MARITIME REPORTER & ENGINEERING NEWS(October 2012)

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

O C T O B E R 2 0 1 2

MARITIMEREPORTER

ANDENGINEERING NEWS

M A R I N E L I N K . C O M

SomervilleUbiquitous ABS Chairman offers candor &insight on the evolution & future of class

Think Global, Act LocalDr. Umlauft has MAN Diesel & Turbo steaming ahead

Marine DesignPolarcus’ Innovative News Seismic Ship

Maritime SecurityBC Ferries & Washington State Ferries

Marine CasualtiesAn Investigation’s Problems & Pitfalls

CAD/CAMThe Virtual Towing Tank

PreviewCIMAC 2013 in Shanghai

COV1 MR Oct 2012:COVER PAGE.qxd 10/5/2012 8:55 AM Page 1

COV2,C3&C4 MR July 12:COV2,C3&C4 MR May.09.qxd 7/3/2012 10:38 AM Page 2

MR#10 (1-9):MR Template 9/24/2012 2:24 PM Page 1

2 Maritime Reporter & Engineering News

8 INTERVIEW: DR. RENÉ UMLAUFT, CEOAfter one year on the job as the head of MAN Diesel & Turbo, Dr. Um-lauft shares ingishts on navigating tough shipping times.

by Greg Trauthwein

14 THE NEW GOLD RUSHArt Anderson Associates helps create an innovative new gold dredge.

16 CIMAC 2013The world’s most influential power conference sets its sights onShanghai in 2013.

by Victoria Maier, PhD

18 SIGNED CONFESSIONSConvictions have been obtained for false entries in garbage recordbooks and ballast water management records. What’s Next?

by Dennis Bryant

20 MARAD STEPS UPThe U.S. Maritime Administration & maritime security initiatives.

by Owen Doherty

22 MARINE CASUALTYInsights on an investigation’s problems and pitfalls.

by Jeffrey Moller

26 INNOVATIVE SEISMIC VESSEL DESIGNPolarcus received its eighth 3D seismic vessel, Polarcus Adira, deliv-ered from Ulstein Verft in Norway.

by Henrik Segercrantz

30 A CLASS ACTRobert D. Somerville, chairman of ABS, shares with MR his insights onthe evolving role and future of classification.

by Greg Trauthwein

36 SECURE FERRY OPSBC Ferries and Washington State Ferries present some interesting se-curity and operation conundrums.

by Kathleen Gleaves

38 FINITE ELEMENT SOLUTIONSThe global offshore market and its need for more efficient, environ-mentally benign ops, increasingly uses engineering simulation.

by Spiro J. Pahos

40 THE VIRTUAL TOWING TANKState-of-the-art and future trends in developing and delivering effi-ciencies from the Virtual Towing Tank.

by Boris Bucan, Marta Pedisic Buca, Jaehyoung Jun & Milovan Peric

ALSO IN THIS EDITION

6 EDITORIAL14 VESSEL PRICES45 PRODUCTS50 NEW VESSELS52 PEOPLE & COMPANY NEWS57 BUYER’S GUIDE58 CLASSIFIEDS64 ADVERTISER’S INDEX

SUBSCRIPTION INFORMATIONOne full year (12 issues) $73.00; two years (24 issues)$105.00 in U.S. (Canada & Mexico also)Rest of world one year international $120.00; two years$174.00 including postage and handling. For subscrip-tion information:

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

Tel: (212) 477-6700 • Fax: (212) 254-6271

ON THE COVER

30With this being the “MarineDesign” edition, who betterto tap for insights thanRobert D. Somerville, chair-man, ABS, and an industryveteran with more than 40years of perspective.

contents

Pictured is Vigor Shipyard’s unique entry — based onthe Ulstein X-BOW design — into the comptetition tobuild the U.S. Coast Guard Offshore Patrol Cutter (OPC).

(Pho

to C

redit

: ABS

)

ShipShape


October 2012 www.marinelink.com 3



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

Tel: (212) 477-6700; Fax: (212) 254-6271e-mail: [email protected] • 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. BryantEdward Lundquist

Correspondents Joseph Fonseca, IndiaKeith Henderson, The NetherlandsGreg Knowler, ChinaClaudio Paschoa, BrazilPeter Pospiech, Germany

Editorial Consultant James R. McCaul, President, International Maritime Assoc.

PRODUCTIONProduction Manager Irina Tabakina • [email protected]

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

CIRCULATIONCirculation Manager Kathleen Hickey • mrcirc@ marinelink.com

SALES

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

Sales Administration & Office Manager Rhoda Morgan • [email protected] & Event Coordinator Michelle Howard • [email protected]

Classified 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) 472-2715Fax: (212) 254-6271 Fax: (631) 868-3575

Mike Kozlowski Terry Breese Jean Vertucci [email protected] [email protected] [email protected]

Tel: (561) 733-2477 Tel: (561) 732-1185 Tel: (212) 477-6700Fax: (561) 732-9670 Fax: (561) 732-8414 Fax: (212) 254-6271

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

United Kingdom Paul Barrett • E- [email protected] House, 25 Downham Road, Ramsden Heath, Essex CM11 1PU UKT- +44 1268 711560; M- + 44 7778 357722; F- + 44 1268 711567

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

SUBSCRIPTION INFORMATIONOne full year (12 issues) • in U.S.: $69.00; two years (24 issues) $98.00 • in Canada: $73.00; two years (24 issues) $105.00 • Rest of the World: $98.00; two years $152.00 including postage and handling. For subscription information:Email: [email protected] • www.marinelink.comTel: (212) 477-6700 • Fax: (212) 254-6271

POSTMASTER: Send address changes to: Maritime Reporter 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.

MR#10 (1-9):MR Template 10/5/2012 10:31 AM Page 4


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

Maritime Reporter/Engineering News (ISSN # 0025-3448) is published monthlyby Maritime Activity Reports, Inc.118 East 25th Street, New York, NY 10010.Mailed at Periodicals Postage Rates at New York, NY 10199 and additionalmailing offices.

Postmaster send notification (Form 3579) regarding undeliverable maga-zines to Maritime Reporter/Engineering News, 118 East 25th Street, NewYork, NY 10010.

Publishers are not responsible for the safekeeping or return of editorial material. ©2011 Maritime Activity Reports, Inc.

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

ISSN-0025-3448USPS-016-750

No. 10 Vol. 74

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 anyform or by any means mechanical, photocopying, recording or otherwise without theprior written permission of the publishers.

Gregory R. Trauthwein, Editor & Associate [email protected]

EDITORIAL

Asking “How has the maritime industry most changed for the better or the worse over the courseof your career” is a standard fare question in interviews with leading executives from around theglobe. From where I sit, as a member of the maritime media for 20 years, if I ask myself thatquestion (which I just did) the answer is: “Executives tend to be less forthcoming, more careful,more apt to ‘toe the company line’ instead of telling me how they really feel.”

This is not the case, I’m pleased to say, with a pair of interviews that take center stage in this edition, the firstwith Robert Somerville, Chairman, American Bureau of Shipping, and the second with Dr. René Umlauft, therelatively new head of MAN Diesel & Turbo.

In early October Mr. Somerville receives recognition from the Coast Guard Foundation at a black-tie NYCgala, so it seemed an appropriate opportunity to receive from Mr. Somerville, who after a more than 40-yearcareer with ABS is set to retire in 2013, his insights and perspective on some of the more pressing matters fac-ing the industry as a whole, from ever-tightening environmental regulations to the continued economic crisis.While we write often of the cyclical nature of this industry, it is particularly enlightening to hear from a manyof Mr. Somerville’s stature and tenure, as he has seen his fair share of ups and down’s.

“One of the advantages of age is that it provides perspective. Difficultas the current market may be, it is not yet anywhere near the disas-trous conditions that all sectors of the maritime industry faced in thelate 1970s through the 1980s when we were sending ships to scrap

yards right from delivery.” Somerville said.

As this is our traditional “Marine Design Annual” it seemed doubly appropriate to feature Mr. Somerville, asit was ABS which developed and launched ABS SafeHull, a revolutionary suite of structural analysis programsin the early 1990s.

The interview with Mr. Somerville starts on page 30, and I’m willing to bet that with a thorough read you willwalk away with new information and fresh perspective.

We are pleased to present market and technical insights from Dr. René Umlauft of MAN Diesel & Turbo, whoI sat with last month in Hamburg at the SMM 2012 exhibition. Chatting with the head of a global power leaderis instructive for many reasons, the least of not which is the fact that Dr. Umlauft has been in his current postfor now exactly one year, coming to the marine business from the stationary power side, which affords an in-teresting comparison and contrast. He take charge in challenging times, quite unlike five years ago when thelarge engine maker’s chief concern was a global crankshaft shortage and getting the engines out the door quicklyenough.

The power companies I find to be great interviews as they touch on every single topic that drives your busi-ness today (no pun intended) including: reduced emissions and fuel consumption, repair and maintenance andautomation. MAN Diesel & Turbo is in the midst of an alteration in which it goes about its global business,expanding facilities and empowering regional teams to get closer with the customers. Read Dr. Umlauft’sthoughts starting on page 8.




”“


INTERVIEW DR. RENÉ UMLAUFT, MAN DIESEL & TURBO

Taking the reins of a large industrial con-glomerate is a challenge in the best oftimes. Taking the reins of MAN Diesel &Turbo during the most challenging worldeconomy of a generation takes nerve, re-solve and a solid plan. Meet Dr. René Um-lauft, the CEO of one of the world’sdominant power companies, as he helpssteer it towards the future.

By Greg Trauthwein, editor

Dr. René Umlauft, MAN Diesel & Turbo

Think

GLOBALAct

LOCAL

As any maritime power supplier couldsurely attest, resting on one’s laurels isnot an option in today’s market: a gener-ally stagnate global industrial situation,mixed with environmental regulationsand fuel prices that are simultaneouslyspiraling higher. In tandem, vessel own-ers of every genre make demands that in-herently at odds with one another:competitive pricing and seamless per-formance; reduced emission and reducedfuel consumption; with the seamless de-livery of advanced technologies andservice, all geared to help vessel ownersbetter manage fleets and their bottomlines better.

All in a day’s work for Dr. René Um-lauft, CEO of MAN Diesel & Turbo.

Dr. Umlauft took the helm a little morethan a year ago, and took some time onthe occasion of SMM in Hamburg, Ger-many, to share with Maritime Reporterhis insights on building and maintaininga diversified power provider that is aglobal company with an increasinglysharper eye on local activities.

A Diverse PedigreeMAN Diesel & Turbo is an indelible

player in global maritime circles, but Dr.Umlauft is a relative newcomer, havingspent the last 21 years of his career pri-marily on the power side of the businesswith another power company.

“I joined MAN last year, and I have alot of experience in gas turbines, steamturbines and power plants,” said Dr. Um-lauft. “I have been in this position for al-most one year now, and one of the maininitiatives which we decided from theoutset was the introduction of our newglobal organization.”

Essentially, MAN Diesel & Turbo,which already has an impressive globalfootprint, set out to get more in touchwith customers and their needs on thelocal and regional level, and to that endhave split the world into nine regions,each with its own CEO and CFO report-ing back to headquarters to one of thecompany’s five board members. Dr. Um-lauft is specifically responsible for threeregions: India, Russia (incl. CIS), and

From the technical point of view, I am sure we areable to solve (the environmental) issues. The ques-tion is: are our customers able to invest in the new

technology based on the new legislation, particularlyin light of the ongoing sluggish world economy?





sub-Sahara Africa.“The main point is to put the focus to

the regions worldwide, and to have some-body who is the face to the region, to thecustomers, to the suppliers, to the gov-ernment, to the press,” said Dr. Umlauft.“One person speaking with one voice tothe region on behalf of MAN, and just asimportantly, to MAN Diesel & Turbo in-ternally.”

At a time when many companies areeschewing increased service to bolsterthe bottom line, MAN Diesel & Turbo isinvesting money and effort to get closerto its customers in a meaningful manner.

Dr. Umlauft reasons that clear focusedcustomer service effectively lets it knoweven more about the markets served, adepth of knowledge about the customerand the region that ultimately helps thecompany to develop strategies short andlong term.

“We are really increasing the customerfocus, not only for service, where I thinkwe are doing really well; and on the twostroke we are doing really well, but wehave some fields where we can improve,”said Dr. Umlauft.

While the blueprint is finished, the planis not yet 100% implemented as the com-pany continues to round out its top man-agement teams in the nine regions, aprocess Dr. Umlauft estimates will becompleted in early 2013.

The Power PlayWhile Dr. Umlauft is not long-tenured

in the marine business, he explains thatthere are many similarities between shoreside and at-sea businesses.

“I think that the main point is to steerthe company through economically diffi-cult times!,” said Dr. Umlauft. It is withthis clarity of vision that he and his col-leagues in management, sales, productionand service have embarked to refine andin some instances redefine this historiccompany and its family of technical so-lutions. Part of the plan to extend the fieldpresence of MAN Diesel & Turbo is theopening of several new service hubs in2013, e.g. in Halifax, Vancouver, Dakarand Quito. “This expansion is needed tohave the right service support, to bewhere the customer needs you to be,” hesaid. While he admits the tough worldeconomy has had obvious impact on hiscompany’s business, Dr. Umlauft is quickto point out that there are plentiful op-portunities today, and enhancing thecompany’s regional focus will help toroot them out.

“I think the prospective for the mar-itime business overall is difficult at thistime, and I think that we have to go mar-ket segment by market segment,” said Dr.Umlauft. “We have mentioned one par-ticularly big order and opportunity (therecently announced $33b Canadian Navy

contract) and I think that worldwide theNavy business looks interesting. I havehad a discussions with the Indian Navyand Indian Coast Guard regarding theirplans going forward. Also, the offshorebusiness and special vessels for offshoreapplications. For example, I look toBrazil, where they must go really deep toget their oil. Also, Russia looks interest-ing for special vessels, including ice-breakers.”

While he continually touts the com-pany’s plan to get closer on the locallevel, he is quick to point out that ulti-mately the future success of the companyhinges on the product, or more specifi-cally the MAN Diesel & Turbo’s abilityto maintain a pipeline of technically su-perior solutions that are designed to meetthe real world needs of its diverse two-stroke and four-stroke client bay.

“One part is knowing the customersand the individual markets better,” Dr.Umlauft said. “Another is delivering newproducts with higher efficiency, offeringdual fuel options. The price of crude oil isthe price of crude oil and I have nothingto say about that; what we have to do iscome up with the products and the strate-gies to help our clients reduce the impactof rising fuel costs.”

Just as the company invests in expan-sion of service, it also invests mightily inResearch & Development to ensure that

New Medium Strategic L35/44DF meets emissions legislation and expands thecompany’s dual-fuel power range.

At a GlanceHeadquartersMAN Diesel & Turbo SE, Augsburg, Germany

Key performance indicators (2011) Order intake 3.7B euroRevenue 3.6B euroOperating profit 460 euroHeadcount (as of Dec. 31)* 14,039ROS (%) 12.7*Including subcontracted employeesOnline: www.mandieselturbo.com

Chairman of the Supervisory BoardDr.-Ing. Georg Pachta-ReyhofenSpokesman of the Executive Board of MANSE, Munich

Members of the Executive Board of MAN Diesel & Turbo SE • Dr. René Umlauft - CEO• Dr. Hans-O. Jeske • Arnd Löttgen • Dr. Peter Park • Dr. Stephan Timmermann

Products and Services

Engines & Marine Systems• World market leader for the propulsion ofseafaring vessels with a market share ofaround 50 per cent• World market leader for two-stroke dieselengines for seafaring vessels with a marketshare of over 80 per cent• World market leader for medium-speed,four-stroke propulsion engines• Second on the global market as a supplierof exhaust turbochargers for two-stroke andmedium-speed four-stroke diesel engines

Power Plants• Second on the global market as a supplierof medium-speed diesel engines for stationarybase load power plants• From pure genset deliveries to semi-turnkeyand turnkey power plants• Combined heat and power plants, DieselCombined Cycle (DCC)• Excellent fuel flexibility: HFO, diesel, bio-fuels and gas

Turbomachinery• Axial/radial compressors, gear-type, isother-mal and screw compressors• Up to 1,000 bar outlet pressure and volumeflows of up to 1.5 million m3/hour• Gas turbines up to 50 MW, steam turbinesup to 150 MW output• Complete turbomachinery trains includingdrive/auxiliary equipment, e.g. for the oil andgas industry, process industry and for powergeneration• Reactors for the chemical and petrochemi-cal industries

MAN PrimeServ• Global spare parts provision and repair withown crew• Online diagnosis of machinery and engines• Conversions, status analysis, performanceadjustments, machinery relocation• Training for customers and operators inMAN’s own academies




its product line-up is fresh and ahead ofthe curve.

“Where should I start? We have thedual fuel engine L35/44 on the test bedwhich is running, intended for use inmaritime and power plant applications.We have working on a two-stroke, we

have a gas engine, meeting Tier III whichis coming; we have a new high speed en-gine,” said Dr. Umlauft. “On the engineside, we have a lot of development, fromthe high speed through the two stroke lowspeed, moving toward environmentallyfriendly initiatives but also working to-wards greater engine efficiencies.”

In fact, from the fulfillment of tech-nologies to comply with evolving envi-ronmental rules, Dr. Umlauft is confidenthis company is up for the task. “From thetechnical point of view, I am sure we areable to solve (the environmental) issues.The question is: are our customers ableto invest in the new technology based onthe new legislation, particularly in lightof the ongoing sluggish world econ-omy?”

MAN Diesel & Turbo introduced itsL35/44DF engine, the latest addition toits four-stroke portfolio, at SMM 2012 inHamburg. Spurred on by developmentsin environmental legislation and the strictemission limits resulting from that, theengine offers dual diesel fuel-gas runningand can also be introduced as a retrofit toengines already in service.

The first prototype entered its test phaseat the beginning of 2012’s second quar-ter at MAN Diesel & Turbo’s Augsburgfacility. A V-type engine version is being

developed simultaneously that will en-large the power-output range of the com-pany’s dual-fuel engine portfolio as partof MAN Diesel & Turbo’s market strat-egy.

The company is introducing theL35/44DF engine at a time where sepa-rate emissions legislation for harbors isset to come into play, in addition to theupcoming IMO Tier III emission regula-tions for marine applications. Accord-ingly, MAN Diesel & Turbo views theintroduction of another engine that offersthe option of operation on gaseous fuelsas timely, also in the context of ship own-ers’ increasing environmental awareness.With the L35/44DF engine, MAN Diesel& Turbo is continuing the expansion ofits product program with a dual-fuel en-gine based on common rail technology.

MAN Diesel & Turbo’s developmentobjective with the new engine was to pro-duce a high efficiency/ high specificpower output unit that complied withIMO Tier II emission limits in dieselmode and IMO Tier III limits in gas op-eration. A high degree of fuel flexibility(HFO, MDO, MGO and natural gas) wasanother primary objective. With an out-put of 530kW/cylinder, the inline35/44DF is available in 6 – 10 cylinderconfigurations, equivalent to total power

outputs from 3.2 MW to 5.3 MW. Thisrepresents the highest power output avail-able in the segment and complementsthat offered by the larger L51/60DF type.

The company also announced an addi-tion to its engine program: the D7 high-speed engine which delivers a 1.5 – 5MW output at 1,000 – 2,000 rpm and isdesigned to serve a broad range of appli-cations. The company contends that theD7 closes the gap between its smallestmedium-speed and largest high-speed en-gines and sets new standards in fuel effi-ciency, power/weight ratio andTBO-intervals.

It has targeted tugboats, workboats, off-shore service and supply vessels, navypatrol boats, super yachts and fast ferriesas its core applications. The new enginewill additionally serve non-marine mar-kets such as the offshore, onshore powergeneration and rail segments. It will alsobe available as a gas-powered version forcertain applications. The D7 will play acentral role in a new propulsion train de-vised by MAN Diesel & Turbo. Cus-tomers will be offered the engine as partof a package that includes gearboxes,propellers, switchboards, auxiliarygensets, and energy storage solutions. Or-ders for the new engine can be placedstarting in 2014.



The new MAN high speed engine.





NEWS

Monthly Change Secondhand Vessel Values by Year & Size

VesselsValue.com provides data driven ship valuations for tankers, bulk-ers and containerships. These graphs show how vessel value dependson age for the major types. Vessels are assumed to have typical sizeand specification for age and high built quality at a top tier shipyard.

VesselsValue.com

Supply & Demand 101

Crew Drives Cost Rise

As a dearth of qualified crew in thepipeline vexes vessel owners glob-ally, it should be surprising to fewthat rishing crew costs is the leadingdriver of higher total annual operatigcosts in the shipping industry.

Moore Stephens announced via itsOpCost 2012, the firm’s unique shipoperating costs benchmarking tool,that total annual operating costs inthe shipping industry increased by anaverage 2.1% in 2011, compared to a2.2% average rise in costs recordedfor the previous year.

Crew costs were the main reasonfor the overall increase in 2011,while the cost of insurance fell forthe second year in succession.

OpCost 2012 covers the threemain tonnage sectors – bulkers,tankers and containerships. Someother interesting numbers:

% overall increase in 2011 crewcosts compared to the 2010 fig-ure.

%, the largest crew cost increaserecorded in for operators of larg-er dry cargo ships (above 25,000dwt) and of smaller LPG carriers(between 3,000 and 8,000 cbm).

% that costs for repairs and main-tenance FELL in 2011, comparedto the 4.5% rise in 2010.

% rise for repairs & maintenancein the bigger containership sector(between 2,000 and 6,000 teu)

% increase on stores spending.

% that insurance expenditureFELL in 2011, following a 4.7%fall in 2010.

www.moorestephens.co.uk/Shippingopcost.aspx

Art Anderson Associates recently completed design of anew dredge vessel for Pacifica, a Seattle-based vehicle as-sembler. The 50-ft. vessel was recently delivered to a cus-tomer for gold dredging operations near Nome, Alaska.

Art Anderson Associates was engaged by Pacifica in De-cember, 2011 to develop a design concept into a complete de-sign for construction.

Its naval architects and marine engineers began by prepar-ing a computer-generated model of the vessel based on theconcept drawings, which was the basis for initial hydrostaticand weight calculations. In Phase II of the project, Art An-derson Associates developed construction drawings for thehull and superstructure, and finalized the weight and stabil-ity calculations. In the project’s final phase, the team pro-vided fuel, water and controls design assistance, along withsupport for deployment.

The vessel was designed specifically to meet the unique

requirements of sub-surface dredging operations in theremote coastal waters of the Bering Sea, and is poweredby twin 300 hp Yamaha outboards. It features a custom-designed bow for cutting through the rough seas and allpump, sluice and crane systems to conduct its gold dredg-ing mission.

“This was a fun project in that we were able to learn quitea bit about the gold dredging business, the unique equipmentinvolved with it, all while applying the engineering skills weenjoy,” said Ben Anderson, Naval Architect and Project Man-ager for Art Anderson Associates.

Interest in offshore gold dredging has grown significantly,driven by high gold prices, recent offshore lease sales by theState of Alaska, and the popularity of TV programs such asthe Discovery Channel’s Bering Sea Gold.

[email protected]://www.artanderson.com

Art Anderson Associates at forefront of The New Gold Rush

Pacifica Receives Gold Dredge

3.3

6.7

1.1

4.4

2.7

1.5



Find Out MoreDetails about how to partici-pate as a visitor, exhibitor orsponsor can be found athttp://www.cimac.com/con-gress_2013/congress_2013.htm. Interested individualscan also download invitationsand other informative docu-ments about the CIMAC, theCongress and more.

ExhibitionAs ever, this year’s CIMACWorld Congress will be ac-companied by exhibitions bymanufacturers and serviceproviders from the engine in-dustry and associated sectors.In fact, one of the reasons forchoosing the Shanghai Exhi-bition Center as the venue forthe 2013 Congress was itsexcellent exhibition facilitiesand long record of runningsuccessful, high-profile tradeshows. In total, exhibitionspace of some 10,000 sq. m.has been reserved to accom-modate the many differentcompanies that will presenttheir portfolios and servicesat the 27th CIMAC WorldCongress.

The CIMAC WorldCongress is a gath-

ering of some ofthe best technical

minds on the matterof power for all

transport modes. Pictured is the newSCANIA DI16 with

a max torque of3,340 Nm at 2,000 rpm.


Ship owners and operators with amind to hear all the latest onglobal emissions compliance,new fuels and developments in

engine and turbocharger products have agolden opportunity to do just that inSpring 2013. From 13 to 16 May 2013 inShanghai, China, experts across severalindustries from CIMAC's 28 membercountries worldwide, including enginemanufacturers, engine users, componentsuppliers, fuel and lubricant companies,research organizations, classification so-cieties and renown universities will meetat the 27th CIMAC World Congress onCombustion Technology to talk about theinternal combustion engine industrytoday and tomorrow.

This prestigious event comes at exactlythe mid-point between the enactment ofIMO Tiers II and III and the nominationand implementation of the first EmissionControl Areas. “Historically, the Con-gress has been the forum for exchanginginformation that has been relevant anduseful for literally every kind of stake-

holder in the engine industry,” notesCIMAC Secretary General MarkusHeseding. "And to this very day, theCIMAC remains a focal, if not the focal,event for engine builders, engine usersand regulatory bodies looking for a de-finitive overview of both the technicaland commercial aspects of the business.”

Looking at 2013 in particular, the Con-gress will be gearing up just as the majoruser of large engines – the shipping in-dustry – will be feeling the squeeze fromlow returns as a result of cargo spaceovercapacity and rising fuel prices.“We’re getting closer and closer to 1 Jan-uary 2016, and it’s already quite clearthat the recent developments in the in-dustry are going to pose a challengingbackdrop for contemplating legislationthat will certainly increase total costs ofengine ownership,” says Axel Kettmann,Senior Vice President for Sales, Market-ing and Service at ABB Turbocharging inBaden, Switzerland. “So a major sectionof engine end users will be looking foranswers not just with regard to the ques-

tion of emissions but to the much moredifficult issue of emissions compliance atreduced fuel consumption.” ABB Tur-bocharging is a major corporate sponsorfor the upcoming CIMAC Congress.

Added significance with the 2013 locationSignificantly, the 2013 Congress is

being hosted by CIMAC’s NationalMember Association in China, namelythe Chinese Society of Internal Combus-tion Engines (CSICE). China is thefastest-growing producer of enginesworldwide and the research papers sub-mitted for presentation at the Congresspromise to offer completely brand-newinsights into Chinese engine developmentand its underlying drivers.

About the CIMACA brief look at CIMAC’s history and

aims explains why the Congress has be-come the very first address for informa-tion about the engine industry. TheInternational Council on Combustion En-gines was founded in 1951 by the engine

MARINE POWER

CIMAC Shanghai 2013Where the Engine Industry Meets • A golden opportunity in Spring 2013

By Victoria Maier, PhD

(Pho

to: S

cani

a)



industry for the engine industry in orderto promote the sharing and exchange ofinformation and expertise. “This goal ofensuring that we as experts in the engineindustry do share what we know is moreimportant than ever for reducing emis-sions and for reaching our next milestonewith IMO Tier III.” Heseding adds.

CIMAC achieves those goals throughevents and committees involving thewhole of the large engine industry. “TheCongress is obviously our largest andmost prolific event in terms of delegatenumbers and information presented anddiscussed, but it takes place only onceevery three years. In the interim betweenCongresses, we keep those discussionsalive through other events, such as theCIMAC CIRCLE and CASCADES,”says Heseding. Held at major tradeshows, the CIMAC CIRCLE discussionsrevolve around cutting-edge technologi-cal developments and latest industry is-sues and trends. CASCADES is theCIMAC’s most recent addition to itsevent calendar, and it aims to giveyounger engineers the chance to meettheir peers and to rub shoulders with theirmore experienced colleagues.

Committees include the importantCIMAC Working Groups that work topresent industry-wide views on key sub-jects. “These Groups are where the nutsand bolts of CIMAC’s contribution toprogress in the engine industry really be-come visible,” Heseding adds. Thanks tothe stability that a core of permanentWorking Groups offers, ad-hoc WorkingGroups can be formed flexibly as new is-sues arise. The groups currently com-prise: • Classification Societies

(WG 2 CS-D)• Crankshaft Rules (WG 4 CD)• Electronics and Software Systems

(WG 15 ESS)• Exhaust Emissions Control (WG 5

EEC)• Fuels (WG 7 F)• Gas Engines (WG 17 GE)• Marine Lubricants (WG 8 ML)• Unified Rules for Vibration Analysis

and Measurement (WG 14 UR)• Users (WG 10)

“With such a wide spectrum of sub-jects, it’s not surprising that CIMAC’sWorking Groups have produced numer-ous technical recommendations since

their inception in 1968 or that a signifi-cant number of those recommendationsare enshrined in global regulations,”Heseding says.

Shanghai For next year’s Congress, CIMAC has

received over 400 proposals for technicalpapers. The evaluation process of allthese submissions has already begun inorder to ensure a quick response for po-tential authors.

The themes of the Congress Sessionswill be:• Product development – diesel en-

gines• Product development – gas and dual-

fuel engines• Fundamental engineering – piston

engines• Environment, fuel and combustion –

diesel engines• Environment, fuel and combustion –

gas and dual-fuel engines• Aftertreatment• Tribology • Component and maintenance tech-

nology • Integrated systems and EC

• Turbochargers• Users’ aspects – marine applications• Users’ aspects – land-based applica-

tions (power generation, CHP, oil andgas, rail, etc.)

Participating in the CongressPeople interested in participating in the

Congress have several options for choos-ing how they would like to be involved.Aside from presenting a paper or visitingthe Congress as a delegate, participantsalso have various opportunities for ex-tending their involvement in the Congressat other levels, such as sponsorship.

Sponsoring the CongressSponsorship is an integral part of the

CIMAC Congress and widely recognizedby globally active companies as a primeopportunity to address engine buildersand engine users on a global scale.

CIMAC offers a wide range of spon-sorship opportunities and invites compa-nies to support CIMAC by benefitingfrom sponsorship of the 2013 World Con-gress. Details are available at

www.cimac.com/congress_2013/spshp.asp



Some years ago, I wrote an arti-cle lamenting the fraudulent en-tries made in many oil recordbooks and the increasing use of

those entries as signed confessions in theprosecution of ship owners and operatorsand senior shipboard personnel (particu-larly chief engineers) for making falsestatements to the US Coast Guard. Oilrecord books are required records oncommercial vessels and must be pre-sented to Coast Guard boarding officerson demand. The presentation of an oil

record book with known false entries forthe purpose of misleading the federal of-ficial into believing that the vessel is incompliance with applicable requirementscan subject the ship owner, operator, andsenior shipboard personnel to significantpenalties. Contrary to my expectations,the number of violations continues at ahigh rate, despite the prevalence of high-visibility convictions and imposition ofsevere penalties.

Gradually, the prosecutions for makingfalse statements have expanded beyond

the oil record book scenario. Convic-tions have been obtained for false entriesin garbage record books and ballast watermanagement records. It is only a matterof time before we see convictions forfalse entries in air emission, hull hus-bandry (biofouling), and sewage man-agement records.

For some unknown reason, neither theship owners/operators nor senior ship-board personnel seem to get it. TheUnited States government is seriousabout the accuracy of required shippingrecords and will not tolerate the present-ment of knowing false entries. Prosecu-tion for presentment of false records is awell-understood crime. It consists of fiveelements: (1) making a statement orallyor in writing; (2) when the statement isfalse or misleading; (3) the false or mis-leading information is material; (4) thestatement or concealment was madeknowingly; and (5) the statement wasmade or presented to a federal official en-gaged in performance of his or her duty.

Recently, though, the US government(particularly the Department of Justiceand the US Coast Guard) may have over-stepped the line. They are now some-times charging ship owners, operators,and senior shipboard personnel with fail-ure to maintain proper records. Themajor difference between this new crimeand the older crime of making or pre-senting a false statement to a federal of-ficial is that the written statement nolonger need be made or presented to afederal official. Thus, a false entry in aship’s oil record book made two yearspreviously involving a voyage in a farpart of the world may subject the owner,operator, and senior shipboard personnelto criminal prosecution in the UnitedStates for each time the ship enters USwaters without regard for whether aCoast Guard boarding officer ever exam-ines the oil record book. No evidencethat the fraudulent oil record book entryadversely impacted (or could possiblyhave adversely impacted) the UnitedStates is required. In addition, one fraud-ulent oil record book entry could result inmultiple violations of US law – one vio-lation for each port call while the errantoil record book is on board the ship, evenwhere there has been no USCG boarding.

The use of shipboard records as signedconfessions even when unread by federalauthorities now potentially extends be-yond the oil record book. Close exami-nation of the Code of FederalRegulations (CFR) reveals that similarlanguage requiring the maintenance ofrecords is used in regulations relating toballast water management and garbagemanagement. The Environmental Pro-tection Agency (EPA), in its regulationsrelating to control of air emissions frommarine engines, uses the word “keep”rather than the word “maintain”. The im-pact may be the same.

This raises the issue of semantics andoriginal intent. The oil record book pro-vision in Annex I to the InternationalConvention for the Prevention of Pollu-tion from Ships (MARPOL Convention)provides that an entry shall be made inthe oil record book on each of certain op-erations, including the discharge over-board of bilge water. It further providesthat the oil record book shall be “kept insuch a place” on board as to be readilyavailable for inspection.

In the United States, the MARPOLConvention is implemented and enforcedvia the Act to Prevention Pollution fromShips (APPS). The US Coast Guard (andfor air emissions, the EPA) has promul-gated regulations regarding various pro-visions in the MARPOL Convention,including the oil record book provision.

The initial USCG regulations promul-gated under APPS appeared in 1983.They provided, in pertinent part, thateach covered ship “shall maintain” an oilrecord book. No one at the time envi-sioned that the Coast Guard regulationhad any different meaning than the re-lated MARPOL provision. In fact, thepreamble to the rulemaking stated that itspurpose was “to implement the provi-sions of MARPOL”. The regulations inthis regard have not been amended sincetheir original promulgation. In otherwords, the MARPOL requirement to“keep on board” and the USCG require-ment to “maintain” the oil record bookwere synonymous.

Neither the Coast Guard nor the De-partment of Justice interpreted the USCGregulation as more expansive than theMARPOL provision until 2006. That

GOVERNMENT UPDATE

Signed ConfessionsConvictions have been obtained for false entries in garbage record books and bal-last water management records. What’s Next?


year, the United States Attorney for theEastern District of Texas charged thechief engineer and the owner of thetanker Pacific Ruby with criminal viola-tions of US law by failing to properlymaintain the ship’s oil record book. Onecount of the violation was charged foreach time the tanker had entered a USport with the oil record book containingthe allegedly fraudulent entries (for atotal of eight), even though the CoastGuard had not boarded the tanker nor ex-amined the oil record book until the lasttime, when the fraudulent entries werefirst discovered. The federal district courtdismissed the charges relating to failureto maintain, but sustained the remainingcharges. The government appealed. TheUS Court of Appeals for the Fifth Circuitreversed the dismissal, holding that, if theoil record book did not have to be “main-tained” while in in port, then a pollutercould avoid application of the recordbook requirements simply by falsifyingthe entries prior to entry into port. Thisholding defies experience and long-standing precedence. The Coast Guard

and the Department of Justice have beensuccessfully prosecuting ship owners, op-erators, and senior shipboard personnelfor years under the false official state-ment statute. In fact, that was the initialcharge in the Pacific Ruby case. It wasonly later, but before trial, that the “fail-ure to maintain” counts were added.

The appellate court, in allowing thefailure to maintain charges to be rein-stated, never addressed the implicationsof its action. While the potential penal-ties for violation of the false official state-ment provision and for violation of thefailure to maintain provision are roughlysimilar, there are two important differ-ences. First, as shown in the PacificRuby case, there would be only one vio-lation of the false official statement of-fence – the presentation of the oil recordbook to the Coast Guard boarding officer.There would be potentially multiple vio-lations of the failure to maintain offense– one for each time the foreign vesselcame into port (in the case of the PacificRuby, there were eight port calls). Thisdifference drastically increases the stakes

for the ship owner, ship operator, and sen-ior shipboard personnel and makes themmore amenable to entering into a pleabargain. Secondly, APPS includes a pro-vision allowing for payment of rewardsfor information leading to conviction.The false official statement offense doesnot include such a provision.

The failure to maintain offense is nowfrequently charged, but the propriety ofsuch action by the Coast Guard and theDepartment of Justice has not been re-ex-amined by a court since the Pacific Rubycase. I contend that multiple use of the“failure to maintain” charge amounts tounjust piling on. If this were football, apenalty would be called against the gov-ernment. Until that happens, ship own-ers and operators and senior shipboardpersonnel must redouble efforts to ensurethat entries made in required shipboardrecords are as accurate as possible so asto avoid handing the government anymore signed confessions. That should bedone regardless of the federal govern-ment’s awkward stance on this issue, butespecially so now.

Dennis L. Bryant, Maritime Regulatory Consulting,Gainesville, FL,

Tel: 352-692-5493Email: dennis.l.bryant @gmail.com



The paradigm for global transportationsecurity underwent a dramatic shift in theaftermath of the September 11 terroristattacks. In the years that followed, indus-try and government worked together toadd layers of security to mitigate riskwhile maintaining the flow of commerce.

The Department of Transportation’s(DOT) Maritime Administration(MARAD) has since developed securityinitiatives which ensure safety and effi-ciency in America’s Marine Transporta-tion System (MTS) by focusing on threecrucial improvement categories: trans-parency, accountability and resiliency.This three-point strategy hastens the flowof information between MTS stakehold-ers and mandates security training andawareness for key transportation officials.These improvements provide stakehold-ers the means to not only monitor MTS’sworldwide resources and distribution sys-tems, but to also respond and recoverfrom complications which occur in aglobal transportation network.

MARAD was tasked with applying thissecurity enhancement method to five dif-ferent MTS areas: supply chain security,maritime domain awareness, maritimesecurity training, the MarView Portal,and anti-piracy efforts.

In January 2012, the Department ofHomeland Security (DHS) announced itstwo-fold National Strategy for GlobalSupply Chain Security: 1) Promoting theefficient and secure movement of goods,and 2) Fostering a resilient supply chain.MARAD’s aforementioned approach iswell suited to assist in implementing thatstrategy. MARAD serves as a vital inter-mediary between the commercial andgovernmental ends of the supply chain.Its Office of Security has collaboratedwith local, state and Federal agencies toestablish a level of transparency wherebyprivate stakeholders obtain and share thesame information as MARAD personnel.On the accountability front, MARADsupports several interagency effortsaimed to report on security responsibili-ties within the global supply chain, suchas field reviews and national selectionsfor the FEMA-led Port Security GrantProgram. MARAD also compiles androutinely issues advisory updates to US-flag vessels and other maritime interests.

Moreover, MARAD has used its status asgovernment-industry intermediary to en-courage and even develop resiliency pro-tocols which make MTS entities bothsafe and economically sensitive.MARAD has spearheaded several aware-ness programs to this end, including itscyber security campaign as well as itsMaritime Domain Awareness (MDA) ini-tiatives with interagency partners includ-ing the USCG, Navy, and the NationalMaritime Intelligence Integration Office.

MDA constitutes a sufficient under-standing of any factor associated with themaritime domain that could impact secu-

rity, safety, economy, or the environment.DOT designated MARAD as the Execu-tive Agent (EA) to lead the initiative onbehalf of the department. The EA for thisprogram devotes much of its attention tomaintaining transparency across all MTScenters, including the 300 ports and3,700 cargo and passenger terminalsmanaged in the U.S. The EA’s greatestchallenge, however, is developing situa-tional awareness throughout MTS’s var-ious administrative spheres, includingvessel operations, cargo channels, andpersonnel involved in infrastructure.

The MarView Portal has been vital tohis success. MarView is an expansive,thoroughly maintained database providedby MARAD for the purposes of conven-ient information and data retrieval. Userscan facilitate and monitor the responsi-

bilities which MTS entities have to bothtransportation strategy and economic vi-ability. Specifically, the MarView Portalhosts more than 2500 source links oftransportation data, which can be used tocreate models and simulations for capac-ity planning, economic impact analysis,on-demand forecasting, as well as plansfor mitigating and reacting to emergencysituations. The Portal can also independ-ently generate its own analyses and cal-culations for user review, such asgeospatial modeling of MTS transporta-tion and Crisis Tracking and EmergencyNotification (CTEN). In making avail-

able a wide array of crucial MTS infor-mation – ranging from vesselcharacteristics to statistics on licensedmariners – MARAD aims to systemati-cally improve safety, security, and evenenvironmental efficiency within theMTS.

MARAD also works toward improve-ment of the MTS by continuing its proudtradition of excellence in training boththe current and incoming maritime work-force. An integral entity within MARADin support of maritime security is theUnited States Merchant Marine Academy(USMMA). The faculty not only trainsfuture leaders in the industry, but alsoplays a pivotal role in developing themodel security courses required by theMaritime Transportation Security Act of2002 (MTSA). Section 109 of the

MTSA requires the Secretary of Trans-portation to “develop standards and cur-riculum to allow for the training andcertification of maritime security profes-sionals.” DOT delegated this responsi-bility to MARAD and the MaritimeAdministrator charged the USMMA withits execution.

The Academy’s work on the MTSASection 109 project led to USMMA re-sponsibility for the development of Inter-national Maritime Organization (IMO)model courses for Ship Security Officer,Company Security Officer, and Port Fa-cility Security Officer under the provi-

sions of the ISPS Code. This project,undertaken jointly with the Governmentof India's Directorate General of Ship-ping under the coordination of the U.S.Coast Guard, was completed in Septem-ber 2003. The model courses are now theinternational benchmarks for maritimesecurity training, having been publishedby the IMO for use by training providers,carriers, and others worldwide. Sincethen, the Academy has updated existingmodel courses and added ones to includea broad sector of maritime personnel,first responders, military, and law en-forcement. Last year, the Academy de-veloped an additional five model coursesin maritime security for IMO.

As a credit to MARAD’s success in im-proving training programs, MARAD hasimplemented a voluntary MTSA 109 ap-

MARITIME SECURITY/OP-ED

MARAD Steps UpThe U.S. Maritime Administration & Maritime Security Initiatives

The MarView Portal has been vital to his success. MarView is an expansive,thoroughly maintained database provided by MARAD for the purposes of

convenient information and data retrieval. Users can facilitate and monitor the re-sponsibilities which MTS entities have to both transportation strategy and eco-nomic viability. Specifically, the MarView Portal hosts more than 2500 source

links of transportation data, which can be used to create models and simulationsfor capacity planning, economic impact analysis, on-demand forecasting.


proval program with rigorous certifica-tion process for maritime security train-ing providers. The Administration setsforth a challenging set of criteria whichproviders must fully meet in order to becertified to deliver training, ensuring thatindustry leaders groom future leaders.From the time MARAD’s training certi-fication program was first commissioned,more than 25,000 individuals have beentrained, and over 50 training providersapproved. An approved list of theseproviders is available on the MARADwebsite, marad.dot.gov/documents/MTSA_certified_courses.pdf

Last year, a coordinated effort betweenMARAD, the USMMA, the FBI, and theUSCG introduced an entirely new modelcoursework on Crime Prevention, Detec-tion, Evidence Preservation and Report-ing in response to the Cruise VesselSecurity and Safety Act of 2010. Thismuch-needed guidance upon which edu-cation and training providers can base in-struction for the prevention, detection andevidence preservation and reporting ofcriminal activities in the internationalmaritime environment was published inJune 2011.

Since the problem of piracy escalatedin the Horn of Africa (HOA) region in2008, MARAD has worked extensivelywith the U.S. Coast Guard and the De-partment of State to develop strategiesthat protect commercial shippers from pi-rate attacks. These strategies have beendiscussed and deliberated upon by theU.S. Delegation to the IMO’s MaritimeSafety Committee, on which MARAD’sOffice of Security serves as a member.The office has also served with the U.S.Delegation on the Contact Group onPiracy off the Coast of Somalia, whichsupported naval, industry, judicial, anddiplomatic efforts that decreased thenumber of successful pirate attacks in theHOA by nearly 50%.

Through these and other coalitions,MARAD has backed several piracy mit-igation strategies which have made sub-stantial impacts on the issue. Forinstance, the development of circularsand annexes for the IMO has helped flagstates and industry obtain valuable adviceon preventing successful pirate attacks.MARAD supplemented these notices byestablishing both the frequent publishingof MARAD and Office of Naval Intelli-

gence (ONI) threat advisories as well assupporting the development of “BestManagement Practices (BMP) to CombatPiracy” by international shipping organ-izations. MARAD also provided inputinto, and assisted with the distribution of,the U.S. Coast Guard security directivesthat outline specific, risk-based measuresone should take in order to deter, detectand disrupt piracy. To ensure that similarmeasures are taken in foreign waterswhich need them most, MARAD and itsagency affiliates support internationalnavy vessels which patrol and escortother vessels in the HOA.

MARAD has also collaborated withMilitary Sealift Command, together es-tablishing the Anti-Piracy AssistanceTeam (APAT) in April 2009. This volun-tary program consists of 1-2 representa-tives from the Naval CriminalInvestigative Service (NCIS) and 1MARAD official, who visit and assessUS-flag vessels in US ports. These rep-resentatives then compile a detailed re-port for the Master and CompanySecurity Officer of the vessel, regardingthe areas of vessel operation particularlyvulnerable to acts of piracy. More than 50

of these assessments have taken placesince the program started three years ago.

As stated and demonstrated above, thetumults of international politics andglobal economics have created a perfectstorm for today’s global transportationsystem. Public and private entities ofMTS stay afloat and secure through thecrucial balance of safety and expediencywhich MARAD continually strives for.In implementing vital change throughoutboth the procedural and infrastructural di-mensions of our international transporta-tion network, MARAD has helped shapenot just the current state of marine trans-portation security, but also its future.

Owen Doherty is the Director for theOffice of Security at the DOT/Mar-itime Administration. He is a graduateof the USMMA and the Naval WarCollege.




When a vessel-related acci-dent occurs on the navi-gable waters of theUnited States, the investi-

gation machinery starts up almost imme-diately. The operator, owner, or personin charge of a vessel involved in such acasualty is obliged to give the soonestpracticable notification, often followedby a written report, to the local CoastGuard Sector or office. This begins aprocess in which livelihoods, liberty, andcivil liability might all be at stake. Care-ful thought is required when the CoastGuard investigating officer calls to re-quest an interview.

The requirements to notify the CoastGuard of the occurrence of an incidentare laid out in Subpart 4 of Title 46 of theCode of Federal Regulations. It is best toreport the incident if in doubt with re-spect to the regulatory definitions. Forexample, the federal regulations requirereporting a casualty resulting in propertydamage in excess of $25,000. (46 CFR4.05-2(a)7.) Unless little more thanscratching of paint occurred, it would bewise to immediately notify the CoastGuard rather than wait for the estimate ofa marine surveyor. Giving the CoastGuard an immediate notification of thebasic facts of the occurrence and the ex-tent to which the marine environment orpersonnel remain at risk is the best pol-icy. There is little if any downside to sim-ply reporting the incident, except perhapssome amount of operational delay. Evenif a written CG-2692 needs to be submit-ted, there is no need to give a detailedself-incriminating statement. And, ex-cept to the extent that the vessel ownerdetermines that people directly involvedin the incident had used alcohol or drugs,there is no binding requirement to makeany admission or to draw any conclusionsas to fault for the accident.

Once the Coast Guard’s investigationbegins, however, the decision as towhether or not to give a full statement isnot so simple. Traditional wisdom hadbeen that refusing to cooperate with theCoast Guard would be tantamount to anadmission of fault and that the best wayto convince the Coast Guard that themariner’s actions were reasonable andlawful would be to accept the opportunity

to tell his or her side of the story. Thisinstinct is strongest in a situation wherethe Coast Guard is investigating the mat-ter informally, because the investigatingofficer will often have interviewed otherwitnesses or interested parties without al-lowing the mariner or his/her counsel anopportunity to participate. The inclina-tion in those circumstances would be togive the Coast Guard a full statement be-cause of the need to rebut statementsmade by others, which presumablypointed the finger at the mariner.

At the root of the traditional wisdom

was the Coast Guard regulation statingthat the purpose of the investigation is notto affix criminal or civil liability, but tomerely ascertain the cause of the incidentin order to prevent future occurrence. (46CFR 4.07-1(b)). The regulations alsocontain a form of limitation with respectto the admissibility of the mariner’s state-ment: “In order to promote full disclo-sure and facilitate determinations as tothe cause of marine casualties, no admis-sion made by a person during an investi-gation…may be used against that personin a [license suspension and revocation]proceeding, except for impeachment”.(46 CFR 5.101(d)). This provision seemsto assure mariners that their statementswould not come back to haunt them insubsequent proceedings against their li-censes. It was also thought that cooper-ation with the Coast Guard is relativelyharmless because the final report of theCoast Guard’s investigation cannot beused in a civil lawsuit to affix liability.

(46 USC §6308; but see L. Lambert, TheUse of Coast Guard Casualty Investiga-tion Reports in Civil Litigation, 34 J.Mar. L. Comm. 75 (2003))

The protections which these regulationsand statutes seem to afford are flimsy,however. First of all, neither of these pro-tections come into play if evidence ofcriminal behavior is uncovered. TheCoast Guard is duty-bound to notify thelocal U.S. Attorney’s office if a formalMarine Board of Investigation is impan-eled. Moreover, the Coast Guard islegally required to present any evidence

of criminal conduct uncovered in its in-vestigation to the U.S. Attorney General.Therefore, even if a statement made tothe Coast Guard might not be directlyuseable as evidence in a suspension andrevocation proceeding or as evidence ina civil trial, such statements or evidencemight be directly used in a criminal pros-ecution. Coast Guard investigating offi-cers are fully familiar with the Mirandarule, but an investigation interview set-ting would not be considered to be an ar-rest or apprehension situation such as tomake the Miranda warning necessary.

And one should not underestimate theimagination or willingness of the U.S.Attorney General or the local U.S. Attor-ney’s Office to craft a criminal indictmentout of the facts of a marine casualty. Cer-tainly when a death occurs, the federallaw known as the “Seaman’s Manslaugh-ter” statute (18 USC §1115) can comeinto play because a conviction requiresproof of only simple negligence, rather

than intent or recklessness. Oil pollutionincidents can readily lead to federal crim-inal indictments also. An oil pollution in-cident is likely to be well publicized,which will bring pressure upon the U.S.Attorney to take action. The MigratoryBird Treaty Act, passed almost 100 yearsago in order to prevent hunting, has beenused in one oil spill case after anotheragainst the individual mariners or theiremployers because the statute requiresonly a showing of the killing of a birdwithout proof of intent or even negli-gence. (16 USC §703). Even in the

“run-of-the-mill” collision, allision, orpersonal injury case, the operator or per-son in charge of the vessel could poten-tially be subject to criminal punishment.Title 46 of the United States Code con-tains a provision which makes it a ClassA misdemeanor to “operate a vessel in agrossly negligent manner that endangersthe life, limb or property of a person.”(46 U.S.C. § 2302(b)). The line of sepa-ration between gross negligence and sim-ple negligence is a matter of degree and isnot always easy to define. Ultimately, itcould be left to a jury to decide whetheror not the mariner’s behavior was so neg-ligent as to constitute the “willful, wan-ton disregard of a known risk”.Therefore, the possibility always existsthat a statement voluntarily made to theCoast Guard could be used in a criminaltrial. This is not the only potential pitfallassociated with cooperating in an inves-tigation, however. The regulation whichbars the use of admissions in a suspen-

LEGAL BEAT

Marine CasualtyInsignts on an Investigation’s Problems and Pitfalls

And one should not underestimate the imagination or willingness of the U.S. At-torney General or the local U.S. Attorney’s Office to craft a criminal indictmentout of the facts of a marine casualty. Certainly when a death occurs, thefederal law known as the “Seaman’s Manslaughter” statute (18 USC

§1115) can come into play because a conviction requires proof of only sim-ple negligence, rather than intent or recklessness.


sion and revocation hearing contains an exceptionfor purposes of “impeachment”. If the mariner de-cides to make a statement to the Coast Guard butthen changes his/her story in front of the presidingAdministrative Law Judge, the Coast Guard will beable to point out the inconsistency of a statementmade during the investigation. Moreover, the word“admission” is subject to a narrow definition. TheCoast Guard could well argue that a statement withrespect to the facts of the event is not necessarily adirect admission of fault and therefore can be uti-lized as evidence. The mariner may not have di-rectly admitted fault for the casualty, but that willnot stop the Coast Guard from arguing that the factsof the event, as evidenced by the mariner’s ownstatement, should lead the ALJ to conclude that themariner was negligent.

Any statements made to an investigating officer,whether amounting to an admission or not, can beused to assess liability for civil penalties. The fed-eral statutes allow for imposition of a civil penalty of$5,000 for every proven breach of the Inland Navi-gational Rules (33 USC §2072 (a)) and $25,000 forevery instance of negligent navigation (46 USC§2302(a)). There is nothing in the law or the regu-lations to prevent the Coast Guard from using anystatement given in an interview to support its as-sessment of those civil penalties.

Finally, there are certain licensed mariners, specif-ically state-licensed pilots, who might not worry

about their licenses in the context of a Coast Guardinvestigation. If the pilot was operating under theauthority of his state license rather than his federallicense at the time of the incident, the Coast Guardcannot suspend or revoke his federal license. How-ever, there is no specific regulation or statute whichprohibits Coast Guard cooperation with state li-censing authorities. In other words, any statementmade to the Coast Guard could very well be trans-mitted to the state licensing authority. The admin-istrative procedures in place under state law wouldthen be the only possible protection from the use ofthose statements by the Board of Pilot Commis-sioners to suspend or revoke the pilot’s license.

All of the above having been said, the decisionwhether or not to cooperate with the Coast Guardshould be made on a case-by-case basis.

There may very well be instances in which a fullexposition by the mariner may convince the CoastGuard that no further inquiry or investigation needbe made and/or that no negligence or breach of therules of the road took place. Being human, CoastGuard investigating officers and their superiors inthe chain of command may be highly suspicious ofa mariner who absolutely refuses to cooperate. Butthe mariner’s decision must be made with the pre-sumption in mind that any statement given to theCoast Guard will be fully admissible in suspensionand revocation hearings, civil penalty hearings andcriminal trials.

Octoberr 2012 marinelink.com 23

Jeffrey Moller, partner at Blank Rome, is an experiencedmaritime law practitioner who has parlayed his tort litigationexperience into successful representations in shoreside toxictort and environmental contamination cases. Mr. Moller hasreceived the highest possible rating from Martindale-Hubbell.

[email protected]



The need for ship-to-shore infor-mation exchange has neverbeen greater. Lawrence Poyn-ter product director at iOra ex-

plores the sophisticated connectivitysolutions that can keep the fleet afloat.

For armchair sports fans, 2012 has beena bumper summer of wall-to-wall mediacoverage. For naval crews, getting the lat-est NASCAR results, football scores orOlympic record times is more difficult –but not impossible. Many shipping firmsrecognize that making sports reportsavailable to their crews is an importantway to remove the sense of isolationoften felt onboard. The savings to begained from higher crew loyalty and re-tention rates, reduced training time, moredays at sea and improved operation of on-board equipment, have made crew wel-fare a critical consideration.

Delivering online news and sports cov-erage to the crew is just one example ofthe constant 24x7 information exchangethat characterizes modern shipping. Themaritime industry is becoming hugelydata intensive, and highly dependent oninformation systems that can help gener-ate new and competitive operating effi-ciencies in an environment wheremargins are under constant pressure.

As a result, modern fleets form a com-plex IT network, with individual vesselshosting servers, multiple terminal accesspoints and an extensive range of com-puter-based applications. In effect, theyare floating extensions of the land-basedoffice.

Data dependencySports results aside, the information

flow between headquarters and the ship’sMaster can have critical operation im-pact. Compliance with increasingly oner-ous regulations is but one example.Shipping firms have to guarantee that allvessels have the latest health, safety andquality management data in accordancewith the regulations of the governing flagstate or a given port state control. Mas-ters need to be kept up to date with inter-national regulations regarding specifiedEmission Control Areas or changing legalrequirements on transport and trade ingeneral.

In turn they have to provide headquar-ters with accurate, consistent records thatwill survive close inspection that can takeplace at any time. As always, being ableto demonstrate a compliance process isas important as actually being compliant.

Then there are various elements of aship’s operation that in themselves areimmensely data intensive tasks. Inter-connected, computer-controlled onboardequipment requires a core logging func-tion to record detailed performance andoperational telemetry.

This data can be monitored on board,but more forensic analysis is required on-shore for effective maintenance, preven-tative repairs and ship longevity. And,like any other computer network, ship-ping fleets also have to share network ad-ministration data to ensure optimalperformance.

Ongoing operation depends on contin-

ual updates, software upgrades and serv-ice packs. If the internal Local Area Net-work (LAN) on which the ship’soperation depends is to keep functional,then virus update files are needed to pre-vent devastating damage.

In an era of increasingly de-skilledcrew, the provision of required trainingmaterials has also become an essentialfunction. Improving onboard skill sets,reducing the risk of accidents and main-taining a vessel’s operational efficiencyall contribute to an improved overall busi-ness performance. In the case of the USNavy, which has some of the most well-trained sailors in the world, network con-nectivity enables its world-classengineering experts to remain onshorewhile being consulted by crews of multi-ple vessels. Even route planning, exhaus-tively researched and planned before aship leaves port, benefits from effectivedata exchange. Up-to-date maps orcharts, often in digital form, may causeunforeseen diversion, as can changingweather conditions, updated port data andincidents of piracy. Masters need thiskind of information as a matter of course.But fleet operators also need Masters tofeed information back to shore for dis-semination with the wider fleet, and inorder to improve routing, rationalizebunker fuel consumption, and leveragecargo-to-vessel planning across the com-pany as a whole.

Nothing but the truthThese examples alone demonstrate that

the distributed deployment of consistent,accurate information is critical to the ef-fective and efficient operation of naviesand commercial shipping operationsalike. It is predicated on the principle ofmaintaining a single point of truth orgolden copy of the relevant data. This sin-gle consistent view of data removes dis-crepancies and contradictions inorganizational requirements and ensuresthat record keeping and audits are in linewith those demands.

For the single point of truth to be effec-tive, information has to be centrallystored and made accessible from a singlecommon platform, normally a global webportal. This can prove challenging evenfor fixed, land-based networks, since por-tals are typically designed to operate overa LAN and often struggle when deployedover the extended wide area network. Theglobal area networks deployed by ship-ping fleets are even more problematic, asis the high-latency connectivity that istypical of access over satellite.

As ships sail in and out of internetrange, bandwidth degenerates and down-load speeds decrease. Satellite networksprovide a unique opportunity for linkingglobally distributed assets, but bandwidthand intermittent availability make them asometimes restrictive and costly infor-mation channel. At the same time, thesheer volume of application data thatneeds to be replicated over available net-works can easily consume availablebandwidth.

The net result is that users give in to

COMMUNICATIONS

Information EdgeInformation at the Edge of the World

Satellite of otherconnection.


temptation, and once they have accessedinformation from the central source storeit as a local copy. Any changes to the cen-trally held master are therefore missedand the single point of truth is broken.

The challenge for shipping operatorsthen is to reconcile the need for univer-sally available, globally consistent infor-mation with the fact that many of theusers of that information operate at thevery edge of a network of fluctuatingconsistency.

Networking Super SolutionsThere are four broad options available

to ship operators facing this conundrum. The first is network acceleration.

Most accelerator devices can be installedin the form of hardware appliances ateach end of the network and, as the namesuggests, have the effect of speeding upcommunication between any two pointson that network. Generally speaking,these devices will store repeated networkcalls issued by the computer in an intelli-gent fashion and effectively reduce theamount of data to be sent over the net-work, speeding up network traffic by afactor of between six and ten.

The second option is compression. By

reducing the quantity of data that needsto be sent over the network, compressiontechniques will reduce the amount ofbandwidth required and consequently thecost of delivery. Various compressiontools are available that provide the mech-anism for reducing the data footprint ofany updates sent over the network so thatbetter use can be made of the availablesatellite capacity. Specialist providers ofdigital information to shipping fleetshave already experienced compressionrates of up to 90 percent on their updatesto safety management systems, and haveenabled uninterrupted access to regula-tory, safety and technical information atsea as a result.

Third, content distribution allowsboth onboard and onshore users to avoidcalling over the satellite connection to ac-cess data. Content distribution enablesfirms to proactively deploy key datacloser to the end user and thus reduce re-liance on external network connections.In this way an operator can, for example,replicate updates to the corporate healthand safety data on a schedule to the ves-sel. When the vessel’s master needs to ac-cess that information it is available in alocal store that does not require reaching

back to shore over a fragile or costlysatellite connection.

Finally, least-cost routing enables op-erators to actively switch betweenproviders of bandwidth, and is a smartway to reduce bandwidth costs. In a typ-ical scenario, vessel communications willswitch from satellite-based delivery whenoperating offshore, to more cost-effectiveVHF delivery when in range – typically50 to 70 miles – of shore.

In reality the most common option is toadopt a hybrid of all four solutions,where essential content is automaticallydistributed over an accelerated networkgiving end users guaranteed LAN speedaccess to data that originated over thecorporate WAN.

Commercial shipping is under intensecommercial pressure, while nationalnavies are being asked to get smarter andmaximize limited national resources. Allare looking for ways to reduce costs,maximize the use of available resourcesand deliver greater returns from existinginvestments. Sophisticated connectivitysolutions that make the most of data as-sets delivers on all three counts.

About the AuthorLawrence Poynter serves as productdirector at iOra Ltd. Lawrence’s careerhas spanned a variety of roles in theUS and Europe for innovative technol-ogy companies.

About iOraiOra’s patented replication technologysupports the delivery of critical opera-tion data throughout the enterprise,even for remotely located personnel atthe network edge with limited connec-tivity. Successfully deployed on tens ofthousands of machines by customersincluding the US Navy, US MarineCorps, Shell, NATO, ARM, and the UKMinistry of Defence, iOra deliversdata replication over bandwidths aslow as 2kbps and to disconnectedusers. For more information visitwww.iora.com.




Marine design

PolarcusInnovation in Seismic Vessel Design

(Pho

to c

redi

t: U

lste

in G

roup

, Per

Eid

e)

Polarcus Limited received its eighth 3D seismic vessel on 21 June 2012 whenPolarcus Adira was delivered at Ulstein Verft in Norway. The vessel is the sec-ond of two 12-14 streamer Arctic 3D seismic vessels built at the yard, and isthe eighth vessel in the Polarcus fleet of the Ulstein SX134 design.

By Henrik Segercrantz



The marine geophysical com-pany Polarcus Limited receivedits eighth 3D seismic vessel on21 June 2012 when Polarcus

Adira was delivered at Ulstein Verft inNorway. The vessel is the second of two12-14 streamer Arctic 3D seismic vesselsbuilt at the yard, and is the eighth vesselin the Polarcus fleet of the Ulstein SX134design, characterized by the sleek UlsteinX-bow hull design the shipbuilder has be-come known for. The sistership PolarcusAmani was delivered by the yard at theend of March. Earlier vessels were builtunder license by Drydocks World DubaiLLC.. They include Polarcus Nadia(2009), and Polarcus Naila (2010), 12streamer vessels of type SX124, Polar-cus Asima (2010) and Polarcus Alima(2011), 12 streamer vessels of typeSX134, Polarcus Samur (2011) and theRussian flag vessel Vyacheslav Tikhonov(2011), 8 streamer vessels of type SX133.The other vessels carry Bahamas flag. Allvessels are designed by Ulstein Designand Solutions AS. Following a shortshakedown Polarcus Adira will com-mence operations on charter for TGS-NOPEC Geophysical Company ASA(TGS).

Polarcus Limited, registered on theOslo Stock Exchange, operates a fleet ofhigh performance 3D/4D seismic vessels.Polarcus offers contract seismic surveysand multi-client projects worldwide andemploys over 500 professionals. Thecompany's principal office is in Dubai,United Arab Emirates.

Main vessel dataThe hull of Polarcus Adira and Polar-

cus Amani were built at Kerch ShipyardZaliv in Ukraine. As is the custom for theships built by Ulstein Verft shipyard inUlsteinvik. This was the seventh hullbuilt at the yard.

The vessels are equipped with streamerwinches, towing points and gun winches.The X-bow hull line design, combinedwith a redundant diesel-electric propul-sion system, ensures good performancewith regard to speed and fuel consump-tion. The overall length of PolarcusAdira, yard number 293, is 92m and thebreadth is 21m, which is identical tothose of sister vessel Polarcus Amani.Depth to main deck is 9.0 m, design draftis 6.5m and maximum draught 7.5 m.

The deadweight at maximum draught is4,472dwt. Gross tonnage is 7709GT andnet tonnage 2313NT.

The hydrodynamic efficiency of the X-BOW, result in good sea-keeping abili-ties, it also provides a safe andcomfortable workplace for the crew bothduring transit and seismic surveys, as iteliminates slamming. The soft entry in

waves also reduces spray and eliminatesicing. The vessel is equipped with a he-lideck (D-value 22.2 m, 12t, UK-CAACAP-437 suitable for Sikorsky S-61N /S-92) for added safety and to ensure anefficient crew change, and is built ac-

cording to IMO code of safety for Spe-cial Purpose Ships (SPS), enabling it tooperate worldwide. The vessel has twoworkboats, by Westplast, and a NorsafeMOB boat onboard and six life rafts eachfor 35 persons with dedicated davit.

Machinery The vessel has diesel-electric propul-

sion. The main propulsion system com-prises two Wärtsilä 9L26 main dieselgenerators, each 2920ekW at 1000rpm,plus four Wärtsilä 9L20 1710ekW diesel

SEA READYSEA TOUGH

SEE SILVERSHIPS.COM

251-973-0000 • silverships.com DESIGNERS AND BUILDERS OF ALUMINUM BOATS

VISIT US AT THE INTERNATIONAL WORKBOAT SHOW BOOTH # 126



Marine design

generators, at 1000rpm. The generatorsare supplied by ABB. The total power is12,680ekW.

There are two propellers of controllablepitch type in nozzles, the shaft line ofeach driven by two variable speed elec-tric motors through twin in-single out re-duction gears type Scana PropulsionACGTS 1000. All diesel engines haveselective catalyst reactor (SCR) units,supplied by H+H Umwelt, to reduceNOx emissions. NO2 emissions are re-duced by some 90% to 98%, soot by20% to 30% and hydrocarbon emis-sions by 80% to 90%. There are twoABB electric propulsion motors in paral-lel configuration on each side, eachmotor 0-2200ekW, 0-1000rpm. The twocontrollable pitch propellers in nozzles,supplied by Scana Propulsion, each ab-

sorb 4400kW at 160rpm and have a di-ameter of 3700mm. There is an Caterpil-lar emergency generator with a power of240ekW.

The vessel runs on marine gas oil(MGO) with low sulphur content. TheFuel oil (MDO) capacity is 2030 cu.m.and fresh water capacity 1032 cu.m.. Thevessel can also carry ballast water/tech.fresh water 2170 cu.m., lube oil 63 cu.m.,and urea for the catalysts reactors 289cu.m. Towing pull in seismic operationis 82t. Bollard pull exceeds 125t. Polar-cus Adira has a maximum speed of 17knots, at 5.5m draft.

There is one 1200kW tunnel thrusterforward equipped with a controllablepitch propeller and one 850 kW re-tractable azimuth thruster forward. Thereis one tunnel thruster aft, 830 kW, con-

trollable pitch.The vessel is equipped with a roll

damping tank system. There are twofresh water generators, each producing15 cu.m./24h. There are two fuel oil sep-arators, self cleaning type and three lubeoil separators. In addition there is onemobile hydraulic oil separator and aUSCG approved bilge water separator. Aballast water treatment system is in-stalled.

Switchboards, navigation and DPUlstein Power & Control has delivered

the switchboards 690V, 400V and 230V,the emergency switchboard, and the com-munication and information system typeUlstein COM® to the vessel. Alse thebridge control and navigation system isof Ulstein delivery. The vessel has a

Kongsberg Maritime Dynamic position-ing system, DP2 type, and has twoDGPS, and a radius reference system.There is preparations for Kongsberg'sHiPAP 500 high precision acoustic posi-tioning. The integrated automation sys-tem is supplied by Høglund MarineAutomation.

Arctic classPolarcus Adira is an Arctic-ready vessel

designed and built for operations in Arc-tic waters carrying the ICE-1A* and Win-terized Basic notations from Det NorskeVeritas, the classification company ofthese vessels. Polarcus Adira can operatein first-year ice of up to 1 metre thicknesswithout the assistance of icebreaker. Thehull is ice-reinforced and the vessel hasde-icing and ice-preventing systems at

(Pho

to c

redi

t_U

lste

in G

roup

, Vas

co P

inho

l)

The new Polarcus vessel is well outfitted for work above the water and below, with its ultra modern bridge system (above left) & seismic room (above right).



critical tanks, pipelines and systems, andthe propellers, gears and thrusters are di-mensioned for withstanding operations inice. Escape corridors and rescue equip-ment are also protected against icing dur-ing Arctic operations.

The hull form is not really icebreaking,why the intention is to do the work inopen water. 3D seismic acquisition willonly take place in ice-free water. TheArctic qualities of the vessel enables thevessel to relocate through ice to and fromthe survey area, or remain in icy areaswaiting for the ice to clear, increasing theoperational window of the vessel.

Seismic equipmentPolarcus’ worldwide service capabili-

ties encompass conventional 3D surveysand sophisticated wide- and multi-az-imuth projects, high-density 4D develop-ment surveys. Polarcus Adira is a 3D/4D12-14 streamer seismic research vesselcapable of deploying up to 14 Sercel Sen-tinel solid streamers. The navigation sys-tem is ION Orca and the depthpositioning system is of type ION Di-giBIRD combined with DigiFIN lateralcontrol and DigiRANGE acoustic rang-ing, supplied by ION Geophysical Cor-poration. The seismic air gun source is byBolt Technology 1500-LL/1900-LLXTwith dual sources. The source controlleris a fully distributed digital gun SeamapGunLink 4000 controller.

The seismic operation room is locatedmidship over two decks in close vicinityto the seismic winches in the work area.Seismic dedicated areas include a Seis-mic operation room, Rack room (Serverroom), Back deck store, Bird shack, Airgun control room, Technical library, Tapestore, Tail buoy workshop, Two batterystores and a Streamer store repair room.There are a number of winch systems fit-ted with radio remote control.

Under an agreement with GX Technol-ogy, this global independent data pro-cessing company provides the on-boardseismic data quality control and when re-quired seismic data processing serviceson-board Polarcus' vessels, and onshoreadvanced seismic data processing serv-ices at one of its Data Processing Centres.

Accommodation and interior spaces Polarcus Adira is built with a hotel

compliment with permanent capacity for60 persons in 32 single and 14 doublecabins. There is a mess room which seats43, day rooms, internet café, gym andsauna, as well as a hospital, offices and aconference room. There are three crewstate cabins, one client state cabin,twenty-eight one-bed cabins, fourteentwo-bed cabins. There are also rooms for

dry provision, a cooler and freezer room,and laundries. There is a special helicop-ter reception room.

ClassificationThe classification company is Det

Norske Veritas. The vessel is designedfor environmental friendly operations.The vessel carries the Clean Design no-tation from DNV. A GREEN PASSPORTis issued. Low noise and vibration levelsare recorded in the accommodation and

on deck. Class notations are Det NorskeVeritas ✠ 1A1, E0, DYNPOS-AUTR,CLEAN DESIGN, COMF-V(3), ICE-1A*, WINTERIZED BASIC, NAUT-AW, HELDK, BWM-T, TMON, SPS.The vessel carries Bahamas flag.



somerville

Earlier this month you were honored bythe US Coast Guard Foundation at ablack tie event in NY City. You have re-ceived many honors over your career: inyour mind what makes the recognitionfrom the Coast Guard Foundation specialor unique?

ABS works with the maritime ad-ministrations of more than 125 countries,but the relationship that exists betweenABS and the US Government is unique.It is a relationship that stretches backmany, many decades, well before the es-tablishment of the agency we now knowas the US Coast Guard. It is a relation-ship that is based on a common mission– promoting the safety of life, propertyand the natural environment. Our rolesare complementary, the respect for eachother mutual. Various Memoranda of Un-derstanding codify the specific responsi-bilities that have been assigned to ABS,but the interaction between the two or-ganizations is much deeper. I do not con-sider the honor I have received from theCoast Guard Foundation to be one of per-sonal recognition but rather as a tribute

to the extraordinary relationship that hasbeen developed between generations ofABS professionals and their counterpartswithin the Coast Guard.

From a personal and career stand-point, my relationship with the US CoastGuard began when I entered Maine Mar-itime Academy. After four years of studyI obtained my degree and then earned aUS Coast Guard License after passingtheir three-day test. While the BS degreefrom the Academy was important, it wasthe USCG License that provided me theopportunity to get the sea going job.

As you reflect on the role of class intoday’s maritime industry, what do youconsider to be the most positive change inthe last decade in regards to the way inwhich class interacts with the maritimeindustry? What is the most detrimentalchange and why?

In the more than 40 years I havebeen at ABS, the role and responsibilitiesof class have expanded exponentially,moving from a purely engineering andtechnical base to include management

As Robert D. Somerville, ABSChairman, winds down his ca-reer with the American Bureauof Shipping, he shares withMaritime Reporter more thanfour decades of insight and per-spective on the evolution andfuture of class.

By Greg Trauthwein, Editor

A Class ActRobert D. Somerville, ABS Chairman



systems, security audits, and most re-cently, onboard living conditions throughthe Maritime Labor Convention. Butwithin just the last decade, I would haveto single out the adoption of the CommonStructural Rules (CSR) for tankers andbulk carriers as the single biggest ad-vancement in maritime safety and one ofthe seminal advances in classificationsince its inception.

To fully understand why I attach somuch importance to the adoption of theCSR, you need to think back to 1980sand the emergence of what was then re-ferred to as the short life ship designs thatwere being promoted by the shipbuilders.Their difficulties were understandable.The industry was mired in a severe down-turn, a situation similar to the one ship-builders are facing once again today. Theyards were attempting to control costs byreducing scantlings and increasing thepercentage of higher-strength steels. Be-cause some class societies, for purelycompetitive reasons, chose to acceptthese designs, there were several genera-tions of ships that were delivered with areduced ability to sustain the effects ofcorrosion and fatigue over their service

lives. The 2001 decision by ABS, LloydsRegister and DNV to put aside past dif-ferences and jointly develop and adoptcommon structural rules was an incredi-bly bold initiative. The subsequent deci-sion by the other IACS members to jointhe project and the issuance of the newRules put an end to a chapter of classifi-cation activity that had threatened its rep-utation and role as the industry’s acceptedmethod of independent self-regulation.

The current project to harmonizethe tanker and bulk carrier rules is thefinal step in what has been a very diffi-cult, time consuming and technicallychallenging process.

Personally, I would have liked tohave gone one step further with the CSRand to agree on one set of software forbulk carriers as well as tankers, but thiswas not to be. However, ABS and LloydsRegister formed a joint venture companyto develop a CSR system for bulk carriersand tankers. My hope is that more classsocieties will join us in this effort.

On the negative side of the equa-tion, I would have to single out the ongo-ing effort by the European EquipmentManufacturers Council, through the Eu-

ropean Commission (EC), to impose mu-tual recognition of equipment certifica-tion on the societies recognized by theEuropean Union. While class could ben-efit from re-assessing and modernizingthe certification and testing program, thenew requirements, as adopted, fail to rec-ognize the realities of the modern, tech-nically sophisticated, highly integratedsystems installed on today’s ships. Theyalso fail to recognize the individual sov-ereignty of all flag States to establishtheir own requirements for the vessels intheir registry. And the new requirementsignore the concerns of the underwriters,who believe that, if imposed as adopted,the new regulation will lower overallsafety standards. That said, I am hopefulthe ongoing discussions between classand the EC will result in a workable com-promise that considers safety, not com-mercial considerations, as the overridingconcern.

While the marine industry is no strangerto strong cyclical pulls, it has been pro-foundly affected by what is turning out tobe the most tumultuous and difficult fi-nancial crisis of a generation. From where

you sit, what long lasting effects will thesedifficult financial times leave on the in-dustry?

One of the advantages of age is thatit provides perspective. Difficult as thecurrent market may be, it is not yet any-where near the disastrous conditions thatall sectors of the maritime industry facedin the late 1970s through the 1980s whenwe were sending ships to scrapyards rightfrom delivery.

I was actually stationed in Taiwanin the early 80s when most of the scrap-ping took place. It was a very sad sight tosee ship after ship be driven onto thebeach and disappear in 6-8 weeks. It wasespecially disheartening to see ships thatI had sailed on being demolished. I hopewe will never see conditions like thoseagain. There is an old saying that thosewho fail to learn from history are doomedto repeat it. And that is the situation weare in at present. As in the past, the strongwill survive the inevitable shakeouts.

From a purely class perspective, ourchallenge is to remain focused on ourmission of promoting safety. Reduced or



somerville

non-existent profit margins for shipowners en-courage tight control of the expense side oftheir balance sheets. This type of focus can re-sult in reduced attention to maintenance and re-pair. Within our area of responsibility, we mustcontinue to impartially and independently ver-ify the ships in our class continue to meet thestandards required by our Rules. Safety is non-negotiable.

It can be generally said that shipowners (atleast the ones we speak to) feel overburdened bycontinually emerging regulation which man-dates how they outfit and run their fleets. Asregulation, particularly in regard to the envi-ronment, continues to tighten and the cost ofbusiness continues to rise, what effects, if any,do you predict for the market as a whole?

There is no practical defense against in-creased regulation because it is spawned bytechnical advances, greater knowledge andchanging societal expectations and standards.The marine industry’s challenge, and I includeclass in that, is to understand these drivers andto work with key legislative and regulatorybodies to help them identify real areas of con-cern and to develop practical standards that canbe reasonably adopted and implemented.

That is easier said than done, particularlyin the aftermath of a high profile, if isolated,maritime incident, but we must all recognizethat the need to educate the well-intentioned,but technically limited, arms of government isnever ending. To this end, there must be totalacceptance of the IMO as the focal point of allmaritime regulation. Regional and national leg-islative initiatives are simply impractical whenapplied to an international industry such asshipping.

Looking at the landscape of challenges facingthe operators of vessels, what do you see as the

most challenging issue to address and meet inthe coming 5 to 10 years?

Shipowners face a wide range of chal-lenges every day. But as a class society, ourfocus is solely on promoting the safety of life,property and the natural environment. We cansympathize with owners’ commercial struggles,but we cannot let these wider issues sidetrackus from our specific role and responsibilities.Within those parameters, I think there is a lotwe as the class society can do to assist ourclients to operate more efficiently without com-promising safety, principally by providingthem with the tools they need to better track thecondition of their vessels’ structure, machineryand equipment. But providing tools like theABS Hull Inspection and Maintenance Pro-gram software is only half the equation. Thereneeds to be a new, much more open approachto the owner-class society relationship with re-spect to the sharing of the information that iscollected. The real efficiencies for the ownercome from the ability of the class society to un-dertake much more focused, less intrusive sur-veys and inspections that stem from a morecomplete understanding of the condition andrisk profiles of the items subject to survey. Wealready are seeing some movement on the partof a small number of top flight owners that arebeginning to recognize the benefits that canflow from a more open, two-way partnershipwith their class society of record. I am hopefulthat this realization will become more wide-spread with the passage of time and the gainingof experience.

During the course of your career, what onetechnology do you think has most profoundlyimpacted the maritime business and why?

Without a doubt it is the ability to evalu-

“Through the Years”From a Maine Maritime Academy grad; to a rising execu-tive; to the helm of one of the world’s most prestigiousclassification societies, Somerville said the one technol-ogy that has most profoundly impacted the business hasbeen is the ability to evaluate ship designs with a com-plete understanding of the dynamic loads to which theyare subjected.



ABS developed and launched ABS SafeHull,a revolutionary suite of structural analysisprograms, in the early 1990s.

ate ship designs with a complete understand-ing of the dynamic loads to which they are sub-jected in a seaway. It was ABS that pioneeredthe development and application of the dy-namic loading approach in the late 1960s thatis now the basis of the common structural rulesfor tankers and bulk carriers and an essentialtool used by every ship designer. Previously,classification rules were purely prescriptive.They were based on the empirical knowledgegained from existing designs and extrapolatedto larger, more technically sophisticated ships.It was advances in computing power that madethe application of engineering first principlesto the evaluation of designs feasible. With time,we have been able to develop a scientific un-derstanding of the principal failure modes ofbuckling, yielding and fatigue. And we havebeen able to expand that knowledge to betterunderstand other issues such as parametricrolling and the application of computationalfluid dynamics to propulsion. These advancesallowed us to more completely understand thecauses of the structural failure of bulk carriersback in the 1990s and to introduce new re-quirements that have saved hundreds of lives.The latest generation of 18,000 teu container-ships, currently under construction, would nothave been possible without these technical ad-vances. The constantly improving loss statis-tics and safety record of the world’s fleet is, atleast in part, attributable to our more completeunderstanding of the structure of ships overtheir entire service life based on the dynamicload principles.

From a legislative perspective, what one pieceof regulation has had the biggest positive im-pact on the marine industry and why? WhatONE piece of regulation has had the biggestnegative impact and why?

It is impossible to single out any one reg-

ulatory initiative as my career has spannedsuch a broad spectrum from the introductionof MARPOL following the Torrey Canyon ca-sualty to the recently adopted Maritime LaborCode, which will greatly improve the lot of theseafarers. We have seen the introduction ofdouble hull tankers, the adoption of the ISMCode, and the current emphasis on a broaderrange of environmental issues such as ballastwater management and control of harmfulemissions. All of these advances must be con-sidered holistically. They have been reflectiveof the industry’s knowledge and technical ca-pabilities at the time of their introduction.When necessary, initiatives have beenamended or expanded to reflect changes in ourknowledge and experience. Ultimately, theireffectiveness must be measured by their re-sults. The amount of maritime sourced pollu-tion is a fraction of what it once was. The lossrecords for every ship type have been improv-ing year on year. And the maritime industrytoday carries more cargo more safely and withless negative impact on the environment than atany other time in its history. This is a cumula-tive result arising from the combined efforts ofall those who share responsibility within theoverall maritime safety regime – flag States,port States, the IMO, class, ship designers andbuilders, and most importantly of all, shipown-ers that have responded positively to the evolv-ing expectations of our modern society asembodied by the flow of new regulations.

If you had the power to unilaterally enact onechange in the marine industry today, whatwould that change be and why?

Not surprisingly, my focus is on classrather than the broader maritime industry. Inmy view, the single most important change thatis needed to provide certainty for class in thefuture is the international adoption of a con-

There is no practical defense against

increased regulationbecause it is spawned by technical advances, greater knowl-

edge and changing societal expectations and standards.The marine industry’s challenge, and I include class in that,is to understand these drivers and to work with key legisla-

tive and regulatory bodies to help them identify real areas ofconcern and to develop practical standards that can be rea-

sonably adopted and implemented.



vention that extends the same protectionof limited liability to class that currentlyis enjoyed by every other sector of the in-dustry. The current situation is untenableand grossly unfair. It means that class isconstantly exposed to the risk of ruinouslaw suits stemming from simple negli-gence in providing a service for whichthe fee is miniscule compared to theclaims made against it. One has only tolook at the Prestige case to see what I amtalking about. An incident with this ves-sel resulted in a 9 ½ year legal battle,which the courts at long last have ruledin our favor. I could never explain thepressure and expense that a US $2 billiondollar lawsuit puts on our organizationand on me personally. The issue is furthercomplicated when class is acting as aRecognized Organization on behalf offlag States. The vast majority of flagStates extend sovereign immunity to theclass society when it is acting as the ad-

ministration’s agent. But a small andgrowing number do not. Once again, thisexposes class to potentially unlimited li-ability when conducting a simple regula-tory inspection or ISM-related audit on avessel in one of these registers. Fortu-nately, to date, most court rulings havebeen favorable to class but there is onlylimited precedence that have been estab-lished in any one jurisdiction let alone in-ternational agreement on this subject. Ifclass is to continue to act as the inde-pendent arbiter of maritime safety stan-dards, it must be granted the samesecurity of protection from unwarrantedand unfair unlimited liability that is af-forded its partners within the safetyregime.

Looking back at your time with ABS,what do you count as your greatest suc-cess, or mission accomplished that youfind most gratifying? What has been your

biggest disappointment and why?

I have always viewed my rolewithin class as a custodian. When I was afield surveyor, I was a custodian of safety.As Chairman of ABS I have been the cus-todian of a venerable organization thatexists because it serves the public inter-est. In my period as Chairman of IACS, Iviewed my role as the custodian of theclassification sector with the responsibil-ity to protect and enhance the role andreputation of all of the member societies.In each instance I have attempted to ful-fill those responsibilities to the best of myabilities. Any disappointment has beenshort-lived as, with patience and experi-ence, every problem can be solved andany setback can be overcome. As mytime at ABS nears its end, I can take com-fort from the fact that the organization isinternationally respected, a technical

leader, financially sound and recognizedas one of the premier classification soci-eties serving the marine and offshore in-dustries. But I take the greatest sense ofaccomplishment from the knowledge thatits future has been entrusted to a newgeneration of talented, committed indi-viduals at every level, from the executivemanagement team to the engineering andsurvey staff to those who deliver the es-sential administrative services that pro-vide the foundation for all our activities.I cannot pretend to know what the futureholds other than that change will be aconstant. ABS has a history stretchingover 150 years. That is a testimony to ourability to adapt to change, to weather ad-versity, and to provide a service that in-dustry values and relies on. It is my hopethat the next 150 years will be equally il-lustrious, and I am confident that ABS isready and willing to define maritime clas-sification in the future.

somerville

THEN (Left): Shipyard construction and survey in the early 1970 ...

... AND NOW (Below): Shipyard construction and survey today.

One advantage of age is that it provides perspective.Difficult as the current market may be, it is not yet anywhere

near the disastrous conditions that all sectors of the mar-itime industry faced in the late ‘70s through the ‘80s whenwe were sending ships to scrapyards right from delivery.

Extending innovation and research development beyond its corporate headquarters inHouston, ABS has established dedicated technology centers in Singapore, Canada, Brazil,China and Korea.



Machinery inspection and certifica-tion are among the critical roles ofclassification in maritime safety.

IACS Common Structural Rules fortankers and bulk carriers

CGF to Honor ABS, SomervilleOn Thursday, October 11, 2012, the Coast Guard Foundation will hold its 32nd Annual Salute to the United States Coast Guard in New York City.Hosted by the TODAY show’s Al Roker, the event will pay tribute to the brave heroes who risk their lives to save others. The Coast Guard Foun-dation will honor the American Bureau of Shipping and its chairman, Robert D. Somerville, for unwavering support of its mission for more than25 years, including most recently its support for the sailing program at the Coast Guard Academy, scholarship programs for enlisted members,and special projects that benefit Coast Guard members and their families across the country. The Weather Channel will also be recognized forthe impact it has had highlighting the important and dangerous mission of the Coast Guard, which it features in two TV docu-series, Coast GuardAlaska and Coast Guard Florida, produced by Al Roker Entertainment. The Coast Guard Foundation is a non-profit organization committed to the education, welfare and morale of all United States Coast Guard membersand their families. For over 40 years, the organization has inspired leadership, learning and a proud legacy of service to our nation by supporting the men of women whoThe event will raise funds to support the Coast Guard Foundation’s important projects and programs that seek to improve the lives and performance of Coast Guard mem-bers, their families and Coast Guard Academy cadets.

Table reservations and tickets can be purchased for the Coast Guard Foundation’s 32nd Annual Salute to the United States Coast Guard by visiting coastguardfoundation.org



Across the globe, populated is-lands and the desire of theirinhabitants to travel else-where has led to a need for

reliable waterborne transportation.Nowhere is an organized water trans-portation system more highly utilizedthan in the shared waters of WashingtonState and British Columbia. The interna-tional border zigzags around the Gulf Is-lands of Canada and the San Juan Islandsof the US. Ferry traffic from the US andCanada traveling to these islands crosseach other’s watery borders daily. Allthis means that the Washington StateFerry System (WSF) and the British Co-lumbia Ferry System (BCF) must have acooperative spirit and coordinated sys-tems for things to run smoothly andsafely.

BCF has the largest fleet of vehicleferry vessels with 35 total ranging fromtheir smallest 16-car ferry to the 470-carSuper Ferries. WSF has 22 vesselswhich carry a record 11 million vehiclesand 23 million passengers per year.Combined, they are the largest in theworld, bar none, and all to serve an areacovering only 600 air miles north tosouth.

Washington State Ferries (WSF) serves20 communities in Puget Sound and theSan Juan Islands from its southernmostroute in Tacoma, Washington, north toSidney, British Columbia on VancouverIsland in Canada. The BC Ferry (BCF)system covers 47 ports of call betweenSwartz Bay on Vancouver Island to thesouth and Prince Rupert to the north justshort of the border with Alaska. Many ofthe communities served are accessibleonly by water or air.

The Canadian ships operate within anestablished navigational path, referred toas a “Guard Zone”. The path is wide inthe straits and tight in the Inside Passage.Any deviation from the path sounds analert in the BCF Operations Control Cen-ter. If the Captain hasn’t initiated contact

with Dispatchers, the ship is called to en-sure nothing is amiss. The Captain re-tains the ability to make navigationalchanges as needed, but the alarm systemkeeps Operations staff updated. Eachalarm is catalogued and reviewed. Ajump in incidents, near misses with othervessels, or continued re-routing can pointto a trend that may require more attentionor even changes to the route.

Likewise, tracking of incidents such asabandoned bags allows them to see trendsthat may point to purposeful testing of thesecurity protocols, or something as in-nocuous as insufficient warning to pas-sengers regarding unattended bags.

While both systems carry a significantnumber of tourists and vacationers, WSFhas a high rate of daily commuter trafficcarrying people to downtown Seattle andTacoma for work. In their communities,the ferries are a key lifeline not just indaily life, but during a crisis as well. Ina declared emergency, vessels in bothWSF and BCF systems may be used tocarry break-bulk cargo, deliver emer-gency supplies to a stricken region, orserve as mass evacuation vessels ifneeded. Security officials from WSF areactive participants in local emergencyplanning and exercises.

“With roughly 250 bridges and elevatedroadway structures within the City ofSeattle, restoring north-south mobilitywill be critical to the recovery efforts inthe region,” says Lawrence Eichhorn,Emergency and Security Manager for theCity of Seattle Department of Trans-portation. “As we work to restore dam-aged roadways, we will rely on othertransportation modes such as the Wash-ington State Ferry system to mitigate …mobility impacts by moving responders,service providers, disaster relief re-sources, and employees … throughoutthe Puget Sound region.”

Security for the WSF is a triad of FerrySystem Security staff, Washington StatePatrol and the US Coast Guard. As part

of the Marine Highways System, the Fer-ries have oversight from multiple agen-cies; Washington State Department ofTransportation (WSDOT) as well as theUS Coast Guard on operational and reg-ulatory issues, with the WSP providingterminal security with their K9 units anduniformed officers riding the vessels onthe bridge. Onboard ship, the level of se-curity has increased significantly since9/11. Surveillance cameras, intrusionalarms, logged entries and more aretransmitted to security personnel in real-time from every ship. Details are tightlyheld and require Security Clearances toeven work on the equipment.

BC Ferries has a new $8.5M Opera-tions and Security Center located indowntown Victoria. In a crisis, the twofull-time Ops stations can be augmentedwith a third position if circumstanceswarrant. In addition, their EmergencyOperations Center (EOC) is connected tothe Operations Room and would be acti-vated in a full Incident Command System(ICS) structure in a crisis. Because Vic-toria and Seattle are located in earthquakezones, BCF backs up their operation witha mirrored hot-site located in a buildingbuilt for a 9.5 earthquake. Staff can relo-cate to that building in approximately 10minutes from their current location ifnecessary. WSF can re-locate to the Cityof Seattle’s EOC, also built to the high-est earthquake standards.

Each has only two dispatch watchstanders on duty during heavy opera-tional hours, and WSF reduces that to asingle dispatcher during quieter hours.Technology, Automated Information Sys-tem (AIS), Vessel Tracking System(VTS) and webcam networks help keeptrack of vessels, emergencies, disruptionsand threats - a key reason they can oper-ate with such limited crews. At BC Fer-ries, vessel tracking screens powered byMS Virtual Earth and AIS, display shiplocations on a large satellite map in theOps Center. Dispatchers can toggle be-

tween 700 live video camera feeds thatmonitor facilities, terminal traffic, wait-ing lines, and more. Much of this infor-mation and some camera views areshared freely with the public. When theonboard ship cameras are integrated intothe system in near future, the number ofcamera feeds will jump to over 1100.

Integrating all of the incoming data intoa coherent picture was the brainchild ofGregg Clackson, Director of Operationsand Security. “I knew what I wanted it tolook like and what had to go into the pic-ture,” says Clackson. He contractedCameleon software integrators to fulfillthe vision, though he’s quick to say itwasn’t all his ideas. He elicited supportfor the expanded use of automation witha promise to captains and dispatchersalike that the new program would sim-plify their lives and significantly reducethe paperwork involved in reporting anincident. “When they heard that,” saysClackson, “they asked how soon it couldbe done.” Today, the Incident Com-mander, usually the Captain, makes onephone call to the Ops Center to set the re-sponse process in motion. From thatpoint on, the Incident Commander speaksonly to the Ops Center. He no longer hasto field dozens of endless repetitivephone calls. Ops personnel initiate theautomated reporting process that includesnotification alerts to pre-identified staff.Public Affairs then activates their SocialMedia process to notify customers of anysystem problems that may influence theirtrip planning. BC Ferries’ Twitter ac-count boasts over 13,000 followers.

Since the simplified reporting systemwas introduced, reported incidents havejumped significantly. According toClackson, this is a result of under-report-ing in the old system, not an actual in-crease in incidents. Today, trackableresults give Security personnel a realisticview of events that allows them to betterprepare and plan for future events.

Despite the differences in the size and

Security

BCF & WSFSecurity and Operations Control

By Kathleen Gleaves



scope of their Security and OperationsCenters, both agencies handle an impres-sive range of incidents over the course ofa year. BCF reports about 6000 incidentsper year, mostly stolen bags or other cus-tomer issues, but they also handle nu-merous larger issues; accidents withinjuries, rendering assistance at sea –sometimes performing active rescues,other times acting as a windbreak whileCoast Guard assists vessels in heavy seas.

In 2011, BCF vessels responded to 21marine emergencies and 58 medicalemergencies. WSF attended to over 1500medical priority loads in 2011. Hospitalcare and emergency medical events can-not be handled in many of the islandcommunities and the ferries frequentlyanswer emergency calls to transport am-bulances and patients to critical care fa-cilities on the mainland. During anyemergency response, Ops Center Dis-

patchers manage the overall event,though individual Captains remain incontrol of their ships.

If the incident size makes it impossi-ble for dispatchers to manage the incidentwhile simultaneously keeping the generaloperation going, an EOC may be acti-vated in an adjoining room. SaysChristopher Kennedy, WSF Fleet/Facil-ity Security Officer, “We want to keep re-sponse personnel close to our Dispatch

stations, but removed enough to not in-terfere with their jobs.” In a larger scaleevent, command would likely shift to theWSP EOC with liaisons sent to theUSCG’s Joint Harbor Operations Center(JHOC). Well-trained staff and top-notch technology combine to ensure thatthese two marine transportation giantscontinue to operate safely and securely inquiet times, yet are able to respondquickly to emergencies of all kinds.

BC Ferries Operations Center with dashboard displaying output from multiplesources all integrated into a cohesive picture that allows two watch-standers tomanage the entire system.

(Pho

to C

redi

t: K

athl

een

Gle

aves

)

Washington State Ferry Kitsap usually runs the route between Seattle on themainland and Bremerton on the Olympic Peninsula.

(Pho

to C

redi

t: K

athl

een

Gle

aves

)



The international marine indus-try faces unprecedented chal-lenges today. Energy costs arerising, as are concerns about re-

duced pollutant emissions, water ballasttreatment and other environmental im-pacts. A tight credit market and cash-strapped operators mean that engineersmust deliver designs with a high degreeof fidelity and reliability while reducingthe development cycle. Extreme weather,hazardous cargoes and other challengingoperating conditions present the need tocontinually innovate, implement new ma-terials and deliver analyses confidently.

How can naval architects overcomethese challenges? One answer lies inleveraging the power of engineering sim-ulation in an integrated environment withbroad capabilities.

For more than 40 years, ANSYS’ robustcapabilities allow engineers to conductdesign analyses and optimization studiesthat reflect the most demanding environ-ments – ultimately helping naval archi-tects to design new hulls, appendages,sails, propellers, platforms, and otherequipment.

By using finite element (FE) technol-ogy, engineers can quickly arrive atgroundbreaking innovations without in-vesting time and money in physical pro-totypes. Engineers can subject theirdesigns to extreme temperatures, waves,wind loading, cargo weights and otherreal-world conditions to assess their re-sponse. Not only can engineers verifyand introduce their ideas faster, but theycan predict how their designs will per-form under actual operating conditions.Engineering resources are amplified, asdesign teams these days rely on advancednumerical modeling to automate andstreamline the design process.

Marine and offshore engineers facespecial challenges as their designs mustwithstand a range of operational, tran-sient, accidental and dynamic loads.

Improved Support for Large SimulationsGeometrically modeling the complexi-

ties of an offshore structure is a numeri-cally large and compound task. So navalarchitects often rely on high-performancecomputing (HPC) environments to con-duct these simulations.

Improved performance for large mod-els is a primary focus for ANSYS to re-

duce product development cycle timesand lost productivity. The technology isdesigned to deliver maximum speed andefficiency across multiple computingprocessors. ANSYS customers haveleveraged HPC environments and en-hanced technologies to achieve signifi-cant reductions in their simulationruntimes, particularly when running dis-tributed tasks across multiple processors.Fluid–structure interaction problems thatrely on computational fluid dynamics(CFD) studies are now easier to set up,solve and post-process with ANSYSCFX and ANSYS Fluent. In ANSYSWorkbench, popular CFD solution meth-ods share a common workflow, where in-teraction with other products is enabledthrough controlled workflows. This re-duces the learning curve for engineerswho want to use both CFD technologyand structural engineering solutions.

Customized Capabilities While many technology enhancements

benefit all ANSYS users, improvingsolvers targeted specifically at marine ap-plications, including industry-leading so-lutions ANSYS Aqwa and ANSYS Asas,has been a top priority.

Both Aqwa and Asas have benefitedfrom major changes in the last few years,with the intention to add even more ca-pabilities in the future. Recent enhance-ments include more user-friendlymodeling, the ability to import geome-tries from third-party CAD packages,trouble-free design parameterization, ef-ficient load definition and the option tochoose multiple wave theories.

In addition, ANSYS DesignXplorer of-fers improved capabilities for conductingoptimization studies. A new direct opti-mization system can gather informationvia data links to other systems or compo-nents that contain design-point data. Thisnew system supports earlier decision-making, decreasing overall developmentcycle and eliminating a lengthy trial-and-error period. Engineers can easily visual-ize the tradeoffs among design variablesand make choices that support the desiredoutput. Figure 1 demonstrates a numberof design variables considered in the de-sign of a jacket structure.

Design assessment in Workbench nowincludes code-checking capabilities withBeamcheck and Fatjack. Design Assess-

TECHNICAL FEATURE OFFSHORE

Finite Element SolutionsFor the Global Offshore Market By Spiro J. Pahos

(Cou

rtes

y of

Sub

sea

7)

Figure 1: ANSYS DesignXplorer helps engineers to weigh a number of designvariables before arriving at an optimal solution.

Figure 2:Post-processing piles in Workbench (left) and in thetraditional ANSYS interface (right)

Figure 3: Stress intensity results of the decompression chamber


ment supports code checking, fatigue analysis and post-processing of user-defined results. Post-processingspeed has been significantly improved, decreasing fromminutes to seconds. Results can now be obtained andpresented in a single result object, based on multiple in-tervals, wave cases or spectra.

The powerful Splinter technology from Asas has mi-grated into Workbench to support simulation of soil–pileinteraction of monopiles or pile groups. New built-inmacros enable soil–pile interaction analysis via the useof command objects. The analysis can be solved in thetraditional ANSYS interface if the engineer needs to takea close look at the piles themselves. Figure 2 shows asoil–pile interaction model post-processed in Work-bench Mechanical (left), and in the traditional ANSYSinterface (right).

The recent addition of the intuitive Python program-ming language enables engineers to create user-definedgraphical user interfaces (GUIs) in Workbench that sup-port their pre- and post-processing needs. This technol-ogy can be accessed via the ANSYS CustomizationToolkit (ACT), which supports a customized interfacefor interactive input, definition of restrictions and con-straints, rapid validity checks, and decision-making sup-port at the application level. For marine engineeringstudies, ANSYS Mechanical now includes built-in ro-tordynamics capabilities that reflect a more sophisticatedway to study rotating machinery. The process for settingup analyses and applying loads has been streamlined andshortened. A GUI is used to define bearing propertiesand loads. When used with parameterization tools in De-signModeler, in conjunction with DesignXplorer,ANSYS solutions can shave time off the developmentprocess. ANSYS has served the marine industry fordecades. The experience of thousands of global usershas been incorporated into solutions specifically tailoredfor the marine industry. Figure 3 depicts the FE resultsof a decompression chamber in a 24-man saturation div-ing system onboard a dive support vessel. The designhad to meet certain stress criteria from a pressure- ves-sel design code. In another application, Figure 4 showsa contour plot of stresses of the swivel and riser hang-offplatforms housed in the inner turret system in a FPSOvessel. The design had to meet stress criteria againstclass rules.

Charting a Confident CourseA professional engineer’s world continues to change

with ever-increasing demands for faster, larger, yet ac-curate FE solutions. Simulation technology can deliveranswers from conception to decommissioning with in-tegrity and performance. Few systems face the rigors ofmarine structures. With four decades of experience,ANSYS can confidently provide the tools to analyzeyour assets with a comprehensive range of technologies.

ANSYS is committed to making continuous improve-ments that reflect new engineering challenges. Whateverthe future brings, ANSYS can help engineers chart aconfident course toward market leadership.


About the AuthorSpiro J. Pahos is a technical services engineer at theUK office of ANSYS, Inc., one of the world’s biggest CAEproviders to the engineering industry. He received hisM.Eng. and Ph.D. from the Universities of Glasgow &Strathclyde. Email: [email protected]

Figure 4: Stress plot of the innerturret in a FPSO vessel

(Cou

rtes

y of

Orw

ell O

ffsh

ore)



The use of computers to solvehydrodynamics problems inshipbuilding started in earlydays of scientific computing –

as early as in aerodynamics and aero-space. Due to limited computing re-sources at that time, potential flow modelwas used in both aero- and hydrodynam-ics. However, while simulations based onEuler equations, Reynolds-averagedNavier-Stokes equations (RANSE) andmost recently partially resolved Navier-Stokes equations (so-called “large-eddy”– LES – or “detached-eddy” – DES –simulations) have become establishedtools in aerodynamics, ship hydrody-namics is still predominantly simulatedusing methods based on potential flow.There are good reasons for this:

• The presence of free surface withits arbitrary deformation and break-ing makes the simulation difficult andcommercial software that can performcoupled simulation of flow and motionof floating bodies has only recently be-come available.

• The computational effort for simu-lations based on Navier-Stokes equa-tions is several orders of magnitudelarger than for methods based on po-tential theory.

Methods based on RANSE have beenused in research institutions for marineapplications for quite a while, but exten-sive use of such methods only recentlybecome a commonplace. In addition to

the need to account for flow featureswhich potential flow model does notcover (turbulence, viscous effects, break-ing waves etc.), the availability of inex-pensive computer clusters andeasy-to-use commercial software hasgreatly facilitated this trend. Also, newgenerations of engineers are being edu-cated in computational fluid dynamics(CFD) and are thus eager to adopt thesenew simulation methods. Regular con-ferences and workshops dedicated to theuse of CFD in marine engineering arealso influencing this trend (e.g. NuTTS –Numerical Towing Tank Symposium,held every year and for the 15th time in2012).

Although some people claim that sim-ulations will replace experiments com-pletely, we believe this will not happenany time soon. One reason is that CFDstill uses models that need to be validated

for each new application area (like turbu-lence and two-phase flow or phasechange models). Also, some simulations– while in principle possible – would taketoo long to be performed with sufficientaccuracy so experiments are the more ef-ficient approach (like for maneuveringand sea-keeping problems). The combi-nation of the two approaches is the bestway towards optimum products: simula-tion can be used in early design stagesand provides a wealth of information thathelps understand the physics of the prob-lem, while well-designed and instru-mented experiments are needed tovalidate CFD tools.

However, there are many problems thatcan be solved today with CFD very effi-ciently with a satisfactory accuracy.Below are the elow results of several re-cent validation studies, before discussingindustrial applications and future trends.

State-of-the-Art in Commercial CFD

All results presented here were ob-tained using new-generation softwareSTAR-CCM+ from CD-adapco. It isbased on finite-volume method and canuse control volumes (CVs) of arbitrarypolyhedral shape. This allows handlingof complex geometries and changes inCV-topology since there are no limita-tions to the number of faces one CV canhave. A range of turbulence models, aninterface-capturing scheme for free sur-faces, a cavitation model, moving andoverlapping grids, sliding surfaces and adynamic fluid-body interaction (DFBI)model are also available. Compressibil-ity effects in both liquid and gas phaseare accounted for. The software also con-tains a CAD-modeler and repair tools sothat the body of flow domain can easilybe obtained even if the ship is defined bythe shell of hull surface. The computa-tional grid defining CVs is created fullyautomatically and the user can prescribethe size of control volumes using line,surface and volume control parameters.The whole process from CAD to solutioncan easily be automated and saved intemplates so that non-experts can per-form parametric studies once the simula-tion is set up by a knowledgeableengineer. This also facilitates the use ofoptimization software (like FRIEND-SHIP-Framework from GermanischerLloyd) since it can automatically varygeometry and other parameters and per-form CFD-simulations by executing tem-

TECHNICAL FEATURE CAD/CAM

Virtual Towing TankState-of-the-Art and Future TrendsBy Boris Bucan & Marta PedišicBuca, BrodarskiInstitut, Zagreb, Croatia; Jaehyoung Jun, CD-adapco,Seoul, Korea; and MilovanPeric, CD-adapco, Nürnberg, Germany

Fig. 1: Predicted wave pattern around KCS-hull atFroude-number 0.26 and comparison between pre-dicted (red) and measured (blue) wave profilesalong three longitudinal cuts.

Fig. 5:Computational grid on the surface of a patrol boat.

Fig. 2: Predicted profile of wetted hull surface forthe KCS at Froude-number 0.26: simulation (redline) and experiment (blue dots).

Fig. 3: Predicted wave pattern around DTMB-hull atFroude-number 0.28 and comparison between pre-dicted (red) and measured (blue) wave profilesalong three longitudinal cuts.



plates with replaced geometry. More in-formation about CFD that applies to mostcommercial software can be found inFerziger and Peric (2003, 2008).

There are other software tools on themarket that cover most of the above-named features to a varying level of detailand a new user is advised to check all op-tions to find the best tool for particularpurpose.

Validation of CFD for Marine Applications

The authors of this article were in-volved in several recent validation stud-ies. Results from prediction of resistance,trim and sinkage of KCS-hull were pre-sented at the Gothenburg-workshop in2010 and will not be repeated in detailhere (see Enger et al, 2010).We only notethat the trend with varying Froude-num-ber was well predicted for all three quan-tities, and that systematic grid refinementwas used to demonstrate convergence to-wards a grid-independent solution. Inparticular, the resistance was predictedwithin 1% of the measured value on thefinest grids (comprising around 3 millionCVs) for all three hulls investigated at theworkshop. Here only the results for waveprofiles are given which were not pre-sented at the workshop. Results fromother contributors can be seen in Work-shop Proceedings (Larson et al, 2010).

Figure 1 shows predicted wave patternaround KCS-hull (KRISO ContainerShip) at Froude-number 0.26 (fixed posi-tion) and comparison between predictedand measured wave profiles along threelongitudinal cuts. The simulation is per-formed in model scale with hull length of7.2786 m, draft of 0.34177 m (230 m and10.8 m in full size, respectively) andspeed of 2.196 m/s. The solution domainextended to about 1.5 hull lengths behind,below and sideways and around 1 hulllength above and ahead of ship. The gridhad around 2 million control volumesand the computing time was about 5hours on 8 processors. In these simula-tions wave damping with an exponentialgrowth of resistance to vertical fluid mo-tion was applied within a zone 7 m widealong inlet, side and outletboundary.

Figure 2 shows the profile of wettedhull surface. The agreement between ex-periment and simulation is rather good.This information and the distribution ofpressure and shear stress along hull sur-face which simulation also provides – inaddition to velocity distribution aroundthe hull – allows engineers to judge per-formance of different hulls in optimiza-tion studies. Figure 3 shows the wave

pattern and profiles for the DTMB-hull(David Taylor Model Basin, Hull No.5415) at Froude-number 0.28, fixed po-sition with specified sinkage and trim.The model scale was used again for bet-ter comparison with experiments, with

hull length being 5.72 m and draft 0.2477m (142 m and 6.15 m in full size, respec-tively) and speed of 2.097 m/s. The sizeof solution domain and wave dampingzone relative to hull length as well as thenumber of grid points and computing

time were similar to those for the KCShull. The agreement between experimentand simulation is as satisfactory for thishull type as for the container vessel. Ac-curate prediction of free surface defor-mation (wetted hull surface, waves) is



important when Froude-number is largerthan about 0.1 (depending on hull shape);for lower Froude-numbers, the effect ofwaves on resistance is small (1% to 2%)and one can replace free surface with aslip wall. Taking into account trim andsinkage is essential for larger Froude-numbers, while at smaller values one cancompute the flow for fixed hull position.

Figure 4 shows results of a validationstudy for KCS-hull at different speeds.Experiments were conducted with freetrim and sinkage, while simulations wereperformed for both fixed and free condi-tion at three Froude-numbers. The simu-lation results are within 2% ofexperimental data and reproduce thetrend very well (always slightly over-pre-dicting the resistance) when trim andsinkage are accounted for, while the dis-crepancy is too large when these are neg-lected and the speed is high (18% at 26knots).

At BrodarskiInstitut in Zagreb, detailedvalidation studies were conducted for twovessels: a tanker and a patrol boat. Re-sults for the tanker were published earlierand will not be reproduced here in detail(see Bucan et al, 2008). We only note thatthe predicted resistance agreed with ex-perimental data to within 2% for both de-sign and ballast condition. The wavepatterns and the wake field were also in

good agreement between simulation andexperiment. Here the results for the pa-trol boat will be presented, which werenot previously published.

Figure 5 shows the hull shape and thegrid on hull surface; the total number ofcontrol volumes was around 3.4 million.Figure 6 shows the predicted wave pat-tern and the convergence of monitoredquantities (resistance force, trim andsinkage) during computation. The flowfield is always initialized with the vesselspeed (reference frame is moving withvessel) and the resulting drag force is ini-tially very large; for this reason, the hullis held in fixed position for some time(here 2 s) before heave and pitching mo-tions are allowed. With high-speed ves-sels of this kind, the steady state isreached after about 10 s. The Froude-number was varied between 2.1 and 4.25and a comparison of measured and pre-dicted resistance, trim and sinkage isshowed in Figure 7. A very good agree-ment (within measurement uncertainty)is obtained in the whole range of speeds.

The conclusion from these validationstudies is that the results from virtualtowing tank are reliable for a wide rangeof vessel types (tankers, container ships,military vessels, high-speed boats). Inother studies good results were also re-ported for tug boats, supply vessels and

other floating structures. The simulationcan therefore be used as a design and op-timization tool. For preliminary studies,one can use relatively coarse grids(around half a million cells, with com-puting times less than an hour using 8processors). As the optimum is narroweddown, a set of grids of different fineness(with average grid size being reduced bya factor 1.5 to 2 from one grid to another)should be used to increase the confidencein solution and estimate the level of dis-cretization errors.

Application of Flow Simulation in Shipbuilding

Simulation is nowadays routinely usedin larger shipyards, ship model basins andclassification societies for predicting re-sistance, trim and sinkage. In addition, itis also used to predict wind forces, distri-bution of exhaust gases (both for under-water and stack exhausts), sloshing intanks, ballast water management, heattransfer problems etc.

A growing application area is the pre-diction of self-propulsion. Manufacturersof ship propulsion systems often carryout such simulations for the whole sys-tem (vessel with propeller and all other

appendages), since optimization of com-ponents alone (e.g. propeller in freestream) does not guarantee an optimalperformance of the complete system.Positive experience in this field has beenreported by Voith Turbo SchneiderPropulsion (Palm et al, 2011) andFORCE Technology (Simonsen andNielsen, 2011). An example of such aninvestigation conducted by CD-adapco inKorea is here presented.

The hull with computed wave pattern isshown in Fig.8; Fig. 9 shows detail ofgrid around propeller and rudder. Thepropeller has 5 blades and is embeddedin a cylindrical region which can rotatewith propeller; the grid then slides alongthe interface to the grid that is attached tohull. An alternative approach – which isnow in its latest version also supported bythe STAR-CCM+ software – is to simplyoverlap the grid attached to propeller overthe grid attached to hull. The motion ofhull is automatically superposed with therotation of the propeller. For both re-gions, trimmed Cartesian grids with localrefinement and prism layers along wallswere used. For the propeller region, onecan also use polyhedral grids; for the gridaround hull, trimmed Cartesian grid ismore suitable since one can then selec-tively refine cells in each direction for abetter resolution of free surface without

Fig. 6: Predicted floating position of the patrol boat, generated waves and con-vergence of total resistance (blue), sinkage (red) and trim (green) towards asteady state.


Fig. 4: Prediction of resistance of KCS-hull in fixedposition and with free trim and sinkage, comparedwith experimental data for the free condition.

Fig. 7 & Fig. 8: Comparison of predicted total resistance (upper) and trim and sinkage (lower) for the pa-trol boat over a range of speeds.

Fig. 8: KCS hull and predicted wave pattern during self-propulsion tests atFroude-number 0.26.



affecting grid quality. The total numberof CVs in this study was around 3 mil-lion. The design vessel speed was 24knots, corresponding to Froude-numberof 0.26; simulation was conducted inmodel scale for better comparison withexperiments and the hull length was 7.28m. The computation was performed in aframe of reference attached to the hull, sowater flows toward hull with 2.196 m/s.The hull is initially kept in fixed positionuntil the flow has adapted from initiallyconstant speed and flat surface to thepresence of ship and waves around it.During the first 70s, a rotating frame ofreference was assigned to the propellerregion so it was not rotating during thistime and the time step corresponded to100° rotation. For the next 30s, the pro-peller region is rotating with the designspeed of 9.5 rps, but the large time stepis kept. After that, the time step was re-duced to correspond to 10 degree rotationfor a period of six propeller rotations. Fi-nally, for two more propeller rotations,the time step was further reduced by afactor of 10 (rotation by 1 degree in onetime step). This procedure was developedto minimize the computing effort until abalance between thrust, resistance andtowing force is achieved. The computingeffort for reaching the quasi-steady statewas still 2 days using 16 processors. Thepredicted velocity wake is shown inFig.11; it agrees qualitatively well withiso-lines from experimental data.

The computation with the design pro-peller rotation rate of 9.5 rps resulted in alarger residual force than in experiment,cf. Fig. 11 (7.6% discrepancy). The com-putation was then continued for severalpropeller rotations with a larger rotationspeed (9.65 rps), which then resulted in asmaller residual force (3.2% discrep-ancy). The computing cost to obtain thisresult is about 25% of the effort requiredfor the first solution. For better interpo-lation accuracy, another rotation rate wascomputed (9.575 rps), which enabled es-timation of self-propulsion point at 9.612rps.

Future TrendsPowerful computers with multi-core

processors and tens of gigabytes of mem-ory have become affordable for everyone.Even small companies can nowadays af-ford a cluster with a considerable com-puting power. With an adequate softwareand hardware resources engineers can al-ready now perform simulations of waterand air flow around floating vessels tak-ing all geometrical details into account.This allows an easier product design andoptimization and a reduction in the num-ber of required experiments. With an ever

increasing power of modern computers,finer grids, smaller time steps and moresophisticated turbulence models (likelarge-eddy simulation) will be used tostudy performance of complete systems.

With overset grids it will be possible toalso study motion of vessels in extremewaves, slamming effects, interaction oftwo or more vessels etc. By couplingCFD-methods for RANSE with methods

based on potential theory, in which theRANSE-approach is used in the vesselvicinity and potential theory furtheraway, one will be able to follow wavepropagation over larger distances. We ex-



pect that optimization software likeFRIENDSHIP-Framework will be ex-tensively used in the future to help en-gineers in various optimization tasks,especially when it comes to unconven-tional designs, energy-saving devicesetc. Also, coupling of CFD-tools to fi-nite-element codes for structural analy-sis is already becoming a commonplace,allowing for analysis of complex fluid-structure interaction problems. Takingcompressibility of both air and waterinto accountand using fine spatial gridsand small time steps will eventually leadto prediction of hydro- and vibro-acoustic effects. It is also expected thatresearch and education in the field ofsimulation in marine engineering willcontinue to be supported by both indus-try and governments, since even the besttools are only useful in hands of capa-ble users.


Fig. 9: Computational grid around pro-peller and rudder (highlighted isthe boundary of the region rotatingwith propeller).

Fig. 10: Predicted velocity field in the pro-

peller wake.

Fig. 11: Determination of self-propulsionpoint by interpolation.

Literature1.Ferziger, J.H., Peric, M.: ComputationalMethods for Fluid Dynamics, 3rd ed., Springer,Berlin (2003); also available asNumerischeStrömungsmechanik, Springer, Berlin(2008).2.Enger, S., Peri•, M., Peric, R.: Simulation ofFlow around KCS-Hull, in Ref. 3, pp. 411-416.3.Larson, L., Stern, F., Visonneau, M.:Gothenburg 2010 – A Workshop on NumericalShip Hydrodynamics, Proceedings, Vol. II,Chalmers University of Technology, Report No. R-10:122 (2010).4.Bucan, B., Buca, M.P., Ružic, S.: NumericalModelling of the Flow Around the Tanker Hull atModel Scale, Brodogradnja, Vol. 59, pp. 117-122(2008).5.Palm, M., Jürgens, D., Bendl, D.: Numerical andExperimental Study on Ventilation for AzimuthThrusters and Cycloidal Propellers, Proc. 2nd Int.Symp. Marine Propulsors smp’11, Hamburg, June2011.6.Simonsen, C.D., Nielsen, C.K.: CFD-BasedEstimation of Potential Power Saving for ShipsWith Fuel-Saving Rudder-Propeller Devices,FORCE Technology Report, 2011.



While there are countless new prod-uct, system and service launches atmajor trade fairs such as the recentlyconcluded SMM in Hamburg, Germany,when a company with the stature of Fu-runo unveils a system, it is a showwithin the show.

Furuno, a $1 billion business with80% coming from the marine sector and2500 employees globally in the marinesector, introduced its new ECDIS mod-els FMD-3200 and FMD-3300, sayingthey are ready for launch during the au-tumn 2012.

The FMD-3200, with a 19-in. LCD,and the FMD-3300, with a 23.1-in.LCD, are designed to deliver enhance-ments in terms of user interface as wellas functionality. The new ECDIS are de-signed for newbuilds and retrofits, tofulfill ECDIS mandatory carriage thathas been phasing in from July 2012.

“A big emphasis of this project was tomake it (the new ECDIS models) easyto use and understand,” said BillHaynes, Deep Sea Product Manager,Furuno. Importantly, all hardware forthe system is Furuno-built, and featuresof the new system incorporate insightsand advice from real navigators. For ex-ample, the InstantAccess Bar.

Key to the new system is a streamlinedchart management scheme designed toprovide easy chart management inde-pendent of the chart providers.

The new ECDIS is compatible withJeppesen Dynamic Licensing and it sup-ports the Admiralty Information Over-lay (AIO).

Focus on the Man/Machine InterfaceThe new units were created to provide

the operator with quick access to thetasks and functions to be performed inthe midst of vessel operation. The newECDIS employs intelligently arrangedGraphic User Interface elements: StatusBar and InstantAccess Bar, that delivertask-based operation scheme to give theoperator direct access to necessary op-erational procedure. The Status Bar atthe top of the screen provides operatingstatus, including modes of operation andpresentation. The InstantAccess Bar onthe left edge of the screen providesquick access to functions available ineach of the ECDIS operating modes.The contents of the InstantAccess Barchange according to the operatingmodes selected on the Status Bar. Thiscombination of the Status Bar and In-stantAccess Bar covers virtually the en-tire operation. The new ECDIS uses

advanced chart-drawing engine that de-livers instantaneous chart redraw withthe seamless zooming and panning,hence making the ECDIS operationstress-free.

Moreover, its operation philosophy isbased upon the same logic as the con-

trol scheme of a mouse that people areaccustomed to in using a PC, and all op-erations can be controlled with the useof trackball of the control unit by meansof left-clicking, right-clicking and usinga thumbwheel.

www.furunousa.com

TECHNICAL PRODUCTS

Furuno Launches New ECDIS “A big emphasis of this project was to make it (the

new ECDIS models) easy to use and understand,” Bill Haynes, Deep Sea Product Manager, Furuno.


The C175-16 from Caterpillar is thefirst Cat engine with core ACERT Tech-nology, designed and built from theground up, according to Robert Hallen-gren, Marine Products Director, Cater-pillar Marine Power Systems. It offersmaximum performance along with EPAMarine Tier 3 and IMO Tier II emissionscompliance with no after treatment, andis positioned to comply with EPA Tier 4and IMO Tier III rules. Introduced inGermany at the SMM exhibition, the en-gine already has more than two yearsfield experience in other industries, in-cluding mining trucks and stationarypower, and is moving now into marineand offshore oil and gas applications. Itis available today in the 2001 to 2168bkW power range; and will be availablestarting in early 2013 in the 2239 to 2550bkW range. With unrestricted continuousand heavy-duty ratings, you get morepower with plenty of room for growth,so you maximize productivity whileminimizing cost of ownership.

The C175-16 is simply one plank inthe Cat platform to broadly expand itsstrategic focus on maritime assets and

their power needs, according to NigelParkinson, Managing Director, Caterpil-lar Marine Power Systems. “We are in-vesting twice as much in R&D as wewere 3 years ago, to help fill some of theproduct gaps,” he said.

The C175-16 is positioned as a fullyintegrated marine power sy stem, andboasts 13% more power for increasedproductivity, and a standard warranty onall factory packaged components to helpdrive down the overall cost of ownership.

TECHNICAL PRODUCTS

CAT Debuts C175-16 in Germany

C175-16 Marine Propulsion Ratings

Rating Speed (rpm) Power (bkW)A 1600 2001A 1600 2082B 1600 2168A 1800 2239A 1800 2428B 1800 2550

Engine DimensionsLength, overall 4515 mm (177.8 in)Width, overall 1857 mm (73.1 in)Height, overall 2478 mm (97.6 in)Weight (approx.) 13 041 kg (28,750 lb)Bore 175 mm (6.9 in)Stroke 220 mm (8.6 in)Displacement 84.67 L (5166.88 cu. in.)Rated Speed 1600 to 1800 rpmAspiration Turbocharged-AftercooledCooling Jacket Water & SCAC

Refill CapacityLube Oil System 907 L (240 gal)Cooling System 303.5 L (80.2 gal)Fuel System Common RailOil Change Interval 1000 hrsRotation (from flywheel end) CounterclockwiseFlywheel and flywheel housing SAE No. 00Flywheel Teeth 183Engine Management System A4 ECUConfiguration V-16, 4-Stroke-Cycle-Diesel

On the occasion of SMM 2012, Caterpillar Marine launched new diesel, dual fuel and gas engines.

C175-16 Design Features1 Caterpillar Common Rail Fuel System This system features electronically controlled, fully flexible injec-tors, enabling optimal combustion and low emissions at all levels, along with better transient response.

2 Cross-flow head designImproved airflow helps the air/exhaust flow meet emissions and optimize fuel consumption.

3 Simplified electrical systemAllows for easy installation and maintenance, reducing up front and service costs.

4 New generation of turbochargers designed specifically for the C175• Cast titanium impeller offers five times longer low-cycle fatigue life, and compressor blades are twice asresistant to high-cycle fatigue.• Turbochargers are mounted on cast pedestals and center-positioned to eliminate external oil drain lines,reducethe chance of oil leaks, and improve turbo efficiency. The flexible bellows connections used oninlets/outlets of the turbine and compressor housings minimize leakage and provide isolation fromexternal vibrations, motions, and thermal expansion.

5 Marine Classification Society approved monitoring, alarm, and protection system: Offered as afactory-installed and warranted option; single source for the whole package.

6 Thermo-laminated heat shields for exhaust components Easier to install and remove, they savetime and money during service. The no-gap fitting enhances safety with better hot spot coverage.

“We are investing twice as much in R&D as we were3 years ago, to help fill some of the product gaps”

Nigel Parkinson, Managing Director, Caterpillar Marine Power Systems.



Hempel Debuts NewCargo Hold Coatings

Hempel launched Hempadur Impact47800, a coating for bulk carrier cargoholds. Hempadur Impact is designed tooffer high-end abrasion, impact and cor-rosion resistance, and according to thecompany completes its range of cargohold coatings. Hempadur Impact is de-signed to protect ship cargo holds fromboth mechanical damage and the severeabrasion caused when loading hard an-gular cargoes, and comes with a 7.5 yearmajor repair interval.

A low-VOC, pure epoxy coating,Hempadur Impact is available in grey,red and aluminum shades. It can be ap-plied all year round to steel surfaces pre-pared to a minimum of Sa 2 .

Hempadur Impact 47800 at a glance• 7½ year major repair interval• 76% volume solids• VOC compliant (below 250 g/l)• Certified for carriage of grain &

FDA compliant for dry food contact• Dry film thickness: 2 x 125µm• Time to carry first hard cargo:

3 days at 35°Cwww.hempel.com


Germany’s Raytheon Anschütz won acontract to supply NautoSteer AdvancedSteering Gear Control Systems to twoprototype cruise ships being built at Fin-cantieri’s Monfalcone shipyard for Car-nival Corporation.

The new ships will operate under theirPrincess Cruises brand, and at 141,000 gtand with a capacity of 3,600 passengers,the ships will be the flagships in thePrincess fleet and the largest ships everbuilt at Fincantieri. The delivery of thefirst ship – Royal Princess – is plannedfor spring 2013, the second is expectedone year later.

Raytheon Anschütz supplies a redun-dant Standard 22 gyro compass system,the new NautoSteer AS Steering GearControl, and the autopilot NautoPilot5300 coming with a color touch displayand fuel saving capabilities such asweather adaptivity and a heading andrudder plotter.

The NautoSteer AS steering gear con-trol system onboard the cruise ships in-cludes features, such as integratedsteering failure monitoring, wire-breakmonitoring and data integrity monitoring.

Another feature is a simplified steeringmode selector switch with two independ-ent steering positions: A ‘Direct NFU’tiller that controls the steering gear di-rectly without use of electronics and a‘Main’ steering position for all other con-trols based on redundant CAN-bus tech-nology.

“Nautosteer AS prevents from switch-ing from a defective steering control toanother defective steering control posi-tion,” said Olav Denker, Product Man-ager, Raytheon Anschütz. “In case of anevasive action or emergency, when timeis crucial, this architecture supports thecrew in their fast and safe decision mak-ing.”

The Princess ships will be equippedwith a main steering control system con-sisting of follow-up bustillers, a hand-wheel and the adaptive autopilot NP5300. Rudder mode operator units allowactivating synchronous or independentrudder control. Within the main steeringcontrol system take-over of steering con-trol is possible from any steering positionon the bridge by pressing a single button.

www.raytheon-anschuetz.com

Raytheon Anschütz Steering Gear Control for Carnival

Raytheon Anschütz will supply NautoSteer Advanced Steering Gear Control Sys-tems to two prototype cruise ships being built at Fincantieri’s Monfalcone ship-yard for Carnival Corporation.



TECHNICAL PRODUCTS

ELSYSElcome’s New ElectricalSwitchboard System

Elcome International introduced thenew ELSYS family of marine electricalswitchboard and power management sys-tems which incorporate new-generationswitch-gear components with the aim ofreducing size and weight, and a modulardesign to allow flexibility in tight spaces.

“The ELSYS systems are designed andmanufactured in our modern switchboardproduction facility in Dubai,” said JimmyGrewal, Executive Director, Elcome In-ternational. “We design, build, install andservice complex integrated electrical sys-tems, including main and emergencyswitchboards, control consoles, motorcontrol centers, feeder panels and distri-bution panels for naval, coast guard andcommercial marine vessels to meet ap-plicable industry standards including IEC60439-I, IEC 60068 and IEC 60529.”

Elcome is capable to supply a turnkeyelectrical package for marine vesselsusing in-house manufacturing and com-

ponents from major international electri-cal suppliers, including distributionboxes, battery chargers, rectifiers, trans-formers and integrated automation sys-tems. Target market segments includeboth new build and refits, including bulkand container carriers, multi-utility ves-sels, anchor handling tug/supply vessels,bollard-pull tugs, offshore supply vessels,and DP1/DP2 diving, pipe-laying andcable-laying vessels.

www.elcome.ae

Globestar Odyssey III Marine Computer

CCS-Inc. introduced the Globestar(GS) Odyssey III, the latest version of itsmarine computer for navigation, ship-board monitoring and control systems. Itis a 3U rack mount industrial computerthat is fully compliant with the IEC60945:2002 standard for marine use. TheGS Odyssey III offers Intel Core i7 per-formance, multiple I/O ports and expan-sion slots as well as an optionalremovable storage bay and a slim chas-

sis. The GS Odyssey III features a 19-in.aluminum rack mount chassis with 17-inch depth and runs on Windows XP Pro-fessional or Windows 7.

www.ccs-inc.com/portfolio/computers-profile/gs-odyssey-iii

Engine Monitoring Unitfrom Actisense

Actisense, a marine electronics brandfrom Active Research Limited, is releas-ing its new Engine Monitoring Unit(EMU-1). It is a specialized Analogue toNMEA 2000 Interface, designed to oper-ate specifically with engines on watercraft. The device is now in beta testingwith distributors set to enter productionimmediately thereafter. The EMU-1 willbe designed to simplify the conversion ofanalogue engine parameters (of temper-ature, pressure, Tach / RPM etc.) into thecorresponding NMEA 2000 engine pa-rameter PGNs. The device has been de-signed to simplify processes and reducethe number of input/output wires re-

quired at each engine. The EMU-1 canhandle 6 gauge/parameter inputs (thesecan be instead of the gauge or in parallelwith the gauge), 4 alarm inputs, 2 Tachinputs and 2 additional auxiliary inputs,which are flexible to suit each installa-tion. Most notably, the device will bebackwards-compatible with older en-gines.

www.actisense.com

Nano FuelsNano Fuels Technology (NFT) is a per-

formance enhancer and liquid fuel cata-lyst providing fuel efficiency, pollutionreduction, mechanical longevity. NanoFossil Fuel Technologies unique productachieves for its brown and blue waterboats and ships, Improved Fuel Econ-omy, Improved Engine Performance, Re-duced Exhaust Emissions by 90 Percent,Improved Fuel Stability, and Eliminationof Microbial Growth. Saving customersmoney and reducing their carbon foot-print, Nano Fuels represents the true“green” solution.

www.kickasphalt.us

Rolls-Royce Marine Gas Engines: U.S. EPA ApprovalRolls-Royce said the U.S. Environmental Protec-

tion Agency (EPA) approved for sale in the U.S.market its marine gas engine designed to improvefuel efficiency, cut harmful methane emissions andmeet international environmental standards set totake effect in 2016.

“This Certificate of Conformity by the EPA for ourlatest gas engine is good news for the US marine in-dustry because LNG as a vessel fuel is indisputablythe best long-term solution for ship owners,” saidNeil Gilliver, President, Merchant, Rolls-Royce.

The EPA Certificate of Conformity is issued forthe C-engine range from Rolls-Royce. These enginesare already in operation on car ferries and coastalferries in Europe, and are being installed on theworld’s first gas powered tugs to be used in operationfor the major Norwegian oil company Statoil.

“The EPA approval gives us a head start in the USmarket,” said Gilliver, “and we are proud to be ableto provide ship owners with an efficient and long-term solution for reduced fuel consumption andemissions. Furthermore, this latest C26:33 engine,which is highly suitable for tugs, articulated tugbarges, ferries, coastal vessels and offshore support

vessels, has cut methane slip to very low levels.”The Rolls-Royce marine gas engine ranges fulfill

the requirements for operation in Emission ControlAreas and the very strict International Maritime Or-ganization (IMO) Tier III rules that come into forcein 2016, and the forthcoming and even tougher TierIV emissions limits.

About the C-engine typeIn the latest C26:33 engine, C02 emissions are re-

duced by 22% compared to engines burning liquidfuel, NOx emissions are cut by 92%, while emis-sions of SOx and particulates are negligible. The de-sign of the C26:33 cuts methane slip, which up untilnow has been seen as a disadvantage of gas engines,to very low levels. These engines are in operationon the cross-fjord road link ferry Boknafjord (engineroom pictured right) and an Island Offshore platformsupply vessel, on order for cargo vessels in Europe,and are being installed on the world’s first LNG fu-elled tugs for Bukser & Berging to be used in escortoperation for the major Norwegian oil company Sta-toil. The cylinder bore is 260mm and the stroke330mm. Six, eight or nine cylinders in line give a

power range at maximum continuous rating from1,460kW to 2,910kW at 900rpm or 1,620kW to2,430kW at 1,000rpm. The specific fuel consump-tion is low over the whole load range and engine ef-ficiency is high at about 49%.



Goltens Wins GL Approval for In-SituCrankshaft Annealing

Goltens said that the Goltens World-wide Group of companies had beenawarded worldwide approval of its repairprocess for the In-Situ annealing ofmedium speed 4-stroke diesel enginecrankshafts. This certification follows aformal review by Germanischer Lloyd ofthe crankshaft annealing process and re-lated governing documents and proce-dures.

The approved procedure is designed toreduce excessive hardness in damagedcrankshaft journals through annealing(heat treatment) of the crankshaft with aminimum amount of material removal.The process is specifically targeted atsalvaging crankshafts that would oth-erwise be condemned and require re-placement due to the severity of thehardness exceeding engine maker speci-fications. Goltens' experience has demon-strated that this hardness can besignificantly reduced to within acceptablelimits and that, after annealing, finish ma-chining can restore the machinery toservice with significantly less loss ofcrankshaft diameter as well as the avoid-ance of costly shaft/equipment removaland replacement.

“This certification is the culmination ofyears of R&D and successful applica-tions across a wide range of enginemakes and models in the field and in theworkshop by our technical teams. Ob-

taining Germanischer Lloyd approval isvalidation that our process is safe, re-peatable and effective in repairing crank-shafts that would otherwise likely havebeen condemned. Further, the fact thatapproval covers our global network ofstations and not one location demon-strates the value of our investments inconsistent tooling and repeatableprocesses” said Paul Friedberg, Presidentof Worldwide Services for Goltens.

www.goltens.com

Veripos Mobile for Offshore Positioning

Veripos, suppliers of GNSS positioningto the offshore industry, introduced anew-generation configurable receiver de-signed to provide integrated mobile solu-tions for a wide range of offshorelocation and heading applications, theLD4 HDT. Weighing less than 2kg, thecompact IP55-rated unit can be config-

ured to deliver a robust and accurateheading and any positioning solution pro-vided by Veripos’s range of satellite-de-rived services. Calculating differingpositional solutions in addition to GNSSheadings, the system can output both fin-ished and raw data to external equipmentand QC software for processing.

Using dual GNSS antennas to receiveGPS and Glonass L1/L2 signals for sub-sequent computing of robust movingbaseline vector/heading RTK fixed solu-tions, the LD4 HDT can typically provideeither sub-metre or decimetre accuraciesin addition to precision headings whenreceiving proprietary Veripos Apex andUltra service corrections.

Upgradable for both future GNSS RTKoperations and USB and Ethernet com-munications, typical system applicationsinclude back-up to mechanical gyroheading for hydrographic multibeam sur-vey and geophysical vessels and con-struction barges. Others cover supportfor near-shore survey vessels requiringrapid mobilisation with low space re-quirements in addition to offshore con-struction emplacements involving remotemonitoring via radio data telemetry.

www.veripos.com

SKF Marine ConditionMonitoring Kit

SKF has available the SKF MarineCondition Monitoring Kit to carry out re-liable, simplified condition monitoringonboard ships and enables ship operatorsto take a first step towards condition-based maintenance.

With the SKF Marine Condition Mon-itoring Kit, even a non-trained user mayinterpret the results of vibration datameasurements and locate the source ofthe fault in the machinery. The marine-specific software with marine typicalequipment models is loaded in the SKFMicrolog Advisor Pro and is preconfig-ured to convert the measured data into aneasy-to-understand colour-coded result.

E-mail: [email protected]

ASC is a marine software developer based in Vancouver, Canada. For over 30 years, ASC has

been producing top-notch software design solutions for naval architects and marine engineers

around the world. ASC has also been providing world-class load planning systems and load-

ing instruments to the marine shipping industry.

The line of CAD/CAM software is used for design through to construction of all vessel types.

Products include; Autoship (surface modeling), Autohydro (stability & strength calculations) and

Autostructure (internal structural design).

Autoship Systems Corporation (ASC)Suite 1451 – 409 Granville Street

Vancouver, British ColumbiaCanada V6C 1T2

Phone: 604-254-4171 • Fax: 604-254-5171Contact: Ross Muirhead, National Sales Manager

Contact email: [email protected] • Website: http://www.autoship.com

ZF Marine Transmissions in USCG FRC Vessels ZF Marine announced its involvement

with the US Coast Guard FRC project.The USCG vessel Bernard C. Webber,first of the new 154 ft. Sentinel Class FastResponse Cutters (FRC), was recentlycommissioned. ZF Marine provided twoZF 23560C Marine Transmissions foreach vessel. With a patrol boat or lightduty rating well in excess of 4300 kW @2100 rpm, these robust transmissions willsupport the vital service role of the newFRC vessels. Today, more than 200 USCoast Guard boats and cutters are sailingwith ZF Marine transmissions.

www.zf.com


VESSELS

Bollinger Delivers First Ocean Class Tug to Crowley

Bollinger Marine Fabricators, L.L.C.,Amelia, La., delivered the Ocean Wave,the first of four “Ocean” class tugs, toCrowley Maritime Corporation.

“We are extremely proud of our OceanClass team and the delivery of the first inclass tug, Ocean Wave,” said ChrisBollinger, EVP, Bollinger Shipyards.“Our partner, Crowley and Jensen, aswell as our numerous vendors, haveworked hard to develop and deliver a pre-mier vessel into the International marinemarket and we look forward to future de-liveries of sister Ocean Wind and DP2vessels Ocean Sky and Ocean Sun.”

The Ocean Wave is the first of theOcean class tugs and is the first of two10,880 BHP tugs that are featured withDP1 capabilities. Ocean Wave is twinscrew with controllable pitch propellers(CPP), in nozzles with independent highlift rudders. The hull is welded steel con-struction and is outfitted for long rangeocean towing, dynamic positioning, fire-fighting, rescue and salvage towing, aswell anchor handling. The vessel is de-signed and outfitted with all tanks con-taining oil and oil traces inboard of theside shell to create a double hull and de-signed for zero discharge of any machin-ery cooling water, gray or black water,further safeguard the environment.

"Taking delivery of this first ocean-class tug is a significant milestone forCrowley and our customers who willbenefit from its use on their projects,”said Tom Crowley, company chairman,president and CEO. “These Jensen Mar-itime-designed towing vessels – three ofwhich are under construction at Bollinger

– are a new generation of powerful, high-tech and environmentally friendly work-horses for Crowley that will furthersolidify our standing as an industry leaderin ocean towing, salvage and offshoremarine support for the upstream energyindustry.”

Propulsion for the Ocean Wave is pro-vided by two (2) Caterpillar C-280-12Tier II diesel engines, designed to operateon Ultra Low Sulfur Diesel fuel and each

is rated at 5440 BHP @ 1000 RPM, driv-ing the 153.5” diameter CPP Propellersthrough Reintjes LAF 5666 reductiongears. The bow thruster is a Berg VFD850 HP unit. Electric power is providedby two (2) 1475 KVA shaft generators,one (1) 340 kW Caterpillar C-18 Tier IIauxiliary generator (Harbor Generator),and one (1) 125 kW Caterpillar C-6.6Tier II emergency generator system. Thetowing and deck equipment is featured

with an Intercon – DW275 hydraulicwinch with upper drum capacity for3,000 ft. of 2.5-in. wire and lower drumwith 4,200 ft. of 2.75-in. wire, Triplextow pins, Triplex shark jaws and an openstern roller. The vessel is U.S. flaggedand complies with all applicable rulesand regulations for unrestricted oceantowing, International Load Line Certifi-cate, SOLAS and ABS DP1, Green Pass-port classification.

Acta Marine Takes Four Shoalbuster AHTS'Damen Shipyards Group will supply Acta Marine with four Shoalbuster anchor han-

dling tugs. Three of the anchor handling tugs will be supplied from Damen MarineServices’ charter fleet, while Damen Shipyards Hardinxveld will be supplying thefourth, a new Shoalbuster, in March 2013. “Shoalbusters are excellent multi-purposevessels that we will be able to use all over the world in dredging and marine contract-ing projects, as well as for oil and gas projects and offshore wind projects”, says Govert-Jan van Oord, managing director of Acta Marine. The DMS Eagle and DMS Globe areShoalbuster 2609s that will be deployed in the Persian Golf as they were before. TheDMS Dunnock and the new ship are larger, 3,300 horsepower units and a bollard pullof 45-50 tons. These latter two vessels are the sister ships of the Coastal Vanguard,which Acta Marine purchased from Damen at the end of 2010. The DMS Dunnock willbe transferred in Singapore in January 2013, putting the ship in an excellent location totake on charter assignments in Southeast Asia and Australia. The new Shoalbuster is cur-rently under construction in the Netherlands and will be delivered in March 2013. AllShoalbusters are built by Damen Shipyards Hardinxveld.




USNS Choctaw County (JHSV 2), thesecond of the Navy’s new joint high-speed vessels designed for rapid intra-theater transport of troops and militaryequipment, was christened Sept. 15 dur-ing a ceremony at Austal USA in Mobile,Ala. Military Sealift Command will ownand operate Choctaw County and theother joint high-speed vessels, or JHSVs,that are under contract to be built for theNavy. Choctaw County will have a crewof 21 civil service mariners working forMSC who will operate, navigate andmaintain the ship. Secretary of the NavyRay Mabus was the ceremony’s principalspeaker. The ship is named for threecounties in America, located in Missis-sippi, Alabama and Oklahoma, whichshare the name Choctaw County.

Twenty-nine women from the 1966graduating class of Ackerman HighSchool in Ackerman, Miss., served as theship’s sponsors. Lead sponsor, TheresaGilliam Pitts, a retired teacher, broke thetraditional bottle of champagne acrossthe bow to formally christen the shipwhile she and the other sponsors presentsaid in unison, “For the United States ofAmerica, we christen thee USNSChoctaw County. May God bless thisship and all who sail in her.”

The 338-foot-long aluminum catama-rans are designed to be fast, flexible andmaneuverable, even in shallow waters,making them ideal for transporting troopsand equipment quickly within a theaterof operations. The 20,000-square-footmission bay area aboard JHSVs can bereconfigured to quickly adapt to whatevermission the ship is tasked with, such ascarrying containerized portable hospitalsto support disaster relief or transportingtanks and troops. JHSVs are capable oftransporting 600 tons of military troops,vehicles, supplies and equipment 1,200nautical miles at a high average speed of35 knots and can operate in shallow-draft, austere ports and waterways, pro-viding U.S. forces added mobility andflexibility. The JHSVs’ aviation flightdecks can support day and night flightoperations. Each JHSV also has sleepingaccommodations for up to 146 personneland airline-style seating for up to 312.

Theresa Gilliam Pitts, sponsor of Joint High Speed Vessel (JHSV) 2, USNSChoctaw County, breaks a bottle of champagne during the christening at theAustal Shipyard. Secretary of the Navy Ray Mabus named the ship after threeU.S. counties located in Mississippi, Alabama and Oklahoma; places he saiddemonstrate core American values of hard work, putting family first, and com-munity service. (U.S. Navy photo by Chief Mass Communication SpecialistSam Shavers/Released)Navy JHSV Christened



BAE Systems’ Clifford Honored Bill Clifford, president of Norfolk-

based BAE Systems Ship Repair, re-ceived the Frank C. Jones Award,presented by the American Society ofNaval Engineers. (Pictured above isASNE President Ronald Kiss (left) andU.S. Rep. Randy Forbes (Va.) and BillClifford.) Clifford was honored by hispeers at the annual Fleet Maintenanceand Modernization Symposium held inVirginia Beach. The annual award recog-nizes leaders in naval engineering whohave substantially and significantly con-tributed to ship maintenance and alter-ation programs for naval vessels. Prior tojoining BAE Systems, Clifford spentmore than 20 years in the private sectorserving in senior management positionsat several shipyards. From 2001 to 2005,he was a managing partner of PacificShipyards International, LLC, a Hawaiiconsortium of Honolulu Shipyard, Inc.and Honolulu Marine, Inc. He alsoserved as vice president of new construc-tion at Atlantic Marine in Jacksonville,Fla., and director of ship completion atBath Iron Works, Maine.

Young, Marchetti Promoted at Cummins Cummins reorganized its Commercial

Marine Business around five market seg-ments: commercial transport; offshore oiland gas; passenger transport; govern-ment/defense; and special use (fishing).In line with this reorganization, the com-pany has named Greg Young Director ofStrategic Growth – Commercial Trans-port and Waldemar Marchetti Director ofStrategic Growth – Offshore. Young willbe located in Daventry, U.K. and will re-port to Jenny Bush, GM for the Com-mercial Marine Business. Marchetti willcontinue to be based in São Paolo, Brazil,and will also report directly to Bush.

Rickerson & van Emmerik Win ThomasB. Crowley Sr. Memorial Scholarships

Webb Institute, a four-year college spe-cializing in Naval Architecture and Ma-rine Engineering, announced theselection of Don Rickerson ’13 andJustin van Emmerik ’13 as the 2012 –2013 Thomas B. Crowley MemorialScholarship recipients. Thomas B. Crow-ley Sr. Memorial Scholarship Program is

awarded annually to one or two students,who, in the eyes of the Scholarship Se-lection Committee at Webb Institute,have demonstrated leadership qualities,school and community involvement, in-terest in and dedication to the maritimeindustry, and academic promise.

The Thomas B. Crowley ScholarshipProgram was established at Webb Insti-tute in 2007. The Crowley Scholarshipwas established at Webb Institute in con-junction with The Marty Johnson ’88Leadership Fund. Marty was a longtimeemployee of Crowley Maritime and thecompany wanted to establish an appro-priate fund in his memory.

Hutchison to RetireJohn C. G. Hutchison closes a 42 year

career at this year’s Work Boat Show inNew Orleans. Born in Philadelphia onApril 1,1941, John Hutchison played col-legiate golf at Duke University andMoravian College, and coached the golfteam at Lehigh University before beingdrafted in 1966. A Viet Nam vet, 2nd LT,Infantry Branch, John returned home in1970 and worked at the Bethlehem SteelCorporate Office in Bethlehem, PA, andother Bethlehem offices in Burns HarborIN, Johnstown PA, and Sparrows Pt.,MD. John was a consultant to MarvinMiller in Washington DC followed byHopeman Brothers, Waynesboro, VA. Hebecame the Swiss Keller Vermipan agent,and later the Thermax agent in NorthAmerica. John joined Panel Specialistsas an employee in 1985 as their MarineSales Manager.

Atlas Elektronik Canada FoundedThe Atlas Elektronik Group founded a

subsidiary in Canada. Atlas ElektronikCanada Ltd has been set up to establish astrong and reliable partnership with theRoyal Canadian Navy and Canadian au-thorities. As potential main contractor,Atlas Elektronik Canada will provideATLAS products and solutions for cur-rent and future Canadian users.

Atlas Elektronik Canada is headquar-tered in Victoria BC onsite of the Van-couver Island Technology Park.

Kong Joins A/S Dan-Bunkering Dena Kong, 29, has joined Dan-

Bunkering as Marketing Executive.Dena has previously worked in the ship-ping and airline industry. She is a nativeof Beijing and will be based in Dan-Bunkering’s Beijing office. E-mail:[email protected]

Astrium Makes Announcement on Marlink, Vizada Brands

At SMM in Hamburg Astrium ServicesBusiness Communications announced itwill act as a leader in the maritime satel-lite communication industry. This newdivision of Astrium Services consists ofthe combined Vizada and its affiliateMarlink, following their acquisition byAstrium in December 2011. Astrium ispart of EADS. Astrium Services is the‘satellite services’ unit of Astrium, com-prised of four business divisions: Busi-ness Communications, GovernmentCommunications, Satcom Systems & So-lutions, and GEO-Information Services.The Vizada Group, including its affiliatessuch as Marlink, Vizada Networks,TDcom etc., joins Astrium Services toform a leading provider in fully managedsatellite services with a global reach indiverse industry sectors.

The new Astrium Services BusinessCommunications entity will host all com-mercial satcom activities of AstriumServices, serving three main markets:Maritime, Enterprises and Aero. In themaritime market, the company will con-tinue providing services in the samestructure as today: indirect through theexisting, well-established serviceprovider channel whereas Marlink willremain an independent commercial or-ganization focusing on maritime end cus-tomers. As a consequence, the VizadaGroup will rebrand into Astrium over thenext months from October 2012. TheMarlink brand will remain unchanged.

Corvus Energy supplies Østensjø Rederi Corvus Energy is supplying Norwegian

ship owner Østensjø Rederi with aturnkey lithium - ion battery managementsystem for the fleet’s newly designed ves-sel. The new unit will be used to supportoil rig operations in the North Sea andfeature the latest technology and envi-ronmental standards. Ship construction isexpected to complete in September 2013.

NEWS PEOPLE & COMPANIES

Obituary

Nelson YeoThe Board and Management of the

Keppel Group announced the passingof Nelson Yeo, Managing Director(Marine), Keppel Offshore & MarineLtd (Keppel O&M) and ManagingDirector, Keppel Shipyard Ltd, awholly-owned subsidiary of KeppelO&M, after suffering a brain haem-orrhage while on business in London.He is survived by his wife Siew Huaand two sons. "All of us at KeppelO&M are greatly saddened by thesudden passing of Nelson,” said TongChong Heong, CEO, Keppel O&M.“This year marks the 30th year sincehe joined Keppel. From a shiprepairmanagement trainee at Keppel Ship-yard, he has worked his way up to hiscurrent position as Managing Direc-tor. Truly exemplifying the Keppel"Can Do!" spirit, Nelson has alwaysrelished the challenges of complexwork assignments and overseas post-ings. Chor How Jat, Executive Direc-tor of Keppel Shipyard, has assumedthe position of Acting Managing Di-rector, and will take over the man-agement of Keppel Shipyard'sbusinesses and operations.

Mr Yeo, 55, was the Managing Di-rector (Marine) of Keppel O&M andthe Managing Director of KeppelShipyard. He was also Chairman ofKeppel Philippines Marine Inc., Kep-pel Subic Shipyard Inc., KeppelBatangas Shipyard Inc., Keppel SmitTowage Pte Ltd, Maju Maritime PteLtd, Keppel Singmarine Pte Ltd andDPS Bristol (Holdings) Limited. Healso served as a member of the Work-place Safety and Health (WSH)Council's Marine Industries Commit-tee, Ministry of Manpower; AIDSBusiness Alliance, Ministry ofHealth; and is also a member of theAmerican Bureau of Shipping; SouthEast Asia Advisory/Technical Com-mittee in Lloyd's Register and theSingapore Technical Committee inNippon Kaiji Kyokai.

Clifford Young Marchetti Rickerson & van Emmerik

Hutchison Gerbrecht Kong




Synthetic Rope for Regional CabledOcean Observatory

Yale Cordage an-nounced its UnitrexXS Max Wear Ropewas selected by L-3MariPro Inc. for usein the University ofWashington's (UW)Regional ScaleNodes (RSN) proj-ect. Yale's UnitrexXS Max Wear Rope, a high-tech cousinof Yale’s Uniline Rope, is a parallel-cored synthetic cable. The rope is con-structed of Spectra core fiber modulus,wrapped with a protective layer of neo-prene tape and over-braided with atough jacket of high tenacity polyesterfor superior lightweight strength, re-siliency and resistance to stretch.Specifically, the undersea applicationrequires a high strength, lightweight linewith continuous length capabilities suit-able for use on cable ship drum cap-stans. The university's RSN primaryinfrastructure network consists of a sin-gle shore observatory in Oregon, and in-cludes two cable lines with nearly800km of fiber-optic cable and sevenprimary science nodes on the southernportion of the Juan de Fuca tectonicplate in the Northeast Pacific Ocean.

Voith: Major Order for Offshore BrazilVoith received a major order for the

delivery of 60 variable-speed planetarygears type "Vorecon." The Voreconswill enter service in offshore productionon the oil fields on the huge pre-saltcluster in the Atlantic approximately300 km outside Rio de Janeiro. The op-erator is a consortium led by the Brazil-ian mineral oil group Petrobras.Production of the first Vorecon at Voithin Crailsheim is already underway.

Imtech Marine Starts Ops in Brazil Imtech Marine recently opened an of-

fice in Santo, Brazil, establishing itsown presence in the South Americanmarket. It is in line with Imtech Ma-rine’s strategy to extend its service net-work to all major ports in the world.Santos will soon be followed by a newoffice in Rio de Janeiro. “We have a trueglobal presence and are 'just around thecorner' for many shipping companieswith our 90 plus offices,” said Eric vanden Adel, Managing Director, ImtechMarine. “We are proud to have addedBrazil to our global map.”

SpecTec Grow in the Middle EastSpecTec signed its first contract with

Mubarak Marine LLC, a contract for thesupply of AMOS2 Software. It includes

one full office installation for theMubarak Marine’s headquarter in Dubaiand five Vessel installations. The soft-ware is expected to be installed onboardfive Offshore Tugs vessels, in order toreduce operational complexity related tothe Planning Maintenance System, helpdecrease the costs of the Procurementactions and give the due IT support toDry Dock operations. Database consul-tancy is to be provided by the technicalstaff of SpecTec in the Middle East.

Mubarak Marine is a marine servicesorganization based in Dubai providingservices such as Offshore Towing, Sal-vage, Port Operations, Heavy Lift,Emergency Rescue and Response. Thecompany offers a variety of vessels tosuit the ever-growing needs of clientbase in the Middle East and beyond.From inception, Mubarak Marine fleethas grown to a great thirty three vesselsand many new additions are scheduledfor the rest of current year.

Drydocks World, ABB: Cooperation Agreement Reached

ABB Turbocharging will now have adedicated service point for ABB tur-bochargers in the Drydocks World fa-cility in Dubai. A Memorandum ofUnderstanding was signed at the SMMin Hamburg.

DNV’s Hull Integrity System Integratedwith AMOS

DNV and AMOS system supplierSpecTec have launched an all-in-oneplanned inspection and maintenancesystem for ship structures. AMOS is asystem that crew and management arealready familiar with, and in combina-tion with DNV’s Hull Integrity Man-agement system, the software’saccessibility further simplifies inspec-tion planning, reporting and monitoring.

The new combined application usesthe DNV vessel-specific hull inspectionforms and procedures that come as partof the Hull Integrity Management(HIM) system. The easy-to-use softwarehas unique 3D inspection and reportingfunctionality that helps with the earlydetection of defects so they can be dealtwith before they lead to costly off-hiretime. HIM adds a further dimension tothe AMOS planned maintenance systemwhich supports tasks such as mainte-nance, efficient spare parts logistics andthe production of quality and safetydocumentation. A vessel structuremodel is established in the AMOS com-ponent hierarchy, and it is combinedwith HIM’s vessel-specific hull inspec-tion information and any diagramsshowing areas that require special at-tention.

NEWS PEOPLE & COMPANIES

Putnam


BLOGS @ MARITIMEPROFESSIONAL.COM

Hong Kong Fatal Ferry CrashThere will be no fast answers

Harrowing accounts of the moments after two fer-ries collided in Hong Kong on Monday night arebeing played out in the local media.

Hong Kong woke up on Tuesday morning to the horrify-ing news that at least 24 people had been killed and dozensinjured following the ferry collision.

That figure quickly rose to 38 as more bodies were pulledfrom the sunken Lamma IV ferry that went down after thecrash. High-speed catamaran Sea Smooth managed to limpto shore with its bows badly smashed.

The Lamma IV was filled with employees of Hong KongElectric and their families and was en route to Victoria Har-bour a short distance away to watch the spectacular Na-tional Day fireworks display.

At 8.23pm Lamma IV was rammed on the port side. Wit-nesses describe a massive impact that threw passengers vi-olently around the cabin or overboard. Panicked anddisoriented, the passengers struggled to make their way outof the stricken vessel.

But for many people on the ferry, time ran out. The col-lision appears to have torn open watertight areas in thestern and the ferry began taking water. Shockingly, itstood on its tail and sank within two minutes, witnessessaid, leaving more than 120 passengers little time to findlifejackets or the exits. Divers found many of the bodiestrapped inside the vessel. Police have arrested seven peo-ple – the captains of both ferries and other crew – and havepromised a thorough investigation. Despite the tragic lossof life, the sweeping arrests will not make the investiga-

tion any easier, and probably scare crew members into si-lence. It is the worst maritime disaster in Hong Kong in 40years. The deadliest occurred on August 16, 1971, whenthe Hong Kong-Macau ferry, Fat Shan, sank during Ty-phoon Rose, killing 88 passengers and crew. Only threepeople survived.

More recently, the oil rig supply vessel Neftegaz-67 col-lided with mainland bulk carrier Yao Hai on March 22,2008, off Lantau Island. Eighteen crew from the supplyvessel died.

Following a lengthy investigation and court proceedings,both captains and the two pilots on board the bulk carrierwere jailed. However, the cargo ship captain and one of thepilots were freed on appeal. The sentences of the Neftegazcaptain and the chief pilot were later reduced pending anappeal in January. Hong Kong’s relationship with the sea isa long one, with hundreds of islands scattered across theterritory and a vibrant fishing industry. Thousands of ves-sel arrivals and departures have made the city a containershipping hub port and a busy transshipment centre. TheMarine Department has the procedures in place and thetraffic controls to prevent collisions, so even with some ofthe busiest waters in the world, fatal accidents should notbe regarded as inevitable. There will be no fast answers towhat is certain to be a drawn out inquiry, but as with alldisasters, the lessons learned via an investigation are vitalin preventing one happening again..

Posted by Greg Knowler (Hong Kong) on MaritimeProfessional.com

Capt. WilliamBainbridge, USNAn early Father of the U.S. Navy, e es-

tablished a tradition of bold leader-ship that continues to this day

William Bainbridge (1774-1833) en-tered the US merchant marine in 1789.Through self-education and hardwork, he became a mate and, at 19,was given command of the merchantship Hope (140 tons with four nine-pound guns). In the Caribbean, hewas hailed by a British schooner tostop and be boarded. He refused and afirefight ensured. Although theschooner carried more guns, Bain-bridge had a better-trained crew, andforced the British schooner to strikecolors. Bainbridge joined the thenone-year-old United States Navy in1798 and was appointed to commandthe galley Retaliation. While cruisingin the Caribbean during the Quasi-Warwith France, the Retaliation was cap-tured by a pair of French frigates.Bainbridge and the galley were takento Guadeloupe. He convinced theGovernor of Guadeloupe to releasehim and a number of American prison-ers and to restore the Retaliation to hiscommand – and promptly sailed backhome. In 1800, he was given com-mand of the frigate George Washing-ton and tasked with carrying tribute tothe Dey of Algiers. At that time, theU.S. and various European powerspaid tribute to the Barbary Pirates forsafe passage of their merchant shipsthrough the western Mediterranean.Many ships for which tribute had notbeen paid were captured and theircrews forced into slavery. During thisdistasteful mission, Bainbridge wasemployed by the Dey to carry gifts tothe Sultan of Turkey. Bainbridge wasinstrumental in securing an order fromthe Sultan to the Dey obliging him torelease 400 US merchant mariners.Upon his return to the U.S. in 1801,Bainbridge was given command of theEssex and assigned to cruise againstmarauding Barbary pirates. When theWar of 1812 commenced, Bainbridgewas assigned to command the Consti-tution (Old Ironsides). On 29 Decem-ber 1812, the Constitution defeatedand captured the larger British frigateJava.

Posted by Dennis Bryant on MaritimeProfessional.com

Economics makes maritime veterans shudder, but portsand ships are built because of economics and tradelinks.

Which is why the American Society of Engineers takes somuch notice of economic effects of port and inland waterwayinvestment. If America only maintains its current level of in-vestment in these systems, the losses to its economy will in-crease shipping costs annually. By 2020, lost value of exportswill be $270 billion and will rise to almost $2 trillion by 2040.Roughly $1.3 trillion in business sales will be lost by 2020,rising to $7.8 trillion by 2040. The cumulative loss in nationalGDP will be about $700 billion by 2020 and reach $4 trillionby 2040. Disposable personal income will be lost, with lossesprojected at almost $872 billion through 2020 and $4.5 trillionthrough 2040. With this reduction in production, income, andspending, there are projected to be 738,000 fewer jobs in2020,” the engineers’ report says.

“By 2040, the job losses will grow to almost 1.4 million— jobs that will be lost due to the lack of U.S. competi-tiveness in global trade and because the nation’s house-holds and businesses will be spending more forcommodities that arrive by marine ports and are trans-ported to market via inland waterways.”

Problems on the waterways are cascading. “Maintaining ex-isting conditions and levels of unscheduled delay on the na-

tion’s inland waterways will already require almost $13 bil-lion by 2020 and an additional $28 billion by 2040. Currentfunding levels can support only $7 billion through 2020 and anadditional $16 billion through 2040. A total of 27 percent ofthese needs entail the construction of new lock and dam facil-ities, and 73 percent are estimated for the rehabilitation of cur-rent facilities.” The civil engineers’ analysis is not all utterlybleak. “The needs are not expected to increase sharply or ex-ponentially, but will peak after 2020, when critical age and ca-pacity thresholds are likely to be reached.”

Extra costs will be faced because of congestion at the mainports. The report comes out with a remarkable assertion that in2010 the total for the country was $1.1 billion, with Los An-geles accounting for $440 million and New York $280 million.There is likely to be some disagreement with this assessment,if only because congestion is such a broad term and becausedifferent factors can come into play, some of which are beyondhuman control On the waterways, delays are sure to get worse,says the report. In 2009 there were 6,500 scheduled delays and12,000 unscheduled. The total number of hours of delay was82,000 and 74,000 respectively.

Lost trade through ports and waterways due to the invest-ment gap between 2012 and 2040 is put at almost $3 trillion.

Posted by Martin Rushmere on MaritimeProfessional.com

It’s a Matter of Economics, RememberToo little port investment impacts business; the US economy





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]


Buyers Dir.Guide Page:MR Template 10/5/2012 11:46 AM Page 1

Environmental Safety & Health ManagerJob Location: USA, Ketchikan, AK

Environmental Safety & Health Manager - 39224Posted: July 9th | Open Until: August 9th, or until filled |Location: Ketchikan, AKAbout Alaska Ship and Drydock

As Alaskans, we have firsthand experience with the chal-lenging conditions that vessels and crews encounter. Wedepend on those who sail to transport our supplies and ourfriends and families. Knowledge of vessels and the harshconditions of our long coastline and maritime communitiesgives us an exceptional commitment to quality ship repairand construction. To that end, we continually increase ourskills and capabilities for ship repair, new vessel construc-tion and large fabrication projects.Job Purpose

Under the general guidance and supervision of operationalmanagers, this role ensures a safe and compliant workenvironment through review, oversight and enforcement ofAlaska Ship & Drydock and all other applicable regulationsand directives with regard to Hazardous MaterialManagement, Safety and Environmental Protection.Program design, goals and objectives for this role areestablished by the Company’s Safety and Environmentaldepartments. As a result this position maintains a strongdotted line relationship to both of those departments.Duties

(This is not an all inclusive list of the regular job duties.Other responsibilities within the accepted job scope willapply.)

1. Provide regular feedback to the management teamregarding the organization’s overall performance on safetyand environmental goals and related compliance. Toinclude providing recommendations for improvement, andprogram modifications that will help improve employeesafety and health.2. Recommend appropriate corrective measures whichmay include one on one employee coaching/counseling,formal corrective action, or shutting down work being per-formed to assure employee safety and health.3. Interfaces with appropriate regulatory agencies asrequired. (OSHA)4. Supervises the work of outside vendors as necessary toassure deliverables are being met.5. Conduct and document the daily Fire & Housekeepinginspections of work being accomplished on Vessels.6. Promote the Alaska Ship & Drydock’s Safety Strategythrough awareness and support to achieve the objectivesand goals set in the strategy.7. Coordinate and record Shipyard Competent Personduties.8. Coordinate asbestos abatement activities as needed.9. Coordinate inspections required by a Certified MarineChemist.10. Coordinate & Identify impacts of hazardous materials,recyclables and generation of waste disposal from prelimi-nary work items.11. Coordinate paint sample collection and submittal asrequired.12. Compile and maintain Contractors HazardousMaterials Information Sheets (CHMI), Waste InformationSheets (WIS), and MSDS files and paint and asbestos sam-pling analysis.13. Establish and conduct compliance inspections of ASDHazardous Materials Lockers.14. Communicate and conduct daily job box training withproject employees to raise Environmental, Safety, andHealth issues to the appropriate levels to maintain focus onobtaining the goals of the company safety strategy.15. Develop and administer Hazardous Material Handlingtraining for all employees to be given during new employ-ee safety orientation training and bi-annual refresher train-ing to current employees, updating training presentationsand ensuring employee training records are updatedaccordingly.16. Conduct and record respirator fit testing and annualrefreshers, annual Fire Watch Training.17. Continually monitors existing equipment, ensure cali-bration is current and makes recommendations for modifi-cation and or replacement.18. Aggressively review Material Safety Data Sheet (MSDS)information from Alaska Ship & Drydock and its subcon-tractors.19. Maintain all records and manifests required for compli-ance with local, state or federal regulations pertaining tosafety and environmental areas.20. Conduct and document weekly all hands safety meet-ings.Please apply online athttp://vigorindustrial.com/jobs/details/39224Human ResourcesVigor Industrial LLC Email: [email protected]: http://vigorindustrial.com/jobs/details/39224

[email protected]

SHIPYARD:Pipe Manager • Fabrication Manager • Machine Shop Supt.

Naval Architects • Project Managers • Senior Designers

Shipyard General Managers

MARINE:Sales Mgr., Machinery • Port Captain • Seagoing Engineers

Captains & Mates - Tugs • Asst. Engineers & QMeds • Cooks

Employment www.MaritimeJobs.comMR

Founded in 1891, the Massachusetts Maritime Academy isthe nation’s oldest and finest co-ed maritime college. TheAcademy prepares young women and men for exciting andrewarding careers on land and sea. Our graduates havebeen at the very top of seagoing, engineering, environ-mental, and international business professions.

POSITIONS AVAILABLEMarine Transportation Lab Technician

Engineering Faculty, Chemistry Faculty

Sea Term Coordinator

The Academy is located in Buzzards Bay at the mouth ofthe scenic Cape Cod Canal and is aspecial mission college within theMassachusetts university collegesystem.

For information about this positions and how to apply, visit the employment quick link onour web page at www.maritime.edu.

Massachusetts Maritime Academy is an AA/EEO employer.Under-represented groups are encouraged to apply.

MASSACHUSETTS MARITIME ACADEMY


2nd Tug Mate Qualifi cations: • Minimum of a 200 ton Mate Near Coastal with Radar Observer, TOAR, STCW and VSO endorsements • TWIC • GMDSS operator/maintainer a plus

Asst Engineer Qualifi cations: • Degree from Merchant Marine Academy or 3 year’s experience working on tugs of at least 2,000 HP • MMD DDE 1,000 to 4,000 HP • STCW • TWIC

Tankerman AB/Cargo Mate Qualifi cations: • Minimum of a AB Tankerman PIC (BARGE) • STCW • TWIC

Send all resumes to

[email protected] Fax to 631-390-4966

Bouchard Transportation Co., Inc.

CLASS MR Oct 2012:CLASS MR.qxd 10/5/2012 4:03 PM Page 58


Employment www.MaritimeJobs.comMR

Professional www.MaritimeProfessional.comMR

Production Manager -Job Location: USA, Seattle, WA Production Manager - 42275

Posted: August 31st | Open Until: Filled | Location: Seattle,WAAbout US Fab

US Fab is part of the Vigor Industrial family of industrialservices. We are an innovative manufacturer based in thePacific Northwest. From sea-worthy barges to methanegas recycling systems, we use advanced technology andspecialized manufacturing to meet our customer’s needs.

(Many of the exciting Seattle opportunities have been cre-ated because the Company has been awarded twoWashington State Ferry contracts. The anticipated dura-tion is through the end of 2014. As a result, the continu-ance of this position beyond the referenced projects will becontingent upon future project awards being obtained.)Job Purpose

This position is responsible for leading project based jobresults, specifically delivery under budget and on-time.This is accomplished by leading the development and exe-cution of a daily plan of the day that successfully supportsoverall project objectives. Interfaces with and takes direc-tion from the Ship Manager in generating executable plansto deliver to Supervisors executing the work. Assists theSupervisors and work station Leads in mitigation strate-gies as soon as variances from schedule are identified.Daily progressing against daily plan is required to identifyand mitigate variances. Will be required to learn and per-form functions of Project Manager on smaller projects thatdo not necessarily require the services of a ProjectManager. Will report directly to Director of Manufacturingto support work for non-project based work not supported

by a Ship Manager.Duties

(This is not an all inclusive list of the regular job duties.Other responsibilities within the accepted job scope willapply.)

1. Coordinates estimates into work plans and work sched-ules utilizing MS Project and ensures materials are deliv-ered to work stations as needed. Coordinates scope ofwork, Crafts workers and subcontractors needed to com-plete jobs on time and within budget.2. Sequencing units of work to meet required deliverydates and maintain project profitability within or ahead ofbudget. Removes roadblocks identified by Supervisors /Leads and Production workers.3. Promotes a safe working environment using daily safe-ty briefs. Promoting/enforcing PPE, discussing job hazardanalysis, and accident prevention.4. Supports supervisors in resolving any issues and elimi-nating barriers that may compromise the successful com-pletion of the plan of the day and elevate those issues theyare unable to resolve.5. Supports the estimating and planning phases of theproject by attending meetings and supporting the creationof the estimate and the quality of the plan with the PMT andCentral Staffing as needed.6. Responsible for identifying and aligning externalresources to support the execution of the project. Thesegroups include any and all departments that interface withproduction such as Engineering, Procurement,Manufacturing and Facilities.7. Primary liaison between workers or leads at each oftheir responsible work stations regarding communicationsrelative to performance on safety, quality, budget andschedule.8. Manages subcontract production through subcontrac-tor’s onsite supervisors.

9. Coordinates Supervisors and workers in prioritizingactivities/jobs to meet or exceed customer expectationswhile assuring best use of shipyard facilities andresources.10. Utilizes Central Staffing services for trade specificissues and for establishing a manning plan for each proj-ect.11. Identify and report (CFR) changes in scope of basework package by initiating/writing the CFR to clearlydescribe the problem and provide a recommendedaction/resolution.12. Understands and implements company and depart-mental policies/procedures.

The position operates within established policies and pro-cedures covering each work station. The individual musthave agreement from Director of Manufacturing to revisestandard work practices regarding safety, environmentalrules and revision to work shifts. He/she is accountable tomake decision for selection of supervisors, has responsi-bility to work with Ship Manager to develop build strategyplans. The incumbent is accountable for over 1 million dol-lars in annual revenue.

Please apply online athttp://vigorindustrial.com/jobs/details/42275Human ResourcesUS Fab /Vigor Industrial LLCEmail: [email protected]: http://vigorindustrial.com/jobs/details/42275



Professional www.MaritimeProfessional.comMR

• Naval Architecture Services • Marine Engineering • Design Services • Construc on Administra on • Regulatory Liaison • Inspec ons and Surveys

13891 Atlantic Blvd., Jacksonville, FL 32225(904) 221-7447 • www.laypitman.com


September 2012 www.marinelink.com 61

Products & Services www.MaritimeEquipment.comMR

Sea Water Intake Filters

Strainers and Screens

866-265-0502Yankee Wire Cloth Products, Inc.

221 W. Main St.,

West Lafayette OH 43845

Fax: 740-545-6323

www.maritimefi lter.com





6-New 30,000 bbl double skin tank barges

(985) 384-8200www.centralboat.com

Ocean Barges: 140x40x9 160x54x12 180x54x12 260x72x16

Central Boat Rentals, Inc.


Vessels for Sale/Barges for Rent www.MaritimeEquipment.comMR

September 2012 www.marinelink.com 63


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


12 . . . . . .ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.eagle.org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 877-5861

45 . . . . . .Anchor Maine & Supply, INC . . . . . . . . . . . . . . . . . . . . . . . . . .www.anchormarinehouston.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(713) 644-1183

21 . . . . . .Austal USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.austaljobs.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

49 . . . . . .Autoship Systems Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.autoship.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(604) 254-4171

12 . . . . . .Buffers USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.buffersusa.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(904) 696-0010

44 . . . . . .Capilano Marine Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.capilanomaritime.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(604) 929-6475

41 . . . . . .Christie & Grey Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.christiegrey.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(888) 472-8290

43 . . . . . .Coastal Marine Equipment, Inc. . . . . . . . . . . . . . . . . . . . . . . . .www.coastalmarineequipment.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(228) 832-7655

56 . . . . . .Cruise Shipping Miami . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.cruiseshippingevents.com/miami . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

11 . . . . . .Damen Shipyards Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.damen.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 (0) 183 63 9911

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

7 . . . . . . .Hempel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.antifouling.hempel.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 45 88 3800/45273676

45 . . . . . .Hillhouse Industrial Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.torsionmeter.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(603) 566-4330

41 . . . . . .HO Bostrom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.hobostrom.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(262) 542-0222

44 . . . . . .Hougen Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.hougen.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 426-7818

35 . . . . . .Hydrocomp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.hydrocompinc.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(603) 868-3344

19 . . . . . .HYTORC, div. of Unex Corporation . . . . . . . . . . . . . . . . . . . . .www.hytorc.com/washer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

41 . . . . . .Inland Marine Service, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.inlandmarineservice.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(859) 689-7707

C3 . . . . .International Work Boat Show . . . . . . . . . . . . . . . . . . . . . . . . .www.workboatshow.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 454-3007

13 . . . . . .Iridium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.iridiumpilot.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

49 . . . . . .Jets AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.jetsgoup.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 70 03 91 00

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

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

25 . . . . . .Lee Engineering Supply Co Inc. . . . . . . . . . . . . . . . . . . . . . . . .www.LeeEngineeringSupply.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 562-8417

27 . . . . . .Louisiana Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.louisianacat.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(866) 843-7440

15 . . . . . .MAN DIESEL & TURBO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.mandieselturbo.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

44 . . . . . .Maritime Associates, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.marinesigns.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .775-832-2422

41 . . . . . .Measurement Technology NW . . . . . . . . . . . . . . . . . . . . . . . . .www.mtnw-usa.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(206) 634-1308

4 . . . . . . .Motor-Services Hugo Stamp, Inc. . . . . . . . . . . . . . . . . . . . . . .www.mshs.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 622-6747

47 . . . . . .Niedax-Kleinhuis USA, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . .www.niedaxusa.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 544-2105

1 . . . . . . .Omega Engineering, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.omegadyne.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 872-3963

37 . . . . . .Pemamek Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www,pemamek.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

29 . . . . . .Retlif Testing Laboratories . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.retlif.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(631) 737-1500

23 . . . . . .Rutter Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.rutter.ca . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(709) 576-6666

35 . . . . . .Senesco Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.senescomarine.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(401) 295-0373

17 . . . . . .Ship Constructor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.ShipConstructor.com/mr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(888) 210-7420

27 . . . . . .Silver Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.silverships.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(251) 973-0000

C2 . . . . .SIMS Pump Valve Company Inc. . . . . . . . . . . . . . . . . . . . . . . .www.SIMSITE.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 746-7303

51 . . . . . .SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.sname.org/events/callforpapers . . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

18 . . . . . .SNAME Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.sname.org/sname/pubs/journals1 . . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website

46 . . . . . .Sohre Turbomachinery, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . .www.sohreturbo.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(413) 267-0590

23 . . . . . .Springfield Marine Company . . . . . . . . . . . . . . . . . . . . . . . . . .www.spingfieldgrp.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(417) 616-6707

43 . . . . . .Superbolt, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.superbolt.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please visit our website

3 . . . . . . .VT Halter Marine, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.vthaltermarine.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(228) 696-6888

39 . . . . . .Walker Magnetics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.walkermagnet.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 962-4638

29 . . . . . .Walz & Krenzer, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.wkdoors.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(203) 267-5712

9 . . . . . . .World Wide Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.worldwidemetric.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(732) 247-2300

Page Advertiser Website Phone #

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]

MR Oct 2012 Ad Index:Layout 1 10/5/2012 3:21 PM Page 1


COV2,C3&C4 MR Oct 12:COV2,C3&C4 MR May.09.qxd 10/5/2012 9:40 AM Page 3

Documents

MARITIME REPORTER & ENGINEERING NEWS(October 2012)