maritime reporter and engineering news(aug 2009)

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MARITIMEREPORTER

ANDENGINEERING NEWS

Maritime Security

The BigPicture

Government Update

Counter Piracy Efforts Ramp UpShipbuilding

USCG Work Helps Sustain GOM YardsOffshore

FLNG: A $23B MarketWinches & Ropes

Changing Maritime Design

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

August 2009

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TABLE OF CONTENTS

FIVE MINUTES WITH

12 Arne Birkeland, Wärtsilä Ship PowerWärtsilä has consolidated its ship design prowess under one banner. • by Greg Trauthwein

MARITIME SECURITY: NAVY

18 Get the PictureNaval analyst and author Norman Friedman says it wasn’t a new weapon or a new kind of propulsion system. Instead,Friedman says it’s the picture that matters. • by Capt. Edward Lundquist, USN (Ret.)

SHIPBUILDING: U.S. COAST GUARD & OFFSHORE

22 Gulf Yards Busy on USCG, Offshore WorkNavigating the market highs and lows is nothing new for GOM shipyards. MR spoke to some industry leaders in the re-gion to find out how they bridge the gap between times good and bad. • by Matt Gresham

WINCHES & ROPES

26 Push & PullAdvances in winch and synthetic rope capabilities are changing the way in which vessels are designed and used.

OFFSHORE

30 FLNG: A $23B MarketFloating LNG projects offer some near and long-term business opportunities.

12

22

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COVER STORY

MARITIME SECURITY

18 Get the Picture There are many noteworthy technological devel-opments that have “changed naval warfare.”But naval analyst and author Norman Friedmansays it wasn’t a new weapon or a new kind ofpropulsion system. Instead, Friedman says it’sthe picture that matters. It wasn’t until there wasan effective way to know what was beyond thevisual horizon and a way to communicate andshare information that warfare at sea really changed. New sensors and ways tocommunicate have enabled a “picture” of the situation to be created, shared andunderstood by other ships and even command posts ashore.

ON THE COVER The Navy, in conjunction with the Spatial Integrated Systems Incorporated, holds a demonstra-tion of a fully autonomous unmanned surface vehicle (USV) at Fort Monroe. A harbor patrol sce-nario depicts how the USV uses its autonomous maritime navigation systems to patrol and scandesignated areas for intruders using onboard sensors and obstacle avoidance software in orderto carry out its mission and report back its findings to a command center. (U.S. Navy photo byMass Communication Specialist Seaman Apprentice Joshua Adam Nuzzo/Released)

COLUMNISTS • Bryant, Buchner, Mapen, Dignan

GOVERNMENT UPDATE

14 Counter Piracy EffortsThere are an array of suggestions and solutions, but what willreally work? • by Dennis L. Bryant

EYE ON DESIGN

16 Multiple ScaleIn the process of evaluating an offshore structure during its de-sign or while in operation, model tests, simulations and off-shore (full-scale) measurements all clearly complement oneanother. • by Bas Buchner

MARITIME SECURITY

20 Protecting Maritime AssetsThe Extended Range Unambiguous Warning System . • by Barry Mapen and Mike Dignan

21 The Hardware of Vessel DefenseGuns on ships are controversial, but perhaps also the best toolsto defend ship and crew. • by Capt. Jeffrey L. Kuhlman



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EDITOR’S NOTE

The current economic malaise is pre-

dictably unpredictable. Yes, business is

tough, and despite a general feeling that

there is a start of a rebound in some of the con-

sumer markets, most involved in the construction

and supply to the marine and offshore markets eye

2010-11 warily, because that is when the current

orderbook will have largely run its course, and

there could be a significant lull in activities on the

dearth of orders placed in the last nine months.

But while the depth and breadth of the slowdown to our market is not yet

known, one gets the feeling that the long-term, quality players in this mar-

ket are well positioned to invest and prosper when and where others may

fall. A good example is a recent news blurb detailing the Chapter 11 filing

of U.S. Shipping Partners, and the deal for Crowley Maritime to help pick

up the pieces, signing a deal to manage five U.S.-flag petroleum tankers,

three of which are still due for delivery from NASSCO.

A report from the Gulf of Mexico area by Matt Gresham finds that while

business is indeed down, it is certainly not out, particularly to the Tidewa-

ter’s, Bollinger’s, Edison Chouest’s and Quality’s, companies that have

weathered vicious storms many times in the past – both theoretical finan-

cial ones and real versions cooked up by Mother Nature – and emerged

from them roughed up yet stronger.

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NEWS


Bulk Carriers 17-Jun Quantum 14,550 80(29) 1.88-Jun Manisamut Naree 21,341 83(26) 3.525-Jun Pawitra Naree 21,654 85(24) 4.125-Jun Duck Fortune 22,525 81(28) 1.88-Jun Hilall II 25,845 81(28) 3.28-Jun Atlantic Acacia 26,472 93(16) 1117-Jun Tradewind 27,472 81(28) 2.917-Jun Eastwind 27,493 81(28) 2.925-Jun Rscion 27,656 78(31) 1.88-Jun Sanko Eagle 27,868 97(12) 14.517-Jun Sea Honesty 28,564 97(12) 1225-Jun New Guardian 28,615 95(14) 13.58-Jun Opal Naree 28,780 82(27) 3.117-Jun Antikeri 28,791 84(25) 5.38-Jun Darya Raag 28,968 96(13) 14.28-Jun Angel Accord 32,379 03(6) 228-Jun Efessos 33,554 82(27) 3.517-Jun Marilia 34,600 82(27) 2.725-Jun Go Pride 35,055 82(27) 13.517-Jun Cenk Kaptanoglou 36,788 83(26) 417-Jun Oriental Key 38,323 80(29) 2.825-Jun Kolocep 41,172 96(13) 148-Jun Ken Ocean 45,212 94(15) 15.517-Jun New Sea Star 6 45,877 85(24) 7.317-Jun Orfeas 48,891 83(26) 6.38-Jun Jin Kang 52,454 03(6) 26.98-Jun Sea Charm 61,505 82(27) 3.58-Jun Mitsa 61,636 81(28) 425-Jun Anassa 63,170 83(26) 717-Jun Nikos O 63,179 82(27) 3.125-Jun Akroneos 65,015 81(28) 3.98-Jun Pioneer Grace 65,449 81(28) 58-Jun Gianni D 69,100 98(11) 208-Jun Jupiter Applause 69,123 97(12) 19.82-Jun Far Eastern Express 69,310 92(17) 14.4

8-Jun Far Eastern Silo 69,338 90(19) 1217-Jun Four Coal 69,997 99(10) 2825-Jun Spring Peacock 72,497 98(11) 258-Jun Lansing 73,040 96(13) 2125-Jun Far Eastern Marina 73,596 97(12) 19.517-Jun Maddalena D'Amato 74,716 01(8) 25.517-Jun Loch Lomond 75,845 02(7) 2717-Jun Efrossini 75,932 03(6) 3417-Jun Torm Tina 75,966 01(8) 3017-Jun Boomerang 76,390 04(5) 352-Jun Trafalgar 76,397 01(8) 2817-Jun Bonita 76,623 01(8) 25.58-Jun Jin He 77,250 06(3) 3917-Jun Sea Breeze 91,800 09(0) 418-Jun Zetland 145,905 85(24) 14.58-Jun CSE Wisdom 150,431 84(25) 1017-Jun Cotswold 151,016 86(23) 142-Jun Mineral Azalea 171,200 99(10) 46

Chemical Carriers 17-Jun Global Mars 7,786 01(8) 11.58-Jun Emirates Swan 8,636 06(3) 12.92-Jun Princess Pacific 9,195 85(24) 2.517-Jun Chemstar Hero 19,836 02(7) 17.58-Jun Peonia 29,000 05(4) 258-Jun Ocean Command 46,600 09(0) 398-Jun Ocean Compass 46,600 09(0) 39

Containerships25-Jun Baltic Tern 3,754 89(20) 1.217-Jun Tugela 9,327 85(24) 2.125-Jun Montana 22,148 96(13) 617-Jun OOCL Acclaim 24,328 97(12) 625-Jun Van Oueme 28,100 99(10) 825-Jun Engiadina 39,418 02(7) 1717-Jun Cific 45,696 92(17) 4.8

17-Jun Patmos II 45,696 92(17) 4.825-Jun Mol Mosel 61,489 95(14) 9.7

Gas Carriers2-Jun Gas Sophie 2,609 95(14) 6.62-Jun Ocean Primate 3,567 93(16) 6.2

Passenger Ferries25-Jun Van Gogh 2,452 75(34) 6.5

RoRos17-Jun Ciudad de Valenia 2,593 84(25) 317-Jun Orange Sky 5,184 93(16) 817-Jun Ji Xiang Kou 7,374 80(29) 2

Tankers25-Jun Adriatic Wind 17,600 84(25) 38-Jun Stella Azurra 29,000 05(4) 258-Jun Pacific Onyx 40,509 88(21) 525-Jun Chemtrans Lyra 97,097 93(16) 16.52-Jun El Junior 260,870 95(14) 17.62-Jun Camden 298,306 95(14) 528-Jun Carina Star 305,668 94(15) 208-Jun Hydra Star 305,846 94(15) 2025-Jun Starlight Venture 317,970 04(5) 80

Tweendeckers 17-Jun Atoz 6,926 90(19) 3.68-Jun White Saga 7,950 99(10) 6.217-Jun Vento Di Tramontana 8,035 83(26) 1.117-Jun Lubey Alice 8,060 83(26) 0.92-Jun Lado 8,522 84(25) 1.22-Jun Plori 8,557 83(26) 1.117-Jun Han Lord 9,120 83(26) 1.325-Jun Suerte 22,260 80(29) 1.8

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

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

Cornel Martin and other leaders fromthe Waterways Council (WCI) (www.wa-terwayscouncil.org) have a busy agendafor 2009 and beyond in their continuedfight to ensure that the U.S. inland wa-terways receive their just dues in terms ofinvestment and political clout. WCI con-vened a meeting in late June to lay out itsplan of action for the coming year, and ontop of this list is its fight against anFY2010 proposed inland waterwayslockage fee proposal, a funding mecha-nism which would replace the current in-land waterways tax on diesel fuel. “Thislockage fee is an ill-conceived proposalthat should be rejected by this Congress,just as it was by the last Congress,” Mar-tin said, contending that it would essen-tially triple the taxes paid by commercialusers of the waterways system, likely re-sulting in cargo being shifted from thewaterways to road and rail. Cornerstoneto this fight is the implication that the cur-rent administration and Corps of Engi-neers is discouraging the use of bargetransportation, which according to statis-tics from the National Waterways Foun-dation/Texas Transportation Institute isthe most energy efficient and “green”means of transporting goods. For exam-ple, according to the study, barges can

move one ton of cargo 576 miles per gal-lon of fuel, versus 413 miles for train and155 for truck transport. In addition, bargetransport produces far less CO2 per tonof cargo moved, with inland barges pro-ducing 19.3 tons of CO2 per million tonmiles, versus 26.9 tons and 71.6 tons forrail and truck respectively. (For additionalinformation and statistics, visit: www.na-tionalwaterwaysfoundation.org.)

While the lockage fee proposal is a pri-mary battle, it is far from the only fightbeing waged by WCI, which is constantlyworking to ensure that the nation’s locksand dams are built and maintained in amanner which facilitates the efficientflow of cargo on the nation’s inland wa-terways.

After the original stimulus packagecontained no funds for the Corps of En-gineers, subsequent lobbying effortshelped secure $4.6 billion for the Corps,out of the $787 billion stimulus package.Of this, $2 billion is targeted to construc-tion projects, including locks and dams,and $2 billion is targeted to maintenanceprojects. One befuddling part of the plan,according to WCI, is the stipulation thatnone of the funding can be used for startprojects, and WCI points to three prior-ity navigation projects: L&D 22; L&D 25

and LaGrange; that are in desperate needof a project start.

Looking ahead to 2010, $5.1 billion istargeted for the Corps of Engineers, thehighest number ever proposed for theCorps, but this level of funding is stillbelow FY’09’s actual funding level.

Concurrent with its efforts to securecritical funding for waterways projects,WCI is also working with industry to

identify and find a solution for projectsthat are chronically over budget and late.Chief among them: the Olmstead projecton the Ohio River, a project authorized in1988 at $750 million.

Today in 2009, $1 billion has beenspent, the project is only 50% complete,and the new estimate is a total cost of$2.3 billion to be completed in eight to10 years. — Greg Trauthwein

WCI Leaders Champion Inland Waterway Issues

WCI, led by Cornel Martin, continues to keep inland wa-terways issues at the forefront of legislators minds.

MR Aug. 2009 # 1 (1-8):MR Template 8/4/2009 11:19 AM Page 8

Petra Joins GalaxyThe Petra Galaxy, designed by Conan

Wu and Asscoiates, is the latest vessel tojoin the fleet of Perdana Venus Ltd. of theMarshall Islands. The 75 x 20m mainte-nance/work vessel has approximately700 sq. m. of open deck space with a ca-pacity of five tons per sq. m. for a totaldeadweight of 3475.5 tons, of which 400tons could be deck cargo with the vesseldrawing 5.2m of draft. Classed by ABSas a + A1 +AMS Offshore Vessel thePetra Galaxy includes air-conditioned ac-commodation for up 189 as well as a hos-pital, conference room, recreation roomand five offices. On deck, a Favelle Favcomodel 6/10 lattice boom offshore marinecrane provides maintenance support. Afour point anchoring system is fitted. Itemploys four single drum winches withauto-spooling and 40-ton first layerpulling power to handle the four 5000 kgDelta flipper anchors each connected by

1200m of 38mm wire rope. This equip-ment, along with 16 400-watt deck flood-lights and an extensive suit ofwheelhouse electronics by Furuno,Tokimec, Navtex, Anschuetz, Walker andSoura shows that this boat means busi-ness. Below deck, a pair of CumminsKTA50M2 main propulsion engines each

delivering 1800 HP into ReintjesWAF664 gears with 5.044:1 ratios to turn2.1-m fixed-pitch propellers. ForwardVTA28DM engine powers the bowthruster. Main generators are three Cum-mins KTA19-powered 360 kW sets. ACummins 6CTA8.3DM-powered 150kW genset provides emergency services.

August 2009 www.marinelink.com 9

Keeping Hurricanes in Control … with Barges?According to a recent USA Today re-port, five U.S. Patent and Trade Officepatent applications propose to slow hur-ricanes whereby cold, deep-ocean wateris pumped to the surface using an ar-mada of barges. The patent applicants,according to the article: Microsoftfounder Bill Gates and climate scientistKen Caldeira of Carnegie Institution.The patents describe a system forstrategically placing turbine-equippedbarges in the path of storms to chill seasurfaces with cold water pumped fromthe depths. (Source: USA Today.com)

Crowley to Manage Five U.S.-FlagTankers for APTA Settlement Agreement recently ap-proved by a U.S. Bankruptcy CourtJudge in New York became effectivelast month, clearing the way for an in-vestor group led by The BlackstoneGroup to terminate its relationship withU.S. Shipping and to retain Crowley Mar-itime Corporation to manage five U.S.-flag petroleum tankers for the newlyrenamed company, American PetroleumTankers LLC (APT). The five tankers,two of which are in operation and threeof which are due for delivery fromNASSCO through 2010, were to beowned by a joint venture controlled pri-marily by affiliates of The BlackstoneGroup and U.S. Shipping Partners. U.S.Shipping filed for bankruptcy protectionunder Chapter 11 earlier this year. Withthe termination of U.S. Shipping's asso-ciation with the company, Blackstonesaid the company will continue underthe name American Petroleum Tankers.Crowley was appointed as the construc-tion manager for the three tankers stillbeing built and vessel manager for allfive vessels.


NEWS


Voith Explores Eco-Friendly Water Tractor

Voith Turbo Marine Engineering is,over the next few years, focusing on itsresearch on new concepts for water trac-tors that are kinder to the environment.

To this end, Voith Turbo will expand itsresearch and development activitiesaimed at environmentally friendly tugtechnologies, a tangible result includingthe foundation of Voith Turbo Marine En-gineering in Rostock. One of the condi-tions is that these technologies are

suitable for worldwide application andrepresent a realistic return-on-investment for tug operators. At present,market studies are underway, in order toidentify the sustainability requirements ofship owners.

www.voithturbo.de

Energy Efficient Stamp for Splendida

Bureau Veritas (BV) awarded its firstEnergy Efficient Design label to the new3,952-passenger cruise vessel MSCSplendida. Recently delivered to MSCfrom STX France Cruise's St Nazaireyard, MSC Splendida will be the flag-ship of the MSC Cruises fleet.

Compliance was voluntary. The vesselcan reach 24 knots with twin 20MWmain motors. The reduction of energyconsumption of systems and equipmentrequired for the public spaces such as airconditioning includes an automatic sys-tem to reduce cooling in case of no oc-cupancy of a cabin, a free coolingsystem allowing climate control of areaswithout the ship producing air refrigera-tion and lighting optimization with LEDlights. There is an advanced passengerCabin Monitoring system to most effi-ciently manage the passenger cabin airconditioning which takes into accountwhen the balcony door is open or cabincard not in place. Low consumptionbulbs are fitted in the cabins.

OPK Delivers Diesel-Electric Icebreaker

United Industrial Corporation (OPK)shipyards delivered a diesel electric lineicebreaker dubbed St. Petersburg to Ros-morport (Russian Maritime Port). A cer-emony of the signing of the takeovercertificate and making the colors of theRussian Federation on the icebreakerwas held at the Baltiysky Zavod plant, apart of OPK, a ceremony which in-cluded Vladimir Putin, Prime-Ministerof the Russian Federation; Igor Levitin,Russian Minister of Transportation;Valentino Matvienko, the Governor ofSt. Petersburg; Sergey Pugachev andLyudmila Narusova, members of theCouncil of Federation of the Federal As-sembly of the Russian Federation;Alexander Gnusarev, OPK Chairman ofthe Management Board, and Andrey

ALL BOATS AVAILABLEON GSA CONTRACT

P.O. BOX 210Monticello, AR 71657

Tel: (870) 367-9755 • Fax: (870) [email protected] www.seaark.com

BUILDER OF QUALITY ALUMINUM BOATS

MSC Splendida and MSC Fantasia,Palma de Mallorca July 9, 2009."We estimate the vessel may savemore than 10% of total energy con-sumption as compared to a more con-ventional or older vessel of this size,”saod Didier Chaleat, Senior Vice-Pres-ident, Bureau Veritas.



Fomichev, CEO of the Baltiysky Zavodplant. According the certificate, the ice-breaker is the property of Rosmorport.It’s planned to start its exploitation in theGulf of Finland in the winter of 2009.

The multifunctional Moskva icebreakerwas completed by OPK and delivered inDecember 2008, which became the firstvessel to be built at a domestic plant forthe last 34 years. The St. Petersburg ice-breaker is the second diesel-electric lineicebreaker, built by OPK at the request ofRosmorport. It constitutes a two-deckedvessel with two propulsors of a total ca-pacity of 16 MW. In addition, the ice-breaker is equipped to search for sunkenships to a depth of 300m. The shape ofthe vessel’s hull has been especially de-signed with application of the latest solu-tions for decreasing the power input inice-breaking operations and improvingsea-worthiness. The icebreaker is de-signed for escorting large tankers (50 mbeam); towing operations for vessels inicy and open waters.

Keppel Delivers Rescue Vessel

Keppel Singmarine has delivered amulti-purpose Duty Rescue Vessel toLUKOIL. Jointly designed by MarineTechnology Development (MTD), the

ship design and development arm of Kep-pel O&M, and its consultants, RobertAllan, Kogalym is the fifth vessel KeppelSingmarine has delivered to LUKOILsince 2003. Named after a key productionregion for LUKOIL in western Siberia,Kogalym was christened by Mrs. Olga

Kessler, Environmental Engineer (LaborSafety) of LUKOIL at Keppel Singma-rine. This 60-ton bollard pull vessel willbe deployed in the Caspian Sea region toperform supply duty and rescue opera-tions in temperatures as low as -20°C andice thickness of up to 70 cm.

Maersk Wins Award for Slow Steaming InitiativeMaersk Line was named SustainableShipping Operator of The Year for chal-lenging the shipping industry and bring-ing about significant reductions inenergy consumption and emissions. The award, presented by SustainableShipping at an awards ceremony in Lon-don on July 15, was given to MaerskLine in recognition of the efforts it hasmade in reducing the environmental im-pact of its business operations. MaerskLine has proven that the two-stroke en-gines on its container vessels are ableto run continuously at low loads ensur-ing a more flexible and energy efficientvessel operation. In 2007, Maersk Line initiated a compre-hensive study on 110 vessels, whichshows that despite traditional policy on40-60% as minimum engine load, it issafe to go as low as 10%. This makes itpossible for containerships to sail at halfspeed, thereby reducing not only fuelcosts significantly, but also CO2 emis-sions.Being able to select any given speeddown to 10% engine load, enables amore flexible voyage and schedule plan-ning as well as vessel savings amount-ing to 10-30% fuel and CO2. For apost-Panamax container ship it amountsto saving $1 million equal to 3,500 tonsfuel and 10,000 tons CO2 per year.Maersk Line has collaborated with lead-ing engine manufacturers, which havechanged their recommendations accord-ingly. More than 100 Maersk Line vesselshave used super slow steaming since2007, and the entire fleet is now capa-ble of sailing at this new low speed.



NEWS FIVE MINUTES WITH ARNE BIRKELAND, VICE PRESIDENT, SHIP DESIGN, WÄRTSILÄ SHIP POWER

Earlier this summer in Oslo at Nor-shipping, Wärtsilä announced that its var-ious ship design units would be housedunder a single entity dubbed WärtsiläShip Design. Maritime Reporter & En-gineering News had the opportunity tochat with Arne Birkeland, Vice President,Ship Design, Wärtsilä Ship Power, to dis-cuss the new venture’s merits and futureprospects. – by Greg Trauthwein, Editor

What was the impetus for this latestannouncement, the consolidation ofWärtsilä’s Ship Design business underone theoretical roof?Arne Birkeland For a long time, wehave said that we (Wärtsilä) want to de-velop into a systems integrator, to be themost preferred business partner of ourcustomers. If you step back and look atour powerplant business, we supplyeverything. In Ship Power we have agood opportunity that has not been fullyutilized, as ship design is obviously a crit-ical step in the overall process. Overall,we want to be a real design house thatadds value for our customers.

How does this forward the notion ofWärtsilä as a complete systems inte-grator?If you are into ship design, you better un-derstand well the entire product line, sothat you can integrate this knowledge into

the design to the benefit of customers.There are many synergies in this regard.

What then, would you identify as thefocus of Wärtsilä Ship Design?We are focused on specialty vessels: tugdesign, specialized tonnage such asOSVs, AHTS’ and chemical tankers.Wärtsilä as a whole is better situated (intoday’s tough economic environment) fo-cused on specialized shipping rather thanmainstream, as order cancellations are

kept to a minimum.

What is the goal of merging the ShipDesign function?It is our goal to establish Wärtsilä as anindependent ship design brand, whichwill be the customer’s first choice. Therewill be a close collaboration between ourShip Design unit, other parts of the ShipPower organization and other Wärtsilä di-visions. Our long term ambition is to cre-ate standard, proven designs with

predefined solutions and operationalservices with performance guaranteesand fixed prices. It may also include ex-tended services like yard selection andsupervision support in the constructionphase.

What are some of the unique chal-lenges in your end of the business?Ship design is much more driven by peo-ple.

Today, what do you count as the topdesign challenges/drivers?Gas!

Can you elaborate?Gas, as far as a fuel for vessels and as anoverall development, with a large num-ber of LNG terminal and vessel contractsin the works. The environment is also aconsistent challenge. We can develop(new designs that are more fuel efficient,for example) but it really takes new reg-ulations and legislation to drive it home.

How has the current global economicdownturn affected your plans?When we bought the ship design activity,we had a business plan that projected asharp downturn. We did not expect it tobe so quick or so deep, but it really wasnot a shock.

Arne Birkeland, Wärtsilä Ship PowerNew ship design unit formed; New compact escort tug design unveiled

New Wärtsilä Tug Design One of the first designs to be fully accredited as a Wärtsilä Ship Design is the W

Tug 80. This is a compact, high performance escort tug is capable of carrying outship assist duties at offshore terminals, as well as high-speed escorting, push-pull op-erations, and coastal towing. The W Tug 80 designed for 80 ton bollard pull can at-tain a speed of 14.5 knots. Due to its compact size and two Wärtsilä steerablethrusters, the tug is designed to be very maneuverable. The rounded bow profile withmoderate flare is optimized for pushing and reduces the risk of slamming. A largeskeg combined with the forward hull shape results in a steering force of 250 ton dur-ing escorting. It is powered by two eight-cylinder in-line Wärtsilä 26 engines, eachrated at 2600 kW at 1000 rpm. A modular propulsion concept with various enginearrangements can be configured within the same basic design.The towage and es-corting duties are served well with a forward 112t towing/anchor winch. A 91t tow-ing winch is sited aft of the superstructure. The tug can be equipped for fire-fightingduties and can operate 200 nautical miles from the coastline.

Wärtsilä Ship DesignWärtsilä Ship Design includes the recently acquired naval architect companies Vik-Sandvik of Norway, Conan Wu & Associates (CWA) of Singapore and SCHIFFKO ofGermany as well as the conceptual ship design unit in Finland.

The new WTug 80



A simple statement asked many timesand answered in varying ways, was againposed by Germanischer Lloyd (GL) atthe Norshipping 2009 exhibition in Oslo:“How do we make ships more efficient?”The answer, according to GL, could layin its new “FutureShip” subsidiary. “Re-ducing the environmental impact of ship-ping in order to upgrade its image as anenvironmentally friendly mode of trans-portation is one of the most importanttopics for the maritime industry,” said Dr.Hermann J. Klein, member of the GL ex-ecutive board.

GL presented FutureShip, which offersa catalog of services with a common ob-jective: optimizing ships, including thosein operation as well as those to be built.Services will also comprise the FuelSaverprogram, including CO2 analysis (ECO-Patterns) and operational fuel consump-tion analysis (ECO-Practices) services.The FutureShip subsidiary was formedon some fairly basic and approved prem-ises, namely that environmental man-dates for new ships and boats willbecome increasingly stringent, and theprice of fuel will grow exponentially,with some estimates of $2,000/ton by2036. “While it is indisputed that ship-ping is the most environmentally respon-sible means of transport, there has beena big increase in shipping overall, andthus a greater environmental impact,”said Dr. Klein. “The era of cheap fuel ishistory, so fuel efficiency again comes tothe forefront. There is no doubt that shipsmust become more fuel efficient.”

FutureShip will aim to provide ananalysis of new ship designs and existingvessels, in an attempt to analyze everyonboard system for optimum operations.For example, Dr. Klein noted that manycontainerships running today are de-signed to operate at 25 knots, but arebeing operated at 18 knots to save fueland money. However, the bulbous bow onthese vessels – designed for optimum op-eration at 25 knots – are creating new

wave patterns that can actually work toincrease fuel costs. A proposed solution:a redesigned bulbous, which can be de-signed and built for about $423,000; in-stalled during a ship’s regular survey toavoid additional shipyard time. But hulllines and bulbous bows alone are not theonly determinants of resistance, which is

why FutureShip’s ECO-Chances is de-signed to provide a holistic evaluation ofa ship. Using software tools, such as itsdedicated flow simulation/optimizationtools and parametric modeling software,FutureShip assesses the ship from top tobottom to ID the most promising focusareas for optimization, which typically

may result in a series of five to six engi-neering options that offer fuel savings.Upon study of all hull types, a mammotheffort to analyze tens of thousands of shipdesigns, GL estimates that its solution isbetween 4 and 20% more efficient.

www.futureship.de

GL: The ‘FutureShip’ is Now In Oslo, Germanischer Lloyd unveiled its new subsidiary – FutureShip – which will createnew and optimize existing ship designs for efficiency and fuel savings

“The era of cheap fuel is history,”said Dr. Hermann J. Klein.



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

Counter Piracy EffortsUpdate on how navies, governments, technologies unite

Counter-piracy efforts, particularly inwaters of the western Indian Ocean, con-tinue unabated. Warships from an im-pressive array of nations continue topatrol, mostly in the Gulf of Aden. Pi-ratical attacks, though, also continue.The frequency of attacks in the westernIndian Ocean has decreased of late, butthis is likely due to the monsoon weatherconditions prevailing in the area. Whenthe weather improves, expected to occurin early September, all forecasts are forthe level of attacks to rise. The naval pa-trols, though, have helped reduce the suc-cess rate for the attacks that haveoccurred of late. Attacks in other waters,particularly in Southeast Asia and offNigeria, have recently increased, al-though not to the level experienced offSomalia. There has been a recent spate ofactivity both by the United States and bythe International Maritime Organization(IMO) to further define the situation andaddress the risks being encountered bythe marine industry. Important issues,though, remain to be resolved.

U.S. InitiativesOn May 11, 2009, the US Coast Guard

issued a Maritime Security Directive toowners and operators of US-flag vesselsthat operate in waters at high risk ofpiracy or armed robbery. The Directivewas designated as Sensitive Security In-formation (SSI), so its exact contents arenot available for public dissemination.According to the news release issued atthe same time, the Directive provides theUS maritime industry with specific, risk-based measures to take to deter, detect, ordisrupt piracy. Prior to entering high-riskwaters, US vessels should establish ananti-piracy plan that includes hardeningof rigging and operating vessels in a man-ner to prevent attacks and subsequentboarding. Ships shall also use estab-lished transit lanes, erratic ships maneu-vering, increased speed, and cooperationwith military forces patrolling the area.During transits through high-risk waters,it is the ships’ responsibility to maintaina vigilant anti-piracy watch and ensure allshipboard anti-piracy precautions are inforce.

Vessel security plans for US ships thatoperate in high-risk waters must have se-curity protocols for terrorism, piracy, andarmed robbery against ships. The secu-rity plans must meet the performancestandards established in the Directive.

Additional specific measures are requiredof US ships transiting Horn of Africa andGulf of Aden high-risk waters. All vesselsecurity plans for US ships must be sub-mitted to the Coast Guard for review andapproval.

The Directive was followed shortly bythe publication of three Port Security Ad-visories, which have been generally dis-tributed. The first, PSA 3-09, providesguidance on self-defense or defense ofothers by US-flag commercial vesselsoperating in high-risk waters. The sec-ond, PSA 4-09, addresses compliancewith the US International Traffic in ArmsRegulations (ITAR) when placingweapons on board US-flag commercialvessels intending to operate outside theUnited States. The third, PSA 5-09, es-tablishes minimum guidelines for con-tracted security services on US-flagcommercial vessels operating in high-riskwaters. These documents provide im-portant and valuable information regard-ing protection of the crew and vesselfrom piratical attacks and from armedrobbery against ships. The documentsalso provide a good explanation of theUS common law of self-defense and de-fense of others.

A bill was introduced in the US Houseof Representatives that, if adopted intolaw, would provide immunity from fed-eral prosecution for an owner, operator,master, or crewmember exercising rea-sonable care in the use of force (includinglethal force) in protection against pirati-cal attack. Another bill was approved bythe House of Representatives that wouldauthorize embarkation of military per-sonnel on US ships carrying government-impelled cargo in high-risk waters.

IMO InitiativesThe IMO issued a circular,

MSC.1/Circ.1332, relating to piracy andarmed robbery against ships in waters offthe coast of Somalia. The circular for-wards an updated set of best managementpractices to deter piracy in the Gulf ofAden and off the coast of Somalia, whichwas developed by a working group of in-dustry organizations. The practices areintended to address the unique challengespresented in this area.

A second circular, MSC.1/Circ.1333,provides recommendations to Govern-ments for preventing and suppressingpiracy and armed robbery against ships.For a variety of reasons, the IMO recom-

mends that flag States strongly discour-age the carrying and use of firearms byseafarers for personal protection or forthe protection of the ship. Seafarers arecivilians and use of firearms requires spe-cial training and aptitudes. The risk ofaccidents with firearms carried on boardship is great. The circular provides ad-vice on the investigation of piratical at-tacks and the prosecution of thoseinvolved, as well as a draft agreement forenhanced regional cooperation in pre-venting and suppressing acts of piracyand armed robbery against ships.

The third anti-piracy circular,MSC.1/Circ.1334, provides guidance toowners, operators, masters and crews onpreventing and suppressing acts of piracyand armed robbery against ships world-wide. Among other things, it recom-mends carriage of additionalcrewmembers when the ship is scheduledto operate in waters at high risk of pirat-ical attack and increased emphasis on se-curity training and drills.

Areas of common groundThe positions and policies of the United

States Government and the IMO with re-gard to addressing the threats posed bypiracy and armed robbery against shipsare consistent on many aspects. Bothagree on the importance of developingand implementing security plans. Bothagree on the adoption of best manage-ment practices prior to entering waters athigh risk of attack. Both agree on coop-eration and coordination with naval pa-trols, where extent. Both agree on the useof non-lethal means (such as fire hoses,razor wire, and long-range acoustic de-vices) to deter attacks.

Disagreement with respect to lethalweapons

The point on which the United Statesand the IMO disagree is with respect tothe carriage of lethal weapons on mer-chant ships. While the US does not man-date carriage of lethal weapons by shipsplanning to transit high-risk waters, itmakes approval of vessel security plansmore likely if those plans call for de-ployment of lethal weapons. The IMOstrongly recommends that merchant ves-sels not carry lethal weapons. The onlycaveat to the IMO position is with regardto lethal weapons carried by military per-sonnel assigned to the merchant vessel bythe flag State.

Except for a few highly vocal individu-als, the maritime industry strongly sup-ports the policy espoused by the IMO.The industry raises concerns about theability of merchant mariners to safely andeffectively use lethal weapons in ahighly-charged piratical attack. Even useof a special security team raises questionsabout the safety of discharging firearmson a ship, particularly oil or gas tankers.There are fears that carriage of lethalweapons by merchant ships may result inan escalation in the level of violence fromthe attackers. Finally, there are potentialliability and insurance issues involvingthe crew (and anyone else on board), theship, the charterer, cargo interests, andother third parties if the ship engages in afire-fight with attackers. Liability and in-surance questions are reasonably well-settled if defense of the ship is limited tonon-lethal means. The same cannot besaid in future incidents involving use oflethal weapons by a merchant ship. It be-hooves government agencies and themaritime industry to work through thelegal issues prior to large-scale deploy-ment of lethal weapons on commercialvessels.

UncertaintiesAn area not covered by the documents

is the law of self-defense and defense ofothers in foreign jurisdictions. Under in-ternational law, piracy can only occur onthe high seas (e.g., more than 12 nauticalmiles offshore). Unlawful attacks againsta ship occurring within the territorial seaor internal waters of a country are gener-ally defined as armed robbery, and locallaw applies. It should be rememberedthat the Coast Guard definition of high-risk waters is not limited to the high seas.What self-defense standards would be

applied in a court in Somalia, Yemen, In-donesia, Nigeria, or elsewhere if a USmaster or crewmember is arrested therefor shooting a local citizen? In addition,what local laws apply to having weaponson board a ship calling in a port of thatcountry or even transiting the territorialsea? The US Department of State hassent inquiries to various nations, particu-larly in the Middle East, seeking infor-mation regarding their laws, regulations,and policies with respect to the carriageof defensive weapons by merchant ves-sels calling in their ports and transitingtheir waters. Responses have yet to be re-ceived.



Efforts have been initiated in northeastAfrica and the Middle East to build thecapacity to arrest, prosecute, and incar-cerate pirates. Similar efforts are gettingunderway in Somalia specifically, butthese present a special challenge as thecentral government is not particularlystrong. There are also efforts underwayin the autonomous region of Puntland toprofessionalize its fledgling local coastguard. Only time will tell whether theseimportant projects bear fruit.

There are numerous contractual issuesinvolving owners, operators, charterers,unions, insurers, and cargo interests thatwill need to be considered. This is acomplex point for which there are noeasy answers. Charter parties and billsof lading vary widely with regard toclauses that might be implicated as theresult of a piratical attack. Likewise, in-surance policies (whether hull & ma-chinery, protection & indemnity, or war)are not uniform. The laws under which adispute might be resolved (US, UK, orelsewhere) will be an important factor indetermining the outcome. It is highly un-

likely that financial recovery from the pi-rates will be forthcoming, so the issuewill be which of the various victims ofthe piratical attack will bear the loss.

Known unknowns & Unknown unknowns

Former Secretary of Defense DonaldRumsfeld added to our body of under-standing by explaining known unknownsand unknown unknowns. Those turn outto be important concepts with regard tocounter-piracy. We don’t know exactlywhat the pirates will do next, but weknow that we don’t know. We know thatthere are differences of opinion with re-gard to carriage of lethal weapons onmerchant ships. We know that the rulesin various nations with regard to carriageand use of lethal weapons on foreignships entering their waters or calling attheir ports are not well publicized and un-derstood. We are aware of the uncer-tainty surrounding the various liabilityissues that might arise as a result of a pi-ratical attack. What we do not know ishow and when all of this will be resolved.

MAST: Oct. 21-23, Stockholm, SwedenThis year’s Maritime Systems and Technology (MAST) Global Conference and Trade-show is the most ambitious to date. Admirals and Naval Chiefs of Staff, scientists andengineers have traveled from 41 countries to take part in past conferences. MASThas attracted nearly 2,000 participants at each of its last two annual events, whichtook place in Genoa, Italy and Cadiz, Spain, respectively. Now in its fourth year, MAST2009 will feature 166 papers over the course of three days, necessitating seven par-allel conference streams for the first time. In order to make its busy schedule morecoherent, MAST has grouped its 90-minute presentations by operational domain – Un-dersea, Surface, and Intergrated Systems – as well as by topic area – Maritime Secu-rity, Operations & Capabilities, Platforms, Systems, and Technologies. This year’sSpecial Topic – “The Arctic – Challenges and Opportunities” – will be addressed in aPlenary/Panel Session on the final day of the conference. Participants will also havethe chance to network with colleagues at MAST’s social functions, including the An-nual MAST Party. For more information, visit

www.mastconfex.com

MAST ’09 Fast FactsAddress: Kistamässan, Kistagången 1, SE-164 22 KISTA, SwedenDate: October 21-23, 2009Website: www.mastconfex.com



In the process of evaluating an off-shore structure during its design orwhile in operation, model tests, simu-

lations and offshore (full-scale) meas-urements all clearly complement oneanother. As an example of such inte-

grated use, we present the overallmethodology as it has been developedto investigate the loading and responseof the South Arne platform, which con-sists of a Gravity Base Structure andlattice tower. This resulted in a uniqueproject, including the novel combina-tion of small-scale tests of the completestructure with large scale componenttesting of parts of the lattice tower tolimit scale effects. Here, we provide aglance of a paper presented at the OTC2009. The South Arne platform, oper-ated by Hess Denmark, was installed in1999 in the Danish sector in a 60 mwater depth. A further analysis of theplatform was initiated by Hess to verifythe structural performance of the plat-form in its operational condition, withthe aim of extending the platform’s ca-pabilities. The original structural be-havior was determined based on aFinite Element (FE) model, includingMorison wave loads with standard hy-drodynamic coefficients. This methodis widely used when designing fixedoffshore structures. However, there is aneed for a more accurate representationof the wave loading than those recom-mended in the standards. Therefore,model tests, simulations and offshoremeasurements are used in an integratedway to determine the reliability of theapplied models with respect to the fluidloading and hydrodynamic shielding inparticular. At MARIN four series ofmodel tests were carried out in thisprocess: • Small-scale tests of the GBS andlattice tower combined. These 1:63.2scale tests give insight in overall waveloading and loading on specific parts ofthe structure in realistic waves, includ-ing the effects of wave diffractionaround the column, wave refraction dueto the base structure and interaction ef-fects between the members in the lat-tice structure.• Small-scale tests of the latticetower only. These test excluded the ef-fect of the GBS, which is in fact theconventional way the wave loads on thetower are considered in the Morison ap-proach in the FE modelling. • Large-scale oscillation tests of asection of the lattice tower. These testsin the MARIN Shallow Water Basin atscale 1:5 give insight into shielding ef-fects in the loading (neglected in the FEmodelling) and provide results of dragand added mass effects (CD and CMvalues) for selected parts of the lattice

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Multiple ScaleGives Maximum Insight

COLUMN EYE ON DESIGN


structure with minimum scale effects.• Small-scale oscillation tests of the same sec-tion of the lattice tower. These tests with the sec-tion at scale 1:63.2 in a scale model of the ShallowWater Basin at scale 1:12.64 are used as a way toquantify the scale effects between the tests in gen-eral. They are a bridge between the small scaletests and the large-scale tests.

The related simulations carried out consist oftwo components: • Finite Element modeling by Ramboll in Den-mark. FE modeling with the Ramboll OffshoreStructural Analysis (ROSA) software is carriedout at a number of stages: from the overall struc-tural evaluation of the complete platform to de-tailed analysis of the wave loads on specific partsthat were used during the testing. This FE analy-sis provides detailed structural response andstresses but does not include shielding, makes useof empirical drag and inertia coefficients and as-sumes a simplified (undisturbed) wave field.• Diffraction modeling by MARIN. Linear dif-fraction modeling of the GBS only with the DIF-FRAC code is used to determine the disturbedwave field and wave kinematics.

The Structural Monitoring System (SMS) forthe South Arne platform was provided by FugroStructural Monitoring. The purpose of the SMS isto monitor the topside displacements and rota-tions, the strains in selected parts of the latticetower and the wave height.

The following paper presented at the OffshoreTechnology Conference (OT) presents the detailsof this integrated methodology of model tests,simulations and offshore measurements and it alsomarks an important first step towards multi-scaletesting.

“Evaluating the Loading and Structural Re-sponse of an Offshore Platform Using IntegratedLarge and Small Scale Testing Combined WithDiffraction and Finite Element Analysis and Off-shore Measurements”, Bas Buchner, RobertHeerink and Jaap de Wilde (MARIN), Joel Witz(Hess) and Karen la Cour Hjelholt (Ramboll),OTC 19978, OTC 2009, Houston.


Images (clockwise from top left): 1 and 2: South Arne Plat-form with its small scale (1:63.2) model of GBS and latticetower; 3: Lattice tower alone tests at small scale (1:63.2); 4:The section of the lattice tower at large scale (1:5) in theShallow Water Basin (with the Hess, Ramboll and MARIN proj-ect team); 5: The oscillation set-up in the scale 1:12.64 scalemodelof the Shallow Water Basin with the section of the lat-tice tower at scale 1:63.2 (at the background the full sizeShallow Water Basin used for the 1:5 scale tests).

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FEATURE MARTIME SECURITY

by Capt. Edward Lundquist, USN (Ret.)There are many noteworthy technolog-

ical developments that have “changednaval warfare.” But naval analyst and au-thor Norman Friedman says it wasn’t anew weapon or a new kind of propulsionsystem. Instead, Friedman says it’s thepicture that matters. It wasn’t until therewas an effective way to know what wasbeyond the visual horizon, and a way tocommunicate and share information thatwarfare at sea really changed. New sen-sors and ways to communicate have en-abled a “picture” of the situation to becreated, shared and understood by otherships and even command posts ashore.

For centuries, the only way a man-of-war became aware of the presence of anenemy on the sea was the sighting of amast the horizon. Then it was decisiontime: observe, investigate, engage, es-cape or evade. If there were several shipsin company, the senior in command couldsignal to other ships in company, but hisspan of control was limited to the rangeof visual signal flags or flashing lightsamong his flotilla. If the forces shouldmeet in battle, it might be days before theresult was known by those ashore.

Radio let ships share information aboutthe tactical situation with other ships andshore headquarters. Radar changed whatships could see, and thus what they couldshare. Computers helped commandersmake decisions. Altogether, sensors,communications and computing powerhave enabled networks. We refer to thisas net-centric warfare. But what is reallyimportant is the “picture,” not the net-work, according to naval analyst Dr. Nor-man Friedman, author ofNetwork-Centric Warfare: How NaviesLearned to Fight Smarter through Three

World Wars (Naval Institute Press 2009). Instead of propulsion or weapons,

Friedman says the two biggest develop-ments in naval warfare have been sensorsand communication. “The essence ofnetwork-centric warfare is the creation ofa picture that various commanders canshare. To multiply surveillance is to mul-tiply what you can see,” he says. “Thepicture is what matters.”

Radio enabled position and contact re-ports to be shared with other ships incompany, as well as other units, com-mand elements and shore-based head-quarters. Information about weatherobservations, sea conditions, fuel statesand equipment status became valuablecommodities. For better or worse, the ac-tions of a ship could be directed fromcommanders who were over the horizon,

or even hundreds or thousands of milesaway. Those commanders who were re-moved from the tactical situation mightactually have the bigger picture, but oftenwould make decisions based on whatthey thought to be the situation locally.With the development of radar, com-manders now had a picture of own forces,enemy forces, and land or obstructions,even in bad weather or at night.

This is a double-edged sword, Fried-man says, because there is an assumptionthat what you see as the picture is correct.“Those using the picture created by thenetwork assume that what is on theirscreens is reality. A creative and decep-tive enemy can use that assumption to hisadvantage. If no one checks the pictureon the screen against reality, the resultcan be disastrous.”

“Radio was the beginning, because itmade possible real-time coordinationover vast distances. Nothing like that hadever existed before,” Friedman says.

Greater capability also brought com-plexity. These new developments couldalso be exploited. Direction findingcould locate the position of an enemytransmitting a radio message. False in-formation could be transmitted to mis-lead an adversary.

Signals could be jammed; interceptedor decoded. “It made possible ocean sur-veillance, because enemy radio signalscould be intercepted and exploited.”

However, network-centric warfare isn’treally a form of warfare, but rather a wayof using information. “Once the picturebecomes the focus, those who create andmaintain it use everything at hand to im-prove it. They don't limit themselves toone source of information or another.”

If the point is to accumulate and use in-formation, the issue is how to make senseof an avalanche of it, Friedman says.“That takes a computer—and the fasterthe computer, the more information it canassemble into a usable whole. Moore'sLaw says that computer capacity doublesevery 18 months or less. As long as thatcontinues (surely not forever), it becomesworthwhile to gather more and more in-formation, and smaller and smaller unitscan accommodate useful combinations ofinformation.”

Net-centric warfare has given rise to anew breed of weapons, called “fire andforget.” Anti-ship cruise missiles likeHarpoon are fired in the direction of aknown enemy ship position. The weapontakes over, locates and flies to the targetwithout any further direction from the fir-ing ship. Such weapon, once fired, can

Aerographer's Mate 2nd Class Bri-anna Frazier, left, of Honolulu, and

Aerographer's Mate 2nd Class Kristo-pher Rodriguez, of Baltimore, releasea weather balloon from the fantail of

the aircraft carrier USS Kitty Hawk(CV 63). The radiosonde, a radio

transmitter attached to the balloon,has sensors that measures meteoro-logical variables. (Source: U.S. Navyphoto by Mass Communication Spe-

cialist 3rd Class Kyle D. Gahlau)Get the Picture It’s not bigger ships, or better weaponsthat matter, it’s the bigger, better picture

Today’s Big PictureMaritime Domain AwarenessImproving awareness requires continued development of traditional all-source maritime intelligence capabilities, as well as a broader maritime sit-uational awareness that leverages maritime Command, Control,Communications, Computers, Intelligence, Surveillance, and Reconnais-sance (C4ISR) capabilities and provides a “picture” of conditions and activ-ity across the maritime domain. This awareness will include informationabout vessels (dynamic track data as well as static data on history, owner-ship, characteristics, etc.), people (passengers, crew, dock workers,agents, etc.), cargoes, weather, environment, and infrastructure. Achieving maritime domain awareness will involve collection, fusion, analy-sis, and dissemination to a wide range of decision makers from local en-forcement officers to national leaders. The Coast Guard is working withDoD and other partner agencies to build domestic and global awareness ofthe maritime domain, but this will require the participation of all maritimestakeholders. Government and private stakeholders must establish an un-precedented level of information sharing and intelligence integration.

From the U.S. Coast Guard Strategy for Maritime Safety, Security, and Stewardship




be indiscriminate and could hit an unintendedfriendly or neutral ship that happens to be nearby.Satellites have improved both communications andsurveillance, and will continue to help in net-centricdecision making. The future of network-centric war-fare includes space-based sensors, more robust com-puting architectures, and unmanned systems.

Unmanned systems, such as the Broad Area Mar-itime Surveillance System (BAMS) are being devel-oped to provide long-range persistent surveillancecoverage.

Unmanned weapons-carrying drones have beenused to attack targets in Afghanistan without riskingaircrew.

Aerographer's Mate 3rd Class Brandon Davis launches a Sip-pican MK-2 bathythermograph data acquisition system. Theprobe collects environmental data below the oceans surfacewith sensors measuring temperature and depth as part ofthe African Partnership Station (APS). (Source: Navy photoby Mass Communication Specialist 2nd Class RJ Stratchko)

Definitions

• Situational Awareness involves hav-ing specific, real-time knowledge ofvessels, people, infrastructure, environ-mental conditions, and activities as theyoccur within the maritime domain, in-cluding maritime approaches, ports andinland waterways, anchorages, fishinggrounds, choke-points, shipping lanes,etc.

• Fusion refers to mining, organizing,and correlating data to enable subse-quent analysis.

• Maritime Domain Awareness(MDA) is the effective understanding ofanything associated with the global mar-itime domain that could impact the se-curity, safety, economy, or environmentof the United States.


FEATURE MARTIME SECURITY

By Barry E. Mapen and Mike DignanA Coast Guard cutter is patrolling the

harbor when it spots an unknown vesselapproaching. The Coast Guard takes im-mediate action and flashes warninglights, then attempts radio communica-tion to determine the vessel’s intentions,both to no avail. Mindful that there maybe a language barrier, the Coast Guardneeds to quickly get the unidentifiedcrew’s attention. Firing a warning shotmay be the last resort.

Facing this threatening scenario, whatif you could project a large, graphicalimage hovering in the air between thecutter and the approaching vessel thatsignifies impending danger? The pro-jected image can be any image or graph-ical representation easily recognized bythe vessel.

Such technology is within reach. AlionScience and Technology engineers havedeveloped a visual warning system thatworks at sea or on land. Known as theExtended Range Unambiguous WarningSystem, Alion’s solution lets securityforces project a billboard-sized warningsign 100 feet off the bow of an oncomingvessel or 100 feet away from an ap-proaching land vehicle. The unambigu-ous warning capability benefitswaterborne personnel by providing an ef-fective means to communicate a warningmessage to unknown craft which are ap-proaching high-value maritime assets.

The warning system – developed undercontract to the U.S. Coast Guard – pro-vides users with an innovative way toprotect high-value assets that are in port,anchored, on patrol and in action con-ducting special operations.

With 88,633 miles of U.S. tidal coast-line alone – not including freshwatercoastlines – many areas in which theCoast Guard operates have a wide vari-ety of private and commercial vessels inclose proximity. In fact, there are morethan 76 million recreational boaters inU.S. waterways, who at times cause en-croachment on Coast Guard space and itsvaluable assets. Considering this largeamount of watercraft traffic, the CoastGuard needs a safe and effective warningsystem to employ when its maritime as-sets are threatened. This is the conceptbehind the extended range warning sys-tem.

Maritime WarningConventional warning methods may

not work due to language barriers, un-awareness of the situation or pendingthreat, and even lack of knowledge of theCoast Guard’s authority. For approachingvessels that may not be aware they areputting Coast Guard personnel and prop-erty at risk, an unambiguous warning sys-tem can call attention to the vessels’actions and their unwelcome course.Such a warning system can indicate to in-truders that they are on a bee-line to enterrestricted space and they must divert theirpaths.

Alion’s patent-pending ExtendedRange Unambiguous Warning Systemprojects a warning image near the vicin-ity of the intended target, helping to de-termine the intentions of the potentialthreat. By keeping the message at an ap-propriate viewing distance and orienta-tion relative to the intended vessel, othervessels nearby will realize they are oper-ating safely and are not the intended re-cipients of the warning.

The image projection technique wasdetermined to be the best warningmethod. Other approaches include someambiguity, which can be confusing forthe alert recipient, which in turn meansthe Coast Guard cannot be certain aboutthe intended actions of the oncoming ves-sel. For example, shining a laser at some-one doesn't tell them what action youwant them to take, nor does it indicate

who you are. Because the U.S. CoastGuard needs a clear understanding of theintentions of the approaching vessel inorder to take appropriate action, its out-bound message must be absolutely clear,and the newly-developed system makesthat possible. The Extended Range Un-ambiguous Warning System is essentiallya large rear-projection system. A py-rotechnic shell is launched by the U.S.Coast Guard. When the shell reaches thedesired distance, it explodes with a loudbang and a visible flash to grab the atten-tion of those nearby. The shell is packedwith ultra fine salt crystals that are dis-persed to form the screen. A high pow-ered light projects an image onto thescreen that becomes visible as the lightpasses through the crystals. To keep thegraphical warning visible longer, multi-ple shells can be fired.

For the light, engineers opted to usenon-laser-based sources. Usually the mo-tivation to use lasers is that they havegreater power over distance, but Alionand the Coast Guard demonstrationsshowed that sufficient power can beachieved to project an image under thebrightest of daylight conditions withoutthe eye safety concerns of using lasers.And at night, the effect of the signage isheightened.

Seeing a series of targeted images, suchas a stop sign followed by the U.S. CoastGuard logo, sends a very clear warningmessage to approaching individuals. Thenarrow focus of the beam and close prox-

imity to the intended recipient preventsunintended recipients from accidentallyviewing the projected image clearly,thereby limiting the audience of thewarning. For example, if you send a non-targeted, big stop sign up into the sky, allof the people looking at it won't know ifit is meant for them and may ignore thewarning. This new technology serves asan important tool for secure areas such asharbors, which face threats from uniden-tified watercraft. With about 50,000 mer-chant vessels at sea annually, it isimportant to have a warning system inplace that is fast to deploy and commu-nicates an easily understood message.

Because the Coast Guard serves in mil-itary, humanitarian and civil law enforce-ment roles, when a hostile intent ispresent, the Coast Guard – as well as theU.S. Armed Forces – retains the right touse proportional force in defense. Thetrick here is that the military needs to“warn” vessels to make sure there existsan “intent to harm and cause damage.”An Extended Range Unambiguous Warn-ing System can help to ferret out seriousthreats in an effort to protect ports, wa-terways and innocent vessels and person-nel from harm.

Protecting the Environment While Protecting Vessels

The salt dust used to create the projec-tion screen adheres to the Coast Guard’smission of protecting the environment inthe nation’s ports and waterways, alongthe coasts and in maritime regions of op-eration. The salt dust falls harmlessly intothe ocean or on the ground.

Given that the innovative warning tech-nology relies on existing military launch-ers and shells, the Coast Guard can saveon operational costs. Additionally, thesystem is quick to deploy and easy tomaintain.

The Extended Range UnambiguousWarning System has the capability to beintegrated with shipboard systems for au-tomatic control of warnings and projectedimages. Depending on the available sys-tems, shells may be launched pneumati-cally or have an integrated pyrotechniclifting charge.

Barry Mapen and Mike Dignan bothserve as principal engineers for Alion.

Protecting Maritime AssetsExtended Range Unambiguous Warning System

How it WorksTo communicate a universal warningimage in the air, the Extended RangeUnambiguous Warning System re-quires the following components:

• A pyrotechnic shell packed withultra-fine salt crystals• A launcher to get the shell in frontof the approaching vessel• A high-powered light with an imageplateThe shell explodes with a flash-bangspreading the salt to create thescreen and grabbing the intendedrecipient’s attention. The light formsan image on the screen floating inthe air between the asset and in-truder.



By Capt. Jeffrey L. Kuhlman, Castle SecurityAlmost daily new products are described for use

in vessel defense. For the most part, they are in-consistent with the working environment on mostvessels due to cost, operation, and maintenance re-quirements. Some, however, have real and practi-cal value. The majority of these can be easilydefeated by an attacking body of pirates; but whenused in concert with other technologies provide thedefenders with an effective toolbox of options.

Only one product cannot be defeated in its useand is capable of standing alone. This is a productcapable of launching a projectile of varying typeskeeping the attackers at bay or dissuading themfrom their attacks entirely. This product is thefirearm.

Highly controversial in today’s world, some vil-ify them, while others praise them. Most outsideof law enforcement circles, who deal in the publicarena every day, understand the real and practicaluses of such defensive tools, even basic militaryexperience does not acquaint a person fully withtheir shipboard uses. Opponents see only the newsmedia’s photos of third world civil butchery;while, proponents see only jubilant and cheeringcrew personnel cheering for their salvaged lives,thanks to their ready pistol. Both are shortsightedand wrong.

A general issue of firearms to crew is inappro-priate. On the confines of a vessel at sea, firearmsin the general crew population is a poor option.This being said, however, firearms in the hands ofthe skilled and trained hands of a security team as-sembled from a ship’s crew may be the most ef-fective option for shipboard defense.

The tactical shotgun is the ideal defensiveweapon. It has both non-lethal and lethal capabil-ities. It is a highly flexible system and is easilytaught to personnel. An attacker knows withoutequivocation of the potential finality in the soundof a shotgun. This alone may dissuade many at-tacks. The rifle has a place as well if we see it asa suppressor of rocket propelled grenade and au-tomatic weapons fire of pirate support vesselswhich are standing off.

The flexibility of the shotgun is in the projectilesit is capable of firing. They range from flares, topepper and tear gas rounds, as well as bean bagsand rubber projectiles which are non-lethal but ca-pable of knocking a man off of his feet. The po-tentially lethal ammunition includes buck shot,highly effective to 35 meters and beyond, andslugs, which can be divesting at ranges up to andbeyond 100 meters. Standard ammunition is avail-able for those cases in which damage to the vesselis not a concern. Frangible ammunition, whichpowders on contact with hard surfaces, eliminatesthe fear of damage to the vessel and cargo.Changes of ammunition types by the trained secu-rity members can be done in an instant.

On board the confines of a ship’s deck with po-tentially rolling seas, in the hands of a trained ship-board security team on their own ground, theshotgun defeats the attackers’ AK 47s every time.These weapons do not need to be lethal to be ef-fective; yet, they can be if needed.

The shipboard security team concept is an adap-tation of the U.S. Marine Corps’ basic combat unit,the fire-team. Trained to work as a unit, its tacticsare specifically designed for effective shipboarduse by trained crew personnel.

Firearms are effective; but there are other itemsfor our toolbox of options. Light is a great inhib-iter of violence. The fact that an area can bebrightly lit leaves no doubt in attackers’ minds thatthey are being watched. A parachute flare over adistant approaching boat says, “I see you.” Awhite star cluster over the closing boat says, “Stayaway.” A rapport flare (flash/bang) over a nearvessel says, “Last warning.” A red flare means, “Iam prepared to defend myself.” These tacticshave been tested and proven at sea by the author inthe Bay of Bengal and the South China Sea.

Light can also be used as a barrier. Like glaringinto the sun, attackers can be blinded by a dazzlingdisplay of light focused upon them. Blind attack-ers can find themselves the prey of an angry crew.They know this. Add to this a series of flashing orstrobe like lights and extreme confusion is addedto the attackers’ problems. Light units with thiscapability are available today, using LED technol-ogy and 6 volt batteries, for about $350 per unit.They can be placed anywhere needed as an attackdevelops.

Sound can be as effective as light. Not only doesthe general alarm of a ship bring attention to an at-tacking force at a distance, but it is also an ex-tremely irritating force when the attack is inprogress. Police whistles and bells, add confusionto the attackers’ actions. Add to the mix the avail-able sounds of a good commercial loud hailer andan adequate speaker system, found on most com-mercial vessels, and the sound mix rapidly becomeearsplitting to the attacker. The intent is to raisethe decibel level to over 100 decibels and to main-tain it. Ship’s crew, being trained in this type ofdefense structure, can use ear protective devices,also found shipboard.

Many other products may increase the flexibilityand effectiveness of the defenders box of tools.These items may include razor wire or even elec-trified wire in some cases. As time passes newitems can be added to the list. But, they must besimple and suited for use on a working vessel; andpersonnel must be trained to properly apply themin an attack situation.

Capt. Jeffrey Kuhlman, currently works in Africa,and is the originator of the Castle Shipboard Se-curity Program. Member SSCA, USSA, IASCP.


The Hardware of Vessel Defense



FEATURE SHIPBUILDING: U.S. COAST GUARD & OFFSHORE

By Matt GreshamNavigating the highs and lows of the

offshore oil patch is historically a daunt-ing challenge for Gulf Coast shipyards.Today, these waters are particularly tur-bulent as many shipyards face uncertaininternational and domestic markets in thenear-term, while planning and preparingfor busier days ahead.

“The oil and gas sector is coming offrecord years, but it is still cycling down,”said Robert Socha, executive vice presi-dent for sales and marketing at Lockport,La.-based Bollinger Shipyards. “I don’tthink its hit rock bottom yet.”

Ken Wells, president of the OffshoreMarine Service Association in New Or-leans, said forecasts for predicted upticksin the industry are anyone’s guess rightnow. And President Obama’s Adminis-tration has been quiet on its offshore en-ergy policy, which also affects industryinvestment.

“Forecasts of when things might pickup are all over the map,” Wells said.“Typically, the industry takes a long-termview. No one thought the good timeswould last as long as they did and smartcompanies didn’t over-commit or over-extend themselves.”

Currently, only about 35 drilling rigsare operating in the Gulf of Mexico – itslowest point in more than two decades.Even during the early parts of this

decade, drilling rigs in the region topped175. Utilization of supply vessels in Julytapered off from the mid-to high 90s ayear ago to about 75 percent for vessels

under 200 feet long and below 90 percentfor larger vessels. Day rates also followedsuit, as vessels less than 200 feet sawrates fall about a third from a year agoand larger vessels realized about a quar-ter drop compared to last year.

“We are in a profound slowdown rightnow,” Wells said. “A lot of offshore proj-ects dried up in the last month or two,vessels are tied up and rates have fallen.Many shipyards are still working off ofbacklogs, but that could change by thefirst quarter of next year.”

Joe Bennett, executive vice presidentand chief investor relations officer forNew Orleans-based Tidewater Inc., saidthe company, which owns the world’slargest fleet of oil and gas service vessels(404), only has 15 to 20 vessels currentlyservicing customers in the Gulf region.

“It’s still an important area, but not assignificant due to the size of the fleet wehave working there,” he said. “We believethe region will be challenging for a whileand we don’t see a lot that provides opti-mism. We’re keeping a close eye on theAdministration and the President’s ap-proach to higher taxes. It’s concerning tous on a global basis.”

Bennett does see signs of improvement,

Gulf Coast Shipyards filled with

Coast Guard, Offshore Work

Bollinger Shipyards recently installed the firstcommercial dry-dock at Port Fourchon to service

the central Gulf of Mexico. Demand for the 9,000-ton dry-dock and the company's wet dock remains

brisk despite the slowdown in the Gulf region.

The M/V Busy Bee is one of five new 210-foot OSVs Bollinger Shipyards isbuilding in Lockport, La., for its sister company Bee Mar LLC, which will marketand operate the vessels under a new business model.



however, as drilling companies’ earnings havebeaten Wall Street estimates in recent months. “Wehad such as great run,” Bennett said of the last twofiscal years. “People got used to every quarterbeing better and better. When things soften up andyou go through an official recession, people lookfor any glimmer of hope” Bennett said crude oilstabilizing above $60 per barrel is great news, butto expect volatility. “We are living in a world thatis much more reactionary,” Bennett said. “We haveto get used to volatility, whether it be in our ownpocket book or on Wall Street.”

Despite the ups and downs and the myriad of is-

sues affecting the oil and gas sector, many compa-nies are moving ahead with new constructionplans. Tidewater, for instance, has more than 40new vessels under construction in shipyards world-wide. Two 265-foot PSVs are under construction atthe company’s Houma, La.-based Quality Ship-yard, with delivery anticipated at the end of 2009or early 2010. Galliano, La.-based EdisonChouest Offshore recently announced its contractaward to build a $150 million arctic supply vesselfor Royal Dutch Shell and will decide by the endof the year whether that construction takes placeat Chouest’s new facility in Houma, La., called LAShip or at a shipyard the company acquired lastyear in Tampa, Fla.

In Mobile, Ala., state officials began construc-tion in June on a 67,000 square-foot training cen-

An artist rendering of the new 153-foot Sentinel Class USCG Patrol Boat. The Coast Guardawarded the contract to Bollinger Shipyards to build the new Fast Response Cutters. The awardcould be worth $1.5 billion if options for all 34 vessels are exercised.

Tidewater has a pair of 265-ft. PSVs underconstruction at the company’s Houma, La.-based Quality Shipyard — which is led byJoseph Badeaux Vice President & GeneralManager — with delivery anticipated at theend of 2009 or early 2010.


FEATURE SHIPBUILDING: U.S. COAST GUARD & OFFSHORE

ter, which aims to ready 700 people an-nually for work in the shipbuilding in-dustry. Construction on the project isscheduled to be completed in the fall of2010.

In Pascagoula, Miss., NorthropGrumman - Gulf Coast is currentlybuilding the third of eight Legend classNational Security Cutters for the U.S.Coast Guard. The 4,300-ton, 418-footvessels will replace the Coast Guard’s378-foot Endurance-class cutters, whichhave been in service since the 1960s. Theships are billed as the most technologi-cally advanced class of vessels in the his-tory of the Coast Guard.

At Bollinger Shipyards, officials areusing creative new business models tosustain their workforce during the latestdownward cycle.

“Here we are coming off two recordyears and now we’re in a down cycle,”

Socha said. “But, what Bollinger decidedto do was to build a better Bollinger.”

Bollinger invested $12 million to up-grade its facility in Amelia, La. The com-pany built a 9,000-ton dry-dock to betterservice larger vessels working in thewestern Gulf of Mexico for the com-pany’s facility in Texas City, Texas, anddelivered the first commercial dry-dockin Port Fourchon on the Louisiana coast.The Texas City facility is slated to receiveanother 4,000-ton dry-dock later thisyear.

“We’ve reinvested in the company tobetter serve our customer base,” Sochasaid. “We replaced aging dry-docks withmodern ones, upgraded facilities withbetter cranes, built new bulkheads andimproved utilities.”

Bollinger also used creative means toretain its skilled workforce and in theprocess produced a new business model.

“We knew there would be a gap be-tween current construction and new con-tracts being awarded in this downeconomy,” Socha said. “We wanted tokeep our labor force intact, so we decidedto build OSVs on market speculation.”

Bollinger’s plan was to build two 193-foot OSVs and eight 210-footers. Thefirst two 193s were sold via an onlineauction.

“After that, the market fell out, but wewere obligated to continue the program,”Socha said. “Several operators expressedinterest in buying all eight of the 210s,but those opportunities fell through.”

The next best solution, Socha said, wasto form a company to market and operatethe vessels.

Soon, Bollinger’s construction plan up-graded to build five 210s and three 234-foot vessels for additional cargo handlingcapabilities. Bollinger has already deliv-ered two of the 210s, the M/V Busy Beeand the M/V Worker Bee, and a third ispreparing for sea trials.

The operating company, Bee MarLLC, is based in Houston and plans toopen an office in Lafayette, La., in thecoming months.

“We plan to deliver a vessel every 10weeks,” Socha said of the constructiontimeline. “And we are marketing the ves-sels internationally.”

While Bollinger continues to have abacklog of work through 2010, the mar-ket for new construction, repair work andconversions is difficult to come by.

“Steel prices are lower than they’vebeen in eight years,” Socha said. “Now isa good opportunity to build. However,funding is a problem for people. They

want to build, but they’re having a toughtime getting the financing. Although ourutilization is down from our record yearof 2008, we continue to see a demand forour services.”

Brighter days are in store forBollinger’s workforce, as company offi-cials are gearing up for a new CoastGuard contract to build the Sentinel ClassFast Response Cutter. First delivery forthe 153.5-foot Sentinel Class is sched-uled for the first quarter of 2011. Theoriginal contract is worth $88 million, butcould be worth $1.5 billion if options areexercised for all 34 vessels. The SentinelClass represents the new generation ves-sels to replace the Coast Guard’s IslandClass cutters Bollinger built almost 25years ago. Bollinger is also part of aLockheed Martin led team recentlyawarded the U.S. Navy contract to con-struct the branch’s third Littoral CombatShip. The Lockheed Martin LCS teamconsists of Gibbs & Cox Inc., Lock-heed Martin, Marinette Marine andBollinger.

While many shipyard executives are di-versifying portfolios and using a littlecreativity to remain profitable, all couldchange quickly in the volatile oil and gasmarket. Oil prices could spike, drillingcould return, investments would be madeand record profits could once again be re-alized. “A big question is the long-termeffects of the slowdown in explorationand production,” Wells said. “The indus-try overshot the mark last year. If projectsaren’t ongoing today for the energy weneed in the future, we could be right backin a shortage situation again. Whoknows?”

In Pascagoula, Miss., Northrop Grumman - Gulf Coast is currently building thethird of eight Legend class National Security Cutters for the U.S. Coast Guard. The 4,300-ton, 418-foot vessels will replace the Coast Guard’s 378-foot En-durance-class cutters, which have been in service since the 1960s. The shipsare billed as the most technologically advanced class of vessels in the historyof the Coast Guard.

Quality Shipyards

“Distinctive Workboat Of The Year Award” Winner 2007 & 2008Contact:

Joseph R. Badeaux, Vice President & GMQuality Shipyards, LLC

3201 Earhart Drive, Houma, LA 70361Email: [email protected]

Phone: (985) 876-4846

buildsQuality Boats!

Quality Shipyards, L.L.C., provides • New vessel construction• Vessel Design using the latest CAD programs• Conversion and Repair Serviceson the Gulf Intracoastal Waterway near Houma, La.




Navy Discusses Arctic OpsThe oceanographer of the Navy and commander of the Naval Meteorology and Oceanography Com-mand (NMOC) recently discussed the Navy's future in the Arctic at the third Symposium on the Im-pacts of an Ice-Diminishing Arctic on Naval and Maritime Operations at the U.S. Naval Academy.Rear Adm. David Titley spoke about the Arctic and is scheduled to deliver a "roadmap" for Navy ac-tion regarding the Arctic late this summer. In 2007, the summer sea ice minimum in the Arctic reacheda record low. The summer ice cap was estimated to be half the size of what it was 50 years ago, althoughthere will always be 100 percent ice cap cover in the winter months. Based on trends of the last 50 years,experts predict within the next 40 years the Arctic will be ice-diminished for about four weeks at theend of the summer. During ice-diminished periods, ships may be able to transit across the Arctic re-gion, which has never been possible in history. An ice-free or ice-diminished Arctic, even if only forpart of the year, will have huge implications for the Navy, Titley said.

Power for Royal Thai NavyUsing the resources and facilities of their extensiverepair yard at Saatahip on the east side of the Gulf ofThailand near Pattaya, the Royal Thai Navy has builda tug for its own use. The 27.5-m tug has a 8.5-mbeam and a 4.15-m molded depth. Designed by Sin-gapore’s Khiam Chuan Marine Pte. Ltd., all of thematerials for the vessel were purchased through theservices of the Thai shipyard Sea Crest Marine Co.Ltd. This included a dedicated fire pump engine, two69 kW generator sets and two Cummins KTA38 M2main engines. Each engine, generating 1200 hp at1800 rpm, turns into ZF W4610 marine gears with 5.630:1 reduction. The wheelhouse is well laid outwith the basic equipment required by a harbor tug. A compact helm indicator, supplied by the Japan-ese firm Saura Auto Pilot, is mounted on the console next to the bright chrome ZF control module. Con-trols for the Cummins main engines are mounted on either side of a compass binnacle also suppliedby Saura. Visibility forward to the combined anchor and hawser-handling winch is good with additionalwindows in the overhead for ship docking. H-bitts are provided on the after deck for towing. The 2400HP gives the boat a 27.5-ton bollard pull. The boat was built in nine smaller module blocks at theSaatahip shipyard and then transferred to the yard’s 237-m long graving dock where a 90-m section hadbeen sectioned off.

IBS & Collision Avoidance forNaval ShipsFor its corvette project K130 the German Navyspecified an Integrated Bridge solution for thefirst time. a system from Raytheon Anschütz. Atypical Integrated Bridge covers at least five tosix multifunctional systems, combining the dis-play of different functions such as X/S-bandradar, ECDIS with AIS data and conning. Con-tributing to an ergonomic bridge design andhighest degree of information, the multifunc-tional systems provide access to all relevant nav-igational data at any workstation on the Integrated Bridge. In addition, steering control systems, aredundant inertial navigation system with ring-laser gyro, two navigation data management systemsas well as complete sensor systems are supplied with an Integrated Bridge. Of course, degradationmanagement is indispensable for safe, reliable operation on board naval vessels. This means that in casea sensor fails, the remaining sensors and their data are combined in such a way as to compensate forthe lost sensor. A redundant Ethernet bus combines all sensors and workstations within this solution.Within an Integrated Bridge, the performance of the radar means a major contribution to safety at seaand collision avoidance. Modern radars provide safety-increasing functions such as the associationof ARPA and AIS targets, auto clutter function, integrated autopilot control and chart radar with inte-grated sea chart information. In addition Raytheon Anschütz offers, within its sensitive NSC technol-ogy, the unique SeaScout function for collision avoidance. This function calculates potential collisionpoints for every target and displays corresponding “no-go-areas” on the radar screen, which are an in-tuitive help for the navigator to find a proper course out of danger. The calculation is based on theclosest point of approach (CPA), ship’s position, heading and speed. The danger analysis is continu-ously and automatically updated to all plotted targets. SeaScout can be also used in combination with“Trial Maneuver” to simulate alternative courses and speeds in order to find out how the dangerous traf-fic areas will change.

Raytheon Anschütz Integrated Bridge Systemfor the German Navy’s corvette K130.


FEATURE WINCHES & ROPES

When it comes to “marine technology,”thoughts often turn to advances in hulland vessel design, propulsion equipmentand efficiency, or marine electronics andcommunications. When considering ad-vances in “enabling” technologies; tech-nologies that have revolutionized someaspect of the marine industry, one neednot look much further than advances inrope and winch technology over the lasttwo decades.

“There is a sea change in the way inwhich these tugs are specified today,”Barry Griffin, VP of Sales for B.A. Grif-fin Associates and sales representative forMarkey Machinery, in discussing Mar-itime Reporter’s June 2009 “Vessel of theMonth”, the 3200 Class tug Monterrey.Today, as we are dealing with largerships, increased security regulations andmore dynamic seas; everything haschanged. After you have to determine theoperating conditions under which the tug

will operate; first you determine the ropethat can handle the movement, then youpick the winch that can handle the load,then you select the power needed. Grif-fin noted that demand for tug control overships has led to a 10-fold increase ofwinch power over the past 20 years, ascompared to a doubling of propulsivepower in the same time. This is due inlarge part to the demand that tugs main-tain a consistent bollard pull in even theroughest of conditions, a demand whichmeans the line connecting tug and shipmust remain as taut as possible even asthe smaller vessel gets tossed about onthe waves.

Monterrey was built around theMarkey DESDF-48WF winch, a highspeed, 760-hp double-drum waterfall-type electric hawser winch. The winchuses render-recover technology to mini-mize the effects of sea-state inducedforces and motion anticipated during off-

shore escort activity at the Energía CostaAzul terminal. It features two drums,each with 200m of 10 in. circumferencesoft-line in 7-plus layers. A single auto-matic level wind is situated to serviceboth drums, and the winch also integratesa chain-windlass for 26mm anchor chain,to be used for tug anchoring service.

The winch's automatic render-recovertechnology, pioneered by Markey, pro-vides safe line control by operatingwithin an upper and lower tension rangeselected by the tug Captain. Under dy-namic sea conditions the DESDF-48WFwinch is designed to maintain constantline tension and automatically compen-sates for the tug's surge, heave, and pitch- adjustments nearly impossible for aman to achieve using lever controls. Bycontrolling tension and keeping slack outof the working line at all times the winchprevents snap-loads from occurring, thusreducing the risk of line breakage and/or

damage to the bitts the line is tied off toon the LNG tanker.

Another interesting new escort tug witha powerful modern winch is Foss’ Car-olyn Dorothy. Rolls-Royce supplied thewinches, wich include a forward escortsingle-drum escort winch holding 200 mof synthetic fiber towline, and incorpo-rates a windlass to handle the vessel’sown anchors. Quick and sensitive han-dling of the towline is important in escortwork, and the winch can pull 50 tons at17 m/min. and render at 80 tons at 19m/min, with 60 m/min. available at eighttons load. The aft winch has a brake loadof 200 tons, and is a double drum unitholding 950 m of 52 mm wire rope oneach drum.

It is clear that much more attention ispaid today to application of rope andwinch technology on a case-by-casebasis, meaning that innovations are beingsparked by unique applications, and close


Pulling TogetherAdvances in ropes, winches impact workboat design, capability


cooperation among design, owner and supplier are morepressing than ever.

“Today, we are light years ahead from an innovationstandpoint,” said Dennis Sherman, technical sales man-ager, offshore, Samson. “To understand the product, itslimitations and benefits, and the task at hand, then en-gineering the rope to fit that particular application iswhat sets some ahead of the pack.”

Samson is no stranger to rope innovation, over theyears logging a number of firsts, including the first syn-thetic rope to exceed 3.3 million pounds in breakingstrength, a line of products that provide higher coeff-ciency of friction for better grip, a reduced-recoil rope,and a fire-resistant towing pendant.

From early on in the development of synthetic fiberrope, “as we started to understand properties of theproduct, its limitations and benefits, we started to ma-nipulate construction and fiber content to tailor productsmore specifically to applications,” Sherman said.

A prime example of this is Samson’s expansion in theoffshore market. Samson, which uses DSM Dyneemafiber for its ropes, and according to Sherman, areDyneema’s largest customer, have made a $10 millioninvestment in its offshore capabilities, including an ex-pansion of its Lafayette, La., facility. Samson and oth-ers are making inroads to the offshore market with aproduct that provides the same strength as steel lines,but at a fraction of the weight.

The weight savings, particularly on deepwater proj-ects where the line length increases dramatically, in it-self helps to increase the overall efficiency of the winch,allowing a smaller winch to be specified based solelyon the weight of the load, and not the additional weightof wire rope, and the fact that these ropes are neutrallybuoyant.

Samson continues to innovate, developing its patentedDPXTM technology, whereby it is able to increase therope’s grip in applications such as those using tractionwinches. “DPXTM does not add strength, it manipulatesthe surface coefficient friction, basically doubling it,”Sherman said.

A good example of this is Samson’s roll on the recentShell Perdido Spar Project for subsea-tree deployment,where it supplied the unit’s Logan traction winch withQuantum-12 (60 mm x 9500 ft.), a winch specificallydesigned around synthetic rope, according to Sherman.

While fiber manufacturer DSM Dyneema still countstraditional maritime applications as its biggest business,the offshore market is growing fast, according to Jorn

Boesten, segment manager, offshore for DSMDyneema, who said that the offshore market has been abit slower to adopt synthetic rope technology becauseof the factors of experience, trust and cost. But barriersare coming down rapidly, however, as evolving deep-water applications demand new solutions, as ropes growmuch longer, and much heavier. “After about 1500 me-ters, the synthetic rope option becomes much more com-parable with wire in terms of cost,” said Boesten.

An example of how synthetic rope excelled over wirerope was when China Offshore Oil Engineering Corpo-ration (COOEC) needed a lifting sling for a unique off-shore jacket installation in its offshore oil and natural

gas fields in the South China Sea. All of those installa-tions relied on the use of lifting slings made with steelwire. They were strong, but wire slings are also veryheavier in comparison to synthetic fiber. In September2008, when faced with the challenge of installing a16,213 metric ton jacket measuring 75 x 75m and over213m high at the Pu Yan natural gas field, COOECopted for four lifting slings made with Dyneema andmanufactured by Samson. The four slings were madewith Samson’s DPXTM fiber, a patented blend of poly-ester and lightweight, high-strength Dyneema.

Mr. Hi Huai Liang, Technical Manager of Offshore In-stallation for COOEC says, “Compared with steel wire


This is one Big Winch The RAstar 3200 Classtug Monterrey was delivered to the owners Ser-vicios Marítimos de Baja California, S. de R.Lde C.V. of Mexico by the builders Union NavalValencia (UNV) of Valencia, Spain. The boat isthe first of four designed to work at the CostaAzul LNG terminal on the northwest coast ofMexico, at a terminal exposed to fully devel-oped Pacific swells. The basic requirementsfor the tug design stipulated that the tug and itswinch must be able to sustain a line pull of 75tons throughout the entire terminal approach ina +2 m significant swell. The resulting winch ismassive, powerful and accordingly, it domi-nated every aspect of the vessel design.


FEATURE WINCHES & ROPES


and synthetic webbing slings, the ropes have bet-ter operational advantages because during opera-tion, especially when hooking up our sling to thelifting point, they can be handled manually.”

Handling was enhanced by other properties ofthe slings. For example, the Samson DPXTM tech-nology gave the slings a higher coefficient of fric-tion or more grip, which yielded in a shorter splicetermination. In addition, the slings are neutrallybuoyant in seawater, boosting productivity as wellas worker safety. The lifting slings used for the jobwere fabricated by Gaylin International Pte Ltd(Singapore), using 120mm diameter SamsonQuantum-8 synthetic ropes. Each sling was wit-ness-tested by ABS.

Yale Cordage, based in Saco, Maine, has been inthe business of manufacturing ropes since 1950when it was started by Sherman Yale as the YaleBraided Products Company. According to RichardHildebrand, VP Sales, Yale Cordage, the companywas founded based on Sherman’s previous textile

industry experience and from working with nylonduring WWII. Following the war, Yale envisionedthe new fiber as a key component for a nice twine,and with the Maine Lobster industry as a readycustomer, he introduced his nylon twine and toutedits durability benefits. “The task of maintaining thecordage on the pots became a seasonal task insteadof a weekly task,” Hildebrand said. Today the com-pany is still run by a Yale, the founder’s son Tom,and according to Hildebrand, despite the whole-sale changes in rope and component technology,the company’s mandate stands firm: displace wirerope with synthetic rope. Yale has a history of in-novation, and according to Hildebrand was the firstto create a commercially available rope usingKevlar, at a time when many in the industry main-tained that it could not be done. Today the com-pany counts the marine and offshore industry forapproximately 50 percent of its business, and over-all it serves these markets: Utility & Industrial;Offshore Exploration; Racing/Sailboat; mooring

“(Synthetic Rope) is as strong as steel wire, it floats,

and it has enabled us to do some amazing things … the

tanker escorting business is built around these new

ropes, as there’s no way you could do it without them,”

said Tom Crowley Jr., owner Crowley Marine, in an interview

with Maritime Reporter published in the March 2007 edition.

CNOOC's jacket with orange slings with Dyneema attached to it. The lifting slings used for thejob were fabricatedby Gaylin International Pte Ltd (Singapore), using 120mm diameter Sam-son Quantum-8 synthetic ropes. Each sling was witness-tested by ABS.(Photo Credit: Dyneema)


lines for ships; and ropes for winches.The transition from old three-strand ropesto braided structures, according to Hilde-brand, is one of if not the biggest devel-opment in the rope industry. “I did notforesee in my career that you could walkin the door and show that braided ropewould be stronger than wire, but it hashappened, in fact some time ago.”Braided structures, made from advancedfiber technologies, allowed the ropes tocontinually get much smaller and muchstronger, Hildebrand said.While the ben-efits of synthetic ropes are becomingmore well-known, Hildebrand said thebiggest challenge he and his colleaguesface is taking market share from such awell-established product. “I think that it’shard to make an engineering proposalagainst a product that has been around al-most 150 years, and has a good track

record. Synthetic ropes date back to the1950s, but that still is spotting wire ropesabout 100 years,” Hildebrand said. Thekey is working closely with the end usersso that they can justify it in their minds.He points to the example of “facingwires” used to lash together barges on theMississippi today. Despite the name,most of these are actually synthetic ropes,adopted because they are much lighterand flexible in use, resulting in lessworker comp claims and less laborneeded.

New Offshore Division Offspring International Ltd., as world-

wide agents for Lankhorst Ropes Off-shore Division, announced the renamingof Quintas & Quintas Offshore toLankhorst Ropes Offshore Division.The new name reflects Lankhorst Ropes

intent to grow its offshore business inSingle Point Mooring (SPM) and Deep-water ropes. Quintas & Quintas, basedin Portugal, was acquired by RoyalLankhorst Euronete Group bv in 2008.Since the acquisition, Lankhorst Ropeshas invested more than $15m.


Samson’s Quantum-8 is loaded ona traction winch.

(Photo Credit: Samson Rope)

“I did not foresee in my career thatyou could walk in the door andshow that braided rope would bestronger than wire, but it has hap-pened, in fact some time ago,”Richard Hildebrand, VP Sales, YaleCordage, based in Saco, Maine.

(Photo Credit: Yale Cordage)


TECHNICAL OFFSHORE


Despite the present economic woes, the Floating Liq-uefied Natural Gas (FLNG) business is underpinned bycompelling long-term fundamentals and is poised to be-come a major growth sector, with forecast expenditureof $23 billion expected over the period to 2016. An-nouncing the results of, “The World FLNG Market Re-port 2010-2016,” Douglas-Westwood’s latest study, atthe Commercializing FLNG Conference in Singapore,Steve Robertson said “The last 12 months have beendifficult for the sector, however, any delays in projectsanctioning have largely been attributed to the projectstructures and changes in upstream partners rather thanany technology gaps. We continue to believe that verti-cally integrated majors will be best placed to assemblea project from the upstream elements through to lique-faction, transport and regas stages.

"In many regions we are seeing that floating regasifi-cation units continue to be sanctioned and the variousfloating liquefaction systems are progressing wellthrough the design and engineering process. South EastAsia will be a key area of focus for the sector and it isclear that there are many players evaluating the tech-nology with an intention to deploy. For some remotestranded gas assets it will be the only technically feasi-ble option, for others there are additional benefits to interms of better flexibility, reduced lead times and evencost savings.”

Lead author, Lucy Miller, commented, “We have de-veloped a market model built on a project-by-projectreview of development prospects, with the timing of ex-penditure phased to reflect likely project structure. This

model has been developed in consultation with industryexperts and also sense-checked to account for externalfactors such as supply chain constraints. We have pre-pared forecasts segmented by services such as technol-ogy licensing, front end engineering & design, projectmanagement & detailed design engineering, construc-tion engineering (field engineering), construction andinstallation (hook-up and commissioning).

“On a regional basis, our view is that Australasia willaccount for the largest proportion of the $23 billionglobal Capex forecast, with a 23% share. Africa is thenext most significant region, also with a 23% share, or$5.2 billion. North America, despite having the greatestnumber of FLNG projects – most of which are importterminals – still only accounts for $1.6 billion, or 7%of global Capex.

“The split by import/export terminals: import termi-nals account for 22% of the expenditure during 2010-2016, albeit this proportion changes significantly overthe period. Key service items include construction ataround $15.6 billion and detailed design engineering &project management at over $3 billion over the periodto 2016.”

The ReportThe World FLNG Market Report 2010-2016 identi-

fies by region and discusses on a country-by-countrybasis the current and future prospects for floating LNGLiquefaction and Regasification terminals to 2016.For more information, Email: [email protected]

Floating LNGPoised for Stellar ($23B) Growth

Shell Awards FLNG Contracts toTechnip, Samsung

Shell Gas & Power Developments BV (Shell) signed amaster agreement with a consortium comprising Tech-nip and Samsung for the design, construction and instal-lation of multiple floating liquefied natural gas (FLNG)(pictured above) facilities over a period of up to 15 years.Shell and Technip-Samsung also signed a contract for ex-ecution of the front end engineering and design (FEED)for Shell's 3.5 million ton per annum (mtpa) FLNG so-lution. Shell's FLNG solution has the potential to placegas liquefaction facilities directly over offshore gasfields, precluding the need for long distance pipelines andextensive onshore infrastructure. This alternative to tra-ditional onshore LNG plants provides — according toShell — a commercially attractive and environmentallysensitive approach for monetization of offshore gasfields. The broad operating parameters of the Shell de-sign mean it can be redeployed. Shell’s standardized “de-sign one – build many” approach allows materialrepeatability gains to be captured during design and con-struction phases. The master agreement and the FEEDcontract were signed in Paris, France, by Jon Chadwick,Executive Vice President Upstream International, andMatthias Bichsel, Director Projects & Technology on be-half of Shell; Thierry Pilenko, Chairman and Chief Ex-ecutive Officer, and Bernard di Tullio, Chief OperatingOfficer, on behalf of Technip; and J. W. Kim, Vice Chair-man and CEO, and H. Y. Lee, Executive Vice Presidentand Chief Marketing Officer, on behalf of Samsung.

(Pho

to: C

ourt

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of S

hell)



First Circular Ultra-Deepwater Drilling Rig

A milestone in the offshore drilling in-dustry has reportedly been reached, withthe debut of the world’s first circulardrilling rig, which is prepared for drillingat a water depth of almost 4,200 m. Theunit was named Sevan Driller at COSCOShipyard Group's Qidong Shipyard inlate June.

The Sevan Driller is the world’s first ofits kind, with advanced deepwaterdrilling capabilities that allow it to drillwells of up to almost 13,500 m (40,000ft.) in water depths of up to nearly 4,200m (12,500 ft.) and an internal storage ca-pacity of up to 150,000 barrels of oil.

“The successful construction of theSevan Driller is a milestone for the

COSCO Shipyard Group. It is also amilestone for China in the offshore in-dustry.

Offshore newbuilding has been clearlyrecognized as one of the focus areas forthe Chinese shipbuilding industry to de-velop in the years to come,” said JörgBeiler, the vice president and regionalmanager of DNV China, which is theSevan Driller’s class society.

The owner is Sevan Marine. The con-struction of this rig started at COSCONantong Shipyard in May 2007 and wasrelocated to COSCO’s Qidong Shipyardin April for derrick erection and finalcommissioning activities. The rig is duefor delivery in the third quarter of thisyear and will be deployed by Petrobras inthe Santos Basin, off the Brazilian coast-line.

Reportedly the world’s firstcircular drilling rig, whichis prepared for drilling at awater depth of almost4,200 m. The unit wasnamed Sevan Driller atCOSCO Shipyard Group'sQidong Shipyard.


Gulf Copper Wins FifthEnsco Rig Order

Gulf Copper won a contract for themodification of ENSCO 83, a jackup rigowned by a subsidiary of Ensco Interna-tional. The fifth Ensco rig to enter GulfCopper’s Galveston Shipyard since Hur-ricane Ike, Ensco 83 is undergoing up-grades and refurbishment before itmobilizes from the U.S. Gulf of Mexicoto work for PEMEX in Mexico.

Unlike much of Galveston, the GulfCopper facility there did not sustainmajor damage from Hurricane Ike.“Along with the Port of Galveston, wewere able to resume operations about aweek after Ike made landfall,” saidLeonard Hale, vice president, Gulf Cop-per. Hale explained that silt at the en-trance of the Galveston Ship Channelprevented it from accepting new work forseveral weeks, but credited the port andthe U.S. Army Corps of Engineers withworking diligently to quickly re-open thepassageway.

Strategic Builds forMalaysia

Strategic Marine launched the first oftwo crewboats for owner Juragan JatiSnd. Bhd., a wholly owned subsidiary ofthe Malaysian company Dinastia JatiSnd. Bhd. The Jati Three was launchedJune 27. The vessel has a top speed in ex-cess of 25 knots seating for 60 rig crew,more than 110 sq. m. of deck space and alarge bow thruster for enhanced maneu-vering. Dinastia Jati’s second crewboatorder is schedule to be launched in Sep-tember 2009.


TECHNICAL OFFSHORE

New Anchor Handling Systemfor Extreme Depths

Rolls-Royce won a $62m contractto supply a newly developed an-chor handling system that is de-signed to enable floating oilplatforms to be secured to theseabed in the extreme depths offthe coast of Brazil. The vessels arecurrently under construction bySTX Brasil Offshore. The equip-ment package includes winchesspecially designed for the maneu-ver and installation of torpedo an-chors. Weighing in at 130 tonseach, the torpedo anchors havebeen developed by Petrobras.


As owners and operators of vessels andrigs of all shape and size continue tosearch for new and innovative means tomaintain operations while saving money,increasingly companies such as CastrolMarine are evolving from product sup-plier to service, system and product part-ner.

Castrol, the UK- based supplier of ma-rine lubricants and part of the BP Group,recently has launched a number of initia-tives and products that are designed to dojust this.

Earlier this summer in Oslo, the com-pany launched a new service for cus-tomers to address the widening skills gapin the marine engineering sector. Glob-ally, qualified engineers are in high de-mand, particularly in the maritimemarket. Though the economy is downand the need is not as strong as just a yearago, the consensus among industry ex-perts is a consistent investment in thetechnical knowledge base is a prudentand necessary investment to ensure thisindustry avoids a massive loss of quali-fied talent to outside industries. CastrolAcademy, a module-based trainingcourse, is designed in part to do just that,helping to ensure marine engineers pos-sess a broad range of skills.

Castrol Academy was developed in di-rect response to this skills shortage andallows marine operatives to study eachmodule via a study pack with online sup-port materials. Eleven modules includeeverything from basic skills such as in-dentifying ship types, the basics of lubri-cation and working with base oils to moreadvanced skill sets such as engine opera-tion, machinery installation and powertransmission. “The onus to improve skillsand raise standards within our sector isfirmly on the industry as a whole, includ-ing organizations such as ours who sup-ply the sector,” said Paul Lowther ofCastrol Marine. “Not only to help thosein the industry improve their skills, butalso to ensure that the industry has theright people to take it forward, adoptingnew technology, improving sustainabil-ity, encouraging young people to enterthe industry and so on.

The skills gap itself is well documentedand we believe the eleven modules wehave set out as part of Castrol Academywill make a significant, positive impacton raising the standard of training withinthe industry. This is also not a one-offoffer: we intend to add new modules andoffer online assessment to engrain thisprogram into our customers and thewider industry.”

OffshoreIn Houston at the Offshore Technology

Conference Castrol Offshore launched abrand new initiative – Castrol UltimaX –which is designed to recognize the valueof performance during offshore opera-tions.

UltimaX was launched in response tothe general increase in operating com-plexities and higher costs facing the off-shore industry, and the importance ofmaintaining surface and subsea ops with-out loss or interruption. Castrol UltimaXis an initiative created to enable criticalequipment on surface installations and onthe seabed to continue operating effi-ciently for longer periods with less need


Castrol Investing in FutureCastrol Academy, a module-basedtraining course, is designed to helpensure marine engineers possess abroad range of skills.


OFFSHORE TECHNICAL

for maintenance. It does this by bringing together CastrolOffshore’s highest performing products and know-how, aproduct suite covering a diverse range of applications fromtop drives and mud systems through to general greases.

Castrol’s UltimaX is not merely a concept, rather it is de-signed to deliver tangible benefits and cost savings throughbetter performance and efficiency. For example, in tests,Castrol Tribol 1100, a high-performance gear lubricant,significantly reduced power consumption in a top driveunit, reducing fuel consumption by 2.29 US gallon (8.65litres) per hour, equating to annual savings of approxi-mately $40,000. Castrol Tribol 1100 uses additive tech-nology to provide contact surface improvement, lessfriction and less wear. Other benefits include reduced noise,lower operating temperatures and a reduction in mainte-nance and subsequent overhaul cost, as well as health,safety and environmental improvements. “Oil and gas ex-ploration and production are moving into new and morechallenging locations; arctic temperatures, deeper water,extreme reservoir conditions and remoteness from estab-lished infrastructure all increase the cost of discovery andextraction,” said Tony Globe, Castrol Offshore’s StrategicBusiness Development Manager. “Reliability has neverbeen more important – especially during these times ofheightened economic pressure.”

Applications covered by Castrol UltimaX include: topdrives, draw-works, mud systems, gas compressors, turbomachinery, agitators, diesel engines, gas turbines, opengears, high temperature assembly, air compressors, jack-ing gearboxes, well tractors, critical seal oils and generalgrease requirements. “In such arduous operating conditionsas the deepwater and arctic, where performance really iseverything, and where intervention work can be very diffi-cult and costly, Castrol UltimaX is liquid engineering foroperators, providing constant, on-hand, expert assistanceto maintain the reliability and operability of critical appli-cations.”

Castrol GreenFieldSince Castrol debuted its “GreenField” solution— its en-

vironmental lubrication product range for subsea and top-side customers – at OTC in 2008, much has changed. Butwhile oil prices are less than half the price of just a yearago, one thing that has not changed is interest and invest-ment in the environment, or the level and amounts of leg-islation on the matter.

“Interest in protecting the offshore and marine environ-ment will continue to grow irrespective of oil prices,” saidCastrol Offshore’s environmental specialist Susannah Lin-ington. “This inevitably means more regulation in order tominimize the impact of offshore operations on our seas andoceans. Using Castrol GreenField products means opera-tors have a degree of insulation from these changes.”

The GreenField range includes hydraulic fluids, gear oils,specialist lubricants, greases and subsea control fluids,specifically designed to deliver significant and scientifi-cally demonstrable improvements in environmental per-formance over conventional products with no compromiseto technical performance, plus the ability to be easily retro-fitted.

Included in the Castrol GreenField range is Castrol Bio-Tac OG, an environmentally responsible grease used to lu-bricate the rack and pinion jacking mechanism of jack-uprigs. Its launch came just at the right time. On January 1,2009, the requirements of the OSPAR convention – a legalinstrument for the protection of the marine environment inthe North East Atlantic – expanded to include all greasesused to lubricate open gearing on jack-up rigs. In anticipa-tion of the new regulations, Castrol Offshore pro-activelydeveloped an OSPAR-compliant jacking grease with nosubstitutable components, ensuring customers had a legallyconforming and environmentally responsible option avail-able when the new requirements were implemented.

“The recent focus of regulators, singling out specific ap-plications such as the use of jacking greases for jack-uprigs, will continue to push up the standard for environ-mental performance not just in the North Sea but other re-gions too,” Linnington said.

visit www.castrol.com

“Interest in protecting the offshore and marine envi-ronment will continue to grow irrespective of oilprices,” said Castrol Offshore’s environmental special-ist Susannah Linington.

“Oil and gas exploration and production are movinginto new and more challenging locations; arctictemperatures, deeper water, extreme reservoirconditions and remoteness from established infra-structure all increase the cost of discovery and ex-traction,” said Tony Globe, Castrol Offshore’sStrategic Business Development Manager.




NEWS PEOPLE & COMPANY NEWS

LPD 21 Returns from TrialsThe Northrop Grumman Corporation-

built amphibious transport dock shipNew York (LPD 21) returned to the com-pany's Avondale shipyard in New OrleansJuly 23 flying three brooms, signifyingsuccessful U.S. Navy Acceptance Tri-als. New York demonstrated a variety ofsystems including main propulsion, en-gineering and ship control systems,combat systems, damage control, foodservice and crew support. Among addi-tional acceptance trial highlights, theship completed a full power run, selfdefense detect-to-engage exercises,steering, and anchor handling demon-strations.

Sener Opens Office in Abu DhabiSener Ingeniería y Sistemas, S.A. has

opened a new office in the United ArabEmirates. This new office is located inthe Gulf Business Center district ofdowntown Abu Dhabi and will beSener’s local headquarters to developprojects in the power and process sec-tor, the civil engineering and architec-ture sector, as well as the aerospacesector. Sener’s new local headquarterswill support Torresol Energy’s StrategicBusiness Units as well as the rest of thedivisions for all business opportunitiesthat arise in the United Arab Emiratesand its area of influence.

www.sener.es

Crowley Scholarships Awarded Crowley continues to recognize ex-

emplary students across the U.S. withThomas B. Crowley Sr. MemorialScholarships. This month, Steven Hoag,a freshman, and Tirhase Haddis, a soph-omore, who are both business majors atthe University of Washington, wereeach awarded $5,000 scholarshipsbased on their academic records and fi-nancial need.

Hybrid Electric Drive Contract General Atomics won a not-to-

exceed $32.7m contract fromNAVSEA, partially funded through theAmerican Recovery and ReinvestmentAct of 2009, to develop a proof-of-concept Hybrid Electric Drive (HED)system for a full-scale demonstrationwith an initial funding increment of$13m. HED will improve the operatingefficiency of the engineering plant onDDG 51 Class Ships and is intended toprovide the capability for significantfuel savings, up to 12,000 barrels of fuelper year, per ship. GA is developing theHED system in partnership with DRSTechnologies.

New Cargo Hold Coating from Hempel Hempadur Ultra-Strength is a new

epoxy coating for ship cargo holds with a10-year repair interval. Released in July2009, the coating provides abrasion andimpact resistance for protecting ship

cargo holds from rough treatment.Hempadur Ultra-Strength can be appliedall year round in most weather condi-tions, has a high glass transition temper-ature and will remain hard even whenexposed to very warm coal cargoes.

Grill Retires from MCTFThe Maritime Cabotage Task Force

(MCTF) thanks its retiring Chairman,Philip M. Grill, for his 14 years of lead-ership of the labor/management coalitionthat promotes the Jones Act and other

Smith Berger Marine, Inc. builds a full range of Shark Jaws for AnchorHandling Tug Supply vessels. Standard ratings are 100, 200, 350, 500and 750 metric tons and all units have Quick Release at the rated load.Smith Berger flexibility allows us to customize our equipment to suit theoperating characteristics of your vessel. Third party certification, loadtests, release tests and load monitoring systems are available options.

Rely on the 100 year history of Smith Berger to outfit your vessel withour rugged and dependable equipment.

SMITH BERGER MARINE, INC.OFFERS A COMPLETE LINE OF

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U.S. maritime cabotage laws in Wash-ington. Grill, who is retiring as Vice Pres-ident – Government Relations for MatsonNavigation Company, Inc., has chairedMCTF since its founding in September1995.

GHS Software Training Dates SetRegistration is now open for GHS soft-

ware training, to be held October 19-21,2009 in Providence, Rhode Island, justbefore the start of the SNAME AnnualMeeting & Expo. Naval architects andmarine engineers will have the opportu-nity to take beginning to advanced levelcourses, based on their individual skilllevel. Glenn Bauer and John Van Buskirk,two naval architects and GHS users, willteach the course at the Westin Provi-dence.

IBERCISA Supplies Iraqi NavySpanish company IBERCISA has sup-

plied the Iraqi Navy with four new Saet-tia Patrol ships. Each of these ships isequipped with 2 capstans, a vertical elec-tric anchor winch, and an auxiliary cargowinch.

Geislinger Receives DNV ApprovalDNV granted type approval to Geis-

linger for its new Vdamp product range.Vdamp was designed to protect a pro-peller or camshaft from damage and hadto be classified like all other dampersused for two-stroke applications.

AVEVA Marine Offers New FeaturesAVEVA made enhancements to its Ma-

rine portfolio. AVEVA Marine users willnow be able to integrate P&IDs andschematic diagrams coming from varioussystems, including the AVEVA P&ID so-lution. The company will offer a new Me-chanical Equipment Interface productusing the STEP AP203 format, allowingusers to import mechanical equipment formodelling Outfitting components.

International Opens Singapore Lab International Paint is building a new

product development laboratory in Sin-gapore. Planned to open early in 2010,the new laboratory will focus on the de-velopment of the next generation of an-tifouling and foul release technology.Design work on the new laboratory is al-most complete and construction workwill begin soon.

Rolls-Royce Customer Training CenterRolls-Royce’s Marine business plans to

invest in a new European customer train-ing center in Ålesund, Norway. Due toopen in 2011, the center is being devel-oped in response to the increasing num-ber of vessels with Rolls-Royceequipment installed. Courses offered willcover technical familiarization with prod-ucts and specialist training in connectionwith the hand over of new vessels.

RWO Takes Over MEMROD As part of an adjustment of the respon-

sibilities within the Veolia activities inGermany, the MEMROD Business Unitof Krüger WABAG has been transferredto RWO. RWO, based in Bremen, nowbundles all water treatment activitiesaboard ships and offshore platforms of-fered by the Veolia Water Solutions &Technologies companies in Germany.

Wavespec Promotes Senior EngineersWavespec promoted two of its senior

engineers: Andy Bright has become Man-ager, Marine Projects, and Ted Brookinghas been appointed as Manager, Offshoreand DP. Wavespec, a member of theBraemar Shipping Services Plc group ofcompanies, is now able to offer these andother offshore related services through itsrecently established Houston office.

Upgraded Cost Estimating ModelsSPAR’s cost estimating models have

been upgraded to provide complete lifecycle cost estimates. Mono-hull, trimaranand catamaran hull forms all have sepa-rate cost models. Other models focus onspecific ship types, including tankers andproduct carriers, Ro-Con-PAX ships, re-search vessels and barges.

NYKCOOL Selects Jeppesen’s VVOSJeppesen Marine signed a contract with

NYKCool AB to install its Vessel andVoyage Optimization Solution (VVOS)aboard a class of refrigeration carriers.The decision was made following a seatrial that revealed improvements in fuelconservation, seakeeping and scheduleintegrity. Jeppesen Marine will install onthe ships an on-board VVOS workstationconnected to the ship’s communicationnetwork, a solid-state motion sensor tomonitor and record ship motions, and anoffice program for fleet tracking, per-formance analysis, and monitoring.


NEWS PEOPLE & COMPANY NEWS

U. of Wisconsion — Marinette Six New Shipbuilding Design CoursesSix new certificate courses in shipbuilding design are now offered by the Univer-

sity of Wisconsin – Marinette. Courses include Applications of Modern Shipbuild-ing Design, Basics of Electrical System Design, Basics of HVAC Design, Basics ofPipe System Modeling, Basics of Structural Modeling, and Design for Production.Offered for the first time in North America, these courses provide fast-track trainingin the basics of Shipbuilding Design utilizing 3D CAD based design software. Cus-tomized course delivery in online, face-to-face or hybrid formats is available. Formore information on these courses and the upcoming course schedule, go towww.marinette.uwc.edu/continuinged/Shipbuilding.htm, or call Sharon Huntley at(715) 735-4343.


The devil is always in the details. Welding is a com-plex and difficult process. Even the ISO 9000 standardfor quality management systems refers to it as a “specialprocess.” No matter whether you are working on theouter hull, building a rudder or welding the hatch cov-ers. While the result of welding is visible immediately,the quality of a weld is not so obvious. In fact, assessingit is quite a difficult task. “This is why it is so crucial toknow exactly what you are doing,” stresses Marcus vonBusch, welding expert with Germanischer Lloyd.

Litmus TestBefore you can begin, the following questions should

be clarified: “What kinds of materials am I going toweld, what kind of equipment and filler material will Ineed, and what will be the best method of joining thepieces?” Before beginning the actual assembly process,the selected combination should be tested. This weldingprocedure test, which is monitored and certified by tech-nical experts from GL, scrutinizes the workingprocesses that will be applied by the shipyard. Each in-dividual welding task is simulated in a welding proce-dure test. The results serve as a basis for defining thespecific procedure for joining each individual plate tothe ship. The findings are documented in a Welding Pro-cedure Specification that also indicates the settings forthe welding unit, the consumables to be used, and howeach welded seam should be prepared.

In the Welding Procedure Test prior to each new proj-ect, Germanischer Lloyd examines whether the weldersof the shipyard are capable of producing high-qualitywelds based on the existing welding instructions. Dur-ing the test, a sample is welded up in the presence of aGL surveyor. The sample is then expedited to a GL-ap-proved, accredited laboratory for non-destructive anddestructive testing. These tests deliver solid data on thequality of the workmanship. They also reveal whetherthe steel properties (such as toughness and strength) thatthe designer used to determine the plates’ dimensionswill be preserved after welding. What complicates thematter is the fact that welding typically compromisesthe steel properties. For reasons of chemical composi-tion, certain steel grades must be preheated prior towelding so they will cool down slowly after welding andmaintain the desired properties. Cooling down tooquickly will alter the internal structure of the steel: thesteel will become harder and more brittle, both of whichare undesirable characteristics in shipbuilding becausethey will make the steel more susceptible to cracking.“Our objective is to define a welding technique that willminimize the negative effects on the material proper-ties,” von Busch explains. “Of course, the best solutionwould be a ship without any welds at all. But unfortu-nately that is impossible,” he smiles.

Eyes and EarsApart from this Welding-Procedure test, all companies

carrying out welding work for GL-classed ships musthave an operating permit issued by the classification so-ciety. To obtain the permit, they must prove that they

have adequate equipment, qualified welding supervi-sors, welders certified for the required processes, andthat their welding processes have been audited and ap-proved.

Aspects such as equipment, personnel and workingprocedures are audited by GL at regular intervals, usu-ally every three years.

In the event of a high churn rate of employees on ashipyard or a newbuilding project involving a new shiptype, the tests may be performed more frequently.

“For the on-site assessment of welding processes atthe shipyards, our surveyors are our eyes and ears,” saysvon Busch.

“Back at headquarters we provide the welding tech-nology expertise to our field surveyors and ensure wegive them every bit of support they require. For everysection of a ship we have a welding expert in-house toconsult with – be it for building hulls, pipelines, pressurevessels or even engine crankcases or steam generators.

We are planning to position welding experts in Asia, aswell, so we can respond to customer requests even morequickly and directly,” says von Busch.


TECHNICAL TOOLS

Welding A Hot Topic Gets HotterWithout advanced welding technology, modern shipbuilding would be impossible. But that does not mean maritime welding technology is free ofquality issues and other challenges. Experts from Germanischer Lloyd explain.

PREPARATION. The quality of a weld is infl uencedby the way the seam is prepared.(Photo Credit: Germanischer Lloyd January 2009 edition of NonStop)



Big Ships, Thick Plates Today ships are built to cruise the seven

seas for a minimum of 25 years. This ishow long the welds ought to last – ide-ally, that is. Ship designs are getting big-ger and bigger so they can transport everlarger amounts of goods. As a result, thesteel plates used in shipbuilding are get-ting thicker and stronger, as well. Soonshipbuilders will begin using hightensilesteels with yield strengths up to 460 MPa.The challenge about thick plate is that itis more diffi cult to weld than “thinner”plate. A thicker metal plate will coolfaster after welding, a fact that makes itmore susceptible to changes within itsmicrostructure. This makes it necessaryfor certain types of steel plates to preheata specifi ed zone on each side of the seamto be welded.

The resulting hot working environmentdoesn’t make the welder’s life any easier.Additional rules apply to high-tensilesteels: They must be processed with aspecified heat input, i.e. limiting theamount of heat introduced into the mate-rial. This means the welder must weld aspecific length of seam within a specifiedtime (± 2 sec).

Material Under TestWhat steel grades will be processed?

What are their properties? And what

would be the best filler material for thegiven steel grade? These questions mustlikewise be addressed before embarkingon a new welding project. The GL weld-ing experts will work together closelywith their colleagues from the materialtechnology department. This cooperationensures optimal, high-quality results –after all, each steel plate and each fillermaterial to be used for a given GL ship istested and certified by the classificationsociety. As part of this process, manufac-turers of filler materials must prove oncea year that the quality of their wires andelectrodes continues to fulfil the GL re-quirements. “Our field surveyor will takea sample of the filler material to have itwelded and subsequently tested to seewhether its properties are consistent withthose of the initial approval test. If so, wegrant the supplier an authorization re-newal to supply welding filler materials,”von Busch describes.

Practical Rules, Rapid DevelopmentsTo define quality standards for welding,

Germanischer Lloyd has issued proce-dural guidelines within the framework ofits technical rules. These guidelines ex-plain how to avoid mistakes and flaws inwelding, providing answers to questionssuch as: What should be the temperatureof specific steel grades prior to welding?

How should the welded seam be testedupon completion? Is it permissible tomake any welds at all in high-stress areasof a ship, such as hatch corners or freeedges? According to the GL rules, weld-ing should generally be avoided in high-stress areas. An example would be themidship hatch corner on a containership.Failure to follow this rule – e. g. weldingin this location – would compromise theproperties of the steel to such an extentthat the enormous strain induced wouldcause cracking. Welding technology isevolving at a breathtaking pace. Newwelding processes, materials and meth-ods are emerging constantly. Today it ispossible for robots to weld 85-mm steelplates in a single layer. Of course, this re-duces the likeliness of defects of work-manship considerably, compared to aseam welded in several passes. The dis-advantage: The intense heat introducedinto the material can alter its propertiesmore drastically. No matter what factorsmay influence or even perhaps revolu-tionize welding technology in the yearsto come, GL will be at the forefront of theresearch and development effort.

GL Research ProjectsGermanischer Lloyd supports research

efforts in the field of laser beam weldingas a cooperation partner, both in Ger-many and abroad. One such researchproject supported by GL jointly withBIAS, Bremen was carried out at Shang-hai Jiao Tong University, focussing onlaser-hybrid welding of ship hull plates.The process was approved for lab opera-tions by GL in November 2007. Other re-search projects are currently underway inEurope, co-sponsored by organizationssuch as the Thyssen-Krupp Marine Sys-tems network of shipyards.

(Reprinted with permission from the January

2009 edition of NonStop, a Germanisher

Lloyd-produced publication)

TECHNICAL TOOLS

WELDING EXPERT.Marcus von Busch,Head of DepartmentWelding and NDE withGermanischer Lloyd.(Photo Credit: Germanischer Lloyd January2009 edition of NonStop)

Stimulus FundingClimax Wins USACEContract for Milling Machine

Climax Portable Machine Toolswon a $1.5m contract from the U.S.Army Corps of Engineers, a contractwhich will help refurbish the Mark-land Locks on the Ohio River. Theaward will be funded under the Amer-ican Recovery and Reinvestment Act(ARRA), which earmarked money forthe Army Corps of Engineers for con-struction projects. More than $11.6billion dollars a year of commercepass through the Markland Locks andDams on the Ohio River.

The Ohio River Project calls for re-furbishing the lock doors and doorquoins. Over time, frequent repairs tothe gates had left surfaces uneven. Cli-max won the contract to design, fabri-cate and fully test two large scale,custom-made vertical milling ma-chines capable of traveling up to 70 ft.in height in a single pass, removing upto 1.5-in. of materials over multiplepasses and that could also drill andtap. This milling machine not only willenable machinists to smooth the struc-tures’ surfaces so they will operatebetter and not leak, but also to com-plete the repairs on site within the 17-day timeframe required by the Corps.The machine is scheduled to be deliv-ered in March 2010; testing and re-pairs on the quoins will be completedby May 2010.



New Rope CutterWebtool has recently released the

RCV75HD 75mm rope cutter, a newversion of the RCV75. In order to im-prove the previous design, the new ropecutter was outfitted with a mechanismdeveloped to prevent the cutting bladefrom operating before the anvil is lo-cated. The 97 lb machine has an alu-minum body and is designed to cut3-inch steel wire ropes.

www.webtool-subsea.co.uk

Multi-String Cutting ToolNorse Cutting & Aban-

donment’s (NCA’s)patented Internal Multi-String Cutting Tool(IMCT) uses abrasivewater jet cutting technol-ogy was recently used inplatform abandonment op-erations in the Gulf ofMexico. Over the course of 10 days,NCA’s offshore crew used the tool to cutand prove 10 conductor drive pipes and15 multi-string, grouted conductors.Once the NCA Cut Engineer determinedthe cut was completed, NCA verifiedthat the work using its 250-ton ProvingFrame System to lift the conductor.

Email: [email protected]

Auto-mooring CapabilityABB has aug-

mented its step-less speed andtorque controlprogram for an-chor winches,mooring winches and Ro-Ro gate rampwinches by adding auto-mooring capa-bility for use with industrial drives rang-ing from 0.55 to 5600 kW.Auto-mooring is designed to providenew operating functionality when a ves-sel needs to be moored to a harbor viaropes.

www.abb.com

Crane Module SoftwareProgram

A new GHSsoftware pro-gram, the CraneModule, is de-signed to helpnaval architectscalculate the effects of a crane’s per-formance on barges. The software is rec-ommended for use in modeling largecranes with multiple hooks mounted ona barge or ship.

www.ghsport.com

Water TableKoike Aron-

son/Ransome in-troduced a watertable for fabrica-tors, steel servicecenters and ship-yards. The newtable, which is manufactured at Koike’sNew York facility, can cost up to 40% lessto operate than a downdraft table with afume collector. Lengths of 10 to 40 ft. areavailable in widths of 5, 6, 8, 10 and 12 ft.Custom sizes are also available. TheKoike water table designed to be ideal formild steel cutting in thicknesses rangingfrom gauge material to 6 in.


Wood Dust Suppression The Panama

City Port Author-ity adopted adust suppressionsystem for itswood pellet load-ing operations,e f f e c t i v e l yknocking down large quantities of air-borne particles before they can migrate toresidential areas or nearby businesses. Tocontrol the dust from three front loaderswith 10-yard buckets feeding a 600-ft.conveyor and then dumping such a hugevolume of pellets into a ship’s hold, theyknew that they would need specializedequipment designed specifically for thatpurpose. Enter the DustBoss DB-60 dustsuppression system.


UCON Trident AW Hydraulic Fluid

American Chemical Technologies in-troduced UCON Trident, an alternate hy-draulic fluid. UCON Trident is asynthetic polyalkylene glycol solutionthat is designed to be biodegradable, non-toxic and fire resistant. ACT also main-tains that the solution’s low coefficient offriction will increase its performance.

www.americanchemtech.com

LN-25 PROLincoln Electric

has added theLN™ -25 PROwith dual powerto its line of stan-dard and extratorque LN-25PRO wire feed-ers. The newmodel features avoltage controlknob designed for arc control and digitalmeters for monitoring and MIG-STT®capabilities. The LN-25 PRO can now bepowered by either an across the arc cableor a control cable; the latter is designedto allow for remote adjustment of voltageand wire feed speeds.

www.lincolnelectric.com

Hornet Welding WireHobart Brothers has introduced

FabCO® Hornet gas-shielded, flux-coredwelding wire. Designed as a general fab-rication welding wire for mild or lowalloy steels, the FabCO Hornet wire canbe used in all positions with either 100percent CO2 or a 75% Ar/25% CO2shielding gas mixture. The wire featuresa removable slag and low spatter levels,and is designed to produce a low amountof welding fumes.

www.hobartbrothers.com

Portable Medical WasteIncinerator

Elastec/Ameri-can Marine hasdeveloped a newportable incinera-tor, the Med-iBurn30. TheMediBurn30 hasthe same basic de-sign as the origi-nal MediBurn,with an enlarged chamber, under-air tech-nology, modulating burners, safety locks,a multi-lingual user interface, and up-dated electronics suite.

www.elastec.com

Rapp Hydema Winches Sea Lion Shipping placed an order for a

Rapp deepwater single transponderwinch, along with various associatedparts and services. With a line speed of33 m/min., this winch is designed to han-dle 4500 ft. of 1 5/8” wire with a line pullof 69 tons first layer at 25 m/min. Rapp’sWDU-10000 series gearbox powers thewinch with a redundancy designed tokeep the winch operating even if onemotor fails.

www.rappus.com

Bearing Wear Monitoring K o n g s b e r g

Maritime hasbeen selected tosupply its BWMsystem for a se-ries of eight ad-vanced 120k dwtproduct tankerspresently underconstruction at Hyundai Samho HeavyIndustries in Mokpo, South Korea for theNorwegian ship owner KGJS. The sys-tem is designed to monitor wear down ofbearings in large, two-stroke diesel en-gines. An alarm should sound when anyof the three crank-train bearings wearduring operation; this allows the crew tocarry out preventative maintenance.

www.km.kongsberg.com

Welding Power SourcesESAB Welding & Cutting Products this

year introduced five new welding powersupplies in its Caddy family of portablewelding solutions. The Caddy family hasbeen designed to produce quality GasTungsten Arc (TIG) and Shielded MetalArc (Stick) welds in a variety of materi-als for the demanding professional. Thisfifth generation of Caddy machines fea-tures advanced inverter technology to de-liver good welding quality andperformance and offers a compact designwith an impact-resistant polymer and alu-minium casing.

www.esabna.com

Jet Edge introduced its new HydraulicVersacutter portable waterjet cutting andbeveling system. The Jet Edge HydraulicVersacutter is a hydraulically controlledmobile waterjet system that moves alongrigid or flexible track to cut flat or curvedsurfaces. It cuts with a 60,000 psi (4,100bar) abrasive waterjet. The Versacutter isideal for cutting pipelines, steel rein-

forced concrete, reactor vessels and fab-ricated metal structures. It cuts withoutflames and does not generate heat. Thismakes it possible for operators to cut inareas where flames are restricted. It alsoeliminates heat-affected zones. Jet Edge’sHydraulic Versacutter water jet system ispowered by Jet Edge’s 60,000 psi (4,100bar) waterjet intensifier pumps, which are

available in electric or diesel models upto 280 hp.

Email [email protected]

Mobile Waterjet Cutting

r

e

g



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



Employment/Recruitment • wwwMaritimeJobs.com

is recruiting qualified

candidates for positions on our brand new state-of-the-art

marine transport vessels operating along the Northeastern

Atlantic Seaboard. We offer highly favorable work schedules –

2 weeks on – 2 weeks off, as well as excellent opportunities for

career advancement.

Must possess a valid Master of Towing Vessels near coastal

or greater endorsement.

New York Harbor experience preferred.

Chief engineers for Coastal and Inland tugboats. Must possess

a valid (Designated Duty Engineers) license or greater. Valid

(Merchant Marine Document) required. Two years engine

room experience required.

Current and endorsement required; experience

preferred.

If you have the skills and experience for any of our open positions,

please contact our at or fax your

resumé to

VANE BROTHERSOver a Century of Maritime Excellence

Baltimore Norfolk Philadelphia

Marine Engineer/Oiler Licensed

Job Location: USA, GA, Brunswick

Responsible for safe operation and mainte-nance of all shipboard propulsion,hydraulic, electrical and auxiliary systems.Experience with Caterpillar turbo chargeddiesel engines, hydraulic, electrical and oilrecovery equipment is a plus.

Must have ability to live within Brunswick,Georgia/North Florida area.

The Emerald Princess II is a K-Class 100ton passenger vessel.

Kathy GarlandGolden Isles Cruise Lines, /dba EmeraldPrincess101 Gisco Point DriveBrunswick GA 31523 USAPhone: 912-265-7571Fax: 912-265-8296E m a i l :[email protected]: http://emeraldprincesscasino.com

Outside Machinist/Mechanic

Job Location: USA, Houston, texas

Skills to work on board Ships and Rigs - onDiesel engines, Auxiliary Machinery,Pumps,repair Compressers, Anchor wind-lass, and Valves Ect. Supervision and guid-ance will be provided on the jobs. Personsselected should have standard hand tools.

Jaime A MarroquinHouston Ship Repair, Inc.16201 Wood Dr.Channelview TX 77530 Phone: 281-452-5841Fax: 281-452-1087Email: [email protected] e b :http://[email protected]

Chief Vessel Engineer

Job Location: USA, Morgan City

Up to date Resume along with these USCGDocuments Required:

Chief Engineer-1600 Domestic Ton/3000ITC Tonnage anyHorsepower STCW must match licenseRating forming part of an engineering

watch TWIC CardMMDProficiency in Survival Craft (Lifeboatman)

*Must have Offshore experience.

Darian BreauxOCEANEERING INTERNATIONAL INC.5004 RAILROAD AVE.MORGAN CITY LA 70380 USAEmail: [email protected]

Technical Services Representative

Job Location: USA, California-USA

California based boat builder is looking foran energetic Technical ServicesRepresentative who has experience in

working in the boat industry. Applicantmust have good knowledge of boats andmarine products, experience in sellingboats and/or marine products and experi-ence in operating boats.

Due to extensive work with U.S.Government contracts and Military, a U.S.Citizenship is required. Good Computerskills are necessary. Local and foreigntravel will be required. It is necessary thatapplicants live in the Southern Californiaarea.

For more information on this opportunity,please contact Human Resources at: 714-666-2150 ext. 220 or fax your resume to714-632-8136.

References will be checked.

Human ResourcesPh: 714-666-2150 ext. 220 or Fax: 714-632-8136


CLASS MR Aug.2009:CLASS MR June 2009.qxd 8/5/2009 10:35 AM Page 42


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

Products & Services ● www.MaritimeEquipment.com

MV. Cape RossExceptional conversion

offered for sale.

Visit our web site at:

www.capeross.com




(888)881-7118

LOAD BANK RENTALS

ComRent® International, LLC

13 NATIONWIDE INVENTORY CENTERS

WWW.COMRENT.COM

The industry leader in right, ready and reliable power testing solutions since 1997.

CCORROSION PROOF PADLOCKS MTR

Solid Brass Body Stainless Steel Shackle Match your Master Lock key number LockMasters USA Inc 1-800-461-0620 www.lockmastersusa.com

We Clean Ships!Let us clean your ships for inspection, delivery and leasing!

Contact Integrity Cleaning at:

Phone (215) 951-7000 Fax: (215) 951-7001


A licensed, insured and bonded company.



Professional ● www.MaritimeEquipment.com

Total Ship DesignNaval Architecture/Marine Engineering

Ship and Boat Design

Pre-Contract Support

Plan Review

Construction Management

An employee-owned company providing expert servicesto Ship Owners, Operators and Builders worldwide.

4300 King Street, Suite 400Alexandria,VA 22302

703.418.0100 or [email protected]

www.alionscience.com/maritime

JJMA MARITIME SECTOR

Aligned with your needs.

In-Service Surveys and Engineering

Special Projects

Program and Acquisition Management

Modeling and Simulation



Professional ● www.MaritimeEquipment.com

www.noise-control.comnonoise@noise-contr ol.com

799 Middlesex Turnpike • Billerica, MA 01821

Noise ControlEngineering, Inc.

Shipboard Noise & Vibration Control

� Design � Analysis � FEA

� Treatment Selection � Diagnostics

� Testing � Underwater Noise

978-670-5339 • Fax 978-667-7047

Consulting Engineers Serving the Marine Community

Naval Architects | Marine Engineers | Ocean Engineers

Seattle, Washington

206.624.7850

www.glosten.com

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


32 NEVA 2009 . . . . . . . . . . . . . . . . .www.transtec-neva.com . . . . . . . . . .44 1449 741 801

36 PSI Marine, Inc. . . . . . . . . . . . . .www.tideslide.com . . . . . . . . . . . . . . . .(989) 695-2646

24 Quality Shipyards . . . . . . . . . . .www.tdw.com . . . . . . . . . . . . . . . . . . . .(985) 876-4846

13 Renk AG . . . . . . . . . . . . . . . . . . .www.renk.eu . . . . . . . . . . . . . . . . . . . .49 821 5700 627

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

C2 Sea Tel . . . . . . . . . . . . . . . . . . . .www.cobham.com . . . . . . . . . . . . . . . .(925) 798-7979

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

31 SeaMobile . . . . . . . . . . . . . . . . .www.seamobile.com . . . . . . . . . . . . . .(877) 464-4686

19 Securewest International Ltd. .www.securewest.com . . . . . . . . . . .44 0 1548 856001

5 Signal International . . . . . . . . . .www.signalinternational.com/barges .(281) 899-2122

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

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

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

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

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

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

35 Technical Marine Services . . . .www.tms-usa.com . . . . . . . . . . . . . . . .(503) 285-8947

19 USCG . . . . . . . . . . . . . . . . . . . . .www.uscg.mil/civilian . . . . . . .Please visit our website

33 Waltz and Krenzer, Inc. . . . . . . .www.wkdoors.com . . . . . . . . . . . . . . . .(203) 267-5712

38 Western Machine Works . . . . .www.alliedship.com . . . . . . . . . . . . . . .(604) 929-7901

13 World Wide Metric . . . . . . . . . . .www.worldwidemetric.com . . . . . . . . .(954) 321-0784

C3 Yale Cordage . . . . . . . . . . . . . . .www.yalecordage.com . . . . . . . . . . . .(207) 282-3396

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

Page# Advertiser Website Phone # Page# Advertiser Website Phone #32 2009 World Maritime Day Parallel Event.www.uscg.mil/worldmaritimeday. . . . . .(202) 372-1353

16 Aco Marine . . . . . . . . . . . . . . . . .www.acomarine.com . . . . . . . . . . . .420 257 217 990

29 American Technology Corporation.www.atcsd.com . . . . . . . .Please visit our website

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

11 Castrol Marine Ltd. . . . . . . . . . .www.castrolmarine.com . . . .Please visit our website

16 CD Adapco Group . . . . . . . . . .www.cd-adapco.com . . . . . . .Please visit our website

1 Chevron . . . . . . . . . . . . . . . . . . .www.chevron.com/careers . .Please visit our website

10 C-Nav . . . . . . . . . . . . . . . . . . . . .www.CnavGPS.com . . . . . . . . . . . . . .(337) 210-0000

15 Crowley - Titan . . . . . . . . . . . . . .www.titansalvage.com . . . . . . . . . . . . .(954) 545-4143

21,23,25Crowley Maritime . . . . . . . . . .www.crowley.com . . . . . . . . . . . . . . . . .(904) 727-2301

36 Dalseide, Inc. . . . . . . . . . . . . . . .www.rustibus.com . . . . . . . . . . . . . . . .(832) 203-7170

37 Don Sutherland Photography .www.don-sutherland.com . . . . . . . . . .(718) 447-3908

31 Donjon Marine Co., Inc. . . . . . .www.donjon.com . . . . . . . . . . . . . . . . .(908) 964-8812

7 Fairbanks Morse . . . . . . . . . . . .www.fairbanksmorse.com . . . . . . . . . .(608) 364-4411

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

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

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

9 Maersk Line, Limited . . . . . . . . .www.maersklinelimited.com . . . . . . . .(703) 351-9200

26 Marine Equipment . . . . . . . . . . .Please call us . . . . . . . . . . . . . . . . . . . .(281) 447-8597

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

26 Markey Machinery . . . . . . . . . .www.markeymachinery.com . . . . . . .(800) 637-3430

2,3 Military Sealift Command (MSC) . . . . . . . . . . . . . . . . . . . . . .www.sealiftcommand.com

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

MARITIMEREPORTER

ANDENGINEERING NEWS

The listings above are an editorial service provided for the convenience of our readers.

If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]


MR Aug.2009 Ad Index:Layout 1 8/5/2009 3:03 PM Page 1

COV2,C3&C4 MR Aug. 09:COV2,C3&C4 MR May.09.qxd 8/2/2009 10:26 PM Page 2

When Only the Best Will Do!KARL SENNER, INC.

M/V Coho

Karl Senner, Inc.Supplied Penn Maritime twoReintjes (2) WAF 873 reversereduction gears with ratios of7.45:1, internal shaft brakes andRexroth Marex OSII controls, allwith full ABS certification for thisnew construction.

Owner: Penn MaritimeStaten Island, NY

Shipyard: Thoma-SeaLockport, LA

NEW ORLEANS Karl Senner, Inc.25 W. Third St.Kenner, LA 70062(504) 469-4000 Fax: (504) 464-7528

WEST COASTKarl Senner, Inc.12302 42nd Drive S.E.Everett, WA 98208Mr. Whitney Ducker(425) 338-3344

E-mail UsService: [email protected]: [email protected]: [email protected]

w w w. k a r l s e n n e r. c o m

Contact Us

Marine Transmissions Azimuthing thrustersControllable Pitch Propellers and Bowthrusters

COV2,C3&C4 MR May.09.qxd 5/9/2009 9:17 PM Page 3