlong, 46 m wide and 26.8 m depth with adesigned draft of 11.9 m. Equipped withfour Mark membrane cargo tanks, thevessel is designed and constructed as atype 2G ship specified in IGC code, suit-able for carrying LNG of which vaporpressures are within the range from at-mospheric pressure to 0.25 bar g. Thevessel has continuous deck withtrunk/without forecastle and to have abulbous bow, lowered mooring deck,transom stern, open water type sternframe, single screw propeller driven bytwo electric motors. Tank insulation is ofGTT Mark system which has a 270mmthick to satisfy the low boil off rate of0.15 % by volume of the total cargo perday. A shore manifold is provided oneach side of the upper deck betweenNo.2 liquid dome and No. 3 vapor dome.A compressor room is arranged in thearea in way of No. 4 tank. The cargo dis-charging is performed by pumps in tankhaving each capacity of 1,750 cu. m./hr.The supplementary gas during discharg-ing is coming from shore or produced byonboard LNG vaporizer to maintaincargo tank pressure. An emergency cargopump is used when cargo pump in tankis failed.

One LD compressor and one spraypump as fuel pump is running to supply

fuel gas to the engine room under normalsea going condition. The main propulsionmachinery of vessel has four sets of maintri-fuel engines, two 50% reversible syn-chronous motors (each with power con-verter and associated transformers,control and excitation system), includingone reduction gear (twin input/single out-put) with one propulsion shaft/propeller.The vessel has redundancy that failure ofany motor drive auxiliary system shallnot result in a total loss of propulsionmotor.

The propulsion system is tri-fuel dieselelectric, capable of burning a fuel gas(natural boil off gas (NBOG) and/orforced boil off gas (FBOG)) or MaineDiesel Oil or Heavy Fuel Oil. The powergenerating plant utilizes all availableNBOG and makes up the required powerby burning additional Heavy fuel oil orMarine diesel oil or FBOG. Main dieselengines are fitted with exhaust gas econ-omizers as waste heat recovery system.A gas combustion unit is provided for pe-riods when natural boil off gas (NBOG)cannot be burned in the tri-fuel diesel en-gines or when NBOG consumption islow and the cargo tank pressure rises. Afuel oil supply unit is provided for flexi-ble operation of each Tri-fuel diesel en-gine.nThe Tri-fuel diesel engines are tobe fully compliant with MARPOLAnnex VI regulation 13 and the NOxTechnical code. The machinery or enginecontrol room and the cargo control roomcontain all facilities to permit centralizedoperation of the plant and equipment andallow unattended operation of the ma-

chinery plant under all operation modes.The control console containing IAS (In-tegrated Automatic System) which is de-signed and implemented as to ensure ahigh level of fault tolerance such that thesingle failure of any component, powersupply or device not to prevent normalsystem operation, nor compromise theintegrity of the system. Besides, a CargoControl Room (C.C.R) which is arrangedin the accommodation deck allows thecentralized control of loading, discharg-ing, ballasting, de-ballasting and contin-uous monitoring and control of the cargohandling system including LD & HDcompressors.


E.R. Brandenburg

The 180,000 DWT Bulk Carrier E.R.Brandenburg built at Hyundai HeavyIndustries Co., Ltd. (HHI) was deliv-ered to E.R. Schiffahrt, Germany onMarch 3, 2010. The ship has one con-tinuous freeboard deck from stem tostern with f’cle deck, in way of thecargo space. Special attention has beenpaid to the ship's maneuverability re-sulting in a large rudder being fitted.

It is designed to carry coal and orecargos. The ship to have nine cargoholds and water ballast tanks at doublebottom, top side and peak tanks. No. 1,3, 5, 7, and 9 cargo hold to be designedfor ore cargo loading.

No.6 cargo hold may be used aswater ballast tank for ballast voyageunder heavy weather. The vessel is,among others, equipped with thehighly advanced navigation systemsuch as ECDIS for collision andgrounding avoidance and navigationmonitoring. The vessel has an overalllength of 292m, width of 45m anddepth of 24.7m with a design draft of16.5m. It is powered by a Hyundai-B&W 6S70MC-C7 main engine withan MCR output of 18,660kW at 91rpm, enabling it to sail at a servicespeed of 15.4 knots. Electric power issupplied by three main diesel genera-tors with an output of 730 kW and one130 kW emergency generator.

The ship is classed by DNV +1A1,Bulk Carrier, ESP, ES(S), CSR, BC-A(Holds 2,4,6 and 8 may be empty),GRAB[30], E0, BIS, TMON,HMON(C1, G4, A1), BWM-E(S),COAT-PSPC(B).

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bulk CarrierOwner . . . . . . . . . . . . . . . . . . . . . . . . . .E.R. SchiffahrtBuilder . . . . . . . . . . .Hyundai Heavy Industries (HHI)Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292mLength, b.p. . . . . . . . . . . . . . . . . . . . . . . . . . . .283.5m Breadth, molded . . . . . . . . . . . . . . . . . . . . . . . . . .45m Depth, molded . . . . . . . . . . . . . . . . . . . . . . . . . .24.7m Scantling draft, molded . . . . . . . . . . . . . . . . . . .18.2m Design draft, molded . . . . . . . . . . . . . . . . . . . . .16.5mGross tonnage . . . . . . . . . . . . . . . . . . . . . . . . . .93,186Deadweight, Design . . . . . . . . . . . . . . . . . . . .197,842Deadweight, Scantling . . . . . . . . . . . . . . . . . .178,978Speed, service . . . . . . . . . . . . . . . . . . . . . . .15.4 KnotsCargo capacity (cu. m.) . . . . . . . . . . . .(Bale) 200,000Bunkers (cu. m.) - Heavy oil . . . . . . . . . . . . . . . .5,100

Abdelkader Tri- Fuel Diesel Electric LNG carrier

Name . . . . . . . . . . . . . . . . . . . . . . . . . . . .AbdelkaderType . . . . . . . . . . . . . . . . . . . . . . . . . . . .LNG CarrierOwner . . . . . . . . . . . . . . . . . . . . . .Mitsui OSK LinesBuilder . . . . . . . . . . . . . . . .Hyundai Heavy IndustriesLength, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . .298mBreadth, molded . . . . . . . . . . . . . . . . . . . . . . . . .46mDepth, molded . . . . . . . . . . . . . . . . . . . . . . . . .26.8mDraft, design . . . . . . . . . . . . . . . . . . . . . . . . . . .11.9 mDeadweight at design draft . . . . . . . . . . . . . .87,100 tDeadweight, scantling . . . . . . . . . . . . . . . . . . .99,700Ship's speed with sea margin 21% . . . . . . .19.6 knotsWidth of Double Skin, side . . . . . . . . . . . . . . .2.65mWidth of Double Skin, bottom . . . . . . . . . . . . . .3.3mBunkers, heavy oil . . . . . . . . . . . . . . . . . .6800 cu. m.Bunkers, diesel oil . . . . . . . . . . . . . . . . . . .480 cu. m.Water ballast . . . . . . . . . . . . . . . . . . . . .65,000 cu. m.Daily fuel consumption . . . . . . . . . . . . .161 tons/dayClassification . . . . . . . . . . . . . . . . . . . .Bureau VeritasMain engine(s) . . . . . . . . . . . . . . . . . . . . . . .WärtsiläGearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RenkAlternator . . . . . . . . . . . . . . . . . . . . . . . .Converteam Other cranes . . . . . . . . . . .Oriental Precision Co., LtdSpecial lifesaving equipment . . . . . . . . . . . . .NorsafeCargo pumps . . . . . . . . . . . . . . . . . . . . . . . . . . .EbaraCargo control system . . . . . . . . . . . . . . . .ConverteamBow thruster(s) . . . . . . . . . . . . . . . . . . . . . .KawasakiFire detection system . . . . . . . . . . . . . . . . .ConsiliumRadars, IBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .JRCWaste disposal . . . . . . . . . . . . . . . . . . . . . . .KangrimSewage plant . . . . . . . . . . . . . . . . . . . . . . . . .Jonghap


Hyundai Heavy Industries Co., Ltd.(HHI) delivered its first Gusto P-10000Drillship, the most up-to-date drillship,to TOI of Switzerland in November 16,2010. The Deepwater Champion is a pur-pose built compact drillship design ac-commodating the combined operationalknow-how of the world renowned drillingcontractor, Transocean, and of the worldlargest oil company, Exxon-Mobil. Deep-water Champion has full DP3 compliantstation keeping capability with sufficientpower to allow maintaining position inintact condition and emergency situations(such as fire or flooding of one engineroom), even in degraded mode (mainte-nance on one generator set). Still, her en-vironmental footprint in operation is thelowest for such vessel due to her low fuelconsumption and her patented drainstreatment system.

Deepwater Champion providespatented thruster canister design whichallows in-site inspection and maintenance

of any thruster without relocation of theship. This feature for deepwater operationcan save time for continuous drilling op-eration. The unique enclosed riser holdprovides an outstanding free deck areapermanently available for tubular storageand third party equipments.

With such features, its compact and topnotch position keeping capability, Deep-water Champion is the ideal drillship fordeep sea drilling in the most remoteareas. Presently outfitted for 10,000 ft.water depth, the vessel is designed andready for upgrade to 12,000 ft. waterdepth with limited equipment additionsor changes.

The comprehensive topsides outfittingsuch as active heave draw works, cutting-edge riser handling system, patented dualactivity derrick (80 x 60 x 210 ft. fullclear height) and complete dual mud sys-tem allows drilling up to depth of 40,000ft through the large moon pool.

Deepwater Champion provides also an

165MT active heave compensatedknuckle boom crane, located aft of the ro-bust dual derrick, for e.g. off-line Xmastree or subsea manifold handing, makingher the true “triple activity” unit ofchoice.


Arcturus Voyager

The Arturus Voyager is a crude oiltanker, capable of carrying 357,000 cu.m. of crude oil, and cruising approxi-mately 25,500 nautical miles. The ves-sel offers double hull protection forfuel oil tank, preventing accidental out-flow, and has adopted Pre-Swirl Statorof sole, which is patent of DaewooShipbuilding & Marine EngineeringCo., Ltd., as an energy saving device.

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VLCCOwner . . . . . . . . . . . . . . . . . . . . . . . . . .Maran TankerBuilder .Daewoo Shipbuilding & Marine EngineeringLength, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333mBeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320mDepth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30.5mTonnage . . . . . . . . . . . . . . . . .318,400 dwt/162,400 gtClassification . . . . . . . . . . . . . . . . . . . . . . . . . . . .ABSEngines . . . . . . . . . . . . . . . .MAN B&W 6S90ME-C8

“Floatel Superior”

Keppel FELS delivered to Floatel In-ternational the first of two newbuild ac-commodation semisubmersibles(floatels). The DNV-classed FloatelSuperior is reportedly the only new-build floatel in full compliance with allthe latest rules and regulations for theNorwegian sector. Floatel Superiorfeatures accommodation for 440. Theunit features full health, safety and en-vironment (HSE) compliance includ-ing strict noise level requirements, freefall lifeboats and escape chutes. In par-ticular, the unit utilizes a telescopicgangway for the safe transit of person-nel and goods to and from a rig, withthe ability to be extended or shortenedby +/-7.5m, allowing the vessel to re-main connected in severe weather.

This design combines and enhancesthe tried and tested DSSTM seriessemisubmersible drilling rig and Kep-pel’s SSAUTM 3600 accommodationsemisubmersible designs. Floatel Su-perior is equipped with both DP3 and8-point mooring system capabilities.

Deepwater Champion First Gusto P-10000 Drillship

Name . . . . . . . . . . . . . . . . . . . .Deepwater ChampionType . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Drill ShipOwner . . . . . . . . . . . . . . . . . . . . . . . . . . . .TransoceanBuilder . . . . . . . . . .Hyundai Heavy Industries (HHI)Length,o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229mBreadth, molded . . . . . . . . . . . . . . . . . . . . . . . . .36mDepth, molded . . . . . . . . . . . . . . . . . . . . . . . . .18.2mDraft, designed . . . . . . . . . . . . . . . . . . . . . . . . . . .11mDisplacement at design draft . . . . . . . . . . . . .70,000tShip's speed . . . . . . . . . . . . . . . . . . . . . . . . . .12 knotsComplement (single & double) . . . . . . . . . . .210 pax.Deadweight . . . . . . . . . . . . . . . . . . . . . . .34,000 tonsSpeed, service . . . . . . . . . . . . . . . . . . . . . . . .12 KnotsClassification . . . . . . . . . . . . . . . . . . . . . . . . . . .DNVAzimuth Thrusters . . . . . . . . . . . . . . . . .Rolls-RoyceDiesel-driven alternators . . . . . . . .STX-MAN B&WDeck cranes . . . . . . . . . . . . . . . . . . . .NOV HydraliftMooring equipment . . . . . . . . . . . . . . . .Rolls-RoyceLifesaving equipment . . . . . . . . . . . . . . . . . .FassmarBallast control system . . . . . . . . . . . . . . . . .EmersonBridge control system . . . . . . . . . . . . . . . .KongsbergRadars . . . . . . . . . . . . . . . . . . . . . . . . . . . .KongsbergWaste disposal plant . . . . . . . . . . . . . . . .Hamworthy

Safmarine SumbaSafmarine took delivery of a new Multi Purpose Vessel (MPV), the 18,000 dwt (1,052 TEU) Safmarine Sumba. This is Saf-

marine's first new MPV vessel since it became a member of the A.P Moller-Maersk Group more than 11 years ago. It is alsothe first of six new MPV vessels to be delivered to Safmarine to 2013. Safmarine purchased two MPV vessels, the SafmarineSumba and her sister vessel, while they were under construction at the Jiangsu Sugang Shipbuilding in China. A further fournew MPV builds, on order to Safmarine, are also being built at the Wuhu Shipyard in China.

"Safmarine's investment in this new tonnage is a clear indication of our long-term commitment to the breakbulk trade to WestAfrica," said Safmarine's Head of MPV, Grant Daly. Safmarine currently offers six regular MPV services linking West Africawith Europe, Asia, North America and South Africa. Direct calls are made at more than 60 ports on Safmarine's MPV serv-ices, which accommodate the full range of cargoes, including containers, breakbulk cargoes (principally cocoa and coffee)/neo-bulk (timber, steel), project modules and oil and gas-related cargoes. The new, owned vessel joins Safmarine's existing MPVfleet of 14 chartered vessels.

December 2010 www.marinelink.com 19

DAR SALWAThe vessel has a fully welded upper

deck with aft sunken deck, a raked stemwith a bulbous bow, a transom stern withopen water type stern frame, a semi‑bal-anced rudder and a fixed pitch propellerdirectly driven by a slow speed diesel en-gine with Pre-Swirl Stator. It is equippedwith various optimum, high quality, effi-cient and environmental friendly systems,such as:• Electronically controlled M/E(MAN B&W 7S80 ME-C8 x 1 set) witha Pre-Swirl Stator to achieve energy sav-ing;• Various energy saving monitoringsystems such as centralized control sys-tem, shaft power measuring system,ship’s performance monitoring system,and M/E & G/E cylinder press monitor-ing systems;• Design for environmental friendlyship with clean design, use of low sulfurFO and emission control;• Design for crew comfortable withsevere vibration and noise requirementsdefined DNV class and various entertain-ment equipment including satellite TVsystem;• Design for safe ship with hull stressand tail shaft monitoring systems;• Design for anti-piracy system;

• for anti corrosion in water and bal-last tanks by using anti-abrasive epoxypaint;• Easy ship’s operation by one manbridge equipment and arrangements; and• Optimum design for operating at se-vere tropical condition (50 °C design inE/R).

Type . . . . . . . . . . . . . . . . . . . . . . . . .Crude Oil TankerOwner . . . . . . .Kuwait Oil Tanker Company (S.A.K)Shipbuilder . . . . . . . . . . . . . . . .Daewoo Shipbuilding . . . . . . . . . . . . . . . . .& Marine Engineernig (DSME)

Model test . . . . . . . . . . . . . . . . . . . .SSPA in SwedenFlag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KuwaitLength, oa . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333mLength, bp . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320mBreadth molded . . . . . . . . . . . . . . . . . . . . . . . . . .60mDepth molded to upper deck . . . . . . . . . . . . . .30.5 mDraft, scantling . . . . . . . . . . . . . . . . . . . . . . . . .22.5mDraft, design . . . . . . . . . . . . . . . . . . . . . . . . . . . .21mGross . . . . . . . . . . . . . . . . . . . . . . . . . . .162,625.0MTDisplacement . . . . . . .363,843.7MT at scantling draftLightweight . . . . . . . . . . . . . . . . . . . . . . .44,083.2MTDeadweight, design . . . . . . . . . . . . . . .293,046.2MTDeadweight, scantling . . . . . . . . . . . . .319,760.5MTSpeed, service . . . . . . . . . . . . . . . . . . . . . . .16.2 knotsCargo capacity . . . . . . . . . . . . . . . . .358,484.3 cu.m.Bunkers, Heavy oil . . . . . . . . . . . . . . . .7,872.7 cu.m.Diesel oil . . . . . . . . . . . . . . . . . . . . . . . .1,139.8 cu.m.Water ballast . . . . . . . . . . . . . . . . . . . .97,779.2 cu.m.Daily fuel consumption (tons/day), Main engine only . . . . . . . . . . . . . . . . .approx. 124.9Classification . . .DNV +1A1, "Tanker for Oil ESP", . . . . . . . . . . . . . . .EO, CSR, PLUS, HMON(G4, A1), . . . . . . . . . . . .UMS, CLEAN, VCS-2, TMON, SPM, . . . . . . . . .BIS, NAUT-OC, NAUTICUS(Operation), . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COMF-V(3)

% high-tensile steel . . . . . . . . . . . . . . . . . . . . . .55%Main engine(s) . . . . . . . . .MAN B&W 7S 80 ME-C8Output, MCR . . . . . . . . . . . . . .29,260 kW X 78 rpm,Output, NCR: . . . . . . . . . . . . . .4,870 kW X 73.9rpmDiesel-driven alternators . . . . . . . . . . . . . . . .DooSan Alternator make/type . . . . . .Hyundai / HFJ7 638-8PBoilers . . . . . . . . . . . . . . . . . . . . . .Aalborg IndustriesMooring equipment . . . . . . . . . . . . . . . . .Rolls RoyceRemote valve control system . . . . . . . . . . . .NakakitaComplement . . . . . . . . . . . . . .Officers: 23; Crew: 13Bridge control system . . . . . . . . . . . . . . . . .NabtescoFire detection system . . . . . . . . . . . . . . . . .ConsiliumRadars . . . . . . . . . . . . . . . . . . . .Japan Radio Co., Ltd.

by Dennis L. BryantCustomary international law, as evi-

denced in the United Nations Conventionon the Law of the Sea (UNCLOS) pro-vides for reasonable freedom of naviga-tion. With regard to foreign vesselswishing to enter the ports or territorial seaof a nation, UNCLOS provides that thecoastal nation may adopt laws and regu-lations, in conformity with international

law, relating to (among other things)safety of navigation and prevention ofpollution. These laws and regulations,though, shall not apply to the design, con-struction, manning, or equipment of for-eign ships unless they are giving effect togenerally accepted international rules orstandards. Port states have very clearrights (indeed, obligations) under variousinternational conventions to exercise con-

trol measures, up to and including deten-tion, with respect to any foreign vesselvoluntarily in its waters the condition ofwhich does not correspond substantiallywith the particulars of its certificates.The rules are less clear regarding theright of the port state to keep out (i.e.,ban) from its waters a foreign vessel thatwishes to make entry. Various port stateshave adopted protocols for examining

visiting foreign vessels to ensure compli-ance with applicable domestic and inter-national requirements. These protocolsare commonly referred to as port statecontrol (PSC) programs. The mosthighly developed of the various nationalPSC programs is administered by the USCoast Guard. Many regional groupingshave also been organized by port states tocoordinate PSC programs. The two lead-ing such regional groupings are the ParisMemorandum of Understanding (MOU)on Port State Control and the TokyoMOU. Others exist in Latin America, theBlack Sea, and the Arabian Gulf regions.

Paris MOUThe Paris MOU includes specific pro-

visions for access refusal measures. Ves-sels subject to refusal of access consistof: (1) gas and chemical tankers; (2) bulkcarriers; (3) oil tankers; and (4) passen-ger ships. Port state control authoritiesin a member state are to ensure that a shipin any of these categories is refused ac-cess if the ship either: (a) flies the flag ofa state appearing on the Paris MOU blacklist and has been detained more thantwice during the preceding 24 months ina Paris MOU port; or (b) flies the flag ofa state described as “very high risk” or“high risk” by the Paris MOU and hasbeen detained more than once during thepreceding 36 months in a Paris MOUport. In order for the access refusal orderto be lifted, the vessel owner or operatormust address a formal request to the au-thority of the sate that imposed the order.The request must be accompanied by a

certificate from the flag state administra-tion showing that the vessel fully con-forms to applicable provisions of theinternational conventions. The requestmust also be accompanied, where appro-priate, by a certificate from the classifi-cation society showing that the vesselconforms to stipulated class standards.The access refusal order may only belifted following a re-inspection of thevessel at an agreed port by inspectors ofthe authority that imposed the order andif evidence is provided to the satisfactionof the authority that the vessel fully com-plies with applicable international re-quirements. The re-inspection shallconsist of an expanded inspection as pro-vided for in the MOU. All costs of theexpanded inspection are to be borne by

THE ENVIRONMENTFEATURE


Banning of Substandard Vessels

The Unsung by Ron Weil Artist Ron Weil wanted to depict the less-often seenbut critically important prevention work of the Ma-rine Safety Office in Portland, Orgeon. The PortlandShipyard, among the world's largest drydocks, iscapable of accommodating even the largest ocean-going liners. The ship depicted in this painting is the750-foot Overseas Chicago. Preventing disasters atsea is the goal of the hot, dirty, and dangerouswork performed every day by these unsung heroes.

(Source: www.USCG.mil)


the owner or operator.

USCGThe US Coast Guard recently issued a

Policy Letter on the banning of substan-dard foreign vessels. Such banning hasbeen ordered intermittently in the past,but a more formal protocol has now beenestablished. A foreign vessel that hasbeen detained three times within the pre-vious twelve months will be subjected toan International Safety Management(ISM) Code expanded examination if itis determined that failure to effectivelyimplement the vessel’s Safety Manage-ment System (SMS) is a contributing fac-tor for the substandard conditions that ledto the detentions. If the vessel fails its ex-panded examination following three de-tentions within the previous twelvemonths, a Letter of Denial will be sent tothe vessel’s Owner and Company in-forming them that the vessel will be de-nied entry into any port or place in theUnited States unless specific actions arecompleted to the satisfaction of the USCoast Guard. The vessel’s flag adminis-tration and appropriate Memorandum ofUnderstanding (MOU) secretariats willbe notified of this action. These require-ments will not be impacted regardless ofwhether the vessel is sold, placed undernew management, reflagged, or renamed.Upon satisfactory review of all the sub-mitted information required by the Letterof Denial, the Coast Guard will issue aLetter of Acceptance. Upon the vessel’sreturn to a port or place in the UnitedStates, it will be subjected to a Priority IPort State Control (PSC) Examinationprior to entry. Only after satisfactorycompletion of the expanded examinationwill a previously banned vessel be al-lowed entry into a port or place of theUnited States.

Previous instances where a vessel hasbeen banned from entry into a port orplace of the United States have generallybeen based on the order of a federal courtfollowing conviction of the owner or op-erator of a maritime-related criminal of-fense, such as falsification of an oilrecord book (ORB). Coast Guard recordsshow that, as of September 1, 2010, threeforeign vessels are currently banned fromoperating in the United States: (1)Cosette (IMO 6617025), a ro-ro cargoship operating under the Bolivian flag;(2) Wilmina (IMO 9151840), a crude oiltanker operating under the Norwegian In-ternational Ship Register; and (3) IslandIntrepid (IMO 7033161), a container shipoperating under the flag of St. Vincentand the Grenadines. This list is subjectto change without prior notice.

Examination has not revealed any other

port states or regional port state controlorganizations that have established for-mal protocols for the banning of substan-dard vessels. All of those states ororganizations, though, have taken meas-ures to increase the level of inspectionsto which previously detained vessels are

subjected upon re-entry into one of theirports.

Measures for the banning of substan-dard vessels are a natural progression inthe evolution of port state control pro-grams. When accompanied by adequatesafeguards to ensure that the measures

are targeted at vessels truly being oper-ated in a manner that places the crew,cargo, ship, and the environment at an un-acceptable risk, these steps will providereputable owners and operators a levelplaying field in their commercial en-deavors.

Robotics are increasingly penetratingall walks of life, from the military use ofPredator drones and land-based bomb de-fusing systems; to subsea units designedto work safely and efficiently in depthsoff-limits to man; to consumer’s adoptionof innovative floor sweeping and clean-ing units. The common denominator isremoving humans from jobs that are po-tentially perilous and dirty, or otherwiseundesirable; providing a mechanizedmeans to work more efficiently, safelyand effectively, regardless of surroundingconditions.

Enter Chariot Robotics, which is rap-idly working to sow the seeds of itsmechanized means to strip paint fromships and prepare its surface with a ro-botic system that can perform the taskmore safely and efficiently – according tothe company’s estimation – than 10 mencombined.

Stephen R. Johnson, CEO of ChariotRobotics, is no stranger to the challengesinherent in shipyard operations. A vet-eran U.S. shipyard executive, much ofJohnson’s career was spent in the coun-try’s leading shipyards, more than 20years with Bethlehem Steel Corp., andfive years as the head of Atlantic Ma-rine’s ship repair and conversion facilityin Mobile, Ala. For nearly the pastdecade, however, Johnson’s efforts havebeen spent in the development and com-mercialization of a robotics system de-signed to increase the safety, efficiencyand environmental soundness of ship’spaint stripping and surface preparation.

“We truly understand what the shipyard’sconcerns are,” said Johnson during a re-cent visit in the company’s Palm City,Fla. Office.

Adopting New TechnologyAs with any new technology – particu-

larly a new technology in the tradition-ally conservativemaritime market,one that is capital in-tensive that helps toreduce labor – halfof the battle in sell-ing a system is sim-ply getting in thefront door. “It’s new,and as with any newtechnology, youhave to educate re-garding the systemand its capabilities,”Johnson said.

Used today prima-rily on cruise ships,tankers and aboveground storagetanks, the ENVIRO-BOT™ is equallyappropriate across arange of marine ves-sels. Operated by an individual using awireless joystick control, the robot usesmagnetic air gap technology which al-lows it to sweep or full blast, back andforth across the hull’s flat bottom, verticalsides, bow and stern shapes equally. TheSystem cleans using the energy of water

striking the hull’s surface, operating atpressures as high as 55,000 p.s.i. As noabrasives are used in the process, dustpollution does not occur and the need todispose of spent abrasives is eliminated.It is the only device that will sweep andspot blast at the same time.

The power and flexibility of the ChariotRobotics system ishighlighted whenworking, for exam-ple, on a VLCC sta-tioned pier side.“What’s really niceabout the VLCC isthat, when it’s light,the ship is ridingmuch higher, givingan additional 60 feetor so of ship abovethe water while pierside. When we’redone working on thepier side, becausethe system elimi-nates discharge intothe environment, wecan put the systemon a barge and stripthe opposite sidewithout moving the

ship,” said John Odwazny, COO.The Chariot Robotics units are not

cheap, selling for up to $1m per unit de-pending on the configuration, and John-son admits that as the former head of aship repair and conversion facility, hewould cast a wary eye on anyone walk-

ing in the door selling a system at that in-vestment level. But he and his team havemeticulously built an analytical case forthe investment, estimating that the systemessentially pays for itself in as little astwo years. In addition, while Chariot Ro-botics touts the unit as a major labor sav-ing device, he has encountered littlepushback on this matter from labor, be-cause the robotic system helps to replaceone of the least desirable jobs in any ship-yard. In addition, with growing pressureon industries worldwide to ‘clean up theiract’ and become better stewards of the en-vironment, the cleanliness – via itsclosed-cycle waste removal system, withantifouling waste completely containedin vacuum boxes – of the Chariot Robot-ics operation is a major selling point.

While gaining acceptance of new tech-nology is a challenge, Chariot Roboticshas met the challenge by building its ownfleet of robotic systems and hitting theroad, literally to shipyards around theglobe, to put its system on display in real-world settings to prove the concept to po-tential clients.

Helping Gibdock Keep Ahead ofSchedule

As Johnson and his experienced mar-itime crew know, nothing sells in the ma-rine business like successful case studies,and the Chariot Robotics team is busytraversing the globe to build awarenessand support, proving the value of the sys-tem in helping to get vessels out of dockmore quickly.

COATINGS & THE ENVIRONMENTFEATURE

Chariot Robotics

Hull Stripping Robots for Efficiency, EnvironmentTraditionally, the process of preparing a vessel for painting has been a laborious task, fraught with potential hazards to workers and the environmentalike. Chariot Robotics – with its ENVIROBOT™ Ultra High Pressure (UHP) Robotic System – is on a mission to change all of that, forwarding the de-velopment and implementation of its patented robotics technology one shipyard at a time. – by Greg Trauthwein

Stephen R. Johnson, Chief ExecutiveOfficer, Chariot Robotics.

“Paint stripping robots magnetized to the bottom of theship … How cool is that?”

– Sean Riley, �� Host of National Geographic’stelevision series “World’s Toughest Fixes”

“When we meet owners and shipyardsfrom around the globe, it is more of a matterof getting the word out to ensure that com-panies are aware of the system and its capa-bilities,” said Eric Johnson, ExecutiveDirector Sales and Marketing.

Joe Corvelli, CEO of Gibdock, the Gibral-tar-based ship repair and conversion com-pany, could be considered the ‘new guard’in ship repair and conversion. Corvelli, aLong Island, NY-native and Webb Institutegraduate, has in three short years helped tofoster a safety and quality management cul-ture on this growing company. First use ofthe Chariot Robotic’s advanced blastingtechnology enabled Gibdock to redeliverthree Danish-owned containerships that re-quired full hull blasting and coating aheadof schedule. The Gibraltar yard undertookblasting and painting for all three shipswithin the owner’s time requirements of 29days. However, Corvelli said that the intro-duction of ENVIROBOT™ Ultra High Pres-sure (UHP) Robotic System from ChariotRobotics on the third ship made a discern-able difference to work-rates. “The way theEnvirobots work in any position on the hulloffers clear scheduling advantages,” saidCorvelli.

The UHP ENVIROBOT™ was used toblast 2,000 sq. m. of hull underwater in theship’s mid-section, with wetblasting used onthe curved bow and stern sections.

“The UHP standard is perfect and there isno flash rust due to the combination of vac-uum and warming of the steel during theprocess, which causes the residual water toevaporate quickly,” said Corvelli. “What im-pressed us was the reliability of the ChariotRobotics equipment. This has been an issuewith some UHP systems in the past.”

Earlier this summer the company was ableto demonstrate its system to a very impor-tant potential client, the U.S. Navy, in aNavy sponsored event in Norfolk, VA. Fromthat demonstration, and through StephenJohnson’s and John Odwazny’s longstand-ing contacts with executives at the BAE

shipyard in San Francisco, the company re-cently completed a job stripping the paintand preparing the steel on the USNS Tripoli,which was built in the 1960s but is currentlyused as a missile launching platform.

While opportunities abound in their homecountry, Chariot views the international shipconstruction and repair market as mostpromising.

“We see the Middle East as a growth op-portunity for us,” said Stephen R. Johnson,CEO of Chariot Robotics. “We already havefour systems in place at Dubai World Dry-dock, and they are using the systems onsome very large ship projects. To date wehave done more than 80,000 sq. m. of blast-ing work with our systems.”

“We are pleased to have selected this tech-nology for its beneficial environmental fac-tors and to enhance our own productivity,”said Mr. Mohammad Rizal, Director – Pro-duction of Drydocks World –Dubai. “As webecome increasingly at home with the oper-ating systems, we will consider upping thenumber of units.”

Singapore has also proven to be fertileground.

“We are in the hull treatment specificationfor Petrobras ... we are in their paint andcoating manual,” said John Odwazny, COO.“The company is progressing on some verylarge FPSO conversion projects, and ourSingapore JV operation recently stripped thehull of the P-58, a job that literally saved theowner and the yard 10 docking days. In ad-dition, we have several interesting projectscoming up with Princess and Costa cruiselines.”

Ultimately, Chariot envisions itself work-ing in tandem with shipyards to help attractnew and long term work by helping to saveman hours, drive down the cost of steel strip-ping and prep per square foot, ultimatelyhelping to return the vessel to service morequickly. Chariot Robotics has begun work-ing on new prototype systems that willachieve production rates even higher thantheir current standards.

Sherwin Williams

U.S. Navy Rear Admiral Wendi B. Car-penter, Commander, Navy Warfare De-velopment Command, Norfolk, Va., wasthe recent guest of Sherwin-Williamsduring Cleveland Navy Week. The U.S.Navy, through its Office of CommunityOutreach, included Sherwin-Williams inits Cleveland Navy Week schedule. Car-penter met with Sherwin-Williams Chair-man & CEO Chris Connor and seniormanagement of the company’s Protective& Marine Coatings business for 90 min-utes. Among other projects, Sherwin-Williams is the principal supplier in thecurrent dry-docking and maintenancecycle of the U.S.S. Theodore Roosevelt,providing the coatings for the underwa-ter hull, freeboard, topside and tanks at

Northrop Grumman Shipbuilding inNewport News, Va. In addition, the air-craft carrier Gerald R. Ford is being builtutilizing Sherwin-Williams coatingstechnologies.

Sherwin-Williams manufactures coat-ings systems for maintenance and newbuild programs that require fewer coatsand rapidly return to service, which re-duces application costs and shortens re-quired schedules. In ballast tanks, wherethe vulnerable edges can fail prematurely,the company was challenged by the Navyto develop an anti-corrosion technologythat could achieve enhanced film thick-ness over edges, corners and weldingseams, be installed quicker and returnedto service faster. This year, a milestonefor responsiveness was achieved whenSherwin-Williams was awarded a $24m,five-year contract to supply coatings tothe Navy’s yards at Puget Sound, Nor-folk, Portsmouth, N.H., and Pearl Harboron a just-in-time (JIT) basis. This was thefirst national comprehensive JIT coatingscontract to be awarded by the Fleet andIndustrial Supply Center based in Nor-folk.

www.sherwin-williams.com

Hempel: Expands in U.S.Hempel USA opened a warehouse and

distributorship in Seattle, extending thecompany’s commitment to providingcustomers with top quality products andservices.

Hempel teamed with Rudd Company,who is also a paint and coatings manu-facturer specializing in wood treatment.Rudd is located in downtown Ballard,with a 150,000 sq. ft. warehouse, manu-facturing plant and retail store, and has

been servicing theGreat Northwestsince 1912.Hempel’s mainproducts, such asshop primers,fouling releasesolutions, an-

tifoulings, epoxies, and topcoats, amongothers, are stored in this location. In ad-dition, on-site tinting will be available toprovide for the timely supply of productsrequired by the customer.

For more information, Email: [email protected]

International for NSCSA

National Shipping Company of SaudiArabia (NSCSA) achieved fuel savingsand emissions reductions since adoptingIntersleek coatings technology on thehulls of eight VLCCs. The decision in2006 by the National Shipping Companyof Saudi Arabia (NSCSA), to apply In-tersleek 700 on the hulls of eight VLCCshas resulted in fuel savings of more than6% and CO2 emissions cuts running intomany thousands of tons.

NSCSA which runs a fleet of more than30 vessels including 17 VLCCs, took thedecision to replace self polishing copoly-mer (SPC) biocidal antifoulings with In-ternational Paint's biocide-freesilicone-based foul release coating, Inter-sleek 700, when the eight ships were


COATINGS: COMPANIES & PRODUCTS


docked successively through 2006 and2007. The application involved blastingthe ships' hulls and coating their verticalsides with Intersleek 700. Since then, de-tailed performance analysis onboard theVLCC MV Ramlah has reportedlyproven the relative fuel savings and emis-sions reductions. The analysis coveredthe whole docking period prior to the ap-plication of the Intersleek 700 system(the previous 60 months) and the on-going performance after (up to 54 monthsto date). The results demonstrate an over-all 6.4% improvement in fuel efficiencywhich translates into a saving of morethan 6,500 tons, equivalent to around$3.2 million at $500 a ton.

www.international-marine.com

ComCor TechComCor Tech has grown to provide

tank cleaning, surface preparation, andcoating services to the commercial ma-rine and cruise ship industries. ComCorTech was formed in 1987 to offer serv-ices and products involved with corrosionand combustion technology. It has grown

to provide tankcleaning, surfacepreparation, andcoating servicesto the commercialmarine and cruiseship industries.Many know Com-

Cor Tech for the blasting and coatingwork. In the process of cleaning surfacesprior to blasting the company has devel-oped procedures for cleaning and gasfreeing areas that are designed to be costeffective to vessel owners. Services Com-Cor Tech provides includes: Clean forregulatory/ship inspection or gas free forhot work; Oil, sludge, galley and laundrytanks; Surface preparation and recoatingof potable water tanks; and much more.

www.comcortech.com

Ecospeed Underwater Hull Coating

When a 294m cruise vessel came intodrydock in the Bahamas last month aftersailing with Ecospeed for two years, lessthan 1% of the underwater hull neededtouch ups and no new paint layers wererequired on the rest of the underwaterhull. As a consequence, the technical op-erations that needed to be carried out onthe vessel were very easy to plan becauseno repaint needed to be added to theschedule. Moreover, the vessel couldleave drydock earlier than would havebeen the case if an extensive repaint hadbeen required. Marine consultant MikeNovak, who previously spent 10 years asvice president of marine operations at

HAL, noted that he could clearly see thatthe required touch ups involved only 1%of the total surface. With all coating sys-tems, a vessel's AHR (average hull rough-ness) will gradually increase due to thebuildup of paint layers and the generaldeterioration of the paint system, result-ing in increased fuel consumption.

Dalseide ShippingDalseide Shipping Services, developed

a rust-removing system more than 30years ago, machines that are based on apatented rotating chain link system thatprovides more than 200,000 blows perminute depending on the machines size.Rustibus machines have a capacity of ap-

proximately 200 sq. ft./hr. to 300 sq.ft./hr. Their latest machine is the electrichand tool, which is ideal for spot scalingand is several times faster than anyknown equipment on the marked. This isa heavy-duty scaling machine for smallhorizontal and vertical areas.

www.rustibus.com


The IMO’s MARPOL regulations gov-erning emissions of SOx from the ex-haust of marine engines and oil-firedboilers have created an urgent need tofind an efficient means of compliance.Wärtsilä began developing its fresh waterscrubber technology in 2005 and testingonboard a vessel began in 2008. The re-cently released results of these tests showthe sulfur removing efficiency to be100% under all operating conditions.

In 1997, the International Maritime Or-ganization (IMO) adopted the MARPOLAnnex VI Act, with ratification eventu-ally being finalised in 2004. The revisedMARPOL Annex VI entered into force 1

July 2010. The critical item within thisAct is Regulation 14, which limits emis-sions of sulfur oxides in SOx EmissionControl Areas (SECAs) to a level that canbe seen in Figure 2 (IMO Sulphur limitsfor years 2008-2020 (% mass)).

Wärtsilä has worked on two fronts toenable ship owners to be compliant withthese latest requirements. On the engineside the company has developed its dual-fuel technology to facilitate the use of gasand low-sulfur fuel wherever feasible. Atthe same time, development work hasbeen focused on producing a competitiveand effective fresh water scrubbing plantthat could be installed, both in newbuildsand as a retrofit unit, for all marine ap-plications.

Pilot projectWithin the Finnish maritime cluster

four companies, with Wärtsilä as theproject leader, embarked five years agoon a program to develop a feasible ma-rine scrubber. The project was seen as achallenging, cross-scientific R&D exer-cise that offered the parties involved op-portunities to increase their knowledge inthis field. It also opened possibilities forthe companies to extend their co-opera-

tion with a number of research institutesand universities.

By autumn 2007, the project hadreached the stage of being ready for a testinstallation. A tanker, the MT Suula,owned by the Neste Shipping division ofthe Finnish company, Neste Oil Oy, wasmade available, and the project-testingphase began in November 2008. The test-ing targets included the following: certi-fication of the scrubber, exhaust gascleaning performance measurements,analyses of the scrubber effluent andother liquids, testing of the effluent clean-ing unit’s operation and analyses of thesludge generated, measurements of thealkali and water consumed, scrubbernoise attenuation, and exhaust gas plumeobservations. It was also necessary to val-idate the reliability of the scrubber undersea conditions. During the test period,which was completed in mid-2010, theSuula operated primarily in the BalticSea, but also visited many North Sea har-bors. The testing did not interfere with orrestrict in any way the normal everydayoperations of the ship. In every respect,and in all areas of the targets established,the tests results were extremely positive.Most especially, the sulfur removal effi-

ciency was proven to be excellent andwell within the IMOs most stringent lim-its. The measured sulfur dioxide removalefficiency was, in fact, 100% under alloperating conditions, throughout the loadrange, and even when using high sulfurcontent fuel. Part of the overall testingprocedure included a dynamic test tomeasure how well the scrubber worksduring engine power transients. This in-volved exposing the engine to artificiallyfast load variations in both directions.The engine load was increased from 200kW to 440 kW, and decreased to zero,and at all times the sulfur dioxide con-centration within the exhaust gas re-

CASE STUDY EMISSIONS & THE ENVIRONMENT

arineTM

CMZ900 Series

Gig Harbor, WA 98329 USA253.851.0862

http://www.agmarine.com

Eco Friendly Gyrocompass

Copywrite 2000~2007

Wärtsilä Exhaust Gas Scrubber Technology

Figure 1: Exhaust gas scrubber onboard theMT “Suula”.

Figure 3: Fresh water scrubber operational

principle.


mained virtually non-existent. The scrub-ber automation system was able to main-tain stable parameters and 100% SOxreduction throughout all transients.

The system includes a bleed-off treat-ment unit that removes the accumulatedimpurities from the water used in thescrubbing process. The clean effluentfrom this unit is then discharged over-board. It was clearly necessary to carryout extensive water quality tests, andmore than 70 samples were taken fromthe scrubbing water, effluent, and thetechnical water. Furthermore, these testswere carried out using fuel with variouscontent levels of sulfur, ranging from1.5% to 3.4%. Regardless of the fuel sul-fur content, the reduction level of hydro-carbons C10-C40 and the PAH(Polycyclic Aromatic Hydrocarbons),was found to be almost 100%.

Thus, considering the effectiveness ofboth the emissions abatement treatment,and the cleansing of the discharge water,the tests demonstrated that the WärtsiläSOx scrubber enables not only compli-ance with the IMOs MARPOL limits,but compliance by a very safe margin.Asto the sludge generated in the scrubberprocess, it was found to be similar toother engine room sludge and can, there-fore, be fed to the same tank. Based uponthe test results, water reception facilitiesin Finland and Sweden have confirmedthat sludge from the scrubber bleed-offtreatment unit can be safely handled, anddisposed of in ports in the same way asother ship engine room sludge. The otherimportant goals of the tests were alsosuccessfully met. Noise levels weremeasured at different frequencies andfound to be acceptable; dedicated testingof the exhaust gas plume was carried outand during all operating conditions, theplume was very good. Above all, the sys-tem performed very well.

Wärtsilä recently released a commer-cial version of this scrubber technologyto the shipping market. Known as theWärtsilä Exhaust Gas Scrubber the unitis designed to completely eliminate sul-

fur emissions and reduces particulatematter up to 60%. The engine feeds theexhaust gas to the SOx scrubber. Thesystem is based on a closed-loop freshwater scrubber to which sodium hydrox-ide (NaOH) is added as a means of neu-tralizing the SOx emissions. Seawater isused for cooling. The small bleed-off ex-tracted from the loop is cleaned, and thusall quality and monitoring requirementsstipulated by the IMO are fulfilled. Thecleaned effluents can be safely dis-charged overboard with no harmful im-pact to the environment whatsoever.Naturally, if zero discharge operation isnecessary, the effluent can be led to aholding tank for later discharge. Thescrubber unit consumes technical freshwater that evaporates into the atmospherewith the exhaust gas. This evaporation isminimized through the use of the scrub-bing water cooler.

A major benefit is the fact that prior tothe introduction of this scrubber technol-ogy, the only option was to use low-sul-fur fuel. The price premium for such fuelis expected to rise as new sulfur limitsare enforced, not only in SECA parts ofthe world but for global operation out-side SECA. With effect from 2012, theglobal sulfur limit will be lowered to3.5%, and from 2020 it will be further re-duced to 0.5%. In Emission ControlAreas, the limit is currently 1%, and thiswill be drastically reduced to a maxi-mum of 0.1% in 2015. In EU ports, asfrom 1 January 2010, ships scheduled tobe at berth for more than two hours arenot allowed to use fuel containing morethan 0.1% sulfur. This restriction appliesfor both diesel engines and oil-fired boil-ers. The Wärtsilä scrubber offers a veryviable alternative to the use of such fuel.The Wärtsilä Exhaust Gas Scrubber en-ables cheaper heavy fuel oil (HFO) to beburned in all these areas as a low cost al-ternative to buying the increasingly ex-pensive low sulfur fuel. The Return OnInvestment (ROI) is in the range of one tothree years, and for larger installations,even less.

Figure 2: IMO Sulphur limits for years

2008-2020 (% mass).


While no one particularly likes a rules-mandated equipment upgrade, they areindeed a fact of life, particularly in theglobal marine market. When the IMO ap-proved amendments to the InternationalConvention for the Safety of Life at Sea(SOLAS) mandating the fitting of Elec-tronic Chart Display Information System(ECDIS), it essentially means that alllarge passenger, tanker and cargo shipswill be obliged to fit ECDIS on a rollingtimetable that begins in July 2012.

While most of the marine electronicsmajors are ramping up to ensure fullcompliance, there are as many questionsas answers in terms of availability of sys-tem and installation, as well as trainingand education.

Transas recently reported that theTransas Navi-Sailor is the first ECDIS inthe market compatible with the new Ad-miralty Information Overlay, the overlaywhich includes all Temporary and Pre-liminary Notices to Mariners (T&P NMs)and provides navigationally significantinformation from UKHO’s ENC valida-tion program.

The overlay is displayed as a singlelayer on top of the basic ENC and it willbe available within the standard TransasAdmiralty Data Service (TADS) license,via the Transas Navi-Sailor ECDIS.

UKHO developed the new overlay togive seafarers an easy way to view the in-formation that they need in addition tothe standard chart, to navigate safely andcompliantly.

The intent: shipping companies will beable to comply more easily with PortState Control (PSC) requirements by pro-viding T&P MNs where they do not cur-rently exist in ENC coverage today. It isalso designed to help simplify their tran-sition to digital navigation.

“We are using the Admiralty Informa-tion Overlay as an integral element of ourECDIS-based navigation within theTransas Navi-Sailor ECDIS,” said SorenAndersen, Marine Superintendent, SQEat Nordic Tankers Marine A/S. “Used as

a navigational and planning aid as part ofthe company’s wider move to adoptECDIS navigation, the Overlay is mak-ing passage planning and the task ofkeeping track of the latest ENC updatesmuch easier. It will also make it easier forour crews to demonstrate complianceduring PSC inspections. Overall, it hasproved to be another important elementin our efforts to continually improve thesafety and efficiency of navigation.”

“The marine environment is constantlychanging,” said Michael Cauter, DeputyChief Executive with responsibility fordeveloping new Admiralty products andservices. “The Admiralty InformationOverlay is needed because many nationsdon’t yet include important temporary orpreliminary notifications of thosechanges in their weekly updates, andeven when they are included, they can bedifficult to identify within the ENC. TheAdmiralty Information Overlay providesthis information on top of the ENC anddisplays it clearly and consistently so themariner can instantly see the impact ofchanges on a route and can take appro-priate action.”

ECDIS Ltd. has taken delivery of sixECPINS terminals, which have been in-

stalled in their e-Navigation Center. TheWECDIS systems are made by OffshoreSystems Ltd. (OSL), an OSI GeospatialCompany, and will be used to deliverboth generic IMO 1.27 ECDIS trainingand ECDIS Ltd’s 5 day WECDIS course.“The OSL ECPINS product is regardedby many as being at the forefront of com-mercial and military ECDIS perform-ance,” said Mark Broster, ManagingDirector of ECDIS Ltd.

“The ECPINS system provides a com-prehensive and capable navigation aidthat can really add safety to a vessel ifused correctly. We are therefore very ex-cited to be able to showcase their productin our e-Navigation center in Southamp-ton. It will not sit idle however, as we willutilise the systems to deliver generic IMO1.27 model ECDIS and bespokeWECDIS courses to a growing militarymarket, therefore adding another string toour bow.”

Earlier this year Furuno launched anew training concept and simulator solu-tion called NavSkills, touted by the com-pany as an expressway for ship ownersand training centers to be capable of pro-viding DNV SeaSkill-certified ECDISand IBS/INS training courses to the nav-

igators. The NavSkills solution consistsof a full mission training simulator withECDIS planning stations. The trainingpackage includes DNV SeaSkill-certifiedECDIS training in accordance with IMOModel Course 1.27, DNV SeaSkill-certi-fied IBS/INS Operator training course incompliance with IMO Model Course1.32, Bridge/Engine Resource Manage-ment training and Bridge Team Manage-ment training. “Since the past 10-15years INS and ECDIS have been intro-duced onboard the merchant fleet andtoday we find INS and ECDIS on alltypes of vessels.

Also, and the equipment have become apart of the daily work for many naviga-tors. During this period the technologyand sophistication of INS and ECDIS hasdeveloped rapidly and has put a new chal-lenge to the navigators who are used tooperate a conventional navigation systemand using paper charts. A short familiar-ization training course provided by themaker might not be enough, unless thenavigators are experienced ECDIS andINS operators. Hence, to ensure properand qualitative training, and thereby con-tributing to less accidents and casualties,Furuno has taken on the challenge toshare our experience and knowledge,both as a manufacturer and a trainingprovider, with the maritime training cen-ters and ship owners enabling them toconduct sufficient training,” Mads FriisSorensen said.

Todd Chart Agency, a Northern Ire-land-based marine navigation data andservice provider, launched a new brandidentity and commercial website as it getsset to guide its customers through theECDIS revolution. Launched under thebanner ‘Intelligent Navigation,’ the

MARITIME PROTECTIVE SERVICES, INC.CERTIFIED MTSA/ISPS CODE TRAINING

• USCG/MARAD APPROVED TRAINING IN THE US• MCA/TRANSEC APPROVED TRAINING IN THE UK

ASSESSMENTS, PLANS, DRILLS & EXERCISES, AUDITS, REVIEWS

• A FULL RANGE OF MTSA/ISPS CODE CONSULTING & COMPLIANCE SERVICES• APPROVED AND REGISTERED BY BUREAU VERITAS

US PH. 561-330-2020 — FX. 561-330-2260UK PH. +44(0)1202684686 — FX. +44(0)1202684687

FEATURE ECDIS UPDATE

IMO’s Mandatory Carriage Requirement for ECDIS By mid-2018, every merchant vessel and passenger ship over 10,000 tons will needto meet IMO’s mandatory carriage requirement for ECDIS. This indicates whichships, and when, will need to install a type-approved ECDIS, and use it as the pri-mary means of navigation. Implementation of ECDIS carriage requirements fol-lows a rolling timetable, shown here:

Ship type Size New ship* Existing ship**

Passenger 500 gross tons 1 July 2012 No later than 1st survey after 1 July 2014

Tankers 3,000 gross tons 1 July 2012 No later than 1st survey after 1 July 2015

Dry cargo 50,000 gross tons 1 July 2013 No later than 1st survey after 1 July 2016

20,000 gross tons 1 July 2013 No later than 1st survey after 1 July 2017

10,000 gross tons 1 July 2013 No later than 1st survey after 1 July 2018

3,000 gross tons 1 July 2014 Not required

* A new ship is defined as one in which the keel is laid on or after the cut-off date. ** Ships may be exempt from requirements if they will be taken permanently out of service within two years of the implementation date specified.

(Source: www.e-navigation.com, a website from Jeppesen on ECDIS news, technology and regulatory information)

ECDIS: Countdown to 2012Transas Navi-Sailor is the first ECDISin the market compatible with the newAdmiralty Information Overlay.

(Pho

to: T

rans

as)

Furuno recently launched a new train-ing concept and simulator solutioncalled NavSkills.

(Pho

to: F

urun

o)

agency formerly known as Todd ChartAgency will now trade as ‘Todd.’

“At Todd, we combine our industry ex-perience with the supply of leading chartmanagement techniques,” said CaptWilliam Todd, Todd’s founder and owner.“We believe in working closely and col-laboratively with each customer to ensurethat we can provide the most relevantproducts for their needs from our exten-sive range of electronic charts, digitalpublications, navigational data and hard-ware.”

Todd’s product range includes ECDIShardware from a number of manufactur-ers and a global portfolio of electroniccharts and digital publications includingthe full range of Admiralty digital andpaper products. Earlier this year, Toddsigned a partnership agreement withECDIS Ltd., one of the industry’s largestspecialist ECDIS Training outfits to pro-vide IMO-approved ECDIS Trainingcourses to all its’ customers, either atECDIS Ltd’s purpose-built training facil-ity in Southampton, or at a number ofsites around the world. Todd offers a full,global, IMO-compliant range of digitalproducts and systems, including e-Navi-gator, UKHO’s newest product - onewhich looks set to change the face of nav-igation. Todd was one of the first UKHOdistributors to trial e-Navigator with oneof its customers: a large dry cargo trans-porter.

Kelvin Hughes used SMM 2010 as abackdrop for the launch of its newECDIS service: ECDISPLUS, which wasdeveloped by navigation specialists toprovide a solid solution to the confusionsurrounding ECDIS and enables cus-tomers to put together a bespoke packagewith the added benefit of world-class

support, training and expertise. ECDIS-PLUS is flexible and designed to meetthe requirements of shipowners and op-erators both for paperless operations andfor those operating with paper charts andmigrating to ECDIS with a paper back-up. At the launch of ECDISPLUS, Kelvin

Hughes’ own navigational data special-ists revealed the full ECDISPLUS pack-age, which includes ECDIS hardwaresupply and installation, initial officialENC chart data supply, chart licencemanagement and ChartCo updates.

They also revealed the power behind

the new service: the ability to enable eachcustomer to tailor ECDISPLUS to theirindividual vessel or fleet requirements –from the supply of world-class ECDIShardware through to the complete ECDISdata package including ENCs and voyagemanagement software.

Todd Chart Agency launched a newbrand identity and commercial web-site.

(Sou

rce:

ww

w.in

telli

gent

navi

gatio

n.co

m)

(Pho

to: E

CD

IS L

td.)

ECDIS Ltd. have taken delivery of sixECPINS terminals, which have beeninstalled in its e-Navigation Center.



FEATURE NAVY

Science and technology are America’ssecret weapon, according to Navy lead-ers presenting at the 2010 Office of NavalResearch (ONR) Naval Science andTechnology Partnership Conference Nov.8-10 at Crystal City, Va. "A U.S. NavySailor should never be in a fair fight,"said Chief of Naval Operations Adm.Gary Roughead.

The Navy’s top officer said that tech-nology and innovation will ensure thatSailors will have the upper hand in a bat-tle. "It's important that we have a dia-logue with those involved in innovationand vice versa. That dialogue must takeplace at the tactical level with our Sailorson the deckplates."

More than 2,000 leaders from industry,military and academia attended the con-ference, which was sponsored by ONRwith support from the American Societyof Naval Engineers (ASNE).

"Secretary Ray Mabus and I are hon-ored to lead a Navy and Marine Corpsthat is without peer in the world," saidUnder Secretary of the Navy RobertWork. "Since 1946 in the Office of NavalResearch and the broader Science andTechnology Committee has been the in-cubator for discovery, research and inno-vation that has helped to keep our Sailorsand Marines at the forefront of science,technology and warfighting capabilities,which keep them at the top of their

game." S&T is more than a Navy prior-ity. It’s critical for every goal we face asa nation, according to Thomas Kalil,deputy director for policy with the WhiteHouse Office of Science and TechnologyPolicy. "Even in the tight budget, wemade investments in research and devel-opment. The Department of Defense andthe Navy have a long and distinguishedrecord of making investments in scienceand technology, which have a huge im-pact on national security and the econ-omy."

Key topics addressed at the 2010 S&TPartnership Conference were direct en-ergy, hypervelocity, naval warfighter per-formance, information dominance, totalownership cost reduction, expeditionaryand irregular warfare and power and en-ergy were some of the topics discussed atthe conference. And the key to successin these critical mission areas is partner-ships.

Rear Adm. Nevin P. Carr Jr., Chief ofNaval Research, said ONR tries to findnew technology throughout the world.ONR’s strategic plan is based on partner-ships around the world.

"We execute across academia," saidCarr. "We reach out to 70 countries, all

50 states and a thousand different touchpoints in academia and industry."

“Partnerships will be the way that dis-ruptive technologies will be developed,”Work said.

Work addressed the value of having thebest technologies, but cautioned that ca-pability needs to be balanced with af-fordability. “When we can build a $15million interceptor to shoot down a $5million ICBM, we’re on the wrong endof the equation,” he said.

Work also talked about the emphasis onsubjects such as “greening the fleet,” anddeveloping new energy sources. But, hesaid, these are not just clichés. “It’s allabout warfighting.”

Carr talked about the warfighting po-tential of the electric ship, “where elec-tricity becomes a commodity.” Hementioned the flexibility of divertingpower for weapons, but, he asked “howdo you store it.”

Carr also discussed hypersonics, di-rected energy weapons and electromag-netic railguns, which allow for a“deepeing of the magazines.” He ex-plained how the inert railgun rounds willincrease the depth of fire while at thesame time be safer to store aboard ship

because they have no propellant or ex-plosive charge. Directed energy weaponscan be fired again and again, as long aspower is available.

The attendees found the conferenceboth a useful source of information andconnecting with potential partners. “Itwas the most substantive and well organ-ized naval conference I have been to allyear” said Steve Benson, manager forstrategic planning for defense and secu-rity systems for Sensis.

According to Lockheed Martin’s JeffNiner, the conference was an importantrecurring event for industry as it providesa good clear look into ONR. “This con-ference is a way for ONR to open up theaperture of their lens to the greater in-dustry community, let us know what theyneed and also hear what is going on ‘outthere’ beyond the walls of the Ballstonoffices. It truly is a win-win.”

In addition to being a forum for learn-ing, many participants found it useful todisplay their capabilities.

"It was important that the Marine CorpsWarfighting Laboratory (MCWL) be rep-resented at ONR/ASNE's S&T Confer-ence and that we were able to reach out toso many interested parties and decision-makers with information regarding ourwork in the field of ground robotics,” saidFred Lash, a BAE Systems employeewho supports the Marine Corps Warfight-

Focus on Partnerships; Support to Warfighters

Science & Technology: A Priority for the Navy By Edward Lundquist

“A U.S. Navy Sailor should never be in a fair fight.”Chief of Naval Operations Adm. Gary Roughead

Chief of Naval Operations (CNO) Adm.Gary Roughead.

Rear Adm. Nevin Carr, Chief of NavalResearch.

Undersecretary of the Navy Robert O.Work presents the keynote address.

Assistant Secretary of the Navy forResearch, Development and Acquisi-tion Sean Stakley

(ALL

Pho

tos:

U.S

. Nav

y ph

oto

by J

ohn

F. W

illia

ms/

Rel

ease

d)



ing Laboratory. “As a result of thosethree days, a lot more government and in-dustry people are aware of what we do atMCWL.”

"The ONR conference provided a valu-able opportunity to hear from seniorNavy leadership, to gain greater aware-ness of activities in the Navy's Scienceand Technology realm and for our FutureReadiness Cross-Functional Team (FRCFT) to better communicate with otherNavy partners,” said Gary Shrout, publicaffairs officer and strategic communica-tions coordinator for the Naval AviationEnterprise. “All this will help to ensurethat the Naval Aviation Enterprise con-tinues to assist Naval Aviation leadershipin providing the right amount of futurecombat readiness in the most efficientmanner possible."

Austin O'Toole of Boeing said thatONR took the conference to the nextlevel by introducing the warfighter per-spective into the dialogue. “This allowedgreater insight into ONR's thinking asthey develop/focus on the Navy's FutureNaval Capabilities and requirements. Ialso thought the "pitch-the-principal" ses-sions were innovative and a great foun-dation to build lasting partnerships/relationships with the Navy's S&T com-munity.”

“Our Navy and Marine Corps is themost capable fighting force in the world,”said Sean Stackley, assistant secretary ofthe Navy, research, development and ac-quisition. “Warfighting superiority re-quires that we maintain that edge, notonly to pace the threat, but to stay on top.That means maintaining our science and

technology edge.”For the Navy's S&T enterprise to be ef-

fective, all the stakeholders need to un-derstand highly unique requirements andthe ability to target investments to sup-port warfighters. “It’s their job to protectthe nation,” said Stackley. “It’s our jobto protect them.”

To design and build a winning Navyand Marine Corps for the future will re-quire the best technologies developed bygovernment, academia and industry thatcan be applied practically at a price that isaffordable, and brought to reality at apace that can serve the warfighters bothnow and in the future.

"Since it takes a generation to build afleet, we must recognize the importanceof being able to introduce new technolo-gies by way of evolution and integration

into the existing fleet and naval air force,”Stackley said

“Engineering is the platform that takestechnology and puts it into practical ap-plication,” said Dennis Kruse, ASNE ex-ecutive director. “This conference letsthe scientists know what technologies arereally needed by the Navy and MarineCorps. ASNE provides the impartialforum to have that dialog.”

Kathleen Hinton, president of ASNE,agreed. “Part of our mission is to pro-mote naval engineering and the exchangeof technical information,” she said “ONRaddresses the entire spectrum of naval en-gineering. For us it is a natural fit.”

Captain Edward Lundquist, US Navy(Ret.), is a senior science writer for MCRFederal, LLC.

FEATURE NAVY

FOR SALE: Aircraft Carrier

... CheapHMS Invincible is for sale by tender

The aircraft carrier HMS Invincibleis being auctioned online as part of amulti-million-pound sale of UK mili-tary hardware. The sale is designed toreduce a £36b ‘hole’ in the MoD’s fi-nances. Featured on the MoD’s Dis-posal Services Authority website —http://www.edisposals.com — are fulldetails on the ship, which was laiddown in 1973 at Vickers Shipbuilding,Barrow-in-Furness. The price is cheap,for an aircraft carrier that is, as poten-tial buyers will need at least £5millionto become the proud owners of the 30-year-old Royal Navy warship.

HMS Invincible was completed in1980 and is currently stable for tow,subject to buyer confirmation.

Displacement . . . . . . . . . . . . . . . . . . . .17000 TonnesEstimated metal weight . . . . . . . . . . . .10000 TonnesEstimated metal % . . . . . . . . . . . . . .95% mild steelLength, OA . . . . . . . . . . . . . . . . . .210m, W/L 193mDraft - Fwd . . . . . . . . . . .5.2m, Mid 5.8m, Aft 5.8mBeam - Extreme 35m, Ex-walkways 32m, W/L27.53mHeight . . . . . . . . . .46m (estimated at current draft)Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . .RemovedGenerators and Pumps . . .Generally unserviceable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .or not working

The U.S. Navy conducted a full powerdemonstration of a Riverine CommandBoat (experimental) (RCB-X) poweredby alternative fuel, Oct. 22, at Naval Sta-tion Norfolk, Va. Testing and evaluationof alternative fuels from the 49-ft. RCB-X boat supports the Secretary of theNavy's efforts to reduce the fleet's re-liance on fossil fuels and is part of a se-ries of progressively complex tests andevaluations scheduled through 2012.These exhibitions will culminate in 2012with a Green Strike Group of U.S. Navyships operating locally and by 2016 de-ploying a Great Green Fleet powered en-tirely by alternative fuels.

"Going green is about combat capabil-ity and assuring Navy's mobility. It is notjust about natural security; it alsostrengthens national security. By havingreliable and abundant alternate sources of

energy, we will no longer be held hostageby any one source of energy, such as pe-troleum," said Rear Admiral Philip Cul-lom, Director of the Chief of NavalOperations Energy and EnvironmentalReadiness Division (OPNAV N45),which leads the Navy's Task Force En-ergy.

"First and foremost, energy conserva-tion extends tactical range of our forceswhile also preserving precious resources.Our goal, as a Navy, is to be an "earlyadopter" of new technologies that en-hance national security in an environ-mentally sustainable way," said Cullom.

The fuel, a "drop in replacement" tostandard shipboard fuel, is 50 percentalgae-based and 50 percent NATO F-76fuel, which forms a 50/50 blend of hydro-processed renewable diesel, also knownin industry as "HR-D." Additionally,

HR-D, as opposed to biofuel, does not in-clude water which is incompatible forshipboard fuel systems and does not havethe limited serviceable life (typically sixmonths) of biofuels. A blended hydro-processed renewable diesel fuel ensuresthat the integrity of the fuel system ismaintained. The Navy is incorporating asystematic approach of evaluating sys-tems, protocols and standard operatingprocedures. The testing and certificationrepresents a cost-effective approach forthe entire engine inventory.

The testing and evaluation is being leadby Naval Sea Systems Command's Ad-vanced Fuels program office.

For more news about Navy energy ini-tiatives and priorities visit

http://greenfleet.dodlive.mil/or

www.navy.mil/local/nee/

USN Demos Alternative Fuels for Shipboard Use


Contaminants in bilge water are the primary causeof oily water system (OWS) failures. Common sub-stances like soot or solvents can cause OWS mal-functions that are expensive, disruptive, andinfuriating to crew and owners alike. Too often OWSmalfunctions also lead to illegal discharges. Con-taminants in bilge water are a problem that reachesacross vessel types, age, and geography. To addressthis problem, the International Maritime Organiza-tion (IMO) recently published an innovative guide,IMO MEPC.1 Circular 677, Guide to DiagnosingContaminants in Oily Bilge Water to Maintain, Op-erate and Troubleshoot Bilge Water Treatment Sys-tems.” The Guide provides a basic understandinghow OWS systems work, and how contaminants andsources of those contaminants can enter the bilge.The Guide then uses a decision tree to help identifycontaminants that can cause OWS malfunctions.

A key feature of this approach is that trou-bleshooting can be done underway. This avoids timeconsuming and costly port calls, service calls, andexcessive bilge water discharge fees. It can also re-duce crew frustration, a leading cause of illegal oilywaste discharges. The Guide further identifies de-tailed options for addressing common contaminantsand for avoiding reoccurrences of OWS failure.

Understanding Limitations of an OWS SystemOWS systems are designed to remove oil from

bilge water so that it can be legally discharged over-board. A typical OWS may include: a holdingtank(s), a pretreatment settling tank, a particle filter,an OWS, post-OWS treatment and/or polishingunits, and a bilge alarm — the oil content monitor(OCM). The OCM is critical to the functioning ofan OWS system. It controls the discharge ofprocessed bilge water from the OWS, ensuring thatdischarges do not exceed the legal limit of 15 partsper million of oil.

Oil content meters identify concentrations of oilby detecting oil “particles” in treated bilge water.Unfortunately, many OWS systems are unable tohandle bilge water contaminants. In addition, designlimitations of the OCM result in it reading contam-inant particles in the processed water as oil particles.Older IMO standard MEPC 60(33) oil content mon-itors are poor at detecting oil emulsions.

Newer MEPC 107(49) meters are more finelytuned to detect emulsions and iron oxide particles.However, they are still limited in their ability to dis-criminate some particles and non-oily emulsionsfrom oil.

When common particulates such as soot, ironoxide, or biological detritus are present, OCMs oftenread those particles as oil. This prevents dischargeof the processed water and sends the OWS into re-cycle mode. Unless the contaminant is identifiedand addressed, the OWS may stay in recycle modeindefinitely. This can lead to tens of thousands ofdollars in pump-out charges, disrupted schedules,and frustrated crews. To avoid this situation, it is es-

sential to know what contaminants, particulates, andemulsion forming chemicals are in the bilge.

Circular 677 provides a foundation for identifyingcontaminants and improving bilge water manage-ment. It has several parts. It outlines functional ele-ments of an OWS system. It provides a central toolfor diagnosing OWS failures.

The decision tree is comprised of a series ofQ&As. These allow shipboard engineers to trou-bleshoot problems using “if/then” statements. Eachbranch of the decision tree is a logic sequence that isbased on symptoms of an OWS system failure. Fol-lowing each branch of the decision tree is a series ofprescribed chemical and/or physical tests to deter-mine the possible contaminant. These tests can beperformed by ships' crew while underway. The de-cision tree is annotated and directs the engineer todetailed instructions and recommendations for cor-rective or remedial actions to address the contami-nation. For example, if the engineer is directed toperform a specific test and observes effervescence,the contaminant is iron oxide. The decision tree thendirects the engineer to recommended remedial orcorrective measures for addressing iron oxide in thebilge water and can result in a corrected reading bythe OCM. If the processed water then shows lessthan 15ppm of oil, the processed water can belegally discharged. The Guide addresses both acuteand chronic conditions. This can allow the engineerto identify sources of the iron oxide and take appro-priate action to remove or reduce the source.

The decision tree is supported and cross-refer-enced to six Annexes and Appendices, which de-scribe the tests, and findings, and prescribes andexplains remedial or corrective actions.

The Guide was developed by the Society ofNaval Architects and Marine Engineers Envi-ronmental Engineering Committee. As always,the Guide can only be effective when combined withpersonnel awareness, adequate funding, attention tomanufacturer’s maintenance and operating proce-dures, and careful monitoring and oversight.

Circular 677 is an advance in shipboard oil wastemanagement. The lack of understanding of the rolecontaminants in bilge water can play in OWS fail-ures is an obstacle in the efficient operation and trou-bleshooting of bilge water treatment systems. It isan obstacle with expensive, disruptive, and legalconsequences. IMO MEPC.1/Circuclar 677 is amajor advance in understanding the roles contami-nants in OWS failures.

It provides engineers with the foundation for de-veloping bilge water contaminant identification andtroubleshooting skills. It provides an innovative tool— a decision tree — and extensive technical optionsfor understanding, troubleshooting, and avoidingOWS failures.

A copy of IMO MEPC.1/Circular 677, more in-formation on using the Circular, and tools to assist inimplementing Circular 677, can be found at

www.circ677.com

COLUMN OILY WATER SYSTEMS

New IMO Circular

Troubleshooting OWS Failures Underway

About the AuthorBruce A. Russell is ManagingDirector, Circular 677 Diag-nostics, and Chair, SNAMEEnvironmental EngineeringCommittee. He can bereached at: Tel: 301- 656-1512, or Email:[email protected]


The United States Coast Guard’s(USCG) RB-M (Response Boat —Medium) is being deployed to not onlyreplace the ageing USCG 41-ft. UtilityBoat (UTB) but also to bring the in-creased capability necessary to meet theexpanding homeland security require-ments for the USCG. A key issue whichwas identified in regard to operationalsuitability of the vessel was HFE (HumanFactors Engineering) which includes op-erability, ergonomics, vibration and seakeeping. Although initial HFE assess-ments were conducted, the USCG Officefor Human Systems Integration for Ac-quisitions needed the help of external ex-perts who could perform the datacollection and analysis for verification.And so they turned to BMT Designers &Planners.

Christopher Parker, Senior Human Fac-tors Engineer at BMT Designers & Plan-ners explains how his team workedclosely with the USCG to ensure that thedesign of the RB-M met the requirementsset out within the original plan.

The purpose of USCG’s acquisition ofthe RB-M is to replace an ageing utilityboat that was highly utilised and beingtasked for missions outside the scope ofits original design. USCG’s role hasevolved over time especially since 9/11and its wide portfolio of missions in-cludes tasks as diverse as environmentalprotection, homeland security require-ments and search and rescue. USCG hasresponded appropriately to the new chal-lenges, but meeting the new requirementsis putting more pressure on an ageingfleet. As a result, USCG’s new assetsneed to be flexible enough to support awider range of different activities. Con-sequently, a key element of the new ac-quisition is to incorporate support for asmany activities and mission areas as pos-sible.

In order to ensure that the new designdelivered the right capability withoutcompromising the crew’s safety or abil-ity to operate efficiently, the USCG Of-fice of Boat Forces (CG-731) identifiedthe need for an HFE Assessment as partof the Operational Test and Evaluation(OT&E) process and engaged BMT De-signers & Planners to conduct it.

HFE is a relatively new discipline but

one that can make an enormous impacton the likelihood, and severity, of acci-dents at sea. HFE is tied to the systemsengineering process whereby research onhuman beings’ capabilities and limita-

tions, psychological, physiological andsocial, is applied to traditional engineer-ing design in order to better match the in-terface between the individual user andthe systems that they interact with. Theultimate goal of HFE is to improvehuman performance and to get the mostout of the end user while reducing the op-portunities for error. Notably, as the like-lihood or resulting consequences ofhuman error is lessened, the safety riskalso diminishes. These are two attributeswhich are of significant interest to USCGwhose concern for the users that mantheir vessels is top priority.

The Human Factors assessment wascarried out in a very short timeframe withonly six weeks to plan the assessment,collect data and then report on the results.The goal of the assessment was to sup-port USCG during part of its operationaltest and evaluation (OT&E) plan wherethere was a requirement to determine

whether or not the design of the assetsupported the crew’s required tasks andactivities in a safe and efficient manner.The first task for BMT Designers & Plan-ners was to quantify USCG’s HFE goals

for the new asset. This was achieved byreviewing the requirements documenta-tion to identify and understand what thespecific activities were. BMT’s humanfactors experts then needed to secure thenecessary data to make an informed as-sessment as to whether the design pro-vided users with the tools and capabilitiesrequired to safely and efficiently conductthe required missions and tasks.

The methodology that BMT Designers& Planners proposed for collecting theappropriate data which would then beanalysed to make a determination wasfirstly to become familiar with the RB-Mand secondly, to become familiar with theUTB that it was replacing. Understand-ing the 41 foot UTB gave a baseline forcontext in which the RB-M could be as-sessed. This was addressed as a two stageprocess, the first of which was a heuristicassessment, reviewing the vessel in astatic state. This involved examining how

the UTB met a range of standards in-cluding human factors design standardsand best practice in a static state. Such anexamination included measuring the con-sole height; the required reach of thecoxswain, hand rail heights, access andmachinery spaces etc. in order to providea baseline measurement. The secondstage involved carrying out a usability as-sessment which provided data in more ofa dynamic environment. This involvedtaking a team of qualified human factorsengineers to sea on a UTB so they couldobserve the crew undertaking either ac-tual or simulated missions such as manoverboard, towing or anchoring. This al-lowed the HFE team to focus on bottle-necks, potential hazards or potential forerrors. Only when the design is put into adynamic state where people are interact-ing with technology or people are inter-acting with other users in a pressurisedsituation, is it possible to really highlightpotential areas of interest in terms of per-formance.

Having undertaken the baseline assess-ment on the UTB, the same process wasundertaken on the RB-M. Similar heuris-tic and dynamic assessments were carriedout to allow an informed survey given theassets’ design and ability to support mis-sions between the two vessels.

Armed with data, notes, photographsand video, BMT Designers & Plannersdistilled the data that had been gatheredand compiled a matrix that could be usednot only to identify the areas for im-provement, but also to document the ac-complishments, and areas where theapplication of good practice should beapplauded. BMT Designers & Planners’report documented all the observationsmade by the HFE team to ensure that theintelligence was passed on to USCG forfuture programmes. This included refer-ence to types of equipment, design stan-dards, or operation requirements for theasset, using pictures where it was appro-priate.

The report also included a risk analysisbased on US Department of DefenseMIL-STD-882 which categorised theareas for improvement in terms of priori-tisation within those key areas. Overall,the HFE confirmed that the design of theRB-M was a success in its ability to sup-

COLUMN THE HUMAN FACTOR

Real-World Engineering

Human Factor and the RB-M By Christopher Parker, BMT Designers & Planners

BMT Designers & Planners worked closely with the United States Coast Guardto ensure that the design of its new RB-M met the requirements set out withinthe original plan.

port the users, and as an aside, a vast improvement over theUTB. The acquisition process executed by USCG was ahugely successful one that ensured user input could be ad-dressed throughout the project. The results reported on themany accomplishments embodied in RB-M including im-proved habitability and protection from environmental con-ditions within the asset. Not only was it more comfortable,but the layout enhanced many attributes which would posi-tively affect both the quality of life and quality of work.

In the maritime environment, increasingly complex tech-nology is proliferating and has started to challenge the ca-pabilities of the end user. As a result the interface betweenthe end user and the system has become critical. It’s vitalthat the interface is optimised and that expectations abouthow a system works and will behave absolutely matches themental model, or expectations, of the individual. In the caseof the RB-M only minor HFE-related issues were high-lighted such as labelling and the need for informative alarms.There were some low scale consistency issues identifiedconcerning equipment consoles but arguably this is a typi-cally normal challenge when you have lots of different ven-dor equipment integrating in one system. On the whole,what the HFE team found were low scale risks which wereeasily rectified - again testament to the USCGs excellent ac-quisition procedure.

In addition to analysing the data, BMT Designers & Plan-ners also provided the USCG with mitigation strategies. Forexample, the HFE team identified that while the dramati-cally increased speed of the RB-M ensured that the vesselcould cover a wider space and arrive at a scene twice as fastas previously experienced, speed needs to be given due re-spect, as with any high speed craft. Additional training andawareness to ensure crew understood the implications anddangers of this greater speed capability was proposed.

The RB-M has been very well received in regards to the 39already delivered and in service and the contractor whichwas building the vessels has been awarded contracts for anadditional 30, with the USCG long term goal being to havea fleet of 180 by 2015. The next tranche of RB-Ms will in-clude design changes identified by BMT Designers & Plan-ners’ HFE work. Some of these changes had already beenidentified prior to the HFE assessment but rather than de-tracting from the HFE approach this helps validate the HFEmethodology that was utilised.

The USCG’s engagement with the HFE element of theproject was critical to its success as it gave BMT Designers& Planners access to the assets and individuals required tocomplete the project in the tight timeframe specified. Thetwo pronged HFE approach of reviewing heuristic and dy-namic usability covered a wide spectrum of issues, both thepositive aspects and areas of improvement. This methodol-ogy provided USCG with the data required to make an in-formed decision, ultimately with the conclusion that yes infact the RB-M does perform, and does support the user’sability to conduct the varied missions required to be carriedout by USCG, safely.


About the AuthorChristopher Parker, SeniorHuman Factors Engineer atBMT Designers & Planners

TECHNICAL PRODUCTS

AutroSafe4

The next generation of AutroSafe, theflagship fire detection system fromAutronica Fire and Security waslaunched in September. AutroNet is anEthernet-based panel network that con-nects AutroSafe 4 panels through a dual-path, high-speed (100Mbps) redundantsystem, for performance in line with cur-rent regulations. It safeguards communi-cation between panels even if a line fault(break, switch port fault etc.) is present.AutroNet expands the reach of theAutroSafe system even further so a singleAutroSafe 4 network may include up to:• 64 fire alarm panels• 6 detector loops per panel• 15 loop units connected to one

power loop• 5 event log with up to 10,000 events

New AutroKeeper smart relay unitsalso make redundant control of the looppossible, which is particularly important;should the primary loop controlling panelfail or misbehave, the secondary backuppanel will take control of the loop.

AutroSafe 4 is managed through a sin-gle point of operation for download ofconfiguration data or program upgrades.

www.autronicafire.com

New Safety Tools CatalogCS Unitec’s new

full-color 88-pageSafety Tools cata-log features a fullline of hand andpower tools for Exzones and haz-ardous locations.Appropriate appli-cations include oil drilling platforms,petrochemical plants, oil refineries, natu-ral gas installations, ammunition plantsand other industries where specialtysafety tools are required. The company’sline of non-sparking hand tools includesover 3000 individual tools manufacturedfrom special copper beryllium and alu-minum bronze alloys that are certified forsafe use in hazardous areas.

Email: [email protected]

Lifeboat SurveyInternet maritime safety resource

Maritime Accident Casebook, MAC,launched the first of a series of surveysinto lifeboat safety. The survey, whichis expected to last six months is aimedat stakeholders through the maritimeand offshore industries, including sea-farers and rig workers, shipowners, off-shore operators, LSA manufacturersand providers as well as casualty in-vestigators. The first survey can be ac-cessed from the Maritime AccidentCasebook website or directly on theSurvey Monkey website with is hostingthe first survey at http://bit.ly/9O8lxT.

Liferaft, EPIRB ReleaseWith new technology from

Sweden’s CM Hammar, lifer-afts and EPIRBS can be re-leased and float freely alreadywhen a ship or vessel is inlisting position. With currentrelease systems, safety equip-ment is released first when itreaches a depth of 1.5 to 4m.When a ship or a vessel cap-sizes without sinking, there isa risk that liferafts and EPIRBS are trapped under the craft, or never released at all.With List Angle Detection (LAD), the new technology introduced by CM Hammar,liferafts and EPIRBS can be automatically released at a specified degree of list whena vessel capsizes. The released safety units reach the surface before the ship flipsaround, significantly reducing the risk for it to be trapped or entangled in construc-tions on deck. The LAD consists of a control box with two activating outputs forHammar H20 ERU´s. The control box has an integrated inclination sensor designedto release the ERU´s automatically in case the vessel capsizes.

www.cmhammar.com

Intellian v60G MarineVSAT Antenna

Intellian added to its range of VSATcommunications antennas, the v60G.Designed for smaller commercial andoil and gas vessels, or for use in space-constrained installations, the v60G isdesigned to provided exceptional per-formance, enhanced remote monitor-ing and control, reduced cabling, andunlimited azimuth. The three-axisv60G has unlimited azimuth, eliminat-ing cable wrap and the lengthy loss ofsignal connection as the system un-winds. It is ideal for mission criticaloperations, such as surveillance or ves-sel monitoring, that require uninter-rupted connectivity, or in Voice overInternet Protocol (VOIP) communica-tion. www.intelliantech.com

Lifeboat Training CenterSurvival Craft Inspectorate Ltd. (Sur-

vival Craft) has collaborated with Aus-tralia’s Industrial Foundation forAccident Prevention (IFAP) to estab-lish the new facility in Fremantle,which was formally opened by WesternAustralia premier Colin Barnett. Thecenter a 50/50 venture between Sur-vival Craft and IFAP and is locatedwithin an extension to IFAP’s Offshoreand Maritime Training Center adjacentto the Port of Fremantle and with directaccess into Rous Head Harbor. It al-ready has OPITO approval, withSTCW approvals in the pipeline, and isfilling a significant gap in the interna-tional training market.

http://survivalcraft.comhttp://www.ifap.asn.au

SMD Rotary Sensor Piher International Corporation an-

nounced the immediately availability ofthe non-contacting MTS 360 SMD Ro-tary Position Sensor. The MTS com-bines a through-shaft design with 360degree absolute posi-tion feedback in anultra miniature size.The result is thesmallest fully fea-tured rotary sensor onthe market with relia-bility up to 25 million cycles. With itstiny size of only 6mm x 17mm x 18mm(HxWxL), engineers can now integrate afully featured rotary sensor directly ontheir PCB without the packaging issuesthat typically accompany encoders orother absolute position devices.

www.piher.net

Sea Marshall AU9 Marine Rescue

Technologies re-leased Sea MarshallAU9 series of alertsfor dive industry,rigs, supply vesselsand workboats.The Sea MarshallMaritime SurvivorLocating Devices (MSLD) is a Man-Over-Board system comprised of anAlerting Unit (AU) or Personal LocatorBeacon (PLB), worn by each crewmem-ber, and a Base Unit receiver/locator unitinstalled on the vessel. The 121.5MHzpersonal locator beacon device combinedwith survival flotation aid or protectivegarment is now standard issue for a grow-ing number of commercial operators.

Email: [email protected]


Mobilarm VHFMobilarm has

completed the de-livery of its V200VHF Locator Bea-cons to the U.S.Navy for sea trialsand evaluation aspart of a SoleSource contractawarded to the com-pany by the UnitedStates Naval Sea Systems Command(NAVSEA). The V200 has been specifi-cally developed by Mobilarm for USNavy submariners for escape and aban-donment and is expected to lead to theproduct being recommended as a stan-dard for submarine escape systemsacross all NATO submarine defenceforces. www.mobilarm.com

SafeLink R10 SurvivorRecovery System

McMurdo said that emergency beaconbrand Kannad Marine offers a new ma-rine safety products: the SafeLink R10Survivor Recovery System (SRS), a per-sonal AIS (AutomaticIdentification System)device for Man Over-board recovery. It islightweight, compact,and designed for at-tachment to a life-jacket and intended for carriage by allcrew members. The SafeLink R10 SRSis specifically designed as a personalsearch and rescue locating device, to en-able those on board a vessel with an AISchart plotter to efficiently find and re-trieve a missing crew member.


Shaw Named Hornblower COOHornblower Cruises & Events has ap-

pointed Bob Shaw, a senior executivewith more than three decades of opera-tions experience, to the position of chiefoperating officer. In his new role, Shawwill be responsible for day-to-day man-agement of all Hornblower companies,including charter yacht and public diningoperations and two National Park Serv-ice concession contracts.

McDermott Names Houser SVP OpsMcDermott Interna-

tional, Inc. said thatDan Houser was ap-pointed to Senior VicePresident, Operations,responsible for lead-

ing the Atlantic region and Global Ma-rine organization at McDermott, whichincludes setting the strategic direction, aswell as business acquisition and execu-tion for these groups. In addition, he willbe responsible for expanding the com-pany’s activities for the region intoBrazil, West Africa and the North Sea.

Quarders Joins IntellianIntellian selected David M. Quarders as

its new Director of VSAT Sales for theAmericas. Quarders has more than 20years of direct and indirect sales and mar-keting experience in the defense, ship-ping, oil and gas, and boating industries.He is based in the new Seattle-area Intel-lian office.

Foss Vessels HonoredFifty-nine vessels owned by the Seat-

tle-based Foss are being recognized by amajor maritime organization for theirstandout environmental safety records.Altogether, the Foss vessels feted byCSA have gone a combined 551 yearswithout an environmental incident.

Foss was honored by the CSA at a din-ner ceremony in Washington, D.C., withthe awards presented by Maritime Ad-ministrator, David T. Matsuda and RearAdmiral Brian Salerno, Deputy Com-mandant for Operations, U.S. CoastGuard and Michael Bohlman, Chairmanof CSA. Capt. Jonathan Wood, skipperof the Volans, accepted awards on behalfof Foss.

MOL Starts Vietnam Tug Business Mitsui O.S.K. Lines, Ltd. announced

that the company has established a jointventure with two local companies in Viet-nam and started a tugboat business. Thejoint company will allocate high-pow-ered, high-performance tugboats in Viet-nam's Cai Mep/Thi Vai area, wheredeepwater container terminals are nowunder developing. Established in August2010, the Tan Cang-Cai Mep Towage

Services Co., Ltd. (TCTS) will be head-quartered in Ba Ria-Vung Tau Province,Vietnam. The initial allocation will betwo 4,000 hp vessels.

MarineCFO Live Expands RapidlyMarineCFO reports that its on-line ver-

sion, MarineCFO Live! – launched in

late 2009 – has seen strong growth in2010, now being used by more than 40marine companies in 10 countries, in-cluding Harvey Gulf, Otto Candies, En-terprise Products, McDonough Marine,Marquette Transportation and MartinMarine Transport.

http://www.MarineCFOLive.com

Knud E. Hansen USA Opens Knud E. Hansen A/S of Denmark an-

nounced the establishment of a sub-sidiary company, Knud E. Hansen USAL.L.C. located in Ft. Lauderdale, Fla.Knud E. Hansen A/S has been a leadingdesign consultancy, specializing in theCruise & Ferry market since 1937.

NEWS PEOPLE & COMPANIES

Maritime Photo ContestDon Sutherland Memorial

This is the perfect opportunity to share your personal

view of the maritime world. Candidates may enter as

many photos as they like, in each of the five categories

below. Entries can be submitted and viewed at:

www.maritimephotographs.com

The best entries from each category will

be published in the June 2011 edition of

Maritime Reporter and Engineering News.

All photos will be hosted online, where

voters will choose one overall Grand Prize

winner. Votes must be entered by May 10

to be counted.

Established to

honor the memory

of Donald S. Suther-

land, photographer

extraordinaire.

First Annual

Categories:Ships and Boats

Offshore Structures

People

Maritime Scenes

Weather Systems

Grand Prize:

Canon EOS Rebel

Digital T1I 15.1 MP

w/18-55MM IS Lens

-SLR

-3.1x Optical Zoom

-SD/MMC Memory Card

Jan. 4 - May 10, 2011www.maritimephotographs.com

www.crowley.com

Sponsored By:

(902) 423-9271www.irvingshipbuilding.com

Your First - Choice

Shipyard for New

Construction and Repair

www.senescomarine.com

Your photo could be published in the

world’s largest maritime magazine

Contest rules at http://www.maritimephotographs.com/rules-and-terms.asp


NEWS PEOPLE & COMPANIES

Rolls-Royce, Bestway CollaboratonRolls-Royce signed a collaboration agreement with Shanghai Bestway Marine En-

gineering Design Company Ltd (Bestway), a leading marine design and researchcompany in China. The collaboration will focus upon development of innovative andenvironmentally friendly marine designs.

New Maritime Security CompanyNick Davis has set up a new company to provide capability and

asset enhancement through the supply of suitable security vessels,professional personnel and the application of intelligence and op-erational support. The new company, Security Boat Services(SBS), focuses on all aspects of industry and government workwithin the maritime sector. www.securityboatservices.com

Martek Wins Canadian Navy ContractMartek Marine signed a contract with the Canadian Navy to supply 12 MM2000

marine gas detection systems, with Hydrogen Sulphide (H2S) capability, to the Cana-dian Navy’s fleet of Halifax-class multi-role patrol frigates based in Victoria, BritishColumbia, and Halifax, Nova Scotia.

WSS Brazil Handles Oversized ShipmentWilhelmsen Ships Service reported that a Vertical Conditioner, a

piece of special equipment to treat seeds in the industrial processto produce canola oil was shipped from Brazil to Russia, trans-ported overland in Brazil for 470km arriving at Santos Port whereit was loaded onto a Flat Rack Container, on behalf of Brazilianfood industry equipment company Tecnal.

Noreq AS Acquires Acta AS Maritime supplier, Noreq announced the acquisition of Acta in

Denmark. Since 1955, Acta has been a supplier of offshore marinecranes, life raft- and MOB davits as well as deck machinery. Acta is the only cranemanufacturer in the world having CE marking on offshore cranes for wind power in-stallations off shore. Acta is located in Odense, Denmark and the name of the newcompany is NoreqActa.

AVEVA Summits Draws 800AVEVA announced the successful conclusion of its new global

series of AVEVA World Summits. Three regional Summits werepresented in Amsterdam, Las Vegas and Beijing, adopting thetheme of “Engage – Inspire – Deliver.” More than 800 delegates at-tended for a range of social and networking activities over thecourse of the two day events. www.avevaworld.com

Bulkore Chartering Chooses ShipDecision TechnologyBulkore Chartering selected ShipDecision to support its maritime cargo brokerage

business. ShipDecision is a Maritime Software as a Service (SaaS) solution that helpsorganize the sharing and use of information among business partners in the Maritimesector. Accessible from anywhere an internet connection is available, and protectedthrough banking-level encryption, ShipDecision processes data, documents and com-munications related to each voyage. www.shipdecision.com

Hughes Provides Broadband to Hercules Offshore FleetHercules Offshore has invested in a satellite communications system from Hughes

Network Systems, LLC. Hughes and Environmental Safety Systems InternationalCorporation (ESSI) are equipping the entire Hercules Offshore fleet of Class 120 toClass 230 liftboats in the U.S. Gulf of Mexico.

Rolldock Orders OCTOPUS-OnboardAmarcon announced that Rolldock has ordered OCTOPUS-Onboard for the new-

build Multipurpose Heavy lift vessel Rolldock Sea, which is a combination betweenfloat-in/float-out, roll-on/roll-off- and lift-on/lift-off capabilities. .

SAM Electronics Receives Cruise Ship OrdersSAM Electronics received orders to supply four NACOS 65-5 integrated navigation

command systems for new cruise ships currently under construction in major Euro-pean shipyards on behalf of Carnival Cruise Lines, Celebrity Cruises and CostaCruises for delivery in 2011 and 2012.



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

PROJECT MANAGER

Job Location: USA, MobileREPORTS TO: Vice President of OperationsSUPERVISES:Directly:Ship Project ManagersProgram EngineerDeputy Program ManagerProject and Program CoordinatorsSubordinate:Scheduling / PlanningPurchasingAll manufacturing tradesContract management• Design and configuration management• Manage design to ensure that deliverables are sufficientto support the project schedule.

• Manages all aspects of design, configuration manage-ment, document control, and production support.• Contract change management / control• Working level understanding of the contract performancereporting.• Procurement of materials and equipment.• Manage order placement, on-time delivery from suppli-ers, quality assurance from suppliers• Identify and resolve material and equipment issues.• Classification and inspection authority relationship• Product is built to specification and regulatory require-ments.• Test and evaluation programsQUALIFICATIONS / KNOWLEDGE / EXPERIENCE:• 4 year degree relating to engineering technologies pre-ferred• 15 years of related experience and training

• Proven record of military marine program management• A sound knowledge of the military marine constructionindustry• A proven track record with experience in the marineindustry in engineering / fabrication / operation• Proven ability to set tasks for self and others• Ability to listen to staff and customers and act appropri-ately• Excellent communication skills• Ability to read, analyze, and interpret contracts, contractspecifications, and major equipment specifications.• Ability to check own workSubmit all applications to www.austaljobs.comRecruiting OfficeAustal1 Dunlap DriveMobile AL 36602 USAPhone: 251-445-1932Email: [email protected]: http://www.austaljobs.com

Trade Manager Pipe & Mechanical

Job Location: BahamasPosition Summary Primary responsibility for the Foremen and the workers intheir specific trade, reading specifications and developingmanpower with the Ship Manager and Project Manager foreach project. Direct supervision of Foremen on job sites Responsibilities Include• Reading and interpreting specifications specific to theirtrade• Coordinating Foremen, workers and equipment with theProject manager /Ship manager • Assignment of Foremen and workers to projects asrequired• Supervision of the Foremen to ensure they have fullunderstanding of the item tasked all tools and equipment • Walks the jobs with the Foremen to instruct and toensure the Foremen understands the Item.• Coordinates with the ship manager to ensure the Yard isgetting paid for all work being accomplished.• Identifies chances in the scope of work from original.• Generates VO with the Ship Manager to ensure all costis covered • Updates the ship manager daily to schedule Delays andadvances• Develops work around to allow schedule to be met.• Accomplishes daily walk through to ensure productivity,safety and house keeping measures are being met asrequired.• Holds Tool box safety meetings with Foremen weekly • Identifies labor issues and works with ship managers toget all projects completed on time and budget.• Works with the Ship manager /Project manager to devel-op budgets • Sets Goals and Budgets with Forman for each item • Insures all time is allocated properly by Foremen andtime sheets are turned over to the Ship manager/Projectmanager Daily for Time and Material items.• Works with Planning Department to develop realisticschedules and budgets for projects.

Professional Mariner Directory

www.FindAMariner.com

Advanced Mariner SearchPost Maritime Job Listings

Accept Applications

Find C

rew To

day

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


Employment/Recruitment • wwwMaritimeJobs.com• Accomplishes other tasks as deemednecessary by management The following are minimal requirements• 10 years experience in the Trade as afirst line supervisor • Requires ability to read and understandtechnical data and drawings • Must possess knowledge of Marine relat-ed equipment for ship repair preferablycruise ships.• Must demonstrate Management skillsand abilitiesBryan SpencerSpencer ServicesP.O. Box 25187CO 80936 USAPhone: 719-522-1077Email: [email protected]

EHS Manager

Job Location: USA, HonoluluTitle: Environmental, Health & SafetyManagerJob Description & Duties: The EHSManager is directly responsible to the ChiefOperations Officer for implementing, moni-toring and managing the EnvironmentalProgram at PSI. With approval of the COO,promulgates company directives andguidelines to ensure the personnel andoperations of PSI are adhering to local,state, and federal environmental rules andguidelines.Ensures PSI complies with regulationsissued by the local, state, and federalDepartments of Health and that PSI con-forms to the requirements of itsEnvironmental Protection Agency (EPA)issued National Pollutant DischargeElimination System (NPDES) permit per-taining to hazardous and non-hazardouswaste generation and disposal by PSI.Monitors the raising and lowering of PSI’sdry-docks as required by NPDES permit,collects data pertaining to such, andreports to the Department of Health on thedata collected at periods established bythe Department of Health.Conducts required reviews and inspectionsand identifies and verifies required correc-tive actions. Maintains program instruc-tions and procedures ensuring compliancewith local, state, and federal directives.Ensures and enforces safety regulations aspromulgated by federal, state, and localagencies and as contractually agreed towith customers.Is directly responsible to the ChiefOperations Officer to ensure that the safe-ty regulations as promulgated in the com-pany Health and Safety (H&S) Manual arefollowed.Monitors, evaluates, and enforces the res-piratory protection program.Reviews confined space permits.Ensures administrative files are establishedas required by the company Health andSafety (H&S) Manual.Maintains the OSHA 300 log.Completes accident/incident/illness inves-tigations and reports to CorporateInsurance Department.Provides training as necessary to meet therequirements of regulatory agencies, thecompany H&S Manual and to ensure the

ongoing education and safety of employ-ees.Maintains safety training records.Ensures routine safety inspections and sur-veillances are conducted in accordancewith the company H&S Manual. Follows upto ensure hazard abatement is carried out.Ensures Activity Hazard Analysis (AHA) isconducted and employees take precaution-ary measures according to the AHA’s.Experience: Two or more years inthe field of environmental complianceinspection and enforcement. Certificationor minimum two years experience in thefield of industrial safety.License(s): N/ACertification(s): EHS Professional orequivalent combination of experience andtraining. CSP, OHST, STS (Desired but notrequired)Training: Coursework in environmentalcompliance through institutions or via self-study.Refresher Courses Required:As applicable to certifications held.Giliw AbenesPacific Shipyards InternationalPO Box 31328Honolulu HI 96820 USAPhone: 8088486333326Fax: 8088486260Email: [email protected]

Director of Simulation Technology

FY11-13

Job Location: USA, Buzzards BayA special mission college within theMassachusetts state university systemPosition:Director, Simulation TechnologyPosting: November 2010 Start Date:ASAPPosition Number: FY11-13Application Deadline: Open untilfilledDivision: Operations DivisionUnion affiliation:Association of ProfessionalAdministrators (APA)Supervision received: Reports to VicePresident of OperationsSupervision exercised:Supervises subordinate professional, clas-sified, and student personnel in area ofexpertiseGeneral responsibilities: • Oversee the operation, maintenance andpreventative maintenance of all simulators• Responsible for planning of simulatoracquisitions, replacement, and upgradesworking with appropriate departments• Responsible for writing RFP’s for newsimulators, upgrades, and installation toexisting simulators• Troubleshoot and repair simulators –software, hardware, systems, and pro-grams• Coordinate all software and maintenancecontracts• Coordinate simulator availability for openhouses and visitors• Conduct training for simulator operatorsand staff• Develop and maintain procedures, budg-et, and schedule for simulator operations• Ensure simulators are functioning proper-

ly for all labs/classes• Perform other related duties and respon-sibilities as assigned• Supervise departmental staffQualifications and requirements: • Bachelor degree in related field or atleast ten (10) years experience in simula-tion technology • Extensive experience with Microsoftservers, network technology and hardware• Ability to work effectively with faculty,professional, and student personnel• Excellent administrative, organizational,and interpersonal skills• Ability to function effectively in a multi-task college environment• Professional competence as evidencedby personal growth and development• Experience supervising personnel Preferred qualifications:• Certification in related field• Knowledge and understanding ofAcademy’s mission• Microsoft Certified Systems Engineer• Masters degree in Computer ScienceSalary: $70,000 - $80,000. TheAcademy offers generous benefits policiesand a competitive salary commensuratewith qualifications and experience.FLSAstatus: Exempt.To apply, please submit a cover letter, aresume, an MMA application, AffirmativeAction form, and the contact information offive (5) professional references. Theseforms are located on the employmentquick link on our website:www.maritime.edu. Application materialsmay be attached and sent electronically [email protected]. Alternatively, you maysend your application materials by USPSto: Human Resources, MassachusettsMaritime Academy, 101 Academy Drive,Buzzards Bay, MA 02532. Finalist mustcomplete a pre-employment physical, drugscreening, and background check. MMA isan AA/EEO employer. Members of under-represented groups are encouraged toapply.Colleen RuggeriMassachusetts Maritime Academy101 Academy DriveBuzzards Bay MA 02532 USAPhone: 508.830.5000Fax: 508.830.5090Email: [email protected]: http://www.maritime.edu

Marine Services & Logistics Manager

Job Location: USA, Boulder, COTo be consider for this position, all candi-dates MUST apply here:http://bit.ly/c3ULrPPrimary Objective of Position:The Marine Services and LogisticsManager, under general direction and mini-mal supervision, is responsible for ensuringquality and on time delivery of services andproducts that meet the needs and exceedthe expectations of our Marine customers.The Manager will be responsible for devel-oping and improving business processes,managing a direct and matrixed team toaccomplish these tasks on an ongoingbasis and introducing new & innovativeideas to support market growth.

In this position, the Manager will also beresponsible for communicating MicroMotion's differentiation strategy throughsales and marketing presentations, cus-tomer contacts, training situations and par-ticipation in Marine segment industryevents and associations. Essential Job Functions:• Key contributor to Micro Motion’s marinebusiness strategy• Develop metrics, monitor trends andcommunicate key messages with seniormanagement• Based on deep understanding of marinecustomer needs, manage existing serviceportfolio and identify additional serviceopportunities for both bunkering & fuel effi-ciency applications• Direct customer support activities, devel-oping and maintaining favorable relationswith customers and ensuring that excellentcustomer service is provided• Lead global implementation of marineservice “productization” which includes thefollowing• Establish global quote to order processfor marine services• Develop a standard operating procedureso that service technicians can deliver in aconsistent manner globally• Plan resources based on marine busi-ness trend• Assist MID center of excellence with dis-tributing/assigning workload as required • Drive training and certification programto ensure operational capability• Establish a global scheduling process• Develop service value messages andcoordinate marketing collateral and othermarketing communication activities• Develop spare parts list and distribu-tion/replenishment logistics• Champion specific industry needs withinthe organization• Lead efforts to define and drive develop-ment and maintenance of products andservices to best serve the industry• Recommend engineering changes toexisting products, new product potential,and new approaches for greater marketpenetration• Lead efforts to understand Marine globalsupport/warranty limitations and make rec-ommendations for improvement

Qualifications:• Demonstrated knowledge of the Marineindustry is preferred as well asServices/Operations leadership skills• Also required is sound knowledge of theprinciples and methods of fluids and flowmeasurement, process control and instru-mentation• Must be able to work in and communi-cate through a multi-layer matrix organiza-tion• Strong computer proficiency, includingthe use of common word processing (suchas Word), spreadsheet programs (such asExcel), and presentation packages (suchas PowerPoint) is required and proficiencyin the use of a database program (such asAccess) is also preferred• Strong presentation skills are required• Must be willing to travel up to 40% of


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

Employment/Recruitment • wwwMaritimeJobs.com

time, both domestically and internationally.Experience:•10 years minimum ofsales/marketing/Service/Operations expe-rience• International experience requiredEducation:B.S. Degree in Engineering. MBA preferredbut not essential.Physical Demands:N/ATo be consider for this position, all candi-dates MUST apply here:http://bit.ly/c3ULrPTim PottenMicro Motion7070 Winchester CircleBoulder CO 80301 USAEmail: [email protected]: http://bit.ly/c3ULrP

Naval Architect

Job Location: USA, HoustonNAVAL ARCHITECT to work in Houston, TXto perform naval architectural analyses(stability, weight, estimates, etc.) & struc-tural analyses (first principles, basic finiteelement analysis) within offshore/marine

industry. Must have Bachelor’s degree inNaval Architecture & Marine Engineering.No experience required. No training provid-ed. Salary: $63,000 per year plus health &dental insurance & 401(K) after appropri-ate waiting periods. Schedule: Mon-Fri8am-5pm. Submit resumes to:Recruitment and Employment Office,Bennett & Associates L.L.C., Job Ref#BEN64127, P.O. Box 56625, Atlanta, GA30303.Recruitment and Employment Office JobRef#BEN64127Bennett & Associates, L.L.C.P.O. Box 56625Atlanta, GA 30303 USAEmail: [email protected]

Port Captain

Job Location: USA, Concord, CaliforniaPort Captain Job PostingA San Francisco Bay Area ship manage-ment company is seeking an individual tofill the position of Port Captain for the man-agement of our Maritime Administration(Marad) and Military Sealift Command(MSC) contracted vessels. This individualwill be based in our Concord, California

office and will occasionally be expected totravel to our various ship and office loca-tions in the US and Asia. The Port Captain will be required to be aU.S. citizen, capable of gaining a securityclearance and shall meet the followingqualifications:•A minimum of five (5) years of commercialPort Captain’s experience, or•A minimum of five (5) years of seagoingexperience as a ship’s Master or ChiefMate on a USCG unlimited license, or•A combination of a Bachelor’s degree inMarine Transportation and at least three (3)years of documented sailing experience ona USCG unlimited license. The Port Captain needs to have a combi-nation of education and experience thatprovides a high level of understanding ofship operations and maintenance manage-ment, including knowledge and workingexperience with Classification Societies,USCG regulations, and vessel and portsecurity requirements. As part of his/herresponsibilities, the Port Captain will active-ly participate in the formation and imple-mentation of the Company’s ISM Code andregulations.

The Port Captain will also be required tohave an understanding of union-manage-ment relations, work rules and STCWrequirements. As part of the Port Captain’sresponsibilities, he/she will participate inthe selection of the senior deck officers forthe Company’s managed vessels. The Port Captain will work with the pro-gram managers of the Marad and MSCfleets, providing technical nautical experi-ence for the management of their variousvessels.Salary: Competitive Salary and Benefits. All applicants, please reply to the followingemail address:[email protected]@ASMHQ.COMPatriot Contract Services1320 Willow Pass Road, Suite 485Concord, California 94520CA 94520 USA

Phone: 925-296-2000Email: [email protected]

Products & Services ● www.MaritimeEquipment.com

Professional ● www.MaritimeEquipment.com


Products & Services ● www.MaritimeEquipment.com

Professional ● 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


28 Maritime Protective Services .www.mpsint.com . . . . . . . . . . . . . . . . .(561) 330-2020

7 Military Sealift Command . . . .www.sealiftcommand.com . . . . . . . . .(888) 288-5509

9 Military Sealift Command . . . .www.sealiftcommand.com . . . . . . . . .(888) 288-5509

35 Nabrico Marine Products . . . . .www.nabrico-marine.com . . . . . . . . .(615) 442-1300

C2 Omega Engineering, Inc. . . . .www.omega.com . . . . . . . . . . . . . . . .(800) 826-6342

26 Schuyler Rubber . . . . . . . . . . . .www.schuylerrubber.com . . . . . . . . . .(800) 426-3917

29 SeaArk Marine . . . . . . . . . . . . .www.seaark.com . . . . . . . . . . . . . . . .(870) 367-9755

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

3 SHERWIN WILLIAMS . . . . . . .www.sherwin-williams.com/protective(800) 524-5979

25 Siemens . . . . . . . . . . . . . . . . . .www.siemens.com . . . . . . . .Please visit our website

24 Smith Maritime . . . . . . . . . . . . .www.smithmaritime.us . . . . . . . . . . . .(904) 284-0503

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

39 Sohre Turbomachinery . . . . . .www.sohreturbo.com . . . . . . . . . . . . .(413) 267-0590

35 Strategic Marine . . . . . . . . . . . .www.strategicmarine.com . . . . . . . . .61 8 9437 4840

8 Techsol Marine . . . . . . . . . . . . .www.techsolmarine.com . . . . . . . . . .(418) 688-2230

37 Trac-Ecological . . . . . . . . . . . . .www.trac-online.com . . . . . . . . . . . . .(954) 987-2722

33 Universal Silencer . . . . . . . . . . .www.universalAET.com . . . . . . . . . . .(608) 873-4272

21 Wartsila Finland Oy - Ship Power .www.wartsila.com . . . . . . . . .Please visit our website

31 Westfalia Separator, Inc. . . . . .www.wsus.com . . . . . . . . . . . . . . . . . .(800) 509-9299

37 William E.Williams Valve, Inc. .www.williamsvalve.com . . . . . . . . . . .(718) 392-1660

27 World Wide Metric . . . . . . . . . .www.worldwidemetric.com . . . . . . . .(855) 225-5996

ADVERTISER INDEXGET FREE INFORMATION ONLINE at: www.maritimeequipment.com/mr

Page# Advertiser Website Phone # Page# Advertiser Website Phone #26 AG Marine . . . . . . . . . . . . . . . . .www.AGMarine.com . . . . . . . . . . . . .(253) 851-0862

17 Alfa Laval Tumba AB . . . . . . . .www.alfalaval.com . . . . . . . . .Please visit our website

29 Amot Metrix . . . . . . . . . . . . . . . .www.bearingwear.com . . . . . . . . . . . .(281) 940-1802

35 Anchor Marine . . . . . . . . . . . . .www.anchormarinehouston.com . . .(713) 644-1183

19 Austal . . . . . . . . . . . . . . . . . . . . .www.austaljobs.com . . . . . . .Please visit our website

1 Chariot Robotics, LLC . . . . . . .www.chariotrobotics.com . . . . . . . . . .(772) 403-2373

31 ComRent International . . . . . . .www.comrent.com . . . . . . . . . . . . . . .(888) 881-7118

11 Daewoo Shipbuilding . . . . . . .www.dsme.co.kr . . . . . . . . . .Please visit our website

38 Donald Sutherland Photo Contest.www.maritimephotographs.comPlease visit our website

13 Fincantieri Marine Group . . . . .www.fincantierimaringegroup.com . .(715) 735-9341

2 Fire Fighting Systems . . . . . . .www.fifisystems.com . . . . . . . . . . . . . .47 69 24 49 90

37 Floscan . . . . . . . . . . . . . . . . . . .www.floscan.com . . . . . . . . . . . . . . . .(206) 524-6625

4 Governor Control Systems . . .www.mshs.com . . . . . . . . . . . . . . . . . .(800) 622-6747

15 Hempel Marine . . . . . . . . . . . . .www.hempel.us . . . . . . . . . . . . . . . . . .(936) 523-6000

C3 Hornbeck Offshore . . . . . . . . . .www.hornbeckoffshore.com . . . . . . .(985) 727-2000

10 Hyundai . . . . . . . . . . . . . . . . . . .www.hhi.co.kr . . . . . . . . . . . . .Please visit our website

39 In-Place Machining . . . . . . . . . .www.inplace.com . . . . . . . . . . . . . . . .(414) 562 -2000

22-23 International Paint Ltd . . . . . . .www.international-marine.comPlease visit our website

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

5 Maersk Line, Limited . . . . . . . .www.maersklinelimited.com . . . . . . .(757) 852-3297

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

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]


Documents

MaritimeReporter and Engineering News (December 2010)