MarineLog Des 2009

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DECEMBER 2009www.marinelog.com Reporting on Marine Business & Technology

DECEMBER 2009www.marinelog.com Reporting on Marine Business & TechnologyMARINELOG

ITF: INDIAN OCEAN UNSAFE FOR SEAFARERS

NEW COST-SAVING WIND TURBINE DESIGNS

MAMAM RININI ENEN LELE OLOL GWORLD SHIPBUILDING NEW MULTIGAS CARRIER

Distinctive Ships

And the winners are...And the winners are...

of 2009

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7 UPDATEDoublechristeningin Dubai• First ship-shaped FPU for U.S.Gulf nears reality • New wind turbine designs could drastically cut costs• Tugs for Svitzer joint venture. And much more...

12 INSIDE WASHINGTONGreat Lakes steamships get relief from EPA regs

26 NEWSMAKERS

28 TECH NEWS

32 CONTRACTS

33 EVENTS

34 ML BUYER’S GUIDEFree product information

35 WEBSITE DIRECTORY

36 ML MARKETPLACE

40 SHIPBUILDING HISTORYAmerican Steel Barge:Builder of the WhalebackBy Tim Colton

FeaturesDistinctive Ships2009 Award Winners

After sifting throughdozens of nominations,MARINE LOG has nar-rowed down its selectionsfor this year’s DistinctiveShip Awards . . . . . . . . p. 14

ShipbuildingMultigas carrierpoints to new marketA new, flexible multigas carrier will helpI.M. Skaugen connect with “stranded”customers . . . . . . . . . . . . . . . . . . . . . . . . . p. 21

www.marinelog.com DECEMBER 2009 MARINE LOG 1

Contents DECEMBER 2009 VOL. 114, NO. 12

Departments2 EDITORIAL

Clean energy: Is the U.S. getting leftbehind?

4 SECOND THOUGHTSITF: Piracy makes Indian Oceanunsafe for seafarers

6 WATERWAYS COLUMNWaterways infrastructure investment is critical to the nation’s economic growth—and it’s green!

MARINELOG

p.14

THE 2009 AWARD WINNERS OFTHE DISTINCTIVE SHIPS AWARDS

Ferries“Green” is on the agendaat Marine Log FERRIESconference and expoFerry operators, designers, builders andsuppliers are thinking much more envi-ronmentally friendly . . . . . . . . . . . . . . . p.24

NEXT MONTH OFFSHORE WIND & ALTERNATIVE ENERGY • PACIFIC NORTHWEST • PAINTS & COATINGS

Transocean’s Discoverer Clear Leader is thefirst enhanced Enterprised Class drillshipwith the capability to drill 40,000 ft deep

p. 14

John R. Snyder Publisher & Editor [email protected]

editorial

No matter what theoutcome at theCopenhagen Cli-

mate Change Conferencethis month, one thing isclear—clean energy isbig business.

The Energy Informa-tion Administration(EIA), part of the U.S.Energy Department,estimates that theworldwide investment inwind turbines will be$2.1 trillion and solarphotovoltaic panels willbe $1.5 trillion by 2030.China is investing heavi-ly on clean energy (anestimated $9 billion permonth) and Europe iswell advanced in itsplans for offshore windfarms. In order to get apiece of the pie, the U.S.needs to get its acttogether.

A good step in theright direction occurredlast month, when theU.S. Department ofEnergy selected ClemsenUniversity to receive $45million in stimulusmoney for a wind energy test facilitythat will help advance the testing oflarge scale wind turbine drive train

systems for both land-based and offshore windturbines.

Nobel Prize-winningEnergy Secretary StevenChu said , “We are at thebeginning of a new Indus-trial Revolution.” Let’shope there is more invest-ment to come.

Green technology andemissions were centralthemes of our recentFERRIES 2009 Confer-ence & Expo in Seattle. Apresentation by PaulBrodeur, Director, VesselMaintenance, Preserva-tion & Engineering, andDave Larsen,Principal/Marine Engi-neering, The GlostenAssociates, focused onWashington State Ferriestesting and use of variousgrades of biodiesel intheir boats. I wanted toextend a special thanks toPaul and the folks atWashington State Ferriesfor a special “behind thescenes” boat tour in con-junction with our FER-RIES 2009 Conference &

Expo. We will be back in Seattle forFERRIES 2010, so mark your calen-dar for Nov. 9-10.

Clean energy: Is the U.S. gettingleft behind?

PRESIDENT Arthur J. McGinnis, Jr. [email protected]

PUBLISHER & EDITOR-IN-CHIEFJohn R. Snyder [email protected]

SENIOR EDITORIAL CONSULTANTNicholas Blenkey [email protected]

ASSISTANT EDITOR Shirley Del Valle [email protected]

CONTRIBUTING EDITOR William B. Ebersold [email protected]

CONTRIBUTING EDITOR Tim Colton [email protected]

MARKETING DIRECTOR Peter Sexton [email protected]

CREATIVE DIRECTOR Wendy Williams [email protected]

ASSOCIATE ART DIRECTOR Phil Desiere [email protected]

PRODUCTION DIRECTOR Mary Conyers-Brown [email protected]

NATIONAL SALES DIRECTOR Roland Espinosa [email protected]

INTERNATIONAL SALES MANAGER Donna Edwards [email protected]

SALES MANAGER Jeff Sutley [email protected]

SALES REPRESENTATIVE -KOREA Young-Seoh Chinn [email protected]

CLASSIFIED SALES Diane Okon [email protected]

CONFERENCE DIRECTOR Jane Poterala [email protected]

CONFERENCE COORDINATOR Michelle M. Zolkos [email protected]

CONTRIBUTORS Natalie Bruckner-Menchelli, Mauricio Garrido

ISSN 08970491 USPS 576-910

December 2009 Vol. 114 No. 12

MARINELOG

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2 MARINE LOG DECEMBER 2009 www.marinelog.com

TOP TEN LIST“THINGS THAT WE’LL BE

SEEING MORE OF IN2010 (WHETHER WE

LIKE IT OR NOT)”1. Somali Pirates: Moreshootouts, more crewdeaths2. Greenhouse gases:Cap and trade or bunkerlevy?3. First FPSO in U.S.Gulf: Petrobras readiesBW Pioneer 4. Magic pipes: Howabout disappearing?5. Offshore wind farms:China, Europe take thelead, U.S. lags behind6. Shipyard consolida-tion: Survival of thefittest7. More hybrid vessels:Following Foss and Horn-blower’s lead8. More newbuilds willburn LNG: Virtually elimi-nates SOx9. Cash-rich operators:Take advantage of softshipyard prices10. A new U.S. MaritimeAdministrator: Call me acockeyed optimist

The piracy issue just won't go away.As predicted, the end of the mon-soon season brought an upsurge

in activity by Somali-based pirates, andlast month scarcely a day went by with-out news of new attempts on ships.Among the incidents reported wasanother attack on the Maersk Alabama.

This time, as well as using evasivemaneuvers, the ship had the protection ofan embarked security team that respond-ed to shots from the pirates with smallarms fire and an LRAD (long rangeacoustical device). The pirates broke offthe attack. Some reports quoted a pur-ported pirate spokesman as implying thatone of the attackers had been shot. Quiteprobably the purported spokesperson waslying. If not, the reaction of most of us islikely to be less than sympathetic.

The pirates are not “poor fishermen.”They are thugs.

The Navy reports that on Nov. 17, USSChosin (CG 65), the Combined Task Force(CTF) 151 flagship, rescued three strand-ed Yemeni fishermen in the Gulf of AdenNov. 17.

According to the fishermen, they wereleft stranded in the water after 12 pirateshijacked their vessel. The pirates gavethem an ultimatum to either jump over-board with only a wooden plank as aflotation device or be killed.

The continued growth of pirate activi-ty led the International Transport to

issue this statement on Nov.23.“The ITF Seafarers Section having

assessed the growing problem of piracy inthe Gulf of Aden, off the coast of Somaliaand now in the wider Indian Ocean hasdetermined that save in exceptional cir-cumstances ships should not transit thearea. The risk of attack is now so greatthat putting seafarers in harm’s wayamounts to a breach of the shipowner’sduty of care.

“The exceptional circumstances relateto: having close active protection fromnaval forces or being in a convoy whichhas an adequate naval escort; or the shipcan be classified as low risk and has aproven level of protection measures inplace.

“The ITF also considers that seafarersshould suffer no detriment from refusingto take ships into these high risk areas.Seafarers have a right to refuse to putthemselves in harms way and the right tobe relieved before the ship enters a highrisk area. The ITF calls on flag Statesand shipowners to uphold seafarers’rights in this regard.

“The ITF re-affirmed the position thatseafarers should not be armed.

“The ITF calls on the wider shippingindustry to support this position and totake all measures to ensure the protec-tion of seafarers by not putting them inharms way.”

In a backgrounder to the statement,

the ITF said that there are currentlyinsufficient naval forces to escort morethan a small proportion of essential ves-sels, however only a third of flag statesare actively contributing to vessel protec-tion and there is much more that littoralstates can do to police their coastal areas.

The ITF noted that there are alreadymany companies that divert their vesselsaround the Cape and said it expectedthat, given the current increase in suc-cessful acts of piracy, more companies willmake this choice.

The ITF reiterated that “the unions’and industry’s firm position is that sea-farers should not be armed, and thatthere should be no arms onboard, not onlybecause they introduce massive legal andliability issues but also because they canpotentially raise the level of violence usedby pirates and further endanger seafar-ers.”

However the ITF acknowledged thatthe decision on whether or not to carryarmed personnel is the prerogative of theflag state and the owner. It said thatunions are keeping the situation vis a visarms on ships under constant review.

In fact, shipowners are unlikely tosimply stop using vast areas of the IndianOcean as a result of any statement fromthe ITF. However, the ITF statement canbe seen as a reflection of how desperatethe situation has become.

Nick Blenkey Senior Editorial Consultant


ITF: Piracy makes Indian Ocean unsafe for seafarers

[email protected]

Second Thoughts

This is an interesting time for theUnited States. While it is a time ofhardship for many people given

the fluctuating economy, it is a time ofgreat opportunity for us as a nation tofocus on the resources we have righthere and to enhance and advance themfor our future.

The best example of an Americanresource that deserves our attention andour care is our vast inland waterways sys-tem. When Lewis and Clark explored therivers in the early 1800’s, it was to dis-cover arteries for commerce and trade.The rivers were the connection betweenfar-flung parts of our young country, andremain so in modern day.

Today, the U.S. waterways systemtransports around 20% of our nation’scoal burned to generate electricity in util-ity plants and around 22% of our domes-tic petroleum products. The system is theprimary route for more than half of grainand oilseed exports. More than 625 mil-lion tons of freight commodities valued atmore than $70 billion move on America’sinland navigation system each year.

With worldwide trade expected to dou-ble over the next decade and with ournation’s highways and railways facing

serious capacity issues, our inland riversmay be even more critical in the futurefor transporting products efficiently—farbeyond what Mr. Lewis and Mr. Clarkever imagined.

BARGES ARE THE GREEN CHOICEThe most fuel efficient and environ-

mentally sound way to transport bulkcommodities and large cargoes is bybarge on our inland waterways. A recentnational study by the National Water-ways Foundation underscores the “green”value of this transport mode as well andpoints up the relief inland waterways canprovide for congestion on our alreadyover-crowded highways and railways.One jumbo barge has the same capacityas 70 trucks or 16 rail cars. A typical 15-barge tow on our nation’s rivers is equalto 1,050 trucks or 216 rail cars.

Moving products by water also pro-duces far fewer emissions of carbon diox-ide for each ton of cargo compared totransporting that same cargo by truck orrail.

Simply put, when comparing thegreen value of moving commodities bytruck, rail and barge, barges are best!

But in order to sustain these manybenefits and provide economic growth fortomorrow, investment in our nation’sinland navigation system of locks anddams is critical today. Many of our locksand dams are more than 50 years beyondtheir economic design life and are deteri-orating rapidly, impacting efficiency, safe-ty, and our world competitiveness. Wemust modernize our lock and dam systemso that our farmers, coal miners, oil pro-ducers and stone/aggregate suppliers cantransport their products cost-effectivelyand efficiently allowing them to remaincompetitive both domestically and in theworld market.

In this difficult economic time, whenthose in our nation’s capital are callingfor all of us to be more energy efficientand environmentally and fiscally respon-sible, it only makes sense to protect andenhance the most energy-efficient, envi-

ronmentally sound way to move bulkgoods on our inland waterways system.

In its June budget, the Obama Admin-istration offered a proposal to change theway lock and dam infrastructure is fund-ed, from the current 20-cents-per-gallontax on diesel fuel paid by the industryinto an Inland Waterways Trust Fund toa barge lockage fee similar to a toll. Thisdoesn’t make sense to barge operators,shippers and even many bi-partisan lead-ers in Congress, who have decried theproposal for penalizing certain parts ofthe system where there are many locks totransit versus parts of the system wherethere are few.

What’s the alternative to this bargelockage fee proposal? There is currentlyan industry/government partnership thatwill produce a report to Congress early in2010 outlining a long-term capital fund-ing mechanism that will prioritize navi-gation projects across the system anddefine how to pay for them in a more effi-cient manner. Those of us in industry aresolidly behind this effort because the cur-rent system to pay for the aging locks anddams is just not adequate to meet ourneeds in the future. We must alsoaddress the significant delays and costoverruns experienced at some of our largelock and dam projects. We as a nationcannot afford these delays and cost over-runs. We hope that this industry/govern-ment initiative will result in a more effi-cient project delivery system.

America’s waterways system offersour country an opportunity to compete inthe world market, it relieves our congest-ed highways, makes our air cleaner tobreathe, allows us vast recreationalopportunities, hydropower, sources ofdrinking water, flood protection andecosystem restoration. In order to contin-ue to enjoy these benefits, we must makenecessary investments in this systemtoday; if we don’t, all who enjoy the bene-fits of our valuable inland waterways arein jeopardy. That’s a risk we can’t affordto take.

ML

Cornel Martin, President and CEO, Waterways Council, Inc.


Waterways infrastructure investment iscritical to the nation’s economic growth—and it’s Green!

[email protected]

Waterways Column

U.S. Army Corps of Engineers

double naming ceremo-ny was recently held atDrydocks World Dubaifor the first two 3Dseismic, 12-streamer

vessels in the Polarcus fleet.The two DP2 vessels, named

Polarcus Nadia and PolarcusNaila, are based on the UlsteinSX124 design from the UlsteinGroup, Ulsteinvik, Norway.Each of the vessels features thedistinctive Ulstein X-Bowdesign, with an overall length of88.8m, beam 19m, maximumdraft of 6.6m and gross tonnageof 6,570.

Each vessel has a diesel-elec-tric propulsion system thatincorporates six Wartsila 9L20main engines, rated at 1,800 kWeach at 1,000 rev/min, with twoSchottel SRP 3030 controllable

pitch thrusters. Each seismicvessel has a 1,200 kW Brunvolltunnel thruster and an 850 kwBrunvoll retractable thruster.

The vessels are classed byDNV 1A1, SF, E0, DYNPOS-AUTR, CLEAN DESIGN,COMF-V(3), ICE-C, NAUT-AW, HELDK Sikorsky S-6IN/S-92.

The Polarcus Nadia willcommence operations thismonth with TGS for a 2,000 sq.km long-offset 3D survey. Addi-tionally, Polarcus recentlysigned a letter of award with anindependent oil company for atwo-month-long 3D seismicacquisition project off the coastof West Africa. That project isexpected to be assigned to thePolarcus Naila in the first quar-ter of next year.

Ulstein Group has providedthe comprehensive design andmain equipment packages forthe seismic vessels, and has alsoproduced and delivered the mainswitchboards, bridge and con-trol room consoles. The vesselsare also equipped with an inte-grated automation system(ULSTEIN IAS), a communica-tion and infotainment system(ULSTEIN COM), navigationsystem (ULSTEIN NAV) andpower management system(ULSTEIN PMS).

Formed in 2008, Polarcus isbased in Dubai in the UnitedArab Emirates. The company iscurrently developing an envi-ronmental friendly, modern seis-mic fleet of high-end 3D andmultipurpose 3D/Source vessels.

LAST MONTH, THE ROWANCompanies, Inc. , Vicksburg, Miss., reportedthat its Rowan Gorilla VI, its Super Gorillaclass jack-up, received an Acknowledgementof Compliance (AoC) from the PetroleumSafety Authority of Norway, enabling therig to commence operations in the Norwe-gian Sector of the North Sea.

“Rowan is very pleased to have met therigorous conditions of the Norwegian

authorities to drill on the Norwegian conti-nental shelf, one of the most demandingdrilling environments in the world,” saidPresident and CEO Matt Ralls. “Currently,Rowan is one of only three of the world'smajor contractors with an AoC authorizedjack-up. We look forward to demonstratingthe capabilities of Rowan crews and ourhigh specification Super Gorilla class ofjack-up rigs in Norway and validating the

confidence in Rowan that this certificationrepresents.”

Rowan’s fleet of 22 jack-up rigs are work-ing worldwide, including 10 in the U.S. Gulfof Mexico, nine in the Middle East, two inthe North Sea and one in West Africa.

Already working in the North Sea, theRowan Gorilla VI can drill in water depthsof 400 feet to drilling depths of 35,000 ft.

NORDIC TOACQUIRE PART OFCLIPPER GROUPNordic Tankers A/S, Copen-hagen, Denmark, recentlysigned a conditional agree-ment to acquire parts ofthe chemical tanker opera-tions of Clipper Group A/S,Copenhagen. Under anissuance of new shares,Clipper will also become amajor shareholder ofNordic Tankers, with anabout 30% interest.

Nordic will become aglobal operator of some 70chemical and producttankers. The agreement isexpected to close in earlyJanuary 2010.

Rowan’s Super Gorilla gets okay from Norway

A


INLAND • COASTAL OFFSHORE • DEEPSEAUpdate INLAND • COASTAL OFFSHORE • DEEPSEAUpdate biz

NOTES

DOUBLE CHRISTENING

IN DUBAI

The Polarcus Nadia, the first 3D seismic,

12 streamer vessel for the Polarcus fleet

Uls

tein

Gro

up

Washington Marine Group,North Vancouver, B.C., Cana-da, recently acquired sub-stantially all of the Victoria,Canada, assets of CanadianMaritime Engineering(CME).

The CME assets include alarge shop, shipyardmachinery and equipment,which Victoria Shipyards(VSL) will utilize in the exe-cution of the Frigate LifeExtension program (FELEX)for the Canadian Navy.

WASHINGTONMARINE GROUPACQUISITION

Update


Update INLAND • COASTAL • OFFSHORE • DEEPSEA

O ver the years,Houston-basednaval architectur-

al firm Alan C. McClureAssociates has beeninvolved in more thantwo dozen floating pro-duction projects. TheHelix Producer I, the firstship-shaped dynamicallypositioned Floating Pro-duction Unit (FPU) inthe U.S. Gulf of Mexico,posed “one of the mosttechnically challengingoffshore oil productionprojects ACMA has beeninvolved in during our35-year history,” saidACMA president ScottMcClure.

The complex conver-sion involved turning anice class train ferry into astate-of-the-art 528 ftlong FPU. AMCA’s workscope included longitudi-nal strength analysis forthe hull as well as analysisfor local structure in-wayof equipment installa-tions. Utilization ofACMA’s Finite ElementAnalysis (FEA) program,ANSYS, was key to someof the higher technicalanalyses, as was the useof Cadre Pro and various

in-house-developeda n a l y s i ssoftwarepackages.Analysisof theb o t t o mhull struc-ture wasinvestigat-ed forp o s s i b l eslammingissues, aswere bulkheads for slosh-ing effects. The flairboom foundation provid-ed an additional challengeas constructability issueshad to be considered forthe final design.

“As everyone knows,the devil is in the details”commented Peter Maruc-ci, ACMA’s principalstructural engineer. “Youmust always keep con-structability in mindwhen you design a struc-ture in order to facilitateboth the initial construc-tion of the vessel and easyaccess for inspectionslater in the vessel’s life.”

ACMA performed aninclining experiment forthe vessel that allowed it

to transit from the ViktorLenac Shipyard in Rijeka,Croatia, to its final top-sides outfitting locationat Kiewit Offshore’sfacility in Ingleside, Tex.Upon completion of thetopsides outfitting,class/flag will requireanother vessel incliningto allow the FPU to workoffshore, producing oil inthe Phoenix Field (for-merly the TyphoonField), 165 miles SSW ofNew Orleans, La. Oper-ated by Helix EnergySolutions Group, Hous-ton, the Helix Producer Iis expected to begin pro-ducing from the Phoenixfield in early 2010.

First ship-shaped FPUfor U.S. Gulf nears reality

The Helix Producer I underwent an exten-sive conversion at Viktor Lenac Shipyardin Croatia

Exclusive coverage onwww.marinelog.com

Austal-built patrol boats showtheir capabilitiesPatrol boats for Trinidad & Tobagoand Armed Forces of Malta

Sembawang Shipyard in Indiajoint ventureSembmarine Kakinada to cater tooffshore drilling units and ships

Keppel FELS Brasil to upgradedrillshipsNoble awards $304 million contractfor upgrades

Three die in tug explosion at VTHalterAccident still under investigation

LCS 2 completes acceptance trialsUSS Independence completesacceptance trials for INSURV

Salvage crews free groundedCrowley bargeTitan Salvage crews pull La Prince-sa off beach

STX Finland wins polar researchvessel contractRauma yard will deliver ship toSouth Africa in 2012

Rediscovered WWII Japanese sub-marine aircraft carrierDeliberately sunk by U.S. Navy in1946 to keep from Soviets

On the Web�


S even new foundation designs recentlyunveiled have the potential to revolu-tionize the construction of offshore

wind farms, reducing costs and overcomingengineering challenges currently facing theindustry.

The new designs have been short-listed ina global competition run by the U.K.’s Car-bon Trust, which was formed as an inde-

pendent company in 2001 by the U.K. Gov-ernment to accelerate the move to a low car-bon economy by working with organiza-tions to reduce carbon emissions and devel-op commercial low carbon technologies.

Over 100 engineering companies fromaround the world submitted their ideas onhow to build offshore wind turbines insevere weather conditions as far as 100 miles

out to sea and in waters upto 60m deep. Each designwas rigorously assessed by apanel of experts.

Lower costs are vital ifBritain is to install the 6,000or so offshore wind tur-bines (about 29 GW) itneeds to meet its goal ofproducing 25% of its elec-tricity from offshore windby 2020. The current pricetag is up to GBP 75 billionwith deep water founda-tions accounting for 20% ormore of a wind farm’s totalproject costs. The goal ofthe new designs is to reducethe current costs of founda-tions by at least a quarter.This will save billions ofpounds and enable theindustry to deploy turbinesin the much deeper androugher sea conditions thatwill be experienced by thesignificantly larger offshorewind projects beginning in2012 as part of the U.K.’s

third round of licensing.The seven short-listed entrants and their

designs are:•Gifford/BMT/Freyssinet (U.K./France)

Large concrete gravity base structure, trans-ported to site by a submersible transport andinstallation barge;

• Glosten Associates (U.S.A.) Floatingwind turbine foundation based on TensionLeg Platform (TLP) technology, comprisinga buoyant hull, tendons, and novel anchors;

• Suction Pile Technology/Wood Group(Netherlands/U.K.) Asymmetric suctionbucket tripod foundation that can be trans-ported from the quayside with the turbinealready installed;

• Keystone Engineering (U.S.A.) Inwardbattered guide structure with three support-ing legs angled around a central pile in atwisted jacket approach;

• Offshore Wind Power Systems of Europe(U.S.A) Titan Platform floated into positionthen its three legs are lowered to the seafloor, similar to a jack-up drilling rig;

• Ballast Nedam (Netherlands) Drilledconcrete monopile;

• MBD Offshore (Denmark) Suctionbucket monopile, primary material is steel,using buoyant installation and delivery.

The designs will receive up to GBP100,000 support for concept development,engineering analysis, commercial feasibilityand technical assistance. Of the short-listeddesigns, up to three final winners will havetheir designs built and installed in large scaledemonstration projects in 2010-2012 withfunding from a consortium led by the Car-bon Trust.

New wind turbine designs could drastically cut costs

ALTERNATIVE ENERGY

The U.K. wants toinstall upwards of

6,000 offshore windturbines by 2020.Wind turbines at

Blyth Offshore WindFarm, the U.K.’s first

INLAND • COASTAL • OFFSHORE • DEEPSEAUpdate

10 MARINE LOG DECEMBER 2005 www.marinelog.com10 MARINE LOG DECEMBER 2009 www.marinelog.com

T he RiverwijsMaryon andR i v e r w i j s

Karoline, the first two offour RAmparts 3000Class tugs, were recentlydelivered to Riverwijs, ajoint venture of RiversideMarine and Svitzer A/S.The 30m tugs provideship docking services toLNG ships at WoodsideEnergy’s Withnell Bay

Terminal in Australia.Designed by naval

architect Robert AllanLtd., Vancouver, B.C.,Canada, the tugs are theMkII version of RAm-parts 3000 Class, incor-porating a number ofrefinements and lessonslearned from boats previ-ously built in Asia and inSouth America. Amongthe design changes are a

higher raisedfo’c’sle deck,enabling thecrew to moreeasily reachthe recessedbollards thatare commonon many highf r e e b o a r dLNG ships.

The hull

form still reflects thedouble chine form with asweeping “chined” sternthat characterizes allRobert Allan Ltd.designs. Each tug has a“ship-docking” skeg toenhance its maneuver-ability in the constrictedharbor and entrancechannels.

The tugs are classed byLloyd’s Register of Ship-ping, X100A1 Tug,XLMC, UMS, IWS,Unrestricted Service, andare registered under theAustralian flag.

On trials, the tugsachieved a sustainedmean Bollard Pull of 68tonnes ahead, and 63.5tonnes astern at fullpower, and a free-runningspeed of 12.5 knots.

Tugs for Svitzer joint venture

The MKII versionof the RAmparts

3000 Class tughas a higher

raised fo’c’sle

At a time when other shipyardsare battening down the hatches,Chesapeake Shipbuilding is look-ing to expand.

Chesapeake Shipbuilding, Sal-isbury, Md., recently acquiredabout 3 acres of property adja-cent to the shipyard that wouldenable the yard to expand signifi-cantly and create as many as 125new jobs. At present, the land thatChesapeake Shipbuilding plans toacquire is an empty lot with aderelict bulkhead on the Wicomi-co River. It is in the process ofacquiring the necessary approvalsfrom local and federal authoritiesto complete the project.

The shipyard recently complet-ed a new 7,000 ft2 prefabricationbuilding that will enable the con-struction of hull modules in a cli-mate-controlled environment.

CHESAPEAKE SHIPBUILDINGTO EXPAND

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T he first stage of the instal-lation of Brazil’s largestfixed gas platform was

carried out in late November,according to Petrobras. The steeljacket of the Mexilhão Platform(PMXL-1) was launched in theSantos Basin, some 140 kilome-ters off the coast of São Paulo.

Scheduled to go on stream in2010, Mexilhão will be capableof producing up to 15 millionm3 of gas per day—equivalent tohalf of the Brazil-Boliviapipeline’s capacity.

The jacket is a steel structurewith a square base measuring70m x 70m and an square topmeasuring 40m x 40m. It is builtof tubes that weigh a total of11,300 tons. Standing 182 meterstall, after installed, its top will be10 meters above the water line.The platform’s total height, fromthe seabed to the tip of its mod-

ules will be 227 meters, equiva-lent to a 75-story building. Boththe jacket and the modules werebuilt in Niterói in the state ofRio de Janeiro in agreementwith the minimum 70% nationalcontent requirement. Together,the two modules that will beplaced on the jacket weigh inexcess of 12,000 tons. The mod-ules house the gas processingand utility facilities, including its7-MW power generation capaci-ty fueled by three gas-poweredturbogenerators, in addition tolodging for up to 100 people,and a heliport.

The jacket was launched tothe sea by the Saipem 600 barge.The barge has ballast controldevices, and launched the jacketinto the water by means oftracks and by sinking its stern.Flotation tanks control the jack-et in order for it to remain in the

vertical position in the water.The Saipem 7000 crane barge

positioned the jacket andattached it to the seabed using116-meter-long piles that weigh400 tons each.

The modules are set to betransported and installed on thejacket late this year. After instal-lation, the modules will be inter-

connected and the PMXL-1 pre-pared to be connected to thewells and to the gas pipeline thatwill transport the gas from theMexilhão field to Caraguatatu-ba. The gas will be received bythe Monteiro Lobato Gas Treat-ment Unit, which is currentlyunder construction.

Jacket launched for Brazil’s largest fixed gas platform

The 11,300-ton steel jacket being launched in Santos Basin, some 140km off the coast of São Paolo


Great Lakes ships have beengiven an exemption from

new EPA regulations limitingsulfur emissions from ships.

This summer, the EPAreleased a proposed rule thatwould limit sulfur emissionsfrom ships within 200 nauticalmiles of U.S. coasts, includingthe Great Lakes. “Unfortu-nately, the EPA did not look athow the proposed rule wouldimpact the Great Lakesregion,” said Rep. James Ober-star (D-Minn).

The new rules would haveput 13 Great Lakes steamshipsout of business because theycannot burn the cleaner fuel,and would have endangeredthe operations of 13 diesel-powered ships with Category3 engines because of increasedfuel costs.

Under the compromise:• The Great Lakes

steamships will be exemptedfrom the new regulations. Thesteamships cannot burn low-sulfur fuel without risking acatastrophic engine explosion.• The final rule issued byEPA will include a waiver pro-vision to address either theinadequate supply of low sul-fur fuel or serious economichardship caused by theincreased cost of such fuel.The Category 3 diesel ships onthe Great Lakes would be ableto apply for the waiver.• EPA will evaluate the eco-nomic impact of the final ruleon Great Lakes carriers andissue a report within sixmonths.

If all this sounds like theEPA suddenly becoming sweetand reasonable, that’s not quitethe whole story. The conces-sions for Great Lakes shipswere inserted into the FY 2010

EPA spending bill by Houseand Senate Conferees.

“This was language thatwas included at the insistenceof the House,” said Sen. DianeFeinstein (D-Calif.), during aspeech on the Senate floor.“Frankly, it was not my prefer-ence to include this language,but I understand Membersfrom the Great Lakes states arevery concerned about the eco-nomic impact of pending EPAemission control regulationson these 13 older ships.

“After substantial negotia-tion and discussion with EPA,we have crafted a narrowly tai-lored compromise that recog-nizes these concerns in reportlanguage but will not impactair quality in California or anyother seaboard city, or inter-fere with the ability of EPA tonegotiate international con-trols on emissions from other

oceangoing vessels,” she said.The move was praised by

the American Iron and SteelInstitute. “The decision toallow for the continued sale ofresidual fuel for consumptionin existing maritime boilershelps sustain the maritimeeconomy on the Great Lakes,which includes the shipping ofraw materials for steelmaking,”said AISI President Thomas J.Gibson.

Frank O’Donnell, presidentof Clean Air Watch, took asomewhat different view, say-ing that the “special interest”deal would mean that “peoplealong the Great Lakes willcontinue to breathe the foul aircaused by these filthy ships,whose owners have spent hun-dreds of thousands of dollarslobbying Congress in recentmonths.”

Great Lakes steamships get relief from EPA regs

INSIDEWASHINGTON


Every year, it is always astruggle to narrowdown our selections forthe MARINE LOG Dis-tinctive Ship Awards.

Dozens of nominations andprospective candidates are sortedthrough. One ship that was a“clear” choice was the DiscovererClear Leader. Built in Okpo,South Korea by Daewoo Ship-building & Marine Engineering,Transocean’s Discoverer ClearLeader is the first enhancedEnterprise Class drillship, has a12,000-foot water-depth designcapability. As you might recall,Transocean’s Discoverer DeepSeas, an Enterprise Class drillship,holds the current world recorddrilling depth at 10,011 feet ofwater.

In addition, like its enhancedsister vessels, the double-hull,dynamically positioned Discover-er Clear Leader will be able todrill wells 40,000 feet deep, com-pared with 35,000 feet with theDiscoverer Deep Seas. The newdrillship features two, 1,250-ton

top drives, compared with 750-ton top drives on the Deep Seas,and it utilizes a new power-man-agement system, high-pressuremud system and other uniquefeatures.

The Marshall Islands flag, 835-foot-long rig can accommodate200 personnel and can movebetween locations at up to about12 knots per hour using its ownpower and six Rolls-Royce Aqua-master 7,000-hp azimuthingthrusters. It has a breadth of 125ft, depth of 62 ft and operatingdraft of 42 ft.

Propulsion power is suppliedby six MAN B&W V32/40 14-cylin-der engines rated at 7,000 kWeach, driving six LDW-SiemensS5E 1250-10SE+wk generatorsrated at 6,456 kW. Six LDWSiemens 5,500 kW A5L900S54-10KV-VK thruster motors aredriven by six Siemens Siplinkthruster drives.

It is classed by DNV as DrillClass 1A1, ship-shaped drillingunit, EO DYNPOS, AUTR, DRIL,HELDK, CRANE, TEMPSTORE.

DELIVERED EARLIER THISyear to Qatar Gas OperatingCompany by Daewoo Ship-building and Marine Engi-neering, the 263,000 m3 AlSamriya is one of theworld's largest class of LNGcarriers, the Q-Max series.Specifically built for QatarGas (Nakilat), the 345 mvessel will be used to shipLNG from Qatar to cus-tomers in Europe.

The 345m Q-Max vesselsoffer 80% more capacitythan conventional LNG car-

riers with about 40% lowerenergy requirements due tothe economies of scale cre-ated by their size and theefficiency of the engines.

Al Samriya has been builtto Lloyd’s Register class withthe notation of +100A1,"Liquefied Gas Tanker, ShipType 2G, Methane in Mem-

brane tanks, MaximumVapor Pressure 0.25 bar,Minimum Temperatureminus 163 C", ShipRight(SDA), LI, +LMC, UMS,NAV1, IBS, *IWS, +Lloyd'sRMC(LG), IGS, with thedescriptive notes ofShipRight(PCWBT, FDA plus,CM, SEA(HSS-4L, VDR),ShipRight(MPMS, MCM,SCM), ETA.

The vessel is equippedwith a reliquefaction plant,enabling it to transportcargo from loading terminalto receiving terminal with-out any loss of cargo.

Al Samriya LNG goliath

Discoverer Clear LeaderDeepwater drilling denizen

2009 Award Winners


Far SamsonOffshore muscle to spare

Dan Swift Hotel at sea: Monohull accommodation vessel

DELIVERED BY DAEWOO SHIP-building & Marine EngineeringCo., LTD. to the National IranianTanker Company (NTIC) in March,the 320,000 dwt tanker Davar isone of a number of large tankersordered in Korea under a $2.05billion NITC fleet modernizationand expansion program that willtake total Iranian oil tankercapacity to 4.78 million tons.

With an overall length of333m and molded breadth of60m, depth of 30.5m and designdraft of 21m, the vessel has a con-tinuous upper deck (no sunkendeck) without forecastle, a rakedstem with bulbous bow, a tran-

som stern with open water sternframe and a semi-balanced rud-der. The Davar has double bot-tom, double side construction andthe heavy fuel oil (HFO) tanks andAO tanks are protected by thedouble hull structure.

Main propulsion is by aDoosan MAN B&W 6590 MC-Cdiesel engine delivering 39,900 hpat 76 rev/min. Vessel speed atscantling draft on even keel is15.85 knots with the main enginerunning at 90% MCR with 20%sea margin.

Fuel oil consumption will beabout 104.3 metric tonnes perday at NCR of the main engine.

Davar is Cyprus flagged andclassed by DNV as 1A1 Tanker forOil ESP SPM COMF-V(1) E0 NAUT-OC VCS-2 HMON(1) CLEAN VIBRCOAT-2 BIS TMON NAUTICUS(Newbuilding).

TRADITIONALLY, THE WORKcrews and equipmentthat perform the mainte-nance and repairs onfloating and fixed off-shore structures arehoused are fixed dedicat-ed structures or anchoredsemi-submersible vessels.Lauritzen Offshore Ser-vices A/S, part of the J.Lauritzen Group, howev-er, thought it could applyits experience withdynamic positioningtechnology to develop anew type of accommoda-tion vessel based on atraditional ship hull thatcould provide flexibilityand be used in deepwa-ter. The result of that isthe Accommodation andSupport Vessel (ASV) DanSwift.

Germany’s Blohm &Voss in Hamburg wasentrusted with the con-version of the cable lay-ing ship Kraka into theDan Swift. The 149.5m x20.75m ASV is outfittedwith two 39.5m telescop-ic gangways that canrotate 180 degrees–believed to be thelargest of their type—that safely allow workers

from the Dan Swift towalk to offshore struc-tures.

The Dan Swift hasbeen chartered to Statoil-Hydro for operation off-shore Brazil, and isclassed 1A1 PassengerShip, EO, HELDK-SH,DYNPOS-AUTR, NAUT-OC, CLEAN, BWM-E(e),COMF-V(3).

FARSTAD SHIPPING’S FARSamson—based on aRolls-Royce UT 761 CDdesign—is one powerfulvessel. Built by STXEurope in Langsten, Nor-way, Far Samson is a sub-sea construction vesselused for seabed pipelinetrenching. During thebollard pull test, an offi-cial world record wasestablished as 423 metrictonnes continuous bol-lard pull was achievedand verified by DNV.

The 121.5m x 26m FarSamson is equipped witha Rolls-Royce propulsionsystem that combinesdiesel electric and dieselmechanical transmissionproviding the vessel withoptimal operating flexi-

bility, fuel economy andminimum exhaust emis-sions. The total propul-sion power on the mainpropellers is 35,900 bhp.

The ship’s environ-mental performance isfurther enhanced withdiesel engines that meetclean design class rules.Catalytic converters arealso fitted to the genera-

tor sets, giving a 95%nitrogen oxide (NOx)reduction.

The Far Samson isclassed by DNV as +1A1,SF, E0, DK(+), Supply Ves-sel Basic, Tug, COMF-V(3)C(3), Clean Design,DYNPOS-AUTRO NAUTOSV(A), TMON, CRANE,DEICE, BIS, HELDK-SH.

DavarVLCC for Iran

DISTINCTIVE SHIPS


I C E C L A S S T A N K E R S

CARNIVAL’S LARGEST FUNship, the Carnival Dream,cost an impressive $860million to make a reality.Built by Italy’s Fincantieriyard,the 306m long,130,000 tonnes CarnivalDream can provide its4,633 passengers the ulti-mate experience in fun.

One of its unique fea-tures is its entertainmentvenue called OceanPlaza—an indoor/outdoorcafé and live music venuefeaturing a large circulardance floor and full barservice. In addition gueststaking advantage of theOcean Plaza will have fullaccess to the Wi-Fi net-work and 12 stand-alonekiosks where guest can

enjoy FunHub, CarnivalDream’s portal and on-board social network.

Carnival Dream alsoincludes an open-air prom-enade encircling the entireship, providing guests withbreathtaking ocean viewsas they stroll around theship. Furthermore, the shipfeatures four scenicwhirlpools, a variety oflounges, bars and

nightspots; a resort stylemain pool with a SeasideTheatre LED screen; and a23,750 sq ft Cloud 9 Spa.

The ship also includesCarnival WaterWorks, anaqua park equipped withvarious water spray appa-ratus, a DrainPipe slidewith a funnel style designand the longest waterslide on a cruise ship, the303 ft long Twister slide.

Blue Dolphin Largest well stimulation vessel

Carnival Dream130,000 tons of fun

BACK IN JANUARY 2007, HANJINHeavy Industries and Constructionwas selected to build the first Kore-an-made icebreaking vessel. Thispast August, the Araon set sail fromthe company’s Busan shipyard.

Developed at a cost of KRW 103billion for the Korean PolarResearch Institute and designed forpolar research activities, the Araonis 110 meters in length and 19meters in breadth with a cruisingspeed of up to 16 knots (30km/h).This icebreaker, with 25 crew mem-bers and 60 researchers on board, isequipped with nearly 60 differenttypes of high-tech research equip-ment and a helicopter. The state-of-

the-art vessel is capable of breaking1 meter of ice at 3 knots and sailingalmost 20,000 nautical miles for 70days.

“The Araon in the Ocean” ispraised as one of Korea’s top threescientific achievements along with“NARO, Korea’s First Space LaunchVehicle, in the Sky” and “KSTAR(Korea Superconducting TokamakAdvanced Research) on theGround.”

An HHIC official said, “The suc-cessful completion of Korea’s firsticebreaking research vessel willenhance Korea’s reputation as theworld’s leading shipbuilding nationand expand its value in the mar-ket.”

AraonFirst Korean-builticebreaker

BJ SERVICES’ BLUE DOLPHINhas officially started per-forming duties in the Gulfof Mexico. The largest wellstimulation vessel in theworld was the first 20,000-psi pressure rated stimula-tion vessel designed forthe complex Tertiaryregion in the Gulf.

The 300 ft Blue Dolphinfeatures three Coflexip

reeled flexible steel umbili-cal lines resulting in apump rate of 80 bbl perminute and supported by23,000 hhp, assisting in thevessel performing opera-tions on reservoirs thatrequire high-rate andhigh-pressure pumping.

The DP 2 class vessel—powered by two Cat 280-8main engines—will work

on multiple pay zones withintense pressure and vary-ing temperatures. It hasaccommodations for 45,meaning its crew can per-form work on the reser-voirs around the clock.

The Blue Dolphin alsofeatures the latest inequipment technology. ItsDP-2 Dynamic PositioningSystem maintains the ves-sel’s position and headingand features position ref-erence sensors, wind sen-sors, motion sensors andgyro compasses providingdata to the computerabout the direction andmagnitude of environmen-tal forces that could possi-bly affect the vessel’s posi-tion.

DISTINCTIVE SHIPS



AFTER MONTHS OF ANTICI-pation, Royal Carribean’sOasis of the Seas, thelargest cruise ship everbuilt, has finally made itsdebut onto the worldstage. Built by STX’s TurkuShipyard, the Oasis of theSeas measures 361 m longand 66 m wide at its

widest point, and hasaccommodations for 6,360passengers and 2,100 crewmembers. The massive shipfeatures 16 passengerdecks and rises 72 metersabove the sea level.

Its size lends itself togenerating innovativeideas in cruising.

Oasis features seventhemed areas called neigh-borhoods. These neighbor-hoods include: YouthZone; Entertainment Place;Vitiality at Sea Spa and Fit-ness Center; The Pool andSports Zone; The RoyalPromenade; a seasideboardwalk; and a park,aptly named Central ParkThe park is surrounded bydining and entertainmentvenues, in addition to bou-tiques. The boardwalkarea is fittingly detailedwith its own carousel, icecream parlor and rock-climbing walls— and fea-tures the AquaTheaterwhere there is seating forup to 600 theater goers atnight and a grand pool forpassengers by day.

HAILED BY STX PAN OCEANas the world’s largestbulk carrier at its namingceremony at STX Off-shore & Shipbuilding inJuly, the 181,000 dwt oreand coal carrier STXFreesia has a number ofother distinctions besidesits size.

Divided into ninecargo holds by corrugat-ed transverse bulkheadsbuilt on stools, the hullconsists of five pairs ofwater ballast tanks indouble bottom and topside wings, coated with agray-colored tar-freeepoxy and served by two3,000m3/hr. pumps locat-ed on the engine roomdouble bottom.

The ship’s STX-MAN

B&W 6S70MC-C(MK7)main engine develops25,320 bhp full power at91 rev/min, giving thevessel a service speed of15 knots with 15% seamargin at 85% MCR in aladen condition.

A Wide Chord Tip(WCT) propeller, devel-oped by STX, reducespressure fluctuations andthus ship’s noise and

vibration. On sea trials,vibration magnitude inthe accommodations atNCR was measured at0.9mm/sec which is only10% of internationalallowable vibration mag-nitude (9mm/sec).

To enhance propellerefficiency, MOtech PBCF(Propeller Boss Cap Fins)are installed.

Oasis of the Seas The largestcruise ship in the world

STX Freesia World’s largest bulkcarrier for ore and coal

BUILT FOR RUSSIA’S PRIMORSKShipping by STX Offshore & Ship-building, the 51,000 dwt tankerPrisco Irina is capable of breakingthrough 10-cm thick ice withouticebreaking assistance.

All the systems, equipmentand spaces are designed to workin an ambient temperature ofminus 25º C in accordance withthe requirements of the LR IceClass 1A Winterized (D-25) nota-tion for navigation in ice.

Higher tensile steel with a 32kg/yield stress is used for the hull,while steel with a yield stress of36 kg/mm2 is used for the hullstructural members including theIce Class region.

The navigation deck is com-pletely enclosed.

Prisco Irina has been construct-ed for a 25 years fatigue with adouble hull forming common sideand center double bottom waterballast tanks, with the cargospace divided into 15 tanks (6port and 6 starboard, 2 slop tanksand 1 residue tank) by a center-line and eight transverse bulk-heads.

Propulsion is by a slow speed,non-reversible, two-stroke STXMAN B&W 6S50MC-C (MK VII)diesel driving a controllable pitchpropeller, giving the vessel a serv-ice speed of 14.8 knots at 85%MCR (12,900 BHP at 127 RPM).

Prisco Irina Anicebreakingtanker

DISTINCTIVE SHIPS



THIS PAST MARCH, HYUNDAI Heavy Industries Co. Ltd. deliv-ered the 11,400 TEU class contain-ership CMA-CGM Andromeda toFrance’s CMA-CGM.

The post-Panamax boxship hasan overall length of 363m, width

of 45.6m and depth of 29.74mwith a design draft of 13m. TheCMA-CGM Andromeda is pow-ered by the slow-speed dieselengine, a Hyundai–B&W12K98ME-C7, which develops anMCR of 72,240 kW at 104 rev/min.The ship can reach a service speedof 24.7 knots on the draft of 15mwith 15% sea margin.

The U.K.-flag containershiphas a wider beam to ensure bet-ter stability. The vessel is alsodesigned to have superior propul-sion efficiency against the variousdrafts that will be caused by load-ing scheme.

The boxship has a total TEUcapacity of 11,388, of which 5,844TEU in holds and 5,544 TEU ondeck with 800 FEU reefer socketson deck/hatch.

The vessel is classed and regis-tered as BV with notations+HULL, Unrestricted Navigation,container ship, +MACH, +AUT-UMS, +AUT-PORT, INWATERSUR-VEY, +VeriSTAR-HULL, LASHING,SDS.

DISTINCTIVE SHIPS

THIS PAST FEBRUARY, THE317,000 dwt VLCC C.Galaxy was delivered toSouth Korea’s SK Shippingby Hyundai Heavy Indus-tries Co. Ltd.

C. Galaxy is designed tocarry three grades of cargosimultaneously, handled bythree steam turbine cargopumps, each delivering5,000m3/hr., and housed in

a pump room at the for-ward end of the engineroom. The cargo and bal-last valve control systemsare hydraulic mediumpressure.

The VLCC is equippedwith the highly advancednavigation system thatsupports integrated bridgeoperations such as routeplanning, maneuvering for

collision and groundingavoidance and navigationmonitoring.

The C. Galaxy has anoverall length of 336m andbeam of 60m, with adesign draft of 20.5m. It ispowered by a Hyundai-B&W 6S90MC-C mainengine with an MCR out-put of 29,340 kW at 76rpm, enabling it to sail at aservice speed of 16 knots.

The ship is classed byAmerican Bureau of Ship-ping 1A(E), Oil Carrier, ESP,CSR, SAFESHIP-CM, +AMS,+ACCU, VEC, RW, SPM,UWILD and Korea Registerof Shipping + KRS1, OilTanker(Double Hull), ESP,(CSR), Sea Trust(HCM),+KRM1, UMA, IGS, COW,LI, IWS.

C. Galaxy VLCC handles threegrades of cargo simultaneously

THE STX ROSE1 IS A SHIPthat helps build ships.The 14,500 dwt semisub-mersible heavy lift carrieris used to transfer ultralarge vessel blocks forassembly afloat.

In March this year, STXROSE1 placed a vesselblock for a 173,600 m3LNG carrier on the float-ing dock. The 53.6m x45.8m x 32.8m blockweighed more than 6,500tons, compared with the5,000-ton maximum pre-viously possible using twofloating cranes. It wasone of six blocks makingup the LNG carrier.

The “Rose” in STXROSE1 is an acronym for“Rendezvous On the Seafor Erection” and with

the ability to handleblocks of up to 7,500tons, the STX ROSE1promises to bring levelsof productivity for afloatship assembly on a parwith shoreside assemblyusing the mega blocktechnique.

Besides launching andlifting floating cargoeson the deck, STX ROSE1 isa versatile heavy lift carri-er that is also equipped

for float-on/float-off, roll-on/roll-off, or lift-on/offoperations. It has beenused to transport vesselblocks to JInhae from STXDalian, China.

It has two sets of STXMAN B&W 8L32/40 mainengines, developing3,600 kW full power at750 rpm, providing aservice speed of 11.7knots at 85% MCR.

STX ROSE 1 A ship that helps build other ships

CMA-CGMAndromedaBetter stability,propulsion efficiency

MULTIGAS CARRIERPOINTS TO NEW MARKET

SHIPBUILDING

The first vessel in a series of special-ized gas carriers that will eventual-ly supply LNG to “stranded” cus-

tomers was recently christened NorgasInnovation in ceremonies by the I.M.Skaugen Group, Oslo, Norway, inZhangjiagang, China.

At the ceremony, I.M. Skaugen CEOMorits Skaugen stated: “We have beenresponsible for all elements in this proj-ect— from initial design right through toconstruction. The vessel is built at ourjoint venture facilities in China—and Iam delighted that the first of theseunique and highly specialized gas carri-ers will soon be demonstrating first-handwhy we decided to construct such aninnovative, industry-leading ship.”

The 137.1m, 10,000 m3 gas carrierNorgas Innovation is being built at theSkaugen JV Shenghui Gas & ChemicalSystems’ facilities just north of Shang-hai, China, and will initially join NorgasCarriers, an I.M. Skaugen companyinvolved in the transport of petrochemi-cal gases and LPG.

Propulsion for the Norgas Innovationwill be supplied by a medium-speed four-stroke 7,000-kW main engine connectedto a controllable-pitch propeller througha reductioin gearbox. Three auxiliaryengines are fitted with a shaft generator.The shaft generator has a PTI mode, andcan thus be used as a “take-home” motorpowered by the auxiliary gensets.

In the second half of 2010, the NorgasInnovation will join Nordic LNG, a jointventure between Lyse and I.M. Skaugen.

The Multigas vessel will be used inNordic LNG’s Mini LNG service in Scan-dinavia, where the gas will be shippeddirectly to industrial end-users, as wellas to Nordic LNG’s own hub terminalsfor onward distribution. Additionally, enduser markets include the maritime fuelmarket, where LNG could replacebunker oils.

I.M. Skaugen CFO Bente Flo toldMARINE LOG that the vessel along withits sister ships represent an investmentof about $45 million apiece. Flo pointsout that this is relatively inexpensive. Itcompares favorably with what the com-pany’s competitors are paying for asmaller-size, ethylene-only carrier. TheNorgas Innovation can carry ethylene,LNG or LPG.

SUPPLYING LNG TO “STRANDED” CUSTOMERS

The supply of LNG to stranded mar-kets will enable industrial users andpower plants the option to switch fromoil to natural gas. The environmentalbenefit would be a significant reductionof CO2 and other greenhouse gases.

With stricter regulation of SOx andNOx in shipping and CO2 on the horizon,the supply of LNG as an alternative fuelto heavy fuel could prove attractive toship operators as well. By running theirvessels on LNG, ship owners will be ableto solve their emission problems at thesource and avoid the need for auxiliaryequipment such as scrubbers and selec-tive catalytic reduction (SCR) units.


The Norgas Innovation is the first of a fleet of specialized Multigas carriers that will serve“stranded” LNG market customers

The application of diesel-electric tech-nology gives a remarkable flexibility tovessels in the larger offshore market.In November Singapore’s ASL Shipyardcompleted work on the 90m x by 22mdiving support vessel Mermaid Asiana.Destined for service in Mermaid Mar-itime’s extensive Thai fleet, the DP2classed vessel has redundancies wellbeyond the basics.

With three Kawasaki bow thrustersthe vessel could maintain DP2 status

even if one thruster was down. This isbut one example of the importanceplaced on maintaining position, as theship’s primary function is to supportand maintain the safety of divers work-ing at maximum depth. Divers for sit-uation diving descend up to 300meters in a 6.3-cubic meter diving bellthat is lowered through a mid-shipmoon pool. After working a shift atdepth, they are brought up in the pres-surized bell that is then attached viaan air lock to one of two large accom-modation pressure chambers. Thechambers are equipped with bunks andother amenities to support up to 12divers at pressure between dives. Athird small decompression chamber isprovided for bringing divers back tosurface pressures when the job is com-pleted.

With three bow thrusters, twoNiigata azimuthing propulsion drivesand massive electrical requirements for

Diesel-electric offersflexibility for divesupport vessel



However, to make LNG a real alterna-tive to traditional fuel oil and diesel oilbunkers, a suitable infrastructure has tobe developed. This means that LNG hasto be shipped from either LNG liquefac-tion plants or traditional LNG importterminals to smaller regional hubs.There, LNG-fueled ships can bunkereither directly or from smaller LNGbunker vessels serving the hub. I.M.Skaugen says its “Multigas carriers areideally suited to this ‘breaking-bulk’LNG depot supply activity.” The companywants to play a pioneering role in devel-oping local and regional LNG distribu-tion.

Flo says I.M. Skaugen sees a greatpotential for these vessels and a similartype infrastructure in the Caribbean,where there is a demand for LNG forpower generation and industrial use. Healso points to the proposed IMO Emis-sion Control Areas proposed for U.S. andCanadian waters, which should also be afuture market for LNG as a maritimefuel in North America.

The Singapore-flag Norgas Innovationwill be delivered to its owners, Singa-pore-based Singco Gas Pte Ltd, a 50/50joint venture between GATX Corporationand by I.M. Skaugen Marine ServicesPte Ltd. by either the end of this year orin early January 2010. The vessel will beoperated by Norgas Carriers AS.

Thus far, six Multigas carriers (four10,000 m3 and two 12,000 m3) are beingbuilt through Skaugen Marine Construc-tion, the division within I.M. Skaugenthat manages its newbuilding activitiesin China. The last of the six is scheduledfor delivery in the fourth quarter of 2010.Longer term plans are to build at least10 of these Multigas carriers.

The Multigas ships are built to the

classic semi-pressurized/fully refrigerat-ed (semi-ref) gas carrier design. In addi-tion to LNG, the vessels are able to carrya wide range of other liquefied gas car-goes, including ethylene, LPG and vinylchloride monomer (VCM).

Irrespective of the liquefied gas beingcarried, cargo boil-off gas on the Multigasships will be reliquefied by specialistequipment onboard and returned to thecargo tanks. When LNG is being carried,an innovative Mini LNG plant will beutilized to reliquefy all natural gas boil-off. The Mini LNG plant’s patented andlicensed technology was developed bySkaugen in cooperation with SINTEFEnergy Research in Norway.

THINGS ARE LOOKING UP FOR KEPPEL

Shares of Singapore’s Keppel Corpo-ration have climbed steadily over the lastyear. As of November 30, 2009, the shareprice was S$8.10 more than double ofwhat it was a year prior. A strong con-tributor to shareholder value now andthe future may very well be its KeppelOffshore & Marine Ltd (Keppel O&M).

FloaTEC, the company’s joint venturewith J. Ray McDermott, recently signed aletter of intent with Brazil’s Petrobras forthe P-61 Tension Leg Wellhead Platform.The contract value for the P-61 is esti-mated at $950 million, of which Keppelexpects to take an approximate 60%share.

Meanwhile, Keppel O&M, throughKeppel Shipyard Limited and KeppelVerolme BV, has secured two contractsworth a total of about $165 million.

The first project was awarded byPetrobras Netherlands B.V (PNBV) forthe pre-conversion of P-58, a FloatingProduction Storage and Offloading(FPSO) vessel for the Campos Basin.

everything from cranes to accommodation,the need for flexibility and redundancy inthe power supply is important. To meetthese requirements, the vessel has six1,900 kW Cummins QSK60 (D)-poweredgenerators, each capable of delivering1,600 kW into the main buss. In reality allelectrical requirements can be met withonly five generators, so that one is alwayson standby. An additional Cummins KTA38-powered emergency genset is installed on ahigher deck level.

In addition to the diving capabilities,the vessel is also fitted out and equippedfor ROV support. On the after deck there isa 100-ton knuckle boom crane, as well as a10-ton auxiliary and a 2-ton stores crane.Accommodation for up to 100 workers andcrew is provided in a range of one, two andfour-berth cabins. A helipad is mountedforward rated for a Sikorsky S-61 N, SuperPuma. -Alan Haig-Brown


SHIPBUILDING

The second project involves the repairand modification of the semi-submersiblepipelaying vessel Castoro Sei for SaipemS.p.A (Saipem) by Keppel Verolme.

Renato de Souza Duque, ServicesDirector of Petrobras, said, “We knowKeppel very well. They have completedmany projects for us successfully andhave demonstrated excellent projectmanagement and reliability. We look for-ward to another high quality projectfrom them.”

Keppel Shipyard’s scope of work on P-58 includes structural and piping renew-al, tank coating as well as refurbishmentand upgrading of the accommodation.

When completed in the first quarterof 2011, the vessel will sail to Brazil forthe rest of the conversion, which includescompletion works of the topsides.

When completed, P-58 will have aproduction capacity of 180,000 bbl of oilper day (bopd) and gas compressioncapacity of 6,000,000 m3 per day. It willoperate in Parque das Baleias’ northfield, in Campos Basin and spreadmoored in a water depth of 1,400 meters.

Keppel Shipyard’s projects for Petro-bras and Brazil currently also includethe major conversion of FPSO P-57,FPSO BW Pioneer and FPSO Peregrinoas well as the modification and upgrad-

ing of FPSO Capixaba. At present, Kep-pel Shipyard is carrying out seven othermajor conversions and upgrading proj-ects at its yards.

Meanwhile, Keppel Verolme in theNetherlands has been tasked to overhaulfour thrusters, install new stinger han-dling support rails and repair and modifythe onboard gantry cranes and fenderingsystem of Castoro Sei. The semi-sub-mersible pipelay vessel will also undergoan extensive hull blasting and paintingprogram.

Work on Castoro Sei is scheduled forcompletion in the first quarter of 2010. Itwill be deployed for the Nord Streamproject, a gas pipeline which will linkRussia and the European Union via theBaltic Sea.

Tiziano Zarbo, Saipem Asset Managerfor Offshore fleet, said “We had an excel-lent working experience with KeppelVerolme on the recent drydocking ofSaipem 7000. Considering the time con-straints and technical difficultiesinvolved, we are pleased to again partnerKeppel Verolme which has proven to be areliable partner to Saipem.”

KEPPEL AMFELS LAUNCHES FIRSTROWAN EXL RIG

In Brownsville, Tex., Keppel AmFELSrecently launched the first of four EXLjack-up rigs for Rowan Companies, Inc.,Houston, Tex. The EXL rigs are anenhanced LeTourneau Super 116Edesign that willl be capable of operatingin 350 ft of water and drilling to a depthof 35,000 ft and drilling high-pressure,high-temperature and extended-reachwells.

Three of the jack-ups will be deliveredin 2010 and 2011, and the fourth in thefirst quarter of 2012.

P-58 (ex-Roncador) arriving at Keppel Ship-yard for pre-conversion work

STX Finland’s Turku shipyard recentlylaunched the Allure of the Seas, the secondOasis class cruise ship. The first vessel in thisseries, the Oasis of the Seas (one of the win-ners of MARINE LOG’S Distinctive Ships of2009), was handed over to Royal CaribbeanInternational at the end of October. TheAllure of the Seas is expected to be deliveredat the end of 2010.

Both in its innovativeness and other fea-tures, the Allure of the Seas is the twin of theOasis of the Seas, excluding some color andmaterial changes, explains Toivo Ilvonen,project manager of the Oasis class.

Ilvonen and Martin Landtman, CEO of STXFinland Oy, recently received the FinnishQuality Innovation award for the design andconstruction of the Oasis of the Seas.

The Allure of the Seas is on schedule, saysSTX Finland, with over 60% of the work fin-ished. Once the Allure of the Seas is mooredat the outfitting quay, the next step will beinterior outfitting.

At a length of 361m, the Allure of the Seasis almost four American football fields long.It has a beam 66m and height from sea level72m. The gross tonnage of the vessel will be225,000. At full capacity, the Allure of theSeas will accommodate 6,320 passengers anda crew of 2,100. It will have 16 passengerdecks and 2,704 cabins.

ALLURE OF THESEAS LAUNCHED BY STX FINLAND



S eattle, Wash., is known as theEmerald City and it could not havebeen a more well suited venue for

the Marine Log FERRIES 2009 Confer-ence & Expo, Nov. 3-4. That’s because theover-arching theme for the conferencewas green, or more precisely, complyingwith stricter environmental standardsand operating and designing your vesselin a more eco-friendly manner.

In addition, prior to the opening of theFERRIES Conference on Nov. 2, Wash-ington State Ferries arranged a specialtour of the M/V Tacoma on its trip fromSeattle to Bainbridge Island, whichallowed delegates a “behind the scenes”

look at the vessel’s engine room and pilothouse. The Tacoma is one of threeJumbo Mark II Class ferries in the WSFFleet—the system’s Cadillacs, so tospeak. The 460 ft 2 in auto ferries cancarry up to 2,500 passengers and 202vehicles.

Hornblower Cruises & Events CEOTerry MacRae talked about sustainabili-ty and taking a systems approach. “It isnot just about recycling,” said MacRae.“It is about your company being sustain-able as well. For me, it is a broad con-cept.”

Hornblower Cruises has shown acommitment to sustainability by imple-menting programs to identify best prac-tices and resource tracking.

In addition, its subsidiary AlcatrazCruises, the National Park Service con-cessioner of ferry service to AlcatrazIsland, was the first to operate a hybridcommercial ferry.

“Green” theme dominates Marine Log FERRIESConference and expo agenda

Hornblower Cruises & Events CEO TerryMacRae poses with the front cover of theOctober issue of MARINE LOG, which is anartist’s rendition of the company’s newHornblower Hydrogen Hybrid for New York


CONFERENCE

During his presentation at the confer-ence, Cameron Clark, Director, Environ-mental Affairs & Special Projects, Alca-traz Cruises, talked about the theresearch and development that went intothe Hornblower Hybrid.

Alcatraz Cruises was recently award-ed the Virgin Holidays ResponsibleTourism Award in the category of Best

Low Carbon Trans-port and Technology.

The ResponsibleTourism Awardswebsite states:“While the Horn-blower Hybrid pro-vides a convincingflagship vessel for

Alcatraz Cruises’innovative approachto sustainabletourism practices(an energy efficientvessel, constructedfrom a reused divingvessel, and with fuelsavings of over29,000 gallons peryear), it is their

commitment to the reduction of carbonuse across the rest of their productrange, decreasing particulate and NOxemissions by 95 % with the installationof Selective Catalytic Reduction (SCR)units, that proves their commitment tominimising their environmentalimpacts.”

We’ll have more coverage of the FER-RIES Conference in the January 2010edition of MARINE LOG. ML

FERRIES moderator Stan Stumbo looks on as Jeanne Grasso of BlankRome makes a point

Some of those attending the boat tour included: Odigwe Mokogwu,Louisiana Department of Transportation; Mark Hansen, DBC MarineSafety Systems; and Jane Poterala, Marine Log Conference Director

NOAA CORPS CAPT. JOHN E. LOWELL JR.has been named the new director ofNOAA’s office of Coast Survey. In addi-tion, Capt. Lowell will also serve as theU.S. National Hydrographer. He will over-see NOAA’s hydrographic services,including the mapping and charting ofall U.S. navigational waters, as well asrepresent the United States in interna-tional hydrographic efforts.

RADM Allen Worley resigned from hisposition as Superintendent of the U.S.Merchant Marine Academy (USMMA) atKings Point, New York. Dr. ShashiKumar, current Academic Dean andAssistant Superintendent for AcademicAffairs, will act as interim superintend-ent until Worley’s successor is chosen.

P.B. (Kaj) Shah has been named presi-dent of Ingram Barge Company ,Nashville, Tenn. As preseident, Shah willoversee customer service, sales, motorvessel operations and engineering.

Reuben Byrd has been appointed seniorvice president of operations for theGrand Bahama Shipyard, Ltd. A 28- year’veteran of the maritime industry, Byrdwill oversee day to day operations at theshipyard and develop the yard for possi-ble future expansion.

Former NOAA Administrator, Dr. WilliamJ. Brennan, has been named the nextpresident of Maine Maritime Academy,Castine, Maine. Dr. Brennan is expectedto take office in May 2010.

Bisso Marine, Houston, Tex., promotedGlenn Posik to general manager of itsDiving and Subsea services. Posik willmanage all aspects of the diving safetyand diving operations. In addition, Bisso

Marine also named Andy Wojtaszczykits Subsea Services project manager.Wojtaszczyk will manage saturation div-ing and ROV operations.

Markus Pietikäine has been appointedvice president, Group Treasury andFinancial Services for Wärtsilä Corpora-tion. Pietikäine will succeed Heikki Hors-tia who will retire after 30 years of serv-ice with the company.

Spiro Risvas, the Shipyards Senior VicePresident for Washington Marine Grouphas announced his retirement, effectivethe end of this month. Risvas first joinedWMG in 1992 as Assistant Ship RepairSuperintendent.

RADM Allen WorleyUSMMA

Dr. William J. BrennanMAINE MARITIME

Andy WojtaszczykBISSO MARINE

Newsmakers


TUGS & BARGES 2010

Stamford Marriott,Stamford, Conn.

April 20-21

TUGS & MARINELOG

CONFERENCE & EXPO

For sponsorship and exhibition opportuni-ties, please contact Conference Director Jane Poterala at [email protected] or 212-620-7209

For delegate information, please contact Conference Coordinator Michelle Zolkos at [email protected] or 212-620-7208

MARK YOUR CALENDAR!

Conference details and updates on www.marinelog.com

Technews


MTU Debuts new 8-cylinder in 4000 engine series at the Workboat show

Commissioned last month, the lat-est amphibious assault ship for theUS Navy, the USS New York, is themost recent in a series of US Navyvessels to be protected with a rangeof International Paint products, with100,000 gallons of products havingbeen used on board the ship.

Built at Northrop Grumman Ship-building’s Avondale, La., shipyard,the USS New York contains 7.5tonnes of steel from the fallen tow-ers of the World Trade Center builtinto its bow. The ship is the fifth inthe LPD 17 San Antonio Class ofAmphibious transport dock ships.

MTU Friedrischshafen hasintroduced the 8-cylinderversion of its innovativeseries 4000 engine for theworkboat market.

The long stroke engineis offered in all configura-tions—8v, 12v and 16v—for the 746 to 2,240 kWpower range. The newengine meets all currentemission requirementssuch as EPA Tier 2, CCNR 22/2 and EU Stage IIIA, andis designed for compli-ance with emissions regu-lations expected in thefuture.

Part of the “Iron Men”

range, the engine’s con-sumption has beenreduced to 195 grams perkilowatt hour and main-tenance intervals formajor overhauls havebeen extended to up to34,000 hours, dependingon output and load pro-file.

MTU showcased thenew engine at the Inter-national Workboat Showwhich took place earlierthis month in NewOrleans, La.

InternationalPaint products onUSS New York

www.international-marine.com

www.mtu-online.com

Siemens’ Industry Solutions Division hasbeen commissioned by the United ArabShipping Company (UASC), U.A.E. toequip nine of its new-building containerships, with a booster propulsion withshaft generator function and a wasteheat recovery energy management sys-tem.

The ships are of the type A13 designwith a capacity of 13,100 TEU. Siemenswill supply each ship with a four-megawatt booster motor. The motor willhave a generator function and energymanagement system that will provide

the energy from the waste heat recov-ery (WHR) system to the ships’ on-boardpower system.

The WHR system takes the exhaust ofthe ships engine and converts it intosteam through the use of a waste heatboiler. The steam is then used to driveturbo-generators. The electric powergenerated can be used to boost theships propulsion with the electric motorintegrated into the shaft line.

The device can also be used as a shaftgenerator in the stand-alone mode,relieving the auxiliary diesel enginesfrom running. With the aid of wasteheat utilization, the overall efficiency ofthe ship's propulsion is improved while

the operating times of the existing auxil-iary generators and related maintenancecosts are reduced.

The container ships, currently being

built by Samsung Heavy Industries,Korea, are expected to begin operationsin 2011.

www.siemens.com/marine


A virtual look at the WHR system installation

Siemens commissioned for nine booster propulsion and waste heat recovery systems for the UASC

Mark Your Calendar!

For sponsorship and exhibit information contact:

Jane Poterala, Conference DirectorT: (212) 620-7209, E: [email protected]

www.marinelog.com

Wind and water have been used as sources of energy for centuries, but

concerns about climate change and new favorable governmental policies

have led to a strong interest in developing these renewable forms of

energy. What opportunities are there for the marine industry and what

technologies will be needed to develop these energy resources?

Those are some of the questions that the executive conference

Marine Log Offshore Alternatives 2010 will explore through a series

of individual and panel presentations on March 2-3, 2010

at the Washington Marriott in Washington, D.C.

March 2-3, 2010 Washington Marriott Washington, D.C.

For sponsorship and exhibit information contact:

SOME OF THE TOPICS TO BE COVERED INCLUDE:

• Potential for offshore wind farms

• Ocean current and wave energy conversion

• Fixed and fl oating offshore wind turbines

• Incentives for development of alternative energies

• What lessons can be applied from the offshore oil and gas market to the offshore wind market?

• What is the permitting and licensing process?


Technews

Delta T’s C2 Control Systemenables manual speed con-trol of three-phase fans

Delta T System’s newmanagement controlsystem

Unison to supplylargest tube-bending machine

Florida-based Delta T Systems’ state-of-the-art C2 Control System can improve avessel’s room environment by enablingmanual variable speed control of one ormore three-phase fans through the useof a touch screen interface.

In case of a fire, once fire suppressionsystems discharge, the versatile C2 con-trol system can shut down all engineroom fans.

The system also features emergencyventilation shut-down and overrideswitchers. Depending on the poweravailable, the control can be configuredto accept both single- or three-phaseinput power to the adjustable speeddrives.

www.deltatsystems.com

BAE Systems Surface ships has ordered alarge tube-bending machine, capable ofhandling tube and pipe diameters up toseven inches, from UK-based Unison.

The tube bending machine will be thelargest all-electric tube bender ever builtand will be used to support ongoingprojects such as the construction of theRoyal Navy’s Queen Elizabeth Class Air-craft Carries.

The all-electric, servomotor-poweredbending technology is ideal for highlycustomized shipbuilding projects.

Setting up the machine for new bend-ing tasks can be achieved by softwareand can be recalled for repeat opera-tions. The machine BAE Systems’ willreceive will include a laser measurementmodule, to measure the accuracy ofbend angles dynamically and automati-cally to compensate for any errors. Themachine is expected to be completedand delivered at then end of the firstquarter in 2010.

www.unisonltd.com


SHIPYARD LOCATION QTY TYPE PARTICULARS OWNER EST. VALUE $ MIL EST. DEL.

While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please fax any changes to Marine Log at (212) 633-1165 or send e-mail to: [email protected]. Some contract values and contract completion dates are estimated. Please contact the shipyard directly for the most accurate information. Information based on data as of about November 1, 2009. An “R” after avessel type indicates a repower. Additional commercial and government contracts are listed on www.marinelog.comvia Maritime Business Strategies. The entire contract value may be reported for a contract in progress. Some contractprices may also include the value of owner-furnished equipment.Shipyard Contracts Awarded

Contracts

DELIVERIES

Derecktor Shipyards Bridgeport, Conn. 1 Tug 39.1m x 13.5m Boston Towing NOV09

Horizon Shipbuilding Bayou La Batre, AL 1 Towboat 140 ft FMT NOV09

Horizon Shipbuilding Bayou La Batre, AL 1 Supply Boat 182 ft Grupo TMM NOV09

Irving Shipbuilding Prince Edward Isle,

CA 1 Tug 30.8m x 11.14m Nordane Shipping SEP09

J.M. Martinac Tacoma, WA 1 Tug 29.9m x 11m Boston Towing NOV09

Kvichak Marine Seattle, WA 1 Ferry 199 PAX WETA NOV09

SeaArk Marine Monticello, AR 1 Patrol Boat 50 ft Port of New Orleans JUL09

PENDING CONTRACTS

Todd Pacific Shipyard Seattle, WA 1 car ferry 64-car, 750-PAX Washington State $50.8 exp. May 31, 2011

TBD 1 fast ferry 499 pax Golden Gate Bridge $12.0 planned

TBD 1 car ferry 110 ft, 23 cars Wahkiakum Cty. In design phase

TBD 4 asphalt barges various, 35,000-90,000 bbl NuStar Energy reported out for bid


PACE 2010February 7-10Phoenix, Az.Contact:Kate JurikTel: (412) 281-2331 ext. [email protected]

SPAR 2010February 8-10Houston, Tex.Tel: (978) 774-1102 Contact: Tom Greaves www.sparllc.com

PVA MARITRENDS February 13-16Tampa, Fla.Tel: (703) [email protected]/annu-al_convention.aspx

SEATRADE CRUISE SHIPPINGMarch 15-18Miami, Fla.Tel: (609) 759-4700 [email protected]

www.cruiseshippingmiami.comMarch 2-3Washington, D.C.Tel: (212) [email protected]

CMA 2010March 22-24Stamford, Conn.Contact: Lorraine ParsonsTel: (203) 406-0109 ext. [email protected]

ASNE DAY 2010April 8-9Arlington, Vir.Tel: (703) [email protected]/Events/ADAY2010/AD2010.html

April 20-21Stamford, Conn.Tel: (212)[email protected]

OTC 2010May 3-6Houston, Tex.Contact: Barbara KatzTel: (972) [email protected]/2010

Events

READER REFERRAL SERVICEThis section has been created solely for the convenience of our readers to facilitate immediate contact with the MARINE LOG advertisers in this issue.

Index of Advertisers

ABB Turbocharging 2

ABS Americas Division 8-9

Bisso Marine 22-23

Boll Filter Corporation 32

Daewoo Shipbuilding & Marine Engineering Co Ltd C4

David Clark Co Inc 12

E-Paint Company 25

Fincanteri Marine Group 3

Hyundai Heavy Industries 19

JMS Naval Architects & Salvage Engineers 26

OmniThruster 33

Posidonia 2010 5

Retlif Testing Labs/Progressive Mktg Group C2

SeaArk 11

Senesco Marine 31

Sika Cufadan 24

Simmons-Boardman Conferences 27,30

Society of Naval Architects and Marine Engineers 26

Smith Berger Marine 26

SPAR 2010 13

Strategic Marine Pty Ltd 28

STX Offshore & Shipbuilding 17

Talleres Navales Del Golfo S A 29

Company Page #

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GET FREE INFORMATION ON MARINEEQUIPMENT, PRODUCTS & SERVICES

www.marinelog.com/infodirect



BILGE WATERHermont Marine Inc.www.hermont.com

Total Marine Solutionswww.totalmarinesolutions.com

BOW/STERN-THRUSTERS

Omnithruster Inc.www.omnithruster.com

CABLE & PIPE PENETRATION SEALS

CSD Sealing Systems-N.Amerwww.csdsealingsystems.com

COATINGSHempelwww.hempel.com

Sherwin Williams www.sherwin-williams.com

Sigma Coatings USA www.sigmacoatings.com

COMPRESSORSAtlas Copco

www.atlascopco.com

CONCEPT, CLASSIFICATION, CONSTRUCTION

DC Maritime Technologies Inc.www.dcmt.bc.ca

CONSTRUCTION &SURVEY

ABS/American Bureau of Shippingwww.eagle.org

DECK MACHINERYQuanzhou Baiyuan Shipping

www.by-marine.com

DESIGN & ENGINEERING

ACL Industries Inc.www.aclindustries.com

DIESEL ACCESSORIESGeneral Thermodynamics Corpwww.generalthermo.com

DIESEL ENGINESMAN B&W Dieselwww.manbw.com

DIGITAL SOFTWAREDelmiawww.delmia.com

DIVINGDonjon Marine Co., Incwww.donjon.com

DOORS & WINDOWSJoiner Systemswww.joinersystems.com

DRIVELINESDriveline Service of Portlandwww.driveshafts.com

ELECTRICAL SYSTEMS-DESIGN ENG & INTEGRATION

DC Maritime

Technologies Inc.www.dcmt.eng.pro

ELECTRICAL SERVICESShipboard Electrical & Air Inc. www.shipboardelectricalandair.com

EQUIPMENT ANDTRAINING

Honeywell Hermeticwww.hermeticinc.com

FINANCIAL SERVICESCAT Financialwww.cat.com/catmarinefinance

Siemenswww.usa.siemens.com/financial

FIXED BALLAST/INSTALLATION

Ballast Technologies Incwww.ballasttech.com

GARBAGE HANDLINGEQUIPMENT

Total Marine Solutionswww.totalmarinesolutions.com

HEATERS &AIR CONDITIONERS

Air-Specialty, Inc.www.air-specialty.com

HVAC QCI Marine Offshore LLCwww.qcimarine.com

INSURANCEPOLLUTION LIABILITY

WQISwww.wqis.com

INTERIORSJoiner Systemswww.joinersystems.com

QCI Marine Offshore LLC.www.qcimarine.com

Thermax-Panel Specialists Incwww.thermaxmarine.com

LUBRICANTSExxon Mobil Marine Lubricantswww.exxonmobil.com/

MARINE EQUIPMENTBollfilter Corpwww.bollfilter.com

Skookumwww.ulvencompanies.com

Smith Berger Marine Inc.www.smithberger.com

MARINE SALVAGEDonjon Marine Co., Inc.www.donjon.com

Titan Maritimewww.titansalvage.com

MARINE SANITATIONEvac Environmental Solutionswww.evac.com

Owens Kleen Tankwww.owenskleentank.com

MARINE SIGNAGEMaritime Associates Inc.www.marinesigns.com

MARINE CONTRAC-TORS/HULL GAUGING

AAC Marine Surveyors Incwww.aacmarinesurveyor.com

MARINE SURVEYORSNAVAL ARCHITECTS & CLASSIFICATION SOCIETIES

C.R. Cushing & Co., Inc.www.crcco.com

Lloyd’s Register Americas Incwww.lr.org

MINERAL AND SYN-THETIC LUBRICANTS

Exxon Mobil Marine Lubricantswww.exxonmobil.com

PAINTSherwin Williamswww.sherwin-williams.com

PROFESSIONAL SERVICES

SPAR Associates Inc.www.sparusa.com

PROFESSIONAL SOCIETIES

Society of Marine Port Engineerswww.smpe.org

Society of Port Engineers of Puget Soundwww.sope-ps.org

PROPULSIONOmnithruster Inc.www.omnithruster.com

Schottel Inc.www.schottel.de

PROPULSION CONTROLS/HYDRAULIC STEERING

Kobelt Manufacturing Co. Ltd.www.kobelt.com

REFRIGERATION &FREEZERS

Air-Specialty, Inc.www.air-specialty.com

SAFETY & SECURITY

Securewest Int’lwww.securewest.com

SATELLITE DATA COM-MUNICATION

Boatracs by Air IQwww.boatracs.com

SCAFFOLDING/STAGING

Safway Services Inc.www.safway.com

SHIPBUILDING &REPAIR

Atlantic Marinewww.atlanticmarine.com

Bludworth Cook Marine Incwww.vesselrepair.com

Austalwww.austal.com

Bollingers Shipyardswww.bollingershipyards.com

Derecktor Shipyardswww.derecktor.com

Detyens Shipyardwww.detyens.com

National Steel & Shipbuilding www.nassco.com

R & R Marine Fabrication &Drydockwww.rrmarine.com

SOFTWAREShipConstructor Software Inc.www.shipconstructor.com

Marine Software Solutionswww.msslighthouse.com

Sener Ingenieria Y Sistemaswww.foran.es

SPAR Associates Inc.www.sparusa.com

STEERING SYSTEMSWagner Steeringwww.wagnersteering.com

TANK GAUGINGMMC International Corpwww.mmcintl.com

TOOLSHayatawww.hayata-na.com

TRAINING &EDUCATION

Fremont Maritime Serviceswww.sea-safety.com

Global Maritime and Transportation Schoolwww.gmats.usmma.edu/

Marine Safety Internationalwww.marinesafety.com

Mitagswww.mitags.org

Pacific Maritime Institutewww.mates.org

VENTILATION SYSTEMS

Delta “T” Systems, Incwww.deltatsystems.com

WATER PURIFICATIONReverse Osmosis of South Florida Inc.www.reverse-osmosis.net

WIRE ROPELoos & Co., Inc.www.loosco.com

List your website on this page. ContactShirley Del Valle

Assistant Editorat t:212-620-7246oremail: [email protected]

website directory hot links available at www.marinelog.comMARINELOGWebsite Directory

Does yourad just lie

around?

MARINELOGprint • events • internet • e-media345 Hudson St., New York, NY 10014T: 212-620-7246 F: 212-633-1165

For more information e-mail us at [email protected] or visitwww.marinelog.com to see our latest digital edition.

Go beyond printwith Marine Log’s Digital Edition. Enhance your ad

and get more impact for your investment with:

Video, Audio, Hyperlinks, Tabs or Ad-Jolt.

ML MarketplaceCONTACT: Diane Okon

Phone: 312/683-5022 • Fax: 312/683-0131 Email: [email protected]

All Major Credit Cards Acceptedrrs TM

PRODUCTS & SERVICES

FINANCIAL ENGINEERS

MARAD TITLE XIMARKET RESEARCH

FINANCING AND LEASINGGOVERNMENT PROGRAMS

BUSINESS & FINANCIAL PLANS

SYNERGISTIC DYNAMICS, INC.888-897-4764 www.sdi-savannah.com


PANEL SPECIALISTS, INC.

B-15, C, A-60 INTERIOR JOINER PANEL SYSTEMSCERTIFIED by SOLAS, IMO, FTP CODE, EU MED, USCG, TRANSPORT CANADA

THERMAX PANELSNon-combustible, Non-Toxic

Sales & Production3115 Range RoadTemple, TX 76504Tel: (254) 774-9800www.panelspec.com

SalesTel: (813) 340-3940Fax: (813) 264-2507

[email protected]

Ask for Bill Gobel

JOBSFind maritime industry jobs IN PRINT in the expanded MLMarketplace or ONLINE at www.marinelog.com.

For more details, contact Diane Okon at 312-683-5022 oremail: [email protected].

in print & online


ENGINEERS & ARCHITECTS

350 Lincoln St.Suite 2501Hingham, MA 02043

Telephone: 781 740-8193

Facsimile: 781 740-8197

E-mail address:[email protected]

JOHN W. GILBERTASSOCIATES, INC.

Naval Architects andMarine Engineers

Websitewww.jwgainc.com

M.A.C.E. Inc.FT. LAUDERDALE - USA - WORLDWIDE

PHONE: (954) 563-7071 FAX (954) 493-9559

Thickness - hardness - crack determinationUltrasonic flaw detectionVibration - noise - structural/modal analysisField balancingTorque - torsional vibration analysisPredictive MaintenanceIR - thermography measurements

Marine Industry

NAVAL ARCHITECTURE & MARINE ENGINEERINGMARINE HVAC ENGINEERING

MARINE ELECTRICAL ENGINEERING

345 Old Plantation Dr., St. Augustine, FL 32086TEL 904-797-4785 FAX 904-797-4785

SCHOOLS & TRAINING

ShipmoPCSeakeeping Predictions Software

Advanced ship motion analysis

and comprehensive reporting

1 613 592-2830 [email protected] www.fleetech.com

EMPLOYMENT

NAVAL ARCHITECTS & MARINE ENGINEERSQUALITY TECHNICAL SERVICES

2021 Dauphine Street • New Orleans, LA 70116(800) 823-1324 (504) 945-8917

KEEL DESIGN CORPORATION

ENGINEERS & ARCHITECTS


Senior Design EngineerProvide engineering services to support marine production, mate-rial handling, quality assurance, and marine marketing/ sales forvessel construction projects.

REQUIREMENTS• Bachelor degree in naval architecture, marine or mechanical engi-

neering.• 5 years experience in structure and piping design within the ship-

building industry is required.• Capable of using AutoCAD 2008. Experience with following soft-

ware a plus:• 3-D modeling: ShipConstructor 2008• Hydrostatics: GHS• Surface fairing and curved plate expansion: Rhino, MultiSurf,

FastShip, etc.• Perform engineering analyses/calculations for vessel construc-

tion projects.• Provide detailed block lifting and rolling analyses to material han-

dling group.• Develop equipment design or modifications to Marine production.• Good verbal and writing communication skills.• Independent, initiative, productive, detail-oriented, and organized.

Send Resume toHuman Resources, Gunderson LLC, 4350 NW Front Avenue,Portland, OR 97210. Contact [email protected] and visit ourwebsite, www.gbrx.com

Equal opportunity employer

Trinity Industries, Inc. is seeking qualified candidates for aPlant Manager at our Brusly, Louisiana Inland Barge manufac-turing plant. For more information regarding this position,including duties and minimum requirements, please visit ourwebsite at www.trin.net. Interested candidates are invited toapply online.

Trinity Industries, Inc. is an Equal Opportunity Employer.

HIGH SPEED FERRY FOR SALE OR CHARTERThe Provincetown III is available from October 2009 through May 2010

Please Contact Michael Glasfeld 617.748.1410or email [email protected]

This nearly brand-new high speed catamaran, launched in July of 2004, has a top speed of 31 knots. Economical to run, the Provincetown III requires only a captain plus two crew and burns less than 130 gph at full power. Full air conditioning/heat, carpeted decks, modern and luxurious Beurteaux seating, full bar, reliable Cummins engines, built by Gladding-Hearn. The vessel currently operates on a 50 mile route that routinely experiences seas of 5’.

SALE CHARTER

Advertise today in classified & professional directory

Diane Okon(312) 683-5022 phone • (312) 683-0131 fax

[email protected] email

MARINELOG

SOFTWARE

Captain Alexander McDougall, (1845-1924), was a native of the island ofIslay, in the west of Scotland and

clearly a man of great strength of character.He was convinced that his “whaleback”design freighter, with its almost cylindricalhull form, would combine ease of construc-tion with economy of operation, and would,therefore, be the freighter of the future. Hereceived dozens of patents for differentaspects of the design. His concept was alsounusual in that he visualized each whale-back steamer towing two whaleback barges.

Not too surprisingly, the Great Lakesshipping companies were hard to con-vince, so in 1887 McDougall built a 200-foot, 428-dwt whaleback barge at Clark’sshipyard in Duluth, Minnesota, subcon-tracting the bow and stern to Pusey &Jones, in Wilmington, Delaware. Thiswas enough to get him financing from theRockefellers for his own yard, but he builtsix more barges in Duluth before settingup The American Steel Barge Companyin Superior, Wisconsin. In total, between1887 and 1899, he built 25 whalebackbarges, 18 whaleback steamers and onewhaleback passenger ship. The only oneof these 44 vessels to survive is Hull 136,the Meteor, originally the Frank Rocke-feller, which can be seen at the SS MeteorWhaleback Museum, in Superior.

Naval architects and shipbuilders caneasily understand the advantages ofMcDougall’s hull form and there was littlequestion at the time that it was both cheap-er to build and cheaper to operate than con-ventional hulls. So why did it come and go

so quickly? It was sunk by the emergingneed for Great Lakes freighters to carrytheir own cargo gear.

McDougall’s place in the pantheon ofnaval architects should be based on hisdevelopment of the whaleback freighter,but his most famous ship was the one pas-senger vessel that he built, in 1892. Thiswas the Christopher Columbus, a big ship,362 feet in length by 42 feet beam and 24feet deep, designed to carry 5,000 passen-gers. She shuttled between downtownChicago and the grounds of the ChicagoWorld’s Fair, in Jackson Park, part of thecelebration of the quadricentenary of youknow what. After the fair ended, she ran aregular passenger service between Chicagoand Milwaukee until about 1933. She wasbroken up by Manitowoc Shipbuilding in

1936. It is said that she carried more pas-sengers than any other Great Lakes pas-senger vessel ever built, but that would notbe difficult, given her size and her initialservice.

Unable to sell any more whalebacks,McDougall sold his shipyard in 1900 to TheAmerican Ship Building Company, whichwas then in the process of building theempire of Great Lakes shipyards that itused to be. AmShip renamed it SuperiorShipbuilding and switched to constructionof freighters of conventional design, build-ing 23 of them over the next ten years. Itbecame AmShip Superior in 1913 and dur-ing World War I it built 25 Lake-classfreighters for the U.S. Shipping Board. Theyard was closed after World War I, but itlives on today as Fraser Shipyards. ML


UNITED STATESNew York Sales Office345 Hudson St., 12th floorNew York, NY 10014

Roland Espinosa Sales DirectorTel (212) 620-7225 Fax (212) 633-1165E-mail: [email protected]

U.S. GULF COASTJeff SutleyTel (212) 620-7233Fax (212) 633-1165E-mail: [email protected]

WORLDWIDEDonna Edwards,International Sales Managere-mail: [email protected] Log (UK)Suite K5 & K6, The PriorySyresham GardensHaywards HeathRH16 3LB UNITED KINGDOMTel: +44 1444 416368Fax: +44 1444 458185

Australia, China, India, Japan, New Zealand and Singapore RepresentattiveBenn WoodTel:+44 1444 416908Fax: +44 1444 458185E-mail: [email protected]

KoreaYoung-Seoh ChinnJES Media International2nd Fl. ANA Bldg.257-1, Myungil Dong, Kangdong-GuSeoul 134-070, KoreaTel: +822-481-3411 Fax: +822-481-3414e-mail: [email protected]

CLASSIFIED SALESDiane OkonClassified Advertising Sales 20 South Clark St., Suite 2450Chicago, IL 60603Tel: (312) 683-5022 Fax: (312) 683-0131E-mail: [email protected]

MARINELOGISSN 08970491 USPS 576-910

A Simmons-Boardman Publication

345 Hudson Street, New York, N.Y. 10014Tel: (212) 620-7200 Fax: (212) 633-1165Website: http://www.marinelog.com

Advertising Sales

SHIPBUILDINGHISTORY December 2009 Vol. 114 No. 12

AMERICAN STEEL BARGE:BUILDER OF THE WHALEBACK

B Y T I M C O LT O N

www.shipbuildinghistory.com

Built in 1982, thewhaleback freighter,Thomas Wilson wasdesigned by CaptainMcDougall

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Contact your Sales Representative for more information:Shirley Del Valle Roland Espinosa Ian Sepp Jeff Sutley(212) 620-7246 (212) 620-7225 (212)620-7221 (212) [email protected] [email protected] [email protected] [email protected]

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