maritime reporter & engineering news(october 2009)

An uncontrolled discharge of combustible gas or liquid under pressure, -

pecially in areas such as petrochemical plants and on offshore drilling and processing rigs.

the process cause an extremely heavy thermal and mechanical load.

-

-tion and radiation heat, the mechanical load and the erosive forces combined.

These are comparable to the forces released when a missile attack is made on a warship or a fuel explosion takes place at a petrochemical plant. To

and copies are available to interested parties upon request.There are some doubts about the functioning of

-vention materials

-ations, tested in ac-cordance with the

with a gradual tem-perature increase.

been demonstrated

can be used in buildings and instal-lations to dispel this uncertainty.

SAFETY DEVICES: CABLE & PIPE TRANSITSMinimizing the risks of fire and flood is the core business of BEELE Engineering. In our over 35 years of experience, we’ve developed a broad range of products that protect crew, assets and installations. Products that are a result of continuous hi-tech R&D efforts. Our customer-focused approach guarantees a continuous flow of new and improved products that respond to the demanding requirements of our customers. This, combined with our intensive testing programs in our recognized laboratories, is the best guarantee for product usability, ease of maintenance and long term safety. The most advanced system in our range of fire safe products is NOFIRNO. Now also successfully sub-jected to an extreme JET FIRE test.

The pressure of the propane is regulated to 5 bar upstream of the nozzle.Velocity of the jet 360 km/hour.

WE CARE

www.marinelink.com

MARITIMEREPORTER

ANDENGINEERING NEWS

Marine Design

The Renovation of M/V Freewinds Port of Los Angeles

Busy, Secure & GreenFive Minutes with

Jens AlersTech File

The SatCom Evolution

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

October 2009

Marine Salvage

Cleaning UpOld Wrecks

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2 Maritime Reporter & Engineering News

TABLE OF CONTENTS

FIVE MINUTES WITH

24 Jens AlersThe managing director of Bernhard Schulte Ship Management discussesinvesting in ships, in good times and bad.

PORT OF LOS ANGELES

26 Busy, Secure & GreenMaritime Reporter recently visited the Port of Los Angeles and found anamazing array of technologies and techniques to keep the busy port hum-ming. • By Edward Lundquist

MARINE DESIGN

32 M/V FreewindsEnjoy the fruits of a tremendous labor that resulted a renovation of sto-ried ship with a unique owner. • By Greg Trauthwein

SALVAGE

40 Cleaning up from the PastThe ocean is littered with an estimaged 8,500 shipwrecks, and debaterages on cleaning up the potential mess. • By Greg Trauthwein

SATCOM

44 Reach for the StarsModern satcom tech to increase safety and efficiency, and crew retention.

32

COLUMNISTS • Moller, Bryant, Buchner

LEGAL BEAT

16 Joint & SeveralLiability• by Jeffrey S. Moller

GOVERNMENT UPDATE

18 The DunnageCrisis• by Dennis L. Bryant

EYE ON DESIGN

20 Green Energy• by Bas Buchner

40


October 2009 www.marinelink.com 3



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ALSO IN THIS EDITION

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ON THE COVER

Pictured is the Double Inverted Fun-nel for Intervention on Ship-wrecks-Project, or more simply, the DIFISconcept. The concept proposed bya European consortium headed byMARIN, the Maritime Research Insti-tute Netherlands. Cleaning upwrecks WWII era wrecks — whichcould soon start causing an environ-mental headache — is a growingpriority. Turn to page 40 for more.

(Photo Credit: MARIN)



EDITOR’S NOTE

On a monthly basis, I field my fair share

of calls regarding stories that are “per-

fect” for one of our publications. While

we diligently attempt to track down and evaluate

every lead, the sheer number of calls from around

the globe makes that impossible. First, I always

consider the source. Having served this market for more than 18 years, I

have a rather large cadre of individuals and organizations that I explicitly

trust to deliver unique and insightful article ideas and angles.

That’s why when the phone rang a few months ago and it was Jon Rusten,

COO and VP Development for Ocean Development Group was on the other

end, the call was not relegated to the voice mail bin.

Rusten has a storied career in the maritime business, having served as the

Vice President, Superintendent Newbuilding at Kloster Cruises, and Di-

rector of Ship Development and Construction at Disney Cruise Lines. At the

time of stint with Disney, when the company was designing and building its

first ships, he and his team provided to me excellent insights on the project,

resulting in a lengthy feature in our pages.

We caught up this summer, when he called to share with me his thoughts

on a project he had just completed, the complete, top-to-bottom, inside out

renovation of a cruise ship, the M/V Freewinds (ex-Boheme). What started

with a simple phone call – and frankly a story that would generally be rel-

egated to the “news” section of our pages – has ended with a six-page fea-

ture on the M/V Freewinds. Understand that M/V Freewinds is a unique

ship with a unique owner. Conceived as a car ferry and re-planned at keel

laying as a cruise ship, this vessel was one of the original ships to help

launch the multi-billion dollar cruising business operating out of Miami

and through the Caribbean. Making the story all the more intriguing: M/V

Freewinds today, and for the past 20 years, has served as the cruise ship for

the Church of Scientology.

To put it simply there is a passion surrounding this project, this ship, that

is immeasurable. There literally was not a single detail spared in the com-

plete rejuvenation of M/V Freewinds, Another cruise shipping luminary

who also worked on the project, Tomas Tillberg of Tillberg Design U.S.,

summarized the project like this: “This was a historic renovation, as this is

one of the first ships to start the cruise shipping business in the Caribbean.

To bring a ship like that back to better condition than when she first arrived

is unheard of … it is quite fantastic.”

The story starts on page 32 and runs through 37 (if I would have had more

pages to spare, there would be more) incorporating more than a dozen pic-

tures that are designed to capture the “before” and “after” essence of the

project.

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SALES

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CIRCULATIONCirculation Manager Kathleen Hickey • mrcirc@ marinelink.com


NEWS


Headquartered in Tinton Falls, NJ, EPSCorporation is building the first U.S.-made EPS M-10 Hovercraft (“M” formilitary and “10” for 10 tons disposableload capability) under a license issued byABS Hovercraft Ltd., U.K.

Fabricated from fiber composite mate-rials, the 20.6-m EPS M-10 Hovercraft isa fully amphibious, high-speed vessel ca-pable of operating over terrain that con-ventional vessels and patrol crafts cannotaccess. EPS is constructing the vessels atits facility in Titusville, Fla. This vesselis being certified by Lloyd’s Register tomeet the demands of military forcesthroughout the world. The original ABSM-10 Hovercraft was designed in 1993in accordance with the British Civil Avi-ation Authority’s “British HovercraftSafety Requirements” (BHSRs) whichwere the then-current rules and regula-

tions for hovercraft. It was around 1995,when the classification of hovercraftswas moved from an Aviation category toits current Marine classification, thatLloyd’s Register began its involvementwith the vessel. Because hovercraft haveto be extremely lightweight, and the mil-itary variant extremely rugged, compos-ite materials provide an innovativesolution. As with many innovations, thefirst fiber composite M-10 vessel had tobe built on speculation as a demonstratorvessel. The vessel underwent sea trialswithin the Solent and Southampton wa-ters in the U.K., thereby proving the via-bility of a composite 20-m hovercraft.This vessel was later reconfigured andsold to a Belgium hydrographic surveycompany, where it continues to operatetoday.

When the vessels were reclassified in

1995, ABS Hovercraft Limited selectedLloyd’s Register of Shipping, which cer-tified the vessels under its Special Serv-ice Craft requirements. New ordersensued, and in 1995, both the Sri LankaNavy and the Swedish Coastal ArtilleryAmphibious Brigade ordered the M-10.The Sri Lankan vessel was built in theU.K. by the defense contractor, VosperThornycroft (now the VT Group), whilethe Swedish vessel was built by KKRVin Sweden (now Kockums AB). In 2008,EPS signed a contract with the Ministryof Interior of the Kingdom of Saudi Ara-bia to supply two EPS M-10 Hovercraftvessels for use as long-range patrol ves-sels by the Saudi Arabia Border Guard.The Saudi contract provides for vesseldelivery, spare parts supply and on-sitepersonnel training. Delivery of the firstvessel is scheduled for early 2010.

Bulk Carrier08/24/09 AURIGA 7,500 01( 8) $5.108/07/09 CENTURY ELKHORN 16,213 00( 9) $10.908/24/09 SANA 21,373 83(26) $408/11/09 SILVER LAKES 23,929 86(23) $408/24/09 GULER S 27,832 77(32) $2.308/07/09 YICK HUA 28,086 84(25) $4.308/07/09 OCEAN LOTUS 28,432 04( 5) $2008/07/09 KOVDOR 30,650 84(25) $508/24/09 YUCATAN 30,838 96(13) $1108/07/09 BRIGHT OCEAN 2 32,128 99(10) $17.508/07/09 FORTUNE SPIRIT 33,562 05( 4) $2308/24/09 YARE 37,568 85(24) $5.608/11/09 ADRIANOPLE 37,753 84(25) $4.508/24/09 TURICUM 47,639 95(14) $1608/07/09 DESERT SUN 48,218 95(14) $1908/07/09 DESERT DAWN 50,392 95(14) $1908/25/09 PLSTAR 52,500 03( 6) $29.508/07/09 VICTORIA II 55,303 09( 0) $2608/25/09 NORD EMPATHY 55,500 06( 3) $3108/24/09 MORNING CLOUD 66,755 83(26) $7

08/11/09 HUMBER 70,912 82(27) $5.808/24/09 BULK FERN 73,317 98(11) $23.108/25/09 RICHMOND 75,265 95(14) $20.508/07/09 ORANGE TIGER 75,752 98(11) $27.308/24/09 FORTUNE PRINCESS 76,400 07( 2) $3808/25/09 THERESA HEBEI 76,423 04( 5) $3508/24/09 FORTUNE OCEAN 76,801 06( 3) $3808/24/09 BRILLIANT ARC 177,643 02(7) $53.9

Car Carrier08/11/09 NEPTUNE THALASSA 3,205 79(30) $1.6

Chemical Carrier08/07/09 SOUTHERN YORK 6,545 03( 6) $14.508/24/09 UNIVERSE 10,732 83(26) $1.608/24/09 STOLT NANAMI 19,932 03( 6) $2508/11/09 SICHEM PACE 19,982 06( 3) $3408/25/09 KINUGAWA 25,140 84(25) $3.

Containership08/24/09 BETTY S 4,825 98(11) $1.5

08/24/09 HENNY 4,834 97(12) $1.408/24/09 HEIKE 4,834 99(10) $1.7

Passenger Ferry08/25/09 KC RAINBOW 5,372 92(17) $17.5

Tanker08/24/09 RUNNER A 29,998 90(19) $3.508/11/09 LIVIA 93,600 03( 6) $4108/11/09 ATLANTIC HERO 96,687 92(17) $1608/07/09 PATRIOT SPIRIT 96,920 92(17) $16.408/24/09 CRUDE BETA 164,925 09(0) $74.208/24/09 CRUDE ALFA 164,925 09(0) $74.2

Tweendecker08/25/09 THOR HARMON 3,511 91(18) $2.508/24/09 CHOHKOH 3,610 82(27) $ .908/24/09 TIAN YU 6,269 81(28) $108/07/09 HAWAIIAN EYE 7,833 97(12) $6.508/07/09 KING GLORY 22,229 79(30) $2.7

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

MHI: First in Laser-Arc Hybrid WeldingMitsubishi Heavy Industries said itwill become the first shipbuilder inJapan to apply a laser-arc hybridwelding system to the constructionof commercial ships. Its NagasakiShipyard & Machinery Works wasrecently certified in this method byLloyd’s Register and ClassNK. Thewelding method is able to reduceheat deformation from welding, en-hancing the quality of ships and theefficiency of building them, as wellas enhancing the visual appear-ance. Further, the integration of thenew system is part of the com-pany’s plan to increase productionefficiency 30%

Shipbuilding Projection: Weak but Steady GrowthAccording to a recent report fromLloyd’s Register-Fairplay, the worldfleet of oil, chemical and gastankers is predicted to continue togrow over the next five years. Theoil tanker fleet, which currentlystands at 7,516 ships, is expectedto grow by 1.9 percent per yearover the next five years in terms ofthe number of ships. Deadweightton (dwt) capacity will rise by 5.7percent annually over the same pe-riod, reflecting a movement towardlarger ships. New shipbuilding or-ders for oil tankers will amount to76 million dwt through the end of2013, a 60 percent decrease fromthe shipbuilding binge of the lastfive years.

LR Certifying EPS Navy Systems M-10 Hovercraft


NEWS


The Green Ship of the Future, the Dan-ish maritime initiative, received the In-ternational Environmental Award fromthe Sustainable Shipping organization forbeing the most environmentally friendlyshipping initiative. The A.P. Moller -Maersk Group (APMM), Odense SteelShipyard (OS), MAN Diesel (MD) andAalborg Industries (AI), established theGreen Ship of the Future project in 2008with the primary objective of demon-strating and developing new, green tech-nologies to achieve significant reductionsof emissions. Today, the project has 15partners including shipping companies,

their suppliers, and several Danish uni-versities including the Technical Univer-sity of Denmark. The challenge andobjective of Green Ship of the Future isto cut industrial CO2 emissions by 30%and oxides of nitrogen and sulfur by90%, using existing and new technolo-gies.

MAN Diesel is involved in the follow-ing projects:

• Scrubber system: Development, in-stallation and full scale test of a scrubbersystem. The scrubber system removesSOx and solid particles from the haust

gas. With this technology, it is possible toremove up to 90% of all SOx emissions(Partners: AI, DFDS, MD and APMM).

• Exhaust Gas Recirculation system(EGR): Development and test of an EGRsystem. The EGR system will be fitted inan engine room and integrated with theother, auxiliary systems. The project hasa potential of 80% NOx reduction. Thefull-scale verification test is to be carriedout on the container vessel AlexanderMaersk by the end of 2009. A prototypeof the EGR system has been set up on the7-MW, HFO-burning research engine at

MAN Diesel in Copenhagen (Partners:MD, APMM and ABB).

• Waste Heat Recovery systems: Devel-opment of Waste Heat Recovery (WHR)systems. Utilisation of the exhaust gaswaste heat to heat up steam for a turbogenerator. This project also includes de-sign studies for the installation of a newexhaust gas boiler, steam and power tur-bines on a suitable APMM vessel. Thepotential for a 20% reduction in CO2with a new optimised Waste Heat Recov-ery system exists (Partners: OS, AI,APMM, MAN Turbo and MD).

Green Technology Initiative Honored

arineTM

CMZ900 Series

Gig Harbor, WA 98329 USA253.851.0862

http://www.agmarine.com

Eco Friendly Gyrocompass

Copywrite 2000~2007

The promise of Russia further develop-ing its Arctic energy resources in the nearto mid-term future has led ABB Marineto launch a pair of initiatives to serve thesector.

The company established a new marineservice center at Murmansk, to support

vessels operating in North-West Russia. It is also refocusing activities at its es-

tablished St. Petersburg office, appoint-ing a new manager responsible fornewbuilding projects from the designstage through to systems delivery, SergeyShevchuk.

ABB Marine Makes Move in Russia


MR OCT. 2009 # 2 (9-16):MR Template 10/1/2009 9:20 PM Page 11

NG Supplies for Brazil OSVs

Northrop Grumman Corporation’sSperry Marine won contracts to supplybridge navigation systems for four new

offshore supply vessels to be built inBrazil.

The four Rolls-Royce-designed boats,will be built at the Estaleiro Alianca ship-yard near Rio de Janeiro for Companhia

Brasileira de Offshore (CBO). They willbe placed on long-term charter withPetrobras, the Brazilian state oil com-pany, to provide support services for off-shore oil platforms.

Gjøa Hull Safely ThroughGulf of Aden

The hull of the North Sea Gjøa plat-form is on its way to Norway from theSamsung shipyard in South Korea.(Photo courtesy StatoilHydro)

The result of 1.7 million hours workedin South Korea, the Gjøa platform hullwas recently on its way to Stord via theSuez Canal. The long voyage to Stord isestimated to take 40-45 days. This par-ticular transport was given a high-priorityclassification due to its vulnerability andimportance. The vessel is slow-movingand lies low in the water, making it easyto board. StatoilHydro and subcontractorDockwise were therefore given a militaryescort through the Gulf of Aden by theEU forces in the area. The escort was ini-tially undertaken by the Belgian frigateLouise-Marie, and then by the Swedishcorvette Malmø.

“The protection we were given in theform of a dedicated escort was crucial tobeing able to, and wanting to passthrough the Gulf at this time. We are verypleased with the cooperation we have en-joyed with the authorities and with theprotection provided by the Belgian andSwedish vessels,” said Kjetel RoksethDigre, director for the Gjøa constructionproject.

The hull now on its way to Stord is oneof the major building bricks on the proj-ect. After arrival it will be moored untilChristmas while awaiting assembly withthe topsides.

Makin Island Saves $2 Million in Fuel Costs

PCU Makin Island (LHD 8) arrived atits homeport of San Diego, Calif., Sept.14 after spending nearly two months atsea. LHD 8 is the first U.S. Navy am-phibious assault ship to replace steamboilers with gas turbines, and the firstNavy surface ship to be equipped withboth gas turbines and an AuxiliaryPropulsion System (APS). By using thispropulsion system in conjunction withoperational awareness of the crew, theship saved approximately $2 million dol-lars in fuel costs during transit comparedto a ship using steam boilers.

Instead of using its gas turbines whichare less efficient at lower speeds, the shipwill be able to use its APS for roughly 75


NEWS



percent of the time the ship is underway.Over the course of Makin Island's lifecy-cle, the Navy expects to see a savings ofmore than $250 million.

Makin Island left the Northrop Grum-man Shipbuilding (NGSB) yard inPascagoula, Miss., July 10 on its maidenvoyage, manned for the first time by theship's crew.

Trinidad and Tobago OrderPassenger Ferry Fleet

In its third significant commercial orderfor the year, Austal will design and con-struct four 134.5 ft high speed passengercatamaran ferries for the Republic ofTrinidad and Tobago. Designed to carry405 passengers at a speed of approxi-mately 37 knots, the aluminum vesselsare intended to help reduce road conges-tion in Trinidad and Tobago by establish-ing a water taxi service between SanFernando and Port of Spain in southwestTrinidad.

The water taxi service is part of theTrinidad and Tobago Government’s “Vi-sion 2020” strategy plan, which aims foran efficient, integrated, multi-modal pub-lic transport system. When fully opera-tional the water taxi service is expectedto facilitate the transport of approxi-mately 8,000 to 12,000 passengers in anormal working day and will be inte-grated with other transport systems.

Construction of the four ferries will beshared across Austal’s Tasmanian and

Western Australian shipyards, with de-livery scheduled for late 2010. Includedin the contract is a maintenance and train-ing package which will see Austal delivercrew familiarization and planned mainte-nance management. Passenger seatingonboard each vessel is split over two lev-els, with the main passenger deck featur-

ing four passenger entry points, a centralkiosk and dedicated baggage compart-ment and bike racks. The vessels will bepowered by four MTU 16V2000 M72engines driving Kamewa waterjets andwill be fitted with Austal Ride Control toensure passenger comfort.

DSME Completes World’sLargest Floating Drydock

Daewoo Shipbuilding & Marine Engi-neering Co., the world's second-largestshipbuilder, reported that it has com-pleted the construction of the world'slargest floating dock. The dock is 438m

Next Generation of Subsea Engineers

Dave Peter, GE Oil & Gas engineeringand technology manager—training, ex-plained the purpose of a subsea tree tochildren from Robert Gordon’s Collegeand Aberdeen Grammar school attend-ing Offshore Europe. The SVXT sub-sea tree is a new product launched atOffshore Europe, designed and beingmanufactured in Aberdeen.



NEWS

long, 84m wide and 23.5m high, accord-ing to the company. A floating dock is aplatform or ramp supported by pontoonsthat can enable ships to be built on thesea. Daewoo Shipbuilding said the dock

will be mainly used to build 14,000-TEUcontainer vessels as well as large oiltankers and liquefied natural gas (LNG)carriers. TEU stands for 20-foot equiva-lent units.

Hong Kong PassengerFerry Fleet Complete

Austal completed 14 high speed ferriesfor Hong Kong’s Venetian Marketing

Services Limited (VMSL) following thedelivery of the final four vessels. Each ofthe 155.8 ft. aluminum CotaiJets are nowin operation between Hong Kong andMacao, servicing the entertainment, gam-ing, convention and hotel facilities onThe Cotai Strip. Each vessel has the ca-pacity to carry 413 passengers at a speedof 42 knots. Currently performing morethan 60 sailings each day.

The Cotai Strip vessels are significantfor the builder in that they represent themost extensive use of Austal’s AdvancedShipbuilding (ASB) design and con-struction techniques.

The CotaiJets are each powered by 4 xMTU 16V4000 M70s producing2,320kW at 2,000 rpm, driving fourKamewa 63 SII waterjets. Each ferry isadditionally fitted with transom mountedSeaState Interceptors providing activehigh speed ride control for maximumpassenger comfort. The latest four ves-sels have been enhanced with the addi-tion of forward mounted T-foils and aftmounted, T-Max, an auxiliary steeringsystem proprietary to Austal.

Heavy Lift VesselLaunched

IHC Merwede launched a Heavy LiftVessel – Oleg Strashnov – for SeawayHeavy Lifting in late August at its Off-shore & Marine facility in Krimpen aanden IJssel, the Netherlands. With its5,000MT crane capacity the vessel is re-ported to be the largest mono hull heavylift vessel in the world, and is the largestvessel ever built by IHC Merwede. Thevessel is designed for the installation andremoval of offshore platforms, subseaconstructions and special projects. Theintroduction of this Heavy Lift Vessel to


the market will more than double SeawayHeavy Lifting’s capacity. The deckhouseof the ship was transported to the yard inKrimpen aan den IJssel in two separateparts and was lifted on the vessel. Fol-lowing, the helicopter landing platformwas placed on top of the bridge complex.For the construction and completion ofthe deckhouse a complete subcontractorvillage including project support has beenset up near the hall. The deckhouse ismassive, and its construction and instal-lation doest not often happen within IHCMerwede. The accommodation is suit-able to provide accommodation for 220persons. The upper part of the deckhousehas a width of ca. 29 m, a length of 42 mand a height of 16 m. The lower part hasa width of ca. 29 m, a length of 42 m anda height of 6.5 m. The weight that was tobe lifted is about 1,775 tons.

OPK Launches PSVIn early September, Severnaya Verf

shipyard, a part of United Industrial Cor-poration (OPK), launched a vessel foroil-rig platform provision, also known asthe project VS 485 PSV. The vessel isequipped with special capacities andcargo system for transportation of oil-rigmortar, friable freights, methanol andgeneral freights on the open deck. Also,the vessel is equipped for the participa-tion in rescuing, evacuation and fire fight-ing missions around the oil-producingplatforms in the North Atlantic. NorwayCompany Solvik Hull Supplies AS is thecustomer of this vessel, and the designerNorway Company Vik-Sandvik AS.

At present Severnaya Verf shipyard iscarrying out the “turnkey” constructionof the platform supply vessel project VS470/485 PSV, also for Norwegian cus-tomers.

Strategic Signs with Bhagwan Marine

Strategic Marine signed a contract witha local West Australian marine operationscompany, Bhagwan Marine, to build a48.5 m landing craft for use in the Aus-tralian offshore oil and gas industry. Thevessel will be used in Western Aus-tralian’s north-west hydrocarbonprovince and has been designed by Inter-national Maritime Consultants, to ac-commodate for low incline beachlandings. The craft’s design features alow angle bow to enable heavy equip-ment to be driven over the ramp door.

With a 12.8 m beam, the vessel can ac-commodate up to ten 20-ft. containerswith a maximum payload of 400 tons.

It offers a fuel consumption of about39.6 gph at 10 knots cruising speed. The

vessel, with plans to name it the Bhag-wan Shaker, will be built at Strategic Ma-rine’s largest shipyard in Vung Tau inVietnam. “Although we have vast expe-rience building landing craft, the designand dimensions are a first for StrategicMarine as is the contract with the Bhag-wan Marine Group which we are looking

forward to working with more and moreinto the future,” said Mark Newbold,Strategic Marine chairman.

P-MAX DeliveredIn late September Concordia Maritime

took delivery of the product tanker StenaProgress from Brodosplit Shipyard,

Croatia. The vessel was signed to a five-year time charter with the French oil andenergy company Total to transport re-fined products. Stena Progress is a P-Maxtanker, the seventh in a series of 10 unitsordered.

In all, Total has four P-Max tankers ontime charters.




From the standpoint of the defendant ina maritime personal injury case, theremay be no greater source of frustrationand perceived unfairness than the so-called “joint and several” liability rule.This is the rule, first established in thecommon law, but quickly adopted by themaritime law, whereby an injured plain-tiff may collect 100% of a jury verdictamount from any of the defendants, with-out regard to the percentage of fault at-tributed by the jury to that defendant.Therefore, a defendant who is adjudgedto have been 5% to blame for a particularincident might therefore find itself re-quired to pay for 100% of the damages.The original reason for the formation ofthe rule was to shift the risk of an impe-cunious defendant from the plaintiff tothe other defendants who were adjudgedto at least have had some degree of faultfor the plaintiff’s harm. That may be aworthwhile public policy, but it results inconsiderable unfairness, especially whenthe rule is applied to actions againstshipowners under the LHWCA. Theoret-ically, defendants in a lawsuit file cross-

claims against one another to assure thatif a plaintiff seeks full collection of ajudgment against one of them, the otherswill be adjudged to owe “contribution” tothe paying defendant. Of course, thistechnical right of contribution is mean-ingless when the other defendants are“judgment-proof” or the entity who ismost to blame is legally immune fromsuit.

The most notorious examples of un-fairness emanating from the joint andseveral liability rule are product liabilitycases such as that involving gun or car ac-cidents. In one infamous case in Penn-sylvania, involving the gunshot death of asmall child, the child’s parent was ad-judged to be 99% at fault for keeping aloaded and unlocked firearm in a place inher home where the child could have ac-cess to it. The firearms’ manufacturerwas assigned only 1% of fault, apparentlyfor having failed to issue a stern enoughwarning to the purchaser. But the multi-million dollar verdict had to be paid infull by the gun manufacturer because theparent had limited assets and insurance.

In cases involving workers compensa-tion benefits, the unfairness of joint andseveral liability rises by another order ofmagnitude. In the maritime law, theLongshore and Harbor Workers Com-pensation Act (LHWCA) and to a lesserextent the Federal Employees Compen-sation Act (FECA) can be entangled withthe rule of joint and several liabilitywhere the injury at issue was arguably thefault, in some degree, of a third partysuch as a shipowner. Both of thesestatutes require the worker’s employer topay medical expenses and a percentageof lost earnings to any of its employeeswho are injured on the job. The em-ployer’s obligation to pay money is ab-solute—the employee does not need toprove that his/her injury resulted fromnegligence on the part of the employer orthe existence of some unlawful or unsafecondition on the job. The LHWCA em-ployer (typically a stevedoring or ship re-pair company) or the FECA employer(the U.S. Government) can obtain repay-ment of the paid-out benefits from a thirdparty such as a shipowner whose negli-

gence is deemed to have been a “sub-stantial factor” in the bringing about ofthe injury. If the injured person bringssuit against the third party, the employeris said to have a lien upon any and all set-tlement monies or judgment recovery thatthe seaman might obtain. Theoretically,under both LHWCA and FECA, the em-ployer is entitled to receive 100% of thebenefits it had paid (less a statutorily al-lowed attorneys fee) before the injuredman himself can recover a single addi-tional dollar.

This scheme may work well if the em-ployer was truly blameless for the acci-dent, but such is rarely the case. In fact,in two cases with which I have been in-volved, the employer was—by the con-sensus of every judge, mediator andlawyer involved—the actor who wasmost to blame for the occurrence of theincident.

Suit was nevertheless brought againstthird parties by the employee, hoping torecover additional monies for pain andsuffering or his lost wages beyond thestatutory percentage.

COLUMN LEGAL BEATAbout the AuthorJeffrey S. Moller, Partner,Blank Rome LLP Jeffrey Moller concentrateshis practice in the area ofcommercial law and litiga-tion. Email:[email protected]

“Joint & Several” Liability Time for a Change


As long as the third party ‘s negligencewas a “substantial factor”, articulated byone court as meaning 1% at fault, the suitagainst the third party is justified and,under the joint and several rule, the thirdparty must pay 100% of the damages.Both LHWCA and FECA forbid the thirdparty from bringing the employer into thecase to obtain a contribution judgment.To add insult to injury, an employer towhom a judge or jury might have as-signed as much as 95% of the fault for theaccident will have a lien on any settle-ment or recovery from the third party. Inother words, the defendant shipownerwho was negligent but played only asmall role in the injury is forced to pay100% of the plaintiff’s total damages, butthe plaintiff must repay to his employerall of the benefits and medical costs pre-viously paid even if the employer was theactor most to blame.

The mischief brought about by the con-fluence of the joint and several liabilityrule with the various compensationstatutes has been recognized by scholarlycommentators, most notably the law re-porters who have authored the AmericanLaw Institute’s Third Restatement of theLaw of Torts. The Restatements havebeen very influential reporters of the lawand, increasingly, predictors or pre-scribers of legal reform. In the Restate-ment volume pertaining toApportionment of Liability, at § A19, theALI reporters speak specifically to thisproblem in a “Reporter’s Note” as fol-lows:

Consistent with the treatment of otherimmune parties, employers immune fromtort liability to the plaintiff may not besubmitted to the fact finder for assign-ment of share of comparative responsi-bility. This comports with the treatmentof employers in those jurisdictions thatretain joint and several liability. [Omit-ting case citations.] This rule results in adefendant in a employee’s third-party ac-tion bearing all of an employer’s respon-sibility and the employer obtainingreimbursement of its worker’s compen-sation payments out of the recovery in thetort action, a quite unfair result. Never-theless, ignoring the role of the employeris consistent with the application of joint-and-several liability principles.

The Restatement reporters make sug-gestions with respect to ways this prob-lem can be ameliorated by reallocation ofresponsibility. For example, a simple so-lution recommended by various com-mentators is to eliminate the employer’ssubrogation lien all together but while atthe same time providing a credit to thethird party defendant for the full amount

of the compensation benefits paid to theinjured worker. In that way, the workerwill collect from the third party defendantonly the amounts in excess of his com-pensation benefits, such as pain and suf-fering. Another method adopted by

several states allows for a jury to be in-structed to apportion liability between thedefendant(s) in the court room and theabsent employer. The percentage of faultallocated to the employer is then used tomold the verdict, serving to reduce the li-

ability of the third party defendants andthe consequent windfall lien recovery ofthe employer.


(Continued bottom of first column on page 19)



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

Ancient practice faces new obstacles

Dunnage is generally defined as anymaterial, permanent or temporary, that isused to ensure good stowage and to pro-tect cargo during carriage. It is derivedfrom the Anglo-Latin word “dennagium”and originally referred to mats, brush-wood, etc., stowed under or among cargoto prevent wetting or chafing.

The book Modern Ship Stowage byJoseph Leeming (1957 edition) was pub-lished shortly prior to the containeriza-tion era. It had three pages devotedexclusively to the use of dunnage. Thebook states: The proper use of dunnageis an integral and essential part of theprocess of stowing cargo and, becausemany cargo claims arise from faulty dun-naging or lack of sufficient or suitabledunnage, the general principles of gooddunnaging should be understood by everyofficer of the ship as well as by those onthe dock and by office forces ofsteamship companies who are concerned

with the stowage of the vessels owned oroperated by the company. Containeriza-tion greatly reduced, but did not elimi-nate, the need for traditional dunnagewith much cargo. For many cargoesthough, such as steel pipes and baggedgrain, the use of dunnage is unchanged.Dunnage is also used inside shippingcontainers.

The MARPOL Convention treats dun-nage as a category of garbage, regulatedunder Annex V. As with other types ofgarbage, it is to be tracked in the ship’sGarbage Record Book, with entries madewhen it is discharged at sea, dischargedashore to a reception facility, incinerated,or accidently discharged. Outside of spe-cial areas, dunnage may be dischargedinto the sea when the ship is at least 25nautical miles from the nearest land.Dunnage may not be discharged at seawhen the ship is operating in a designatedspecial area. Annex V also requires the

Government of each Party to the MAR-POL Convention to ensure the provisionof facilities at ports and terminals for thereception of garbage, without causingundue delay to ships, and according tothe needs of the ships using the ports andterminals. The process for handling anddisposal of dunnage was reasonably wellunderstood and presented few problems– until recently. Following discovery ofthe Asian longhorned beetle on un-processed wood packaging material ar-riving in North America from easternAsia in the late 1990s (and then otherpests on other pieces of unprocessedwood traveling worldwide), the interna-tional community determined that allwood packaging material (their fancyword for dunnage, but also including theunprocessed wood inside shipping con-tainers) must be pre-treated to prevent in-advertent transport of pests. An intricatebureaucracy, under the auspices of the In-

terim Commission on PhytosanitaryMeasures of the International Plant Pro-tection Convention, was established to in-sure that all such wood packagingmaterial (WPM) is properly treated,marked, and provided with correct pa-perwork. The specific heat treatment orfumigation and marking requirements aredelineated in the International Standardfor Phytosanitary Measure (ISPM) #15 –Guidelines for Regulating Wood Packag-ing Material in International Trade.

Now nefarious groups involved with or-ganized crime are forging the markingsand paperwork in a strange black marketdunnage scheme. Since the ink-stampingof unprocessed wood is not near as com-plicated as counterfeiting currency, the il-licit process is accomplished with relativeease and is difficult to detect. I can justimagine meeting a tough thug in a darkalley, with him whispering: “Hey, want tobuy some excellent surplus dunnage? I



can get it for you cheap.” Never fear, though. Our ever-vigilant

Customs and Agricultural Inspectors areclosely examining dunnage (I meant tosay: wood packaging material) before itcan leave the ship. Those pieces thatdon’t pass muster or are found in thecompany of a dreaded insect are orderedto be re-exported. Frequently, all thedunnage in a suspect container or cargohold must be re-exported. If the dunnageor wood packing material cannot be eas-ily separated from the cargo, then boththe dunnage/WPM and the cargo must bere-exported. Suspect dunnage is some-times allowed ashore for incineration, butthere is no nationally uniform policy onthis issue. The difficulty is that, sincethere is now a worldwide phytosanitaryscheme, dunnage that cannot be of-floaded in the United States probablycan’t be offloaded anywhere.

In early September, a worker at abonded warehouse at a terminal in Balti-more was unloading a shipping containerin preparation for an inspection by the USCustoms and Border Protection (CBP).He noticed and captured a strange-look-ing insect in the container, turning it overto a CBP agriculture specialist. Analysisby the Animal and Plant Health Inspec-tion Service (APHIS) revealed it to be amember of the Asian longhorned beetlefamily. The container and its contentswere promptly fumigated, ruining anyplanned longhorned beetle family re-union. This discovery and response werereferred to in an official CPB news re-lease as “an exciting Customs and Bor-der Protection milestone”.

Now, a minor turf-war has erupted be-tween the CBP and the US Coast Guard.CBP insists that any suspect dunnage beimmediately re-exported. The CoastGuard, on the other hand, says that theMARPOL Convention is controlling andthat the ship is entitled to dispose of its

dunnage ashore at an approved receptionfacility.

I once read a story about this difficultsituation, called The Dunnage without aCountry. If this dunnage re-exportationpractice gets out of hand, ships will grad-ually fill up with dunnage that can’t be

offloaded. This will lead to adverse im-pacts first on carrying capacity and thenon stability. Ultimately, we will have anIMO Resolution on Procedures for Han-dling Unpermitted Dunnage, but not be-fore the State of California establishes itsown requirements.

(Continued from page 17)The application of the rule of joint

and several liability was establishedsoon after the enactment of theLHWCA by the Supreme Court itself.District Courts and Circuit Courts ofAppeal therefore have no choice but toapply the rule. If the law is to bechanged it must be through subsequentSupreme Court decision or Congres-sional modification of the LHWCA andFECA. The point here is that whilevarious legal scholars and a number ofstate legislators have recognized the un-fairness inherent in the overlap of jointand several liability and worker’s com-pensation schemes, the maritime lawhas not. It is up to practitioners on thedefense side to press for a amendmentof the law. Failing that, Congressshould amend the LHWCA and FECAappropriately.


COLUMN RENEWABLE ENERGYAbout the AuthorBas Buchner is manager Off-shore at MARIN, the Mar-itime Research InstituteNetherlands. MARIN offerssimulation, model testing,full-scale measurements andtraining [email protected]

From Green Water can come

Green EnergyWave energy represents a significant

untapped energy source. As Professor JoHermans from the University of Leidensays: “Worldwide the economically ex-ploitable amount of wave energy is esti-mated at 2,000 TWh/year, an averagepower of 200GW over a year. This isquite a lot: the equivalent of 200 largepower stations.” But the challenge is to

generate a predictable amount of energy,in a reliable way, at a reasonable cost.

The challenges of wave energy are verysimilar to those of the offshore industry:safe and economic design, production,transportation, installation, maintenance,repair and removal. That is why MARINdecided to use its expertise to further de-velop this type of renewable energy. For

this MARIN used an ‘Inverse concept’ -inversing the objectives of offshore engi-neering. Instead of reducing the motionsand green water of ships and offshorestructures, the concept maximizes themotions and green water as a means ofextracting energy from waves. This ini-tiative was dubbed the “Green WaterConcept”.

Power Take Off Modeling

An important aspect of wave energy con-version is accurate modelling of thePower Take Off (PTO). At the moment en-ergy is converted into electricity in thePTO, the hydrodynamic behaviour of thestructure is changing. A few basic PTOtypes can be identified:

• Grid connected PTO running at a fixedRPM, used in tidal current stream sys-tems. Energy is delivered to the gridwhen the environmental conditions “try”to increase the generator RPM above thefixed RPM.

• PTO based on hydraulic cylinders deliv-ering high pressures to smoothing accu-mulators. Hydraulic motors connected tothese accumulators are used to drive anelectric generator. This is often used inwave energy conversion systems.

• Linear PTOs based on direct-driven,standalone electric generators. Thedamping force produced in the PTO willhave a linear relation to the PTO speed incase of a constant resistive load. During scale model tests a flexible sys-tem is desired in order to simulate differ-ent PTO types and allow easymodification of settings. MARIN workswith complete electric equivalents of PTOtypes using electric motors, feedback de-vices, digital controllers and dedicatedsoftware programs. These systems exerta realistic force on the structure as afunction of motions and PTO characteris-tics. From an “electric point of view”,these simulators will not produce real en-ergy that can be used to predict full-scalefigures. Therefore, damping forces and acomplete set of structure motions aremeasured to determine the dissipatedmechanical energy, independent of con-verter efficiency. In this way measure-ment and control technology work closelytogether to make PTO modelling possiblein model scale testing.

Schematic model of a hydraulicPower Take Off and actual PTO in atest modeling its hydraulic character-istics.


Phases of the Green water concept (inset) and the model before it went into the basin (above).

Testing of the Green water concept including its Power Take Off.



The concept works following these steps: 1. Through maximized pitch motions, the bow makes largevertical motions relative to the seabed, to which it is connectedwith a wire. The wire moves relative to the structure and can beattached to an electrical generator (first Power Take Off). 2. At the same moment, waves exceed the freeboard andgreen water flows onto the deck. Green water comes from thefront and sides and forms a high velocity water jet. This con-centrated jet, together with the upward pitch motions, allowsthe green water to flow into a higher reservoir at the centre ofthe structure.3. The green water in the reservoir then flows back into thesea through low water head turbines (second Power Take Off).

The concept was initially developed using diffraction theoryand VOF simulations with the ComFLOW method. In May, thefirst successful model tests were carried out, including the mod-elling of an electrical and hydraulic Power Take Off (PTO).

With the Green Water Concept’ MARIN wants to stimulatethe development of wave energy. Therefore, the Dutch mar-itime and offshore industry was invited to take over the furtherdevelopment in the RENEW-ABLE project. Now the completerange of companies needed to make wave energy a success areworking together, including Bluewater Energy Services,Damen Shipyards, Heerema Marine Contractors, HuismanEquipment, Imtech Marine & Offshore, Meteoconsult and TUDelft. MARIN will stay involved as advisor: applying itsknowledge but also learning more about the challenges of waveenergy. This way we will be ready to give an independent ad-vice to any company that wants to bring this form of renew-able energy a step further.

Modelling of the Green water con-cept with diffraction theory andComFLOW simulations



Work continues at Thanet with the Res-olution seen installing transition pieceson site. Noble Denton oversaw the in-stallation of 72 monopiles and 62 transi-

tion pieces as part of the foundations onthe Thanet Offshore Wind Farm Project.The first monopile was installed in Marchthis year, five months after Swedish com-

pany Vattenfall acquired the project.When built, Thanet will be the world’slargest operational offshore wind farm,making a significant contribution to the

government’s national and regional re-newable energy targets.

Vattenfall, the fourth largest generatorof electricity in Europe and biggest gen-erator of heat, acquired the Thanet Off-shore Wind Farm project in November2008. The Noble Denton contract, wortharound $30 million, was announced lastautumn, and sees the company providingoverall project management and founda-tion installation management services aswell as undertaking the marine warrantysurveyor’s role. One hundred monopileswill be installed approximately 11 km offForeness Point, the most eastern part ofKent. On completion, the wind farm willcomprise 100 Vestas V90 wind turbinesand have a total capacity of 300MW, suf-ficient to supply almost a quarter of amillion homes per year with clean en-ergy.The monopiles, which each measurebetween 4.1m to 4.9m in diameter, are upto 60m long with a maximum wall thick-ness of 60mm and weighing as much as500 tons. They are transported to the siteby barge and then driven to a target pen-etration of up to 30m into the seabed.

The installation of the turbine towers,nacelles and blades begins in December,with the subsea cable works due to startlater in the year, with everything due tobe in place by July 2010.

The work on the offshore substation be-gins in January 2010 and the turbines willbe ready to generate electricity in Augustthat year. The V90 turbine, rated for3.0MW of power, combines the latest incontrol technology. By altering the pitchof each of the three bladed rotors, it ispossible to operate the rotor at variablespeed and optimise the power outputeven at high wind speeds.

Ian Bonnon, group director, renew-ables, Noble Denton said: “The Thanetproject represents a significant milestonefor Noble Denton in the offshore renew-ables field.

www.vattenfall.com/thanetwind

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Moving Wind TurbinesAnywhere you look, someone is build-

ing an offshore wind farm. But the windturbines are only made at a limited num-ber of plants worldwide, and so demandhas sprung up for vessels to transportthem efficiently. “Wind turbine manu-facturers want to get their units to the sitein as near one piece as possible,” said IanMorgan, CEO of UK-based Graig ShipManagement (GSM). “And as the bladesare about 50 m long, and the towers up to100 m, that means a new breed of shipswith very long open holds. Some of theships will be for transport only, and somewill be used for installation on site, andlater maintenance.” Morgan says that tobe economical the transport-only shipsneed to be configured to carry a widerange of project cargoes as backhaul.“We are currently overseeing the build-ing of four very interesting ships de-signed especially to carry wind turbines,”he says. “They are a Norwegian designby Polarkonsult AS and will be operatedby Singapore-based SE Shipping. SEShipping has a long term agreement withSuzlon Energy to move its India andChina manufactured turbines to a num-ber of installation sites. But they alsowant to expand into project cargoes, sothey need a big lifting capacity for that.”

GSM built and operated nineteen

smaller but similar specialized heavy liftproject cargo vessels in China in the1990s, and has since then managed a fleetof project cargo ships. Now GSM isusing its experience to supervise thebuilding of the new PK-148 vessels atChina’s Wenzhou Zhongou Shipbuilding.


WSS to Assist on WindPower Project

Wilhelmsen Ships Service won a con-tract to handle all the ships agency callsfor the main contractor to the BelwindProject, one of the largest new green en-ergy projects in the world. WilhelmsenShips Service Belgium signed anagency agreement with Van Oord Bel-gie to act as full agent in the port of Zee-brugge for their port calls during theBelwind Project. The Dutch contractorVan Oord Dredging and Marine Con-tractors have been awarded the contractfor the engineering, procurement andconstruction of the first part of the Bel-wind offshore wind farm project. VanOord is an international enterprise withdredging and marine contracts aroundthe world.

Wave Energy Device Capsizes Trident Energy said that on September 20,2009 a problem during the deployment phase led to its demonstration wavegenerator overturning as it was being taken out to sea to begin its year-longoffshore trial. The 80-ton platform was grounded three miles east of South-wold Harbor. The company was seeking to "crack wave power" by deployingthe 20kW device five miles off the coast of Scotland, where it was to havegenerated electricity for a reported year-long offshore trial.


PROFILE FIVE MINUTES WITH JENS ALERS, MANAGING DIRECTOR, BERNHARD SCHULTE SHIP MANAGEMENT

You compare operational cuts basedon the premise of being highly lever-aged with expensive ships to “polevaulting with a toothpick!” Why?Trying to make a significant dent into theenormous losses incurred by ships pur-chased at ridiculously high prices by cut-ting operating expenses is like polejumping with a toothpick: It won’t liftyou up very high, but it is still a break-neck-dangerous exercise if done in thewrong way.

While the world economy has been ina tailspin, there are still many un-knowns regarding the shipping indus-try. How does the nearterm look fromwhere you sit?In some market sectors like tankers or gasships, the opportunities to cut costs areextremely limited: Oil major vetting re-quirements and port state control stan-dards are just too high to even riskdeferring expenditure. And many bulkeroperators know their ships are not so farbehind. Later in 2010 and beyond, it willbecome even harder to control cost: Ship-managers and shipowners alike will needto devise strategies on how to protectfleets against that curse called double-digit inflation. Rome has sent us the stim-ulus packages and will need to continuebailing out the real estate sector. Theworld sends us rising commodity prices,and a devalued dollar will do the rest. Inour dollar-dominated shipping world,every single budget line item will be af-fected by these inflationary forces. Crewwages in particular will stay stubbornlyhigh because the severe shortage of well-trained professionals will definitely per-sist.

What are prudent shipowners doingnow to ride out this fiscal storm?In this challenging climate I do not wantto promise too much. However, shipman-agement companies with some specificfeatures probably offer some of the veryfew good hedges around: • large personnel pools • big resources dedicated to

compliance• a wide range of engineering

know-how • and a supersized fleet purchasing

volume

In your talk at Marine Money, youcited three specific things ship ownersMUST NOT do right now. What are thethree “must nots”?1) We must not stop investing into crewtraining and personnel career develop-ment. It still takes 12 years or more toproduce a professional Master or ChiefEngineer. If we make the same mistakeof stopping training and personnel devel-opment which the industry made startingin the mid 80’s shipping crisis, then wewill make the skills shortage even worsethan it already is today. Shipowners and managers with largerfleets have a special responsibility to con-tinue increasing the training & career de-velopment investments for their seastaff.If they accept that responsibility, theywill also ensure their dominance and spe-cial market position in the long-term.

2) We must not stop investing into thedrive for total compliance. Port startcontrol, flag, insurers, bankers, EPA,Rightship, oil major vettings – you nameit, we need to pass them. A failed oilmajor vetting on one ship does not onlyaffect that one ship, but the entire fleet.Trade disruption and loss of reputationare the consequences. Shipmanagersclearly have a special responsibility to-wards their clients here. The owners havethe responsibility to keep the shipman-ager remunerated in a fair manner. Weperform a lot of good work, but we don’tperform miracles for free or “on ac-count.”

3) We must not stop investing in tech-nology. Instead of just cutting costs theconventional way, continue investing intoemission control and energy efficienttechnology. Stay ahead of the wave ofnew environmental rules and regulations.There will always be the traditional min-imum-cost owner who runs lean com-mercial and technical operations. Thevisionary owner is the one investing intowhat saves him big money tomorrow andwhat sets a fleet apart from the rest of thefield. This applies especially in bad marketswhen important charterers will be somuch more selective.


Jens Alers, Bernhard Schulte Ship ManagementIn good times, in bad times, quality owners invest in their ships

Weser Stahl, a 45,000 dwt gravity-fed self-unloading bulker.

Jens Alers, Managing Director, Bernhard Schulte Shipmanagement



In Oslo this summer, the head of theNorwegian Shipowners Associationnoted that if all ships currently onorder come into the market, the mar-ket will be depressed for years. Fromwhere you sit, what can we look for inthe coming year regarding the layingup of ships?Laying-up a ship is never a satisfactorysolution to a financial and commercialproblem, but as containership owners arefinding out right now, it is quite often theonly solution available for the time being.Most ships laid up as a result of the cur-rent crisis are still in hot lay-up with aminimum safe manning level of crew re-maining onboard. These ships can be re-commission at relatively short noticeafter a comparatively short lay-up period,usually between two to six months. Coldor deep lay-up for more than a year is adifferent proposition altogether.

What considerations are paramount toship owners/managers to ensure thatships are layed up, and subsequentlyready to re-enter the market when

needed?It is important to understand that layingup a ship does not completely eliminateall technical expenditure. In fact, layingup in the wrong location or making mis-takes in the de-commissioning and re-commissioning phases can be extremelycostly. Arguably the most important ruleto remember is this: Do not see ongoinglay-up costs in isolation from the expenseof re-commissioning a vessel. Both need

to be looked at in combination, otherwiseyour budget could be way off the mark.

Can you give an overview of how theissue of keeping ships compliant haschanged the business of owning andmanaging ships?One of the main drivers of operatingcosts increases in recent years has beenthe continuous onslaught of international,national, state and local laws, rules and

regulations, introduced by the entirespectrum from responsible, intelligentand knowledgeable regulators to eager,well- or not so well-meaning politicians.The future will hold more of the same, re-gardless of the state of the economy. Infact, it is getting worse – or better, de-pending on whose point of view one has.We have no choice: compliance is a must.There is no way around it. Shipmanagershave business sections and in some casesentire companies set up to deal with com-pliance.

What is the most efficient means forshipowners to cut costs today?There are many innovative ways to con-trol operating costs. Here are some thatcome to mind right away: Critical spareswarehousing, streamlined marine spareslogistics, and the ability to exploit thecost savings potential buried in the com-monality of machinery in a large techni-cally managed fleet are all makingenormous contributions.

It is important to understand that laying up a ship does not

completely eliminate all technical expenditure. In fact,

laying up in the wrong location or making mistakes in the

de-commissioning and re-commissioning phases can be

extremely costly. Arguably the most important rule to

remember is this: Do not see ongoing lay-up costs in isola-

tion from the expense of re-commissioning a vessel.


By Edward LundquistFrom the “Angels Gate” light in San

Pedro Bay at the approach to the Port ofLos Angeles (Port of LA) to the connec-tions with rail lines and Interstate high-ways, the busy port gives shippers andseafarers a “green light.”

Since 1913, the unusual Los AngelesHarbor light known as Angels Gate, builtto withstand the heaviest weather, standsat the end of the San Pedro Bay break-water, sentry to the ports of Los Angelesand Long Beach. Because of the brightlights of the sprawling city that lies be-yond the port, Angel’s Gate has a greenlight instead of white light. Inside theCabrillo breakwater, the port is truly thegateway to America for ships callingfrom Asia.

The Port of LA covers 7,500 acreswhere 25 cargo terminals take advantageof the 43 miles of waterfront, deep water,and easy access to open ocean to handlecontainers, dry and liquid bulk, break-bulk, automobiles and passengers. LosAngeles is port of entry for furniture,consumer electronics, toys, tires and ap-parel. The 270 berths are serviced by 76cranes. In addition to being the nation’sbusiest port for containerized freight, theLos Angeles/Long Beach port complexhandles more than one million cruise pas-sengers, half a million automobiles, andmore than 50 percent of California’s oil.

Together with the Port of Long Beach,the San Pedro Bay port complex isranked the fifth busiest port complex inthe world. By itself, the Port of Los An-geles is the eighth largest container port

in the world and is the number-one con-tainer port in the United States. The Portof LA is home to 17 marinas, which ac-commodate more than 3,700 recreationalboat slips.

Los Angeles competes with LongBeach, the Bay Area and Pacific North-west as a west coast port of entry to theU.S. Statistically, the adjoining ports areoften considered one large terminus,which last year alone handled more than182 million metric revenue tons of cargoworth $230 billion.

Most of the ships calling at LA are car-rying cargos from China, Japan, Taiwan,Thailand and South Korea.

The ports have a huge impact on theU.S. economy. Forty percent of all thecargo coming into the U.S. comesthrough these two ports. While con-nected to the transcontinental transporta-tion network, the port serves a localconsumer market of more that 16 millionpeople. One million jobs are related totrade through the Port of LA.

The common denominator for countingcontainers is the twenty-foot equivalentunit, or TEU. Angeles and Long Beachmoved 8.5 TEUs last year. Many of thesecontainers that arrive full leave empty.

Top exports leaving from the U.S. tooverseas destinations include paper prod-ucts, fabrics, pet and animal feed, syn-thetic resins and fruits and vegetables.

“We’re a huge import port,” says JuliaNagano, director of the Port of LA’s cor-porate communications office. “We’reworking hard to boost our export trade.”

The Port of LA has a staff to support

the operation, and to make sure it is effi-cient, safe, secure, and environmentally“green.”

Of the 30 different departments withinthe City of Los Angeles government,there are three which are not funded bygeneral taxes. The Water and Power, Air-ports, and Harbor Departments operateon their own sources of revenue. So theport must be self-sufficient through itscollection of dockage and wharfage andother sources of income.

Vigilance is an all hands effortThe Los Angeles Port Police ensures

security and safety in the port area. ThePort Police will patrol with the CoastGuard so that both local ordinances andfederal laws and regulations can be en-forced. “We can board a vessel (withinour jurisdiction) to enforce local laws, butthe Coast Guard can board any vessel forany reason. We work very closely withthe Coast Guard,” says Officer AldoMorales of the Port Police.

In addition to the Coast Guard, Capt.Leon Nixon of the Port Police says hisagency works with the Port of LongBeach, Los Angeles County Sheriff’s De-partment, the Los Angeles and LongBeach Police departments, Los AngelesCity and County Life Guards; Los Ange-les Fire Department, the Federal Bureauof Investigation, Customs and BoarderProtection (CBP), and Port of Los Ange-les Pilots. “It’s a one team approach. It’sall very cohesive here.”

As mentioned, the Port of Los Angeleshandles approximately seven million

TEUs a year (and as many a 8.5 millionin recent years, although the number hasdropped as a result of the economicdownturn), and an average container maycarry $3 million in merchandise. Despitethe amount of valuable shipments, thetheft rate is very low, says Nixon.

The Port Police has established a newposition for a Maritime Community Re-lations Officer to work with the marinaowners and residents, the fishermen andother mariners that work in and aroundthe port. “We’ll visit the cruise terminal,the boaters, the bait shops, and we’llshare our mission and vision with them,”Nixon says. “You can hear a lot aboutwhat’s happening on the water by listen-ing to what people are talking about at thebait barge.”

The bait barge Nixon refers to is an-chored at the approaches to the harborand is open 24 hours a day all year round,according to Todd Phillips of San PedroBait Co. “We provide live bait, primarilyanchovies, sardines and squid, to thesport fishing boats. The Port Police andCoast Guard have a strong presence inthe harbor which cuts down on any pecu-liar activity. But we would definitely re-port any unusual things or occurrences ifwe were to see anything, or hear aboutanything unusual from our customers.”

The police are always looking to pre-vent or find criminal activity or suspi-cious behavior, but thet are also lookingfor anything that might have an impact onsafe and secure port operations, from pil-ings or debris afloat in the water, whichcan be a hazard to vessels, or navigation

FEATURE PORT OF LOS ANGELES


The Port of Los Angles is

Busy, Secure & GreenThe Los Angeles Lighthouse, also known as Angel's Gate, is the only lighthouse of its kind in California. Its unique 57-foot structure is steel framed; the first twofloors of which are steel plated, built upon the rip rap jetty. The 217,000 candle-power light is 73 ft. above water and flashes green every 15 seconds.

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aids that are not functioning properly.“We rely on the people who live and work here,

the way a community relies on a neighborhoodwatch,” said Capt. Nixon. “We call it the ‘MarinaWatch.’ We visit the bait piers and talk to the fish-ermen. We talk to the lifeguards at Cabrillo Beach.We hear from the residents who live aboard theirboats in the marinas. They’ll tell us if somethingdoesn’t look right.”

Nixon says that the Harbor Watch program is alocal version of America’s Waterway Watch(AWW). AWW is the public outreach and aware-ness program, administered by the Coast Guard,and Coast Guard Auxiliary, to encourage membersof the maritime and recreational boating indus-tries, as well as the general boating public, to re-port suspicious activities in the country’s ports andwaterways. The program recognizes that a tow-boat operator, a recreational boater, a professionalor recreational fisherman, a marina operator or res-ident, all know what isn't right.

The port is home to Coast Station Los Angeleson Terminal Island, and to the USCGC GeorgeCobb, which can also report on unusual activitywhen servicing aids to navigation in and aroundthe port.

Balancing security with accessThe Port staff must always balance the need for

security and access. Port security training and ex-ercises for the Los Angeles/Long Beach port com-plex are coordinated through the Area MaritimeSecurity Committee which established a subcom-mittee to coordinate these activities, according toGeorge Cummings, director of Homeland Secu-rity for the Port of LA. “We conduct major portsecurity exercises in the port each year, and manytypes of security training opportunities are avail-

able throughout the year for law enforcementagencies, emergency responders and port industrymembers.”

“We exercise with the Port of Long Beach, CBP,and the Coast Guard on a regular basis,” saysNixon. “It’s a one team approach. We have a greatrelationship with all of our teammates.”

The Port has also spearheaded a 160-hours tac-tical training course for maritime law enforcementpersonnel from all across the nation. The coursecovers basic, intermediate, and advanced law en-forcement boat operation, waterborne tactics,safety and survival, threat identification, infra-structure protection, environmental, emergency re-sponse, coordination and notification, and othersubjects.

A natural disaster or intentional act of disruptioncould have a major impact on the entire U.S. econ-omy. The 2002 labor action that caused WestCoast ports to shut down for 10 days cost the U.S.economy $1.5 billion a day. “In the event of a cat-astrophic incident, whether caused by intentionalacts or natural disaster, it is the responsibility ofthe Port of Los Angeles to stand up cargo opera-tions as quickly as possible to minimize the im-pacts to the nation’s economy that is dependant ontrade and the movement of goods,” says Cum-mings.

The newest terminal is Pier 400, operated byAPM Terminals for Maersk. The water next to thepier is 81 feet deep. Built on landfill as a containerterminal, this one facility is larger than many ports,and even contains a protected habitat for endan-gered California Least Terns.

All of the regular employees who work in theport, or transport cargo in and out of the port, musthave Transportation Worker Identification Cards.Non-TWIC personnel must be escorted within the

The Pier 400 container facility is a terminal for Maersk. It is larger than many ports.

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port. “We introduced the TWIC cards inApril,” says Jill Taylor, Port of LADeputy Director for Homeland Security.“We’re already seeing a few counterfeitcards”

Some of the multi-modal containersleave the port by truck. “But we’re en-couraging more to leave by rail,” saysNagano.

The rail traffic moves along theAlameda Corridor, a 20-mile-long railline dedicated exclusively to freight mov-ing between the two ports and the railyards east of the Los Angeles. From thoseyards, the freight can move anywhere inthe U.S. To eliminate more than 200grade crossings, the corridor employsbridges to go over or under the manyhighways in the area, including one 10mile long stretch that passes through a 51x 31-ft. deep trench. Opened in 2002, the$2.4 billion corridor allows Union Pacificand BNSF Railway trains to travel be-tween the ports and the rail yards in lessthan 45 minutes instead of two or morehours.

“The corridor moves shipments directto the railhead,” says Nagano. Cargoheaded for more local retailers or otherdistribution destinations is moved bytruck.

The Port of Los Angeles World CruiseCenter is the busiest passenger port ofcall on the United States West Coast.Major cruise lines such as CelebrityCruises, Costa Cruise Lines, CrystalCruises, Cunard Line, Disney CruiseLine, Holland American Line, Norwe-gian Cruise Line, Oceania Cruises,Princess Cruises, Regent Seven SeasCruises, Royal Caribbean Cruise Line,Catalina Express, and others offer sail-ings. Major cruise lines offer vacationcruises to Mexico, Alaska, Hawaii, andother destinations around the world.

Like the cargo, passenger traffic hasspecial security considerations, too.“Port Police provide security for allcruise ships calling at the Port,” saysMorales.

The cruise ships tie up at the terminal,a short distance from the Ports O’ Callcomplex. The area resembles a NewEngland seacoast village, complete withcobblestone walkways, fine dining andshopping. The harbor tours, dinner dancecruises and whale watching excursionsleave from here. The Port recently com-pleted the Waterfront Gateway Fountain,which offers choreographed musicalspectacles daily. An 8-mile promenadeis planned that will rival San Francisco’s

Fisherman’s Wharf. “The San Pedro Wa-terfront is one of the areas we’re lookingto enhance,” says Taylor.

Pilotage is provided by the Los AngelesPilot Service, which was founded whenthe port opened in 1907. The Los Ange-les team of 16 pilots, five dispatchers,four boat operators and four deckhands,led by a three-person management team,deploys the Port’s two pilot boats to con-duct more than 55,000 vessel movementsa year. The Los Angeles Pilot Station ismanned around the clock.

Tug services are available in the LosAngeles and Long Beach ports from a va-riety of operators, including Amnav Mar-itime Services, Crowley Marine Services,Foss Maritime, Millennium Maritime andSause Brothers.

The Port’s divers are Port Police offi-cers and are is part of the Port OperationsGroup,. The Port Dive Operations Groupis a collection of local and Federal publicsafety divers who work cohesively to pro-tect underwater infrastructure of the Portof Los Angeles / Long Beach complex.Port Police operates a dive boats that isheavily employed conducting bottom sur-veys using towed Klein sidescan sonars.“The Port Police is the only civil law en-forcement agency in the U.S. that has the

Klein model 5500” said Nixon.The sonars transmit an image to a com-

puter on board that uses a “change detec-tion” program that can tell if somethinghas changed on the bottom. “We use itto look for underwater objects that coulddamage ships. Our divers can investigatean anomaly, or if something doesn’t lookright,” says Morales. “We have recov-ered everything from boats to sunken air-craft.”

There are many small boat repair facil-ities in the port area, and the Port Policeissues welding permits and ensures safetyand environmental regulations are ob-served.

While the Port Police have high-levelhomeland security duties, it also func-tions like any community police depart-ment. “Many of the boaters who use themarinas live aboard their boats. So weget complaints about loud music, loosedogs, or domestic disputes,” saysMorales.

A powerful fireboat The Los Angeles Fire Department has

more than 106 stations throughout thecity, but none like Fire Station 112 nearthe Ports O’ Call Village at Berth 86,which, in addition to a fire engine and 14firefighters and paramedics, has the


Los Angeles Port Police OfficerAldo Morales. The port handles 8.5million TEUs a year, and an averagecontainer may carry $3 million in mer-chandise. (Photo Credits: Edward Lundquist)



largest capacity fireboat out of a fleet of five LAFDfireboats in the Port of Los Angeles. The LAFD’sWarner Lawrence is the most powerful fireboat inthe world, according to Nagano. The boat enteredservice in 2003 at a cost of just over $9 million.The omni-directional vessel employs a pair ofVoith Schneider Propellers type 26 GII/165-AE 45.The Warner Lawrence can pump up to 38,000 USgallons per minute (GPM) up to 400 feet with itsmaster stream deck monitors. The WarnerLawrence was the replacement for the 78-year-oldRalph J. Scott. It is currently dry docked adjacentto Fire Station 112 undergoing renovation for dis-play as a Los Angeles Maritime Museum attrac-tion. The oldest of the port’s fireboats is the BethelF. Gifford, which entered service in 1962. It canpump 9000 GPM, and carries 550 gallons of aque-ous film forming foam (AFFF) to fight petroleumor chemical fires and can be maneuvered with jet-stream nozzles.

The port also has three 39-ft. fireboats operatedby LAFD, equipped with 2,400 GPM pumps and1000 GPM fire monitors. These 29-knot multi-purpose rapid response vessels can conduct fire-fighting, rescue, emergency medical service,homeland security patrol patrols and inspectionmissions. They are all staffed with a mate and twofirefighter divers.

There are six firefighter/divers on-duty compris-ing the LAFD’s Dive Program. They are trained insearch, rescue and recovery, and may be calledupon to dive to extinguish wooden wharf fires

using under-wharf firefighting nozzles. Thesedivers also act as rapid intervention divers whenthe Port Dive Operations Group is activated.

The LAFD marine firefighters also conduct theDeclaration of Inspection required of petroleumtankers prior to product transfer. The Fire Depart-ment is available to conduct those inspections 24/7.

Cleaner, GreenerPort officials claim that Los Angeles Harbor is

one of the cleanest in the world. Anti-pollutionregulations at the Port of LA are strictly enforced.For example, it is unlawful to discharge oil into thewater.

But many of the “green” practices also contributeto the bottom line in the long run. Reducing carbonemissions, responsibly handling hazardous materi-als, or saving energy are all smart investments. “Ifsomebody sees a HazMat violation, they call us,”Morales says.

Since so many stakeholders are involved in portoperations, the Port of LA must take a strong lead-ership role in implementing these practices.

Los Angeles was the first U.S. port to offer shorepower so vessels could shut down their powerplants to reduce polluting emissions.

The China Shipping Terminal (Berth 100) wasthe location of the pilot project, which is now beingreplicated at other berths. Alternative MaritimePower (AMP) allows ships to “cold iron,” saysNagano.

Shore power is provided by the Los Angeles De-

Put a Lid on ItAn innovative technology with a unique look showspromise in helping ship owners and operators to re-duce their carbon footprint dockside.The Advanced Maritime Emissions Control System(AMECS) was tested at the Port of Long Beach ac-cording to Advanced Cleanup Technologies Inc.(ACTI). The system consists of a bonnet placed overthe ship’s stack at berth to collect emissions from theexhaust gases, and a dock-mounted Emission Treat-ment System (ETS). According to the manufacturerAMECS is designed to remove 99% of NOx andSOx, and, 95% of PM and VOCs.The Bonnet, which is designed to fit over a wide va-riety of ship stacks, is first compressed to reduce thewind profile. It is then lifted over and placed on theexhaust stack of the ship, where it is expanded.Cinching straps secure the bonnet to the stack, and seals prevent the gas from escaping. The exhaustgases from the auxiliary engines and boilers are sucked from the bonnet through ducting into the ETSwhere the pollutants are removed. ACTI is also developing a direct connect bonnet system which at-taches directly to the exhaust pipes in the stack. ACTI will also be building barge based AMECS inwhich the entire system is placed on a barge which can move from vessel to vessel.Email: [email protected]

AMECS installed and processing ship ex-haust at the Port of Long Beach



partment of Water and Power (LADWP). A ship receiving power for hotel services from

AMP eliminates more than one ton of smog-form-ing NOx and 87 lbs. of particulate matter beingdischarged in the air each day, according toNagano. Shore power is provided by the Los An-geles Department of Water and Power (LADWP).

A ship receiving power for hotel services fromAMP eliminates more than one ton of smog-form-ing NOx and 87 lbs. of particulate matter beingdischarged in the air each day, according toNagano. Only newer, “cleaner” trucks are permit-ted to move containers within the port area, re-sulting in a substantial reduction in harmfulemissions. Yard tractors and vehicles are beingconverted to burn cleaner fuels. Contaminatedareas have been or are being cleaned up. The portactively monitors and manages water quality in theharbor, and is removing grit and oils from runoffwater in the storm drainage system. Not only areall the environmental metrics improving, the wet-lands along the Cabrillo breakwater is a thrivingwildlife habitat for endangered species and otherwildlife. The California Least Tern colony at Pier400 is the second largest in the state, with morethan 1,000 nests.

Security scansStevedores move the containers from the ships

to the dock so that truckers can to take them totheir destination, or they can be loaded onto rail-

cars. The trailers and chassis are scanned by CBPfor radiological and other hazards. CBP inspec-tors use radiation portals and other sophisticatedequipment to inspect cargo and scan containers.Fixed and mobile radiation portal monitors screencontainers for nuclear and radiological materialsand large-scale, non-intrusive X-ray equipmentcan scan an entire container within two to threeminutes. Drive through scanning equipment al-lows officials to detect suspicious or contaminatedshipments. The port has taken advantage more$55 million in port security grants, with another$20M from the State of California. “We’re addingfiber throughout the port for better connectivitywith our stakeholder in the port and our threat de-tection center,” says Taylor.

The port has also acquired new patrol boats andupgraded its network of high-resolution securitycameras to become the largest network of surveil-lance cameras in any U.S. port.

The Port Police operate a small fleet of boatsfrom 31-foot patrol boats to 18-foot Zodiacs. “Wemaintain them and operate them,” says OfficerKiyo Amano. “And we give them TLC.”

“The addition of the newest technology and thecooperative efforts of law enforcement agencies atall levels ensure that the Port of Los Angeles isamong the safest and most secure in the country,”adds Capt. John Holmes, Port Deputy ExecutiveDirector for Operations.


Capt. Leon Nixon.

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Eyes on Maritime Security TechnologyIncreasingly large port and shoreside facilities are deploying the most advanced technologies, bothabove the water and below, designed to allow security personnel and first responders enhanced lev-els of preparation and information.

Radio Zeeland DMP Securing the Perimeter with MEDSWhile the debate on the most effective maritime security – both atsea and onshore – continues to rage regarding the relative value oftechnique vs. technology, David Leone, president of Ft. Lauderdale-based Radio Zeeland DMP Americas, offers the technology to en-able the technique.Radio Zeeland DMP Americas is a developer and manufacturer ofleading navigation, automation, monitoring and integrated maritimecontrol systems. Leone founded the company Voyager Maritime Al-liance in the early 1990s, a company which served mainly as elec-tronics integrators of bridge, radio and radio room systems for themegayacht industry. But the company and its offering have evolvedsteadily, and today Leone continues to drive the company’s “bigmove” into maritime security, including vessel, port and harbor andunderwater security systems.“I saw the need for an early detection system to thwart piracy attempts,” said Leone, leading to thedevelopment of MEDS, the Maritime Early Detection System. MEDS is an integrated system de-signed to detect intrusion from multiple quadrants in advance, giving the crew or response force ampletime for action. The system is multi-function and configurable to meet the needs of most any mar-itime customer, designed to specific threat levels pier side, at anchor or underway. The core of MEDSis a sensor system – wired or wireless – that runs along the perimeter of a vessel, as well as a sophis-ticated infrared tracking day/night vision camera with onboard radar equipment. If the barrier isbreached, a signal is sent immediately, a key to the system’s success is customized monitoring in-stalled throughout the ship, with the option for remote monitoring on the bridge or the company’sheadquarters. MIDS, or Maritime Intruder Detection Sonar, is a high-tech, subsea integrated compo-nent or stand-alone system for 360-degree “swimmer detection” capability. MIDS incorporates theswimmer detection sonar from one of the world leaders in this category, Sonardyne, and offers the ca-pability to detect anomalies from up to 900m away. For port and harbor applicatons, up to 10 unitscan be networked into a single command station.MEDS is built to be incorporated with similar ease for newbuild or refit applications, and in fact aPortable MEDS is available, to use, for example, dockside when a vessel is in port.According to Leone, to date the system is involved on four large ships, and the company is currentlyinvolved in several negotiations for installations on offshore rigs and port facilities.

www.rzdmpa.com

Saab Seaeye ROVHelps LASD Investigate Crash

When an experimental plane crashed intothe ocean off Catalina Island near Los An-geles killing the occupants, search and re-covery proved impossible. The depth ofwater and strength of currents made con-ditions too dangerous for divers. Now theLos Angeles Sheriff’s Department (LASD)is to get a deep-swimming remotely oper-ated vehicle (ROV) ready for such investi-gations. This makes them the first lawenforcement agency in the US to own a1000 m rated remotely operated vehicle,the Falcon DR from Saab Seaeye. ‘Our in-spection and recovery capability will besignificantly extended,’ says DeputyStephen Doucette of the LASD’s SpecialEnforcement Bureau – Emergency Serv-ices Detail. ‘We will now be able to reachlarger areas offshore and around Los An-geles, and undertake Homeland Securityoperations.’

David Leone, President Radio Zeeland DMP Americas



A cruise ship earning a new lease onlife via renovation is hardly a unique con-cept. Costing upwards of a half a billiondollars with a lifespan of 30 years ormore, these specialty ships need to fine-tune décor and amenities to stay relevantto the cruising public’s evolving taste.

But the cruise ship M/V Freewinds isno ordinary ship.

Born as the M/S Bohéme and a found-ing member of the Caribbean cruise ship-ping industry operating out of Miami,M/V Freewinds has for more than 20years been owned and operated as thecruise ship for the Church of Scientology,and was a recent recipient of a top to bot-tom, inside out renovation which quali-fies it as one of the finest ship renovationsever.

M/V Freewinds to its crew and care-takers is much more than a ship: it ishome, it is a refuge, a place of study andreflection. It was with this frame of mindthat – when the decision was made tokeep it as the Church of Scientology’saquatic platform for years to come –helped to plan and execute the job.

“This was a historic renovation, as thisis one of the first ships to start the cruiseshipping business in the Caribbean. Tobring a ship like that back to better con-dition than when she first arrived is un-heard of … it is quite fantastic” saidTomas Tillberg, Tillberg Design U.S.,who was responsible for takingthe original plans of aland-based architect totheir maritime con-

MARINE DESIGN M/V FREEWINDS

A magnificent ship renovation via

Elbow Grease, Heart & SoulIn today’s “I need it yesterday” world, emphasis on quantity often overpowers quality, while the quick fix can supersede the correctone. Step back, take a deep breath and enjoy the fruits of a tremendous labor, a labor of love that resulted in the top-to-bottom renovation of storied ship with a unique owner. • By Greg Trauthwein, Editor

“The level of quality

is incredible. Nobody can

afford this level of quality any-

more.” • Jon Rusten, COO and

VP Development, Ocean

Development Group



clusion, providing drawings and specifi-cations so the job could be bid.

“The effort and enthusiasm of the peo-ple involved” is what stands-out on thisproject, according to Jon Rusten, COOand VP Development, Ocean Develop-ment Group, a man with more than a fewhigh-profile cruise ship projects under hisbelt. “The level of quality is incredible.Nobody can afford this level of qualityanymore, and they are independent ofcommercial consideration.”

In 2005, when the Church of Scientol-ogy was evaluating the future of its ma-rine operations, it had owned andoperated M/V Freewinds for nearly 20 ofits 37-year existence. The question es-sentially revolved around two words: ren-ovate or replace.

“We were looking at the age of the ves-sel, and trying to determine what ourlong-term look was going to be,” saidBen Garner, the chief engineer. “We sur-veyed several other vessels in 2005, andwe came to realize that we had a gold-mine sitting right underneath our feet.”

“The waiting lists for a new buildingwere far past our operational plans,” saidLudwig Alpers, Port Captain, M/VFreewinds. “We did survey available ves-sels but the market was slim and therewas nothing that would have been a vi-able upgrade to the vessel we alreadyhad. To put it bluntly, they don't buildships like they used to.”

Old Ships = Good Ships?If nothing else, the maritime industry

likes a good ship story, and the M/VFreewinds (ex-M/S Bohéme) has a goodone to tell. The ship was built in 1968 byWärtsilä in Turku, Finland, for WalleniusLines as M/S Bohéme, measuring 134 x21 m with a 5.5 m draft and powered bya pair of Wärtsilä-Sulzer RD56-8 diesels,generating 14,000 BHP and driving thetwin-screw ship to 20 knots, according tothe ship history site www.faktaomfar-tyg.se and http://en.wikipedia.org.

Originally envisioned as a car ferry tooperate between Bremerhaven and Har-wich, the ship featured a strong ice classhull and was designed to carry 460 pas-sengers. But as often happens, planschange, and the fate of M/S Bohéme didtoo as the ferry line didn’t turn out to beas successful as planned, and at the sametime Commodore Cruise Line was insearch of a new ship: M/S Bohéme wastargeted. At keel laying it was re-plannedto be a cruise ship, and with M/S Bo-héme, Commodore helped to start whatis widely regarded as the birth of themodern-day Caribbean cruise industry,offering year-round, seven-night cruisesout of Miami. Given the difference be-

tween the ship’s original design and itseventual use, a number of problemsquickly presented themselves, and theship was rebuilt at Germany’s Blohm +Voss in Hamburg in 1970, in part to ad-dress a subpar air conditioning systemand to upgrade the refrigeration system.

Following the rebuild, for the next 12years the ship had the same weekly route:Miami – Puerto Plata – St: Thomas andan overnight stay in San Juan. P.R., withthe last port being Cape Hatien.

In 1986 the ship was sold to San Do-nato Properties Corporation, Panama,

and renamed M/V Freewinds, and Ma-jestic Cruise Lines operated it for theChurch of Scientology, its present owner.Upon taking its new cruise ship, the own-ers set out on a 1.5 year renovation usinglocal contractors in Curacao and churchmembers, which essentially transformed



Before After

Forward

Before After

Starboard Main Engine


Original brass details in the engine roomand around the ship were freed from 40years of paint and restored to original qual-ity by the Freewinds crew.

“This was a historic

renovation, as this is one of the

first ships to start the cruise shipping

business in the Caribbean. To bring a

ship like that back to better condition

than when she first arrived is unheard of

… it is quite fantastic” •

- Tomas Tillberg, Tillberg

Design U.S.

Before After

The engine control room was restored to awhole new level, integrating traditional

originality with modern graphics and lighting.

(Photo Credit: Johnny Riert)



the ship from a cruise ship targeting thegeneral public to a luxurious floating re-treat for members of the Church of Sci-entology, according to Alpers.

“In 1986, the Freewinds fit the targetsize for the vessel's planned operations,to serve as a religious retreat for theparishioners of the Church of Scientol-ogy,” said Alpers. “Vessels were surveyedall over the world but the Boheme wasthe perfect combination of size and con-dition for our needs.”

M/V Freewinds Today“One of the most significant achieve-

ments on the project was to join the tal-ents of a large number of professionalsand artisans and drive their efforts to acommon goal with the up-most quality inthe final product,” said Carlos H. Reyes,president of The Reyes Group and De-sign Support Team, lead Architect on theproject.

When the decision was made to remakethe ship, the owner consulted with sev-eral leading organizations that could takeits overall vision for the ship and deliverform, function, a budget and a plan. EnterOcean Development Corp. and TillbergDesign U.S., a pair of firms intimately fa-miliar to the growth of the U.S. cruiseshipping industry, as well as a host ofcontractors in different ports of call.

“I got involved in the 2nd stage whenthey really wanted to make somethingspecial,” said Jon Rusten of Ocean De-velopment Group. “I helped them definethe scope of work, strategize about howfar this would be taken, and providedtimeline, budgets and vision, to help themfacilitate, define the objectives and bringit to reality.” The Freewinds hull, enginesand equipment were all in excellent op-erational condition, and in researching re-placement equipment it became obviousthat it would be difficult to find equip-ment compatible to its existing systems,and that the lead-times, customizationand suitability for the ship were all pro-hibitive. “Very early in the planning, werecognized the unique fact that thebiggest problem we were facing was notthat the equipment was in bad shape orneeded to be replaced, rather it lookedold and worn and needed a face lift. Thatreally became the mission,” said CaptainMike Napier, Master Freewinds.

“We came to the project by kind rec-ommendation of Tomas Tillberg to theowner,” said Reyes. “Our main objectivewas to achieve a level of products ac-cording to the overall vision of the proj-ect and produce the necessarycomponents and elements within thebudget assigned to it. We had to conforma great group of artisans and overcomedifficult issues of all kinds as soon as the

ship arrived to Colombia, where the inte-rior refit took place”

Thus embarked the plan to not simply‘spruce up’ the ship, but to extensivelyand completely renovate each and everyspace on the ship, with the intention ofmaking it better than the original wheninstalled nearly 40 years previously.

Making the scope of the renovation allthe more amazing: while the organizationbrought on a bevy of contractors to ful-fill much of the heavy duty fabricationand construction, it was the crew whowas responsible for the intricate and la-borious renewal and renovation, includ-ing a meticulous cleaning and

rejuvenation of the engine room, the en-gine control room and the bridge (in-cluding the machining of the newstainless steel parts, overhauling theequipment, painting and polishing), allwhile the ship stayed in operation.

“The restoration (which physicallystarted in August 2008 and was com-

Stability & Strength AssessmentCargo Management & Load PlanningShip Design & ProductionWorld Wide Service and Support

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pleted in June 2009) was done parallel tothe scheduled interior upgrades to thevessel and was much, much more a mat-ter of man-hours and the elbow grease ofthe crew,” said Alpers. “I can't even imag-ine what a project like this would havecost if it had been contracted out com-mercially. Every crew member onboardchipped in some time on the project.”

The challenges when embarking on any

ship renovation are numerous.“The most challenging thing was the

requirement to ‘think outside the box. Itrequired a lot of creation and new ideason how to just take an ordinary piece ofequipment and turn it into a show piece.You had to get away from the usual ideasof throwing some new paint on it andrather envision what it would look likewith Stainless steel control levers and

sight glasses and a new stainless steelbase,” said the M/V Freewinds Naval Ar-chitect. While the ship and plan were in-deed unique, Tomas Tillberg of TillbergDesign U.S. said that the age of the shipand the condition of the equipment didn’tpose any specific problems, per se. “Wedid another ship along those lines yearsback – the QE2 – but nowhere near tothese standards, to this level. I think the

challenges are pretty similar to the refitsthat we do on the other ships. You planthe best that you can, but you will alwayshave surprises. The challenge, really, isto get her to the expectation of theowner.” The expectation of the owner wasto “Preserve the heritage of the ship andto make it look completely pristine”

Another challenge was maintaining theoperational aspects of the equipment

The original sound powered phone.


“To put it bluntly,

they don't build ships like

they used to.”

• Ludwig Alpers, Port

Captain, M/V Freewinds

Restored brass clearview screens.



From Left: The newbridge; the restoredoriginal searchlight; andthe telegraph.

(Sources for information: www.faktaomfartyg.se &http://en.wikipedia.org supplied ofthe historical information regardingthe ship prior to 1986)

while also upgrading the looks. For ex-ample, the mooring bits take quite a bitof load and it was not wanted that theyjust replace them out with stainless steelpiping and plate; that would not have theequivalent strength. So they clad the ex-isting bitts with stainless steel sheeting,and then welded new top plates on them,making them look like they are fullystainless but the full steel structure is stillthere.The engine room, with its original

Wärtsilä-Sulzer RD56-8 diesels, posed adual challenge, first and foremost regard-ing the sheer size and surface areas(70,000 sq. ft.) of the spaces, but also thefact that it would remain in full operation.“There was no way we could just wa-terblast or sand all of the paint off of theequipment, bulkheads and piping,”Alpers said. “In the end, we located anenvironmentally friendly paint stripperthat was not solvent based that we could

use throughout the engine room spaceswithout creating dust or fire hazards …this was really key to getting the machin-ery spaces into a pristine condition.”

This included using 15 different sand-paper grits to help uncover and ultimatelyrestore many of the brass highlights pres-ent but covered for decades by paint.

The renovations also included an envi-ronmentally friendly hull treatment, anon-toxic glass flake epoxy system with

no environmental impact. This providesa very hard coating which makes it diffi-cult for marine growth to adhere.

Today the ship accommodates 340 pas-sengers in 125 cabins and carries 256crew. Renovations complete, the story ofM/V Freewinds begins again.


MARINE DESIGN TESTING

CETENA Ship Research Center uses LMS Test Labfor a variety of standard – and not so standard maritimeequipment testing. Everything from worst-case scenarioshock tests to the acoustic resonant frequency of a Mu-rano chandelier on a mega-cruise ship is subject to theexpert scrutiny of the CETENA testing team in Genoa,Italy. And this team counts on the LMS testing solutionsthat can deliver results in minutes.

Like the ocean itself, testing sea-going vessels for vi-bration and acoustics is an awesome world all its own.Measurement systems and analysis software are muchthe same as those used in automotive, aerospace andother industries. Obviously, the scale and scope of test-ing ships is far beyond that of most other applications,since these immense and complex machines are theworld’s largest moving structures. Room-size on-boardequipment such as generators and pumps are likewisemassive – and noisy – with structure-borne vibrationstraveling throughout the ship’s all-metal skeleton andskin unless muffled at the source. Another safety con-cern is that equipment must continue operating withoutfailure, even under extremely adverse conditions. Qual-ification tests must be completed quickly and accuratelyto the strictest of standards. In this business, pressures

are unrelenting, stakes are high and there is little roomfor error. But it’s all in a day’s work for engineers atCETENA S.p.A. who count on LMS Test.Lab solutionsfor qualification and vibro-acoustic tests. The researchcenter is a subsidiary of Italy-based FincantieriS.p.A.The LMS test system at CETENA consists of a24-channel LMS SCADAS III and LMS 24-channelSCADAS mobile dataacquisition system with LMSTest.Lab software for signal conditioning, data analysis,results display, test control and report generation. Withthis LMS Test. Lab environment, CETENA performsqualification tests on shipboard equipment such asvalves, electrical generators and electronic control sys-tems in its state-of-the-art lab located at Fincantieri’sRiva Trigoso Shipyard in Genoa, Italy. The tests vali-date that components will maintain normal operationwhile subjected to shipboard shock and vibration.

Studying Worst-Case ScenariosShock tests are performed to study the effects of an

underwater explosion, a collision or other one-timeevent involving extreme transient force and displace-ment loads. A series of six shocks are applied by re-leasing a 1,500-kg hammer that impacts a heavy steel

platform on which the equipment specimen is mounted.When the hammer is released, a loud “thud” reverber-ates through the lab as the platform and equipment arejolted. To examine these shocks, CETENA uses theLMS Test.Lab Shock Response Spectrum module,which accounts for input acceleration over a time step tocalculate the shock response spectrum using measuredsignal data acquired from accelerometers mounted at lo-cations across the test specimen. The analysis consists oftwo steps: calculation of an impulse correction to ac-count for variations in input loads, followed by primaryand residual response calculations in terms of accelera-tion, velocity and displacement.

Integrating signal analysis calculations within the dataacquisition system increases test productivity and avoidsthe limitations of data conversions and interoperabilitydifficulties encountered with multiple systems. Also, theease with which tests can be set up and executed allowsCETENA’s engineers to more readily delegate routinetests to a staff of technicians. Interactive worksheets andtemplates for the various types of qualification testsguide personnel step-by-step through the test processwith interactive prompts and numerous default settings.A graphical user interface shows prompts that indicatewhat’s to be done, so for many applications technicianspoint and click to configure tests. In this way, the groupmanager can more fully utilize the different skill sets ofthe testing staff, with technicians running fairly routinetests very quickly and engineers focusing on solvingmore complex problems and coordinating projects.


On the high seas

Vibro-Acoustic Testing

In addition to its extensive work on shock and vibra-tion qualification tests and acoustic holography,CETENA uses LMS Test.Lab in rather unconventionalways for the cruise ships designed and built by par-ent company, Fincantieri. One such project was toverify that an expensive Murano glass chandelierwould not break due to vibrations encountered on acruise ship. With the chandelier fitted with ac-celerometers and suspended from a fixturemounted on the vibration table, engineers per-formed a vibration sweep to find the item’s resonantfrequency and then subjected it to vibrations forseveral hours. After the ship’s interior designersviewed the results of the test, they confidently incor-porated the chandelier into the ship’s décor.

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Dual Roles: Vibration Control andMeasurement

For vibration qualification, LMSTest.Lab serves a dual purpose in con-trolling the frequency and amplitude ofthe CETENA electro-hydraulic vibrationtable as well as acquiring response sig-nals from accelerometers mounted on thetest specimen. The table can test a maxi-mum load of 1,100 kg through a fre-quency range of 2 to 100 Hz and strokeamplitude of 10 mm.

First, engineers do a vibration sweep tofind the resonant frequency at whichstructural vibration response is maxi-mum. Next, this frequency is applied tothe table for a minimum of twohours toensure that the equipment under test re-mains running and fully functional.

“We can’t trust these critical tests withany ordinary system,” said Senior TestEngineer Stefano Qualich of theCETENA Sea Trials Department. Previ-ously, this was all controlled manually;our technicians spent their time continu-ously adjusting vibration inputs. Doingthis automatically is much more efficientand less error-prone. Also, the systemquickly spots potential test problems toavoid damaging expensive hardware.”

One of the most difficult challenges inmarine testing is measuring underwatersound pressure levels and identifyingwhich pieces of on-board equipment areresponsible for these hydro-acoustic vi-brations. Ordinarily, noise source identi-fication on a ship is a tedious,time-consuming process as engineerscontend with interference between thesounds, a multitude of resonancesthroughout the structure and other vari-ables associated with the multiple fre-quencies and coupled vibrations.Traditionally, marine engineers often canonly make rough approximations ofwhere sounds originate and how much ofa contribution they make to the overallunderwater noise. CETENA overcomesthis by using the LMS StationaryAcoustic Holography solution to auto-matically perform back propagation pro-cessing on measured sound pressure data– a technique using Principal ComponentAnalysis to decompose the holographicmeasurements into a set of mutually in-dependent points sources representingthe equipment. Hydro-acoustic calcula-tions are based on a combination of so-phisticated symmetrization, filtering androutines to provide detailed source iden-tification – even for multiple noisesources and wide ranges of frequencies.

With equipment running on the ship,underwater measurements are taken witha set of hydrophones. Measurements aretaken in patches using a suitable sensor

array submerged by crane into the waterand positioned 1.5 m from the hull. Start-ing from the bow and moving longitudi-nally toward the stern, measurements aretaken every 0.5 m. At the same time, vi-bration measurements are made with aset of eight accelerometers positioned onthe ship’s equipment. LMS Test. Lab thencorrelates and pieces together thesepatches to create a combined 3-D hydro-acoustic radiation map of the ship hull to-

gether with an identification of the loca-tion, frequency and vibration amplitudeof each noise source. The entire test iscarried out using the 24-channel LMSSCADAS Mobile unit with its integratedLMS Test.Lab suite of tools for measure-ment, signal conditioning, results analy-sis and data management – all in alightweight laptop-size unit with built-inbattery power. “Of particular value withthe LMS Stationary Acoustic Holography

solution is its ability to simultaneouslycapture and analyze phased data – that is,different effects of vibration events oc-curring at the same time. The LMS sys-tem manages the results in an integratedmanner and displays phased data togetheron the same screen so engineers can seewhat’s happening at the same time on dif-ferent channels and track down the rootcause of the issue.

E-mail: [email protected]


By Greg TrauthweinOil mysteriously washes up on a pristine beach; the

local news hounds flock; the maritime industry makesnational news again … but is it a new story?

Marine salvage and subsea industry leaders gatheredlast month on the campus of the Maritime Institute ofTechnology and Graduate Studies (MITAGS) inLinthicum Heights, Md., to discuss the environmental,legal, financial and moral ramifications of the discoveryand recovery of marine casualties, new and old, aroundthe globe. Dubbed “Wrecks of the World: Hidden Risksof the Deep,” the conference -- which was sponsored bya long list of marine industry organizations includingthe American Salvage Association, the Marine Technol-ogy Society, NAMEPA, the Maritime Law Associationof the United States and the International Salvage As-sociation, among others – focused on a number of crit-ical issues surrounding the discovery and mitigation of

potential brewing ecological disasters.According to research by Dagmar Schmidt Etkin,

PH.D., of Environmental Research Consulting (Cort-landt Manor, NY), there are approximately 8,500 iden-tified large shipwrecks found in the world’s oceans,representing between two and 15 million tons of oil andother hazardous materials. Of this 8,500, nearly 75% ofthe total, or 6,338, are World War II era wrecks, a totalencompassing 1,065 tankers, 3,887 cargo ships and1,416 military ships. The heaviest concentration of thesewrecks are scattered in the South Pacific (2700) andNorth Atlantic (2200).

“Over the years, many of us have had to deal with theeffects of oil spills,” said Clay Maitland, maritime at-torney and founding chairman, NAMEPA. The assump-tion usually is that oil spills are from a current spill orillegal dump, whereas the truth is that some of themcome from existing wrecks.”

“This is a very complex issue, and we need a rationalapproach, from the technical to the legal to the finance,in educating the people regarding the importance of thisissue,” said Dr. Schmidt Etkin. “As part of the proactiveapproach, we need to step back and look at each of these8,500 vessels, and using the tools we have on risk as-sessment, for example, and triage these vessels for pri-oritization. Perhaps a small percentage are the ones thatwill require a closer second look.”

The panels of experts from government, industry andacademia agreed equally that while no two wrecks arealike, there are a common set of factors: water depth,local weather patterns, amount and types of hazardousmaterials found onboard, overall threat of environmen-tal impact, and legal/political issues such as the handlingof a vessel and human remains that may be deemed a“war grave”; that must be considered before consideringaction.

MARINE SALVAGE


Old Shipwrecks and

Cleaning up from the Past

Chart 1

Range of Relative Costs for Oil Recovery (Average)Relative Complexity Impact Factors on Cost Cost Range ($m)

Simple Shallow depth (<20m) <1-5Low viscosity oil • Protected water

Local Mobiliztion

Moderate Moderate depth (20-50 m) 2-7Moderate viscosity oil • Weather & sea

restrictions • Regional mobilization

Complex Deep depth (50-250 m) 5-20+High viscosity • Poor wreck condition

Open water (limitations) • Long mobilization

Highly Complex Extreme depths (>250 m) 20-100+High viscosity • Poor wreck condition

Open water (limitations) • Long mobilization

(Source: Global Marine Solutions B.V.)

Chart 2

Present: Examples of cargo/bunkerremovalVessel Year Country Quantity Cargo Water Name tonnes depth (m)

Alessandro 1991 Italy Dichlorethane/Primo Acrylonitrile 110

IevoliSun 2001 France 4000 Styrene/bunkers 95

Osungno.3 1998 Korea 160 bunkers 70

IcePrince 2009 UK 350 Marine diesel 60

Haven 2008 Italy bunkers 65

BowMariner 2004 USA Methanol/bunkers 80

Solar1 2006 Philippines 2000 Oil 630

Tanio(bow) 1980 UK/France <5000 Heavyfuel 90

Erika 1999 UK/France 11,100 Fuel 100-130

Yuilno.1 1998 Korea Fuel 70

SeaDiamond 2007 Greece 100-150 Fuel 150

(Source: Global Marine Solutions B.V.)

While there are no shortage of interesting technologies and ideas when it comes to oil spill and ship-wreck hazmat remediation, an interesting concept proposed by a European consortium headed byMARIN, the Maritime Research Institute Netherlands, is the Double Inverted Funnel for Intervention onShip-wrecks-Project, or more simply, the DIFIS concept, which came to prominence in the wake of thePrestige disaster. The solution (pictured) relies on gravitational forces to channel the flow of leakingfuel towards the surface. Instead of channeling it directly to the surface, the fuel/water mix flow ischanneled to a buffer reservoir/separator located 30 to 50 m below the sea surface.

(Photo Courtesy of MARIN www.marin.nl)



And generally, for each known, thereare many more unknowns. For example,while one can theorize on the conditionof a 20 mm steel plate sitting on the bot-tom of the ocean for nearly 70 years (asshown in Chart 2), the reality of the situ-ation is that only close physical inspec-tion via diver or ROV can give the truestatus of the hull and its potentially haz-ardous contents.

An interesting model for action andemulation could be the Norwegian one,as explained by Hans Petter Morten-sholm, project manager U864, Norwe-gian Central Administration.Mortensholm explained that Norwayidentified 2300 shipwrecks around Nor-way, and classified the wrecks as HighRisk (30); Moderate Risk (350); and LowRisk (1700), in terms of their potentialimpact on the environment and naviga-tion. It was decided to intensively studythe High Risk ships via ROV, and in 2006the government decided to remove oilfrom five wrecks that it considers an im-minent threat. One of the higher profilewrecks that the Norwegian governmentis seeking to solve is that of the Germansubmarine U-864, which today still con-tains an estimated 67 tons of Mercury.Funding is currently pending, and re-moval is planned for 2011.

In Sweden, the Swedish Maritime Ad-ministration is in the midst of a project tocomplete a National Shipwreck database,according to Dr. Ida-Maja Hassellov,Chalmers University of Technology,Sweden, a database which is expected tobe complete later this year. She said un-derstanding the scope of the problem isan important first step, and currently hercountry is evaluating the different tech-nologies that could be deployed to solveoffer remediation. But just as impor-tantly, she said action will not be easy orcheap, the latter particularly relevant intoday’s tight economic times.

“Nothing is fast, nothing is cheap, andchallenges abound (when dealing with asalvage problem of this size and scope),”said Caption Anthony S. Lloyd, Chief,U.S. Coast Guard Office of IncidentManagement and Preparedness. “Themandate is to leverage technology: bettertechnology options for waste disposal,and better technologies to mitigate thechallenges, particularly in deeper waters.This is a tactical, technical issue, andthose involved must continue to move theball down the field.” Lining up political,financial and legal will to proceed ismade even more difficult by simply esti-mating the cost of remediation. Accord-ing to Dr. Schmidt Etkin , this tends to bemore grey than black and white, with anumber of factors, including: • water depth;

• condition of the vessel the location ofthe vessel (ie. is it a pristine beach ora rocky coast line?); • the predicted sea state and weather; • the ability to use local assets or theneed to bring in assets from afar;• local labor costs;• the local stance on dispersants; and

• the volume and nature of the release.“One could argue that science and

technology has made this the time to takeaction with the tremendous strides in sub-sea advances, such as ROV technology,for example,” said Dave Westerholm, Di-rectory, NOAA Office of Response andRestoration.

Corrosion penetration rates

1. Long-term tests indicate that general corrosion pen-etration rate (CPR) on steel has a value between 0.064and 0.076 mm/yr.

2. Field data on ship wrecks indicate mean values ofCPR between 0.047 mm and 0.105 mm/Yr.

(Source: C.Wrubl, CNR-ISMAR, Genoa, Italy)



TECHNICAL 3D LASER SCANNING

GKS Global Services, a provider ofscanning services since 1981, offers laserscanning and other techniques for over-coming the issue of as-built structures notconforming to their design prints. In themarine industry, the majority of vesselsin service do not have digital documen-tation or CAD models. GKS is position-ing its service as a means to own atrue-to-life modeling of a vessel so that,for example, when it is time for a new fit-ting or refurbishment, the new parts willfit and function correctly. Long-rangelaser scanning is designed to offer marineengineers a way to ensure their vesselsare built and modified correctly andsafely the first time, saving time andmoney. In the last decade, laser scannershave acquired the range and accuracy tocapture marine-sized structures to an ac-curacy equal to their manufacturing tol-erances. Software applications thatdevelop 3D models of plans such as pip-ing and valves by recognizing the com-ponents that make up the system nowexist to cut down the scanning and mod-eling time dramatically.

GKS is using laser scanning technologyto aid in both the construction and modi-fication processes in marine environ-ments, such as reverse engineering ship

hulls for the application of new parts, en-gine rooms and fuel tanks. Long-rangescanning for marine applications is aground-based technique for collectinghigh-density 3D data to create digitalmodels of complex entities such as hull

models, entire seagoing vessels, ship-yards, engine rooms, ships’ systems, andother big structures and locations, bothinside and out. Using the 3D scan datagenerated with long-range laser scanning,engineers and designers can create CAD

models of actual as-built structures byprocessing the scan data into universallyusable CAD models.

GKS Marine Services has performedmany long-range marine scanning proj-ects, from reverse engineering ship hullsto documenting engine rooms and calcu-lating volumes of fuel tanks. It is possi-ble to perform on-site 3D scanning ofobjects that are virtually unlimited in sizesince the size of the specimen beingscanned is no longer limited to the direc-tional travel of a machine, or the reach ofa mechanical device. The laser scanningunit records all objects within the rangeand sight of the scanner. Long-rangescanning functions in virtually any envi-ronment including broad daylight, thedark of night, indoors, and outdoors.Since grayscale values are applied to theX, Y, and Z coordinates, the data has theappearance of a black and white photo-graph. Scans can also be done in color,where each measured X,Y,Z coordinateis assigned an RGB color value. The spe-cialized scanning software used offers avariety of additional options such as over-laying digital images on the top of thepoint cloud for enhanced realism. Somepotential uses in the marine industry in-clude:

3D Laser Scanning for Marine Applications



Hull modeling to aid constructionLong-range laser scanning of the inside and the out-

side of the hull structure is designed to provide scan datato an accuracy of .125 in. Laser scanning can be per-formed at every stage of the construction process tomake sure the hull doesn’t stray from its as-designedshape. This ensures the fit of windows, decking, cabinareas, propulsion systems, electrical systems, as well asdesign features on the bow and stern. With accuratescan data, a CAD model can be made to monitor thatthe ship’s parts will fit correctly the first time.

Stability testing and Water flow analysis3D scan data can also be used for marine simulations

and tests. Laser scanning is designed to provide the highresolution data so digital models can be made and usedto create 3D virtual spaces and simulations at any stageof the construction process or afterwards on an in-ser-vice vessel. Analytical software for ComputationalFluid Dynamics (CFD) can take the CAD from the scandata gathered by GKS and analyze water flow problems,leading to improved hull and structure architecture, fuelefficiency, power transfer, craft stability, and safety.

Hull Surface ModelingAs most vessels in service today were built before

CAD computer models were common, no 3D model ex-ists of their structures. When it comes time to repair,test, or update a hull, shipbuilders are left without accu-rate dimensional data. Boat hull designs involve com-plex free-form geometric shapes and are therefore verydifficult to measure and model with traditional meas-urement methods. GKS has laser scanned the entire hullsurface on many large-scale marine projects. The scandata allowed them to create precise 3D models that canbe used by interior designers and naval architects to in-sure the quality of interior construction, as well as fordesign, simulation, and inspection purposes.

Surface analysis for fairing optimizationThe accurate as-built surface of the hull can be com-

pared to a theoretical perfect surface that has the aes-thetic qualities required by a yacht. By constructing asurface with these qualities as close as possible to thereal as-built shape of a metal hull, the application of fair-ing material to achieve the smooth surface can be opti-mized, saving the cost and the weight of excess materialthat would normally be used were this technique notavailable.

Installing a perfect-fitting new hull featureOne hull modeling project performed by GKS Marine

was scanning a Coast Guard cutter’s hull to provide ac-curate data from which to install a transom platform andstern flap. Engineers used the ship’s scan data to createa CAD model accurate to .125 in. The CAD model al-lowed the engineers to determine the optimum location

and geometric shape for the stern flaps and to design thenew parts so that they fit with minimal fitting work.

Remote construction of systemsAnother project where scanning a vessel prior to de-

signing modifications paid off was one that involvedscanning the top of a ship’s deck in preparation for theaddition of cranes at the stern.

The crane was built in Europe, and then shipped toChina to be fitted. The hull scan data provided the cranemanufacturer with precise dimensions of the futurecrane location so it could be built to fit perfectly straight“out of the box.”

For more information, Email: [email protected]



Much like its land-based cousin, com-munication technologies offshore and atsea are driven by the relentless push bymaritime communication airtime andequipment suppliers to increase speed,reliability and efficiency, while reducingsize and costs. And as the barriers con-tinue to crumble, rising from the ashes isa complete new set of possibilities – fromremote monitoring and control fromshore side headquarters to vastly im-proved crew connections to enhance thequality of life at sea – that just years agowould have been deemed improbable, ifnot impossible. The ensuing case studieshighlights recent advances from some ofthe industry’s leading players.

Clipper Marine Services A/S of Copen-hagen, Denmark, recently bought intoKVH’s compact TracPhone V7 satellitecommunications system and the mini-VSAT Broadband service. Overall, 22 ofClipper Tankers’ vessels will be equippedwith KVH’s 24-in. (60 cm) TracPhoneV7 antenna along with multiple voiceservice lines and broadband Internet, e-mail, and data access throughout themini-VSAT Broadband network’s ex-panding global coverage area. Clipperchose KVH’s mini-VSAT Broadband so-lution in part by a desire to expand accesswithout expanding costs. “ “We chose toswitch to mini-VSAT Broadband becauseit is a more affordable solution and alsooffers us more advantages for supportand crew retention,” said Michael Mark,Vessel IT Manager for Clipper Group.Clipper will continue to benefit from itsInmarsat systems and service, thanks tothe TracPhone V7’s full compatibilitywith Dualog software. This solution isdesigned to make it easy for Clipper crewmembers to use a variety of applicationsin a cost effective manner, with a balanceof the mini-VSAT Broadband and In-marsat services. To further its savings andensure that installation expenses remainas low as possible, Clipper rounded outthe field testing program with special in-stallation training for their vessel IT em-ployees, provided by Polaris ElectronicsA/S, KVH’s Danish distributor. Using

what they learned during training, Clip-per employees then created their own in-stallation guides, which the crew onboardwill use to perform TracPhone V7 hard-ware installations going forward.

United Ocean Services (UOS) reportedthat it is achieving a reduction in fuelcosts through an Iridium-based fuelmonitoring system from Nautical Con-trol Solutions (NCS). UOS has installedNCS’s FuelTrax system on six of its tug-barge units, which transport bulk com-modities between various U.S. ports. TheFuelTrax system uses onboard sensors tomonitor fuel usage and transmits the datathrough an Iridium satellite data link to aserver ashore. UOS operations personnelcan monitor fuel flow, optimize fuel burnrates and view fuel levels in tanks. “Theonboard FuelTrax system, combined withour FuelNet web-based reporting tool,improves the performance of ships andfleets through tighter management con-trols, fuel accountability and vessel opti-mization,” said Robert Blakeney, vicepresident of NCS.

“FuelTrax more than exceeded our pay-back expectations,” said Jay E. Hess, di-rector of operations for UOS. “We havereduced fuel consumption by up to 10

percent on certain vessels under specificservice conditions without compromisingoperations.”

“The software is very helpful in vesseloptimization, scheduling and tracking,”said Aditya Leekha, fleet manager forUOS. “We have been able to use the soft-ware to our advantage in determiningbest speeds to run vessels, while doingthe cost-benefit analysis for savings infuel versus extra voyage time.”

“Because most ships operate beyondthe range of shore-based wireless net-works, we designed the FuelTrax and Fu-elNet solutions around the Iridiumshort-burst data (SBD) service, whichprovides universal global coverage overall the earth’s waterways,” said Blakeney.”The two-way SBD link allows us tosend instructions to the onboard unit toalter reporting intervals, request an im-mediate readout of conditions onboardthe vessel or send an alarm to a user’shandheld device.”

KVH is positioning itself as a crewmorale and retention tool, with KVH’sCrew Calling System to the TracPhoneV7 with mini-VSAT broadband service.The system, which entails equipping themini-VSAT broadband system with a

separate VoIP line exclusively for thecrew, is tailored to the needs of the vesselowner and crew. Crew calling traffic istracked separately from standard VoIPusage, with calls made using unique ac-count and PIN purchased by the crew, indenominations of $25 or $100. Depend-ing on world zone, rates range from $0.49to $0.99 per minute.

Furuno delivers broadband L-band/Ku-band communications solutions– SafeComNet – to the maritime indus-try to meet the growing demands formore bandwidth at sea, designed to de-liver an all-in-one, seamless broadbandcommunication to the maritime industry.In step with the trend toward more band-width-hungry applications, Furuno re-ports that interest has grown significantlywithin the maritime industry for Fleet-Broadband and VSAT as components oftheir network infrastructure that facili-tates link between vessels and onshore.FleetBroadband delivers broadband serv-ice of up to 432 kbps around the globewith moderate communication fees,while VSAT delivers broadband serviceof maximum 1 Mbps with flat monthlyrate. Flat monthly rate of VSAT delivers“Always-on” network connectivity on-board the vessels. As safety and effi-ciency of navigation are increasinglydependent upon IT-based communicationand there are increasing demands for en-hancing crew welfare onboard the ves-sels, the needs for bringing the ITnetwork environment onboard the vesselshas risen. Through SafeComNet, Furunowill not only supply various types of nav-igation products but also deliver airtime,applications and worldwide service andsupport as an all-inclusive solution pack-age.

VT iDirect late last month announcedthat Marine Technologies, LLC(MT)/C-Comm expanded its partnershipwith iDirect and Intelsat to extend itsVSAT network globally. The new Glob-alBroadband service is designed to ex-tend the MT/C-Comm suite of onboardvessel management and communicationsapplications to customers seeking global

TECHNICAL SATELLITE COMMUNICATIONS

Vessel operators increase efficiency, attract crews when they

Reach for the Stars

505 = 911

FleetBroadband Emergency Call Service LaunchOn October 1, 2009, a new safety service for mariners - 505 Emergency Calling

- will be launched across the world by Inmarsat, the leading provider of global mo-bile satellite communications, for all FleetBroadband users. Inmarsat FleetBroad-band customers who dial 505, the new emergency short code service, will beconnected automatically to a coast guard rescue center - wherever they are in theworld. "505 Emergency Calling is a short code dialling service for people who useFleetBroadband services and terminals,” said Peter Blackhurst, Inmarsat’s head ofmaritime safety. “It puts them straight through to a 24-hour operational coast guardRescue Co-ordination Centre (RCC) so they can speak to the right person if theyhave an emergency on board, such as their boat being in difficulties or a medicalemergency. We are not trying in any way to circumvent the GMDSS [the GlobalMaritime Distress and Safety System] and any SOLAS vessel should still use thisas their first means of contact. But for smaller fishing or leisure vessels out of rangeof shore-based VHF, 505 is a quick and simple means of calling for assistance if theyare equipped with FleetBroadband. The 505 service is all about trying to ensureand enhance the safety of all seafarers, whatever type of mariner they might be."There is no subscription or call charge for the 505 emergency service –and it can beactivated immediately just by dialling 505.

Iridium: United Ocean Services (UOS) reduced fuel coststhrough an Iridium-based fuel monitoring.

KVH: Mini-VSAT Broadband: a crew calling system. “Always-on” at sea through Furuno’s “SafeComNet”

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continuous broadband communications.The MT/C-Comm GlobalBroadbandVSAT network is built on the iDirect In-telligent Platform and connects acrosseight satellites (Ku-band and C-band) op-erated by Intelsat. Vessels are equippedwith iDirect’s Evolution X5 SatelliteRouter and a marine stabilized antennaedesigned by MT to operate in both Ku-band and C-band.

The GlobalBroadband network servesas a communications backbone to deliverMT’s range of shipboard equipment andonboard business applications distributed

under the C-COMM brand. These in-clude dynamic positioning systems, inte-grated bridge systems, logisticsapplications, global live weather track-ing, asset management applications, andremote monitoring and diagnostics. De-signed specifically to run over the Glob-alBroadband IP VSAT network, theC-Comm applications employ a propri-etary data consolidation and compressiontechnology, which makes them 10 to 100times more bandwidth efficient than stan-dard onboard applications. Applicationsare bundled onto an IEC accredited net-

work server installed onboard and can bemanaged remotely.

MT will deliver the GlobalBroadbandVSAT offering through a Service LevelAgreement (SLA) plan tailored to eachcustomer’s basic and dynamic communi-cations requirements. Based on an auditof existing and planned applications – in-cluding Internet, email, voice and enter-tainment content – MT established theminimum bandwidth and antenna re-quirements needed to support remote op-erations. The audit also assesses acustomer’s dynamic communications

needs – such as videoconferencing, busi-ness applications and remote vessel man-agement – providing budgeted access toadditional on-demand bandwidth.

Further, by leveraging iDirect’s GroupQuality of Service technology, MT cancollaborate with customers to create au-tomated business rules that tie bandwidthallocation to real-time application usage.MT also provides customers with accessto a C-Comm portal. This feature enablesthem to monitor network activity andgrants them administrative privileges tocontrol onboard applications and band-


Stratos: FleetBroadband for Yangtze River Bulk Carrier (Photos courtesy Marlink)

Skymira:SAILOR150 Fleet-Broad-band withIntelligent IP Controls

RadioHollandsigned anagreementfor theVSAT Ku-band footprint T11N.


width allocation. MPC Steamship recently deployed

FleetBroadband from Stratos on itsYangtze River bulk-carrier vessel, whichoperates worldwide. The service enablesremote management, allowing HQ tohelp manage the ship’s computers, elim-inating the need for costly vessel visits.It also includes database synchronizationand access to the onboard voyage data

recorder. In the future, MPC also has theoption to use FleetBroadband for engine-performance analysis and emissionsmonitoring. MPC deploys a suite ofvalue-added services known as TheStratos Advantage for cost and trafficcontrol, firewall management, data opti-mization, high security options, easyVPN access, messaging services and fullIP range. As the backbone of the suite,

the online Stratos Dashboard providesreal-time information on the amount oftraffic used for voice and data, and the as-sociated costs. To improve shipboardlife for seafarers, AmosConnect Crewfrom Stratos provides advanced voice,private email, SMS and GSM servicesthat are powerful, economical, easy touse, and available away from the bridge.

Marlink is scheduled to announce newfeatures for its WaveCall VSAT solutionat Ft Lauderdale International BoatShow. MarLink introduced automaticroaming and Committed InformationRates (CIRs) to enable users to seam-lessly roam between Ku-band coveragespots as well as benefit from increasedbandwidth for Internet browsing and call-ing. Following acquisition of additionalsatellite capacity, Marlink has been ableto enhance its Ku-band services to pro-vide extended coverage in major regionsthroughout the world.

As part of the new automatic roamingcapability, WaveCall customers will ben-efit from a system that automaticallyswitches between Ku-band coverage re-gions, eliminating the need to changecoverage regions manually. Also, the in-

troduction of CIRs provides users withdedicated and higher bandwidth for afaster service. Marlink has also acquiredadditional satellite capacity as part of itsstrategy to provide Ku-band coverage ona global scale. WaveCall services havebeen expanded to provide coverageacross the Atlantic Ocean, from the Arc-tic Circle to the Equator and in theCaribbean, further along the eastern UScoast towards New England and furtherwest in the Gulf of Mexico, providingcomplete coverage through the PanamaCanal. Marlink recently provided band-width to the environmental ocean expe-dition project Kaisei which examines theNorth Pacific Gyre for marine debris thathas collected in this oceanic region.Completed in summer 2009, the first re-search expedition was critical to under-standing the logistics that would beneeded to launch future clean-up opera-tions and testing existing technologiesthat have never been used in oceanic con-ditions. Sealink is Marlink’s prime Mar-itime VSAT Communications Solution,providing always-on bandwidth at afixed, predictable cost. In addition, theSealink service can be tailored to meet


TECHNICAL SATELLITE COMMUNICATIONS

LRIT Supports During Pirate NegotiationsOn April 18, 2009, Dirk Traen, chairman of the Jan De Nul N.V. crisis center of

Belgium’s international dredging and land reclamation specialist Jan De Nul N.V.received the news that one of his company’s vessels, a side stone dumper called MVPOMPEI, had been hijacked by pirates off the Gulf of Aden. During the negotia-tions, Dirk and his team realized that the Ship Security Alert System (SSAS) and,although not designed for anti-piracy, the Long Range Identification and Tracking(LRIT) system could be useful tools. The SAILOR LRIT aboard MV POMPEI hadfortunately, only been fitted shortly before she left Dubai en route to Durban. Eightymiles from the Seychelles, although having taken specific measures and sailing wellout of the pirate danger zone, and having a ship security plan in place, the pirateswere unfortunately able to board. “The combination off SAILOR SSAS and LRITwas very useful when the MV POMPEI was under control of the pirates as we hadaccurate, regular reports of the vessel’s position, so we could always see if the shipwas moving,” explains Dirk. “And it did move. Firstly for just half a mile, which wasdue to the monsoon. Later on though it moved 25km to the North. But because ofreports from the SSAS and LRIT we knew where MV POMPEI was at all times.”The MV POMPEI hijacking ended peacefully on 28th June 2009. Although just onefactor in securing the safe release of vessel and crew, Dirk believes that both SSASand LRIT (both of which use the Inmarsat C service) have an important role to playin piracy negotiations.


customers’ specific requirements withbandwidth customized to include a dedi-cated QoS and bit-rate at several Mbit/s.Larger data capabilities and predictablecost has led many companies requiringmulti-voice and heavy internet usage toinvest in VSAT, despite the fact that ini-tial purchase and installation can behigher than other services. Furthermore,the introduction of leasing equipmentfrom service providers has eliminated theneed for high financial investments in an-tennas and installation.

With the arrival of the Sailor 150 Fleet-Broadband terminal came a more afford-able hardware solution for accessingsatellite FleetBroadband. Skymira said ithas taken the savings even furtherthrough its Intelligent IP Controls fea-ture, enabling maritime fleet managers toleverage the lower costs that SAILOR150 hardware offers, while also assuringfar more predictable satellite carrier bills.Skymira combines the Sailor 150 with itsIntelligent IP Controls in one solution.Internet access and IP are controlled onthe satellite terminal side to pre-empt im-proper use, abuse and inexperience thattypically leads to excessive carriercharges. IP controls have long been usedon the office/shore side, but not on theonboard satellite terminal device side,where unintended satellite use is far morecommon to occur. By locking in cus-tomer-defined proper uses, and lockingout improper satellite use, carrier chargesare more effectively managed. Skymira’sSailor 150 solution is designed for com-mercial vessels and professional fleets,offering voice and Broadband internetservice on Inmarsat’s global broadbandI4 satellite network. Skymira also pro-vides proven cost-savings through value-added services supporting a wide varietyof functions, from streamlining paper-work to fleet management, remote equip-ment monitoring, GPS asset tracking,safety and security.

In August 2009, Radio Holland signedan agreement for the VSAT Ku-bandfootprint T11N. With this new footprintRadio Holland significantly improves itsnetwork for VSAT. The Telstar 11N isdesigned to be a Ku-band satellite withan Atlantic Ocean beam. This beam isvery important for the shipping industry,sailing between North-America and Eu-rope. The extension adds to the strategicpriority of Radio Holland to provideseamless global coverage of maritimebroadband communications. Dé Slager,CEO of the Radio Holland Group:"While Radio Holland from tradition isknown as a supplier of navigation andcommunication equipment, our strategicfocus now and in the future is directed to-

wards services such as providing Con-nectivity and Managed Services Agree-ments. It allows us to provide a total,efficient and effective solution. More andmore Radio Holland becomes one pointof contact for the shipowner, for a wholepackage of systems and services."


Delta Wave: Providing FleetBroadband 150 ServicesDelta Wave Communications will providing the Fleet-Broadband 150 line of equipment and services. Based on3G standards, FleetBroadband delivers global voice, IPdata up to 150kbps and SMS.

Email: [email protected]


NEWS PEOPLE & COMPANY NEWS

US Delegation Makes Waves at WISTA

The United States fielded the largestvisiting national delegation (pictured) at-tending the recent Women’s InternationalShipping & Trading Association(WISTA) Annual Conference. The Con-ference was held at the InternationalMaritime Organization (IMO) in Lon-don, with a theme of “Direction: Diver-sity…Route: Corporate SocialResponsibility,” and attended by nearly300 WISTA members from around theglobe.

WISTA Elects ChalkidisVera Chalkidis, commercial director of

Athenian Sea Carriers has been chosen tosucceed Marita Scott of NorthEdge RiskServices, Bergen, who has held the pres-idency for four years.

Shipbuilding Center of Excellence Davie Yards Inc. introduced its pro-

posal for the implementation of a Na-tional Shipbuilding Procurement Strategyaimed at renewing the federal fleet andcreating world-class shipbuilding capa-bility in Canada. Davie's proposal en-dorses the allocation of Major CrownProjects of the fleet renewal program toCenters of Excellence based on the tech-nology required and the nature of theprojects. Under such an allocation, one ofthe Centers of Excellence should focuson building combat ships and the otheron building commercial type ships with-out heavy combat equipment and on de-veloping Canadian expertise on heavy iceclass ships.

Curtis-Straus Offers TestingCurtis-Straus, an electronics safety test-

ing and certification laboratory, is pro-viding testing and test reports for marineelectronics as required by expert bodiesin ship classification. Curtis-Straus, asan A2LA accredited Nationally Recog-nized Test Laboratory, offers testing forEMC, Environmental and Safety certifi-cation at its Littleton, Massachusetts lab-oratory. For the purposes of TypeApproval, several members of the Inter-national Association of Classification So-cieties (IACS, Ltd.) can accept testingresults in accordance with the relevantmarine testing standards from Curtis-Straus; in most cases without the need fora Surveyor to witness the testing.

VT Halter Wins OSG ContractVT Halter Marine won a second con-

tract from OSG Ship Management, Inc.(OSG) to undertake the outfitting andcommissioning of a 350,000 barrel artic-ulated tug barge unit (ATB). Work forthis ATB will commence in November2009 and is expected to complete by mid2010.

Detyen’s Navy ContactDetyens Shipyards, Inc., Charleston,

S.C., is being awarded a $6,235,225 firm-fixed-price contract for a 56-calendar-dayregular overhaul shipyard availability ofMilitary Sealift Fleet Support Commandfleet replenishment oiler USNS BigHorn.

Braemar Marine LaunchedBraemar Shipping Services launched a

new subsidiary called Braemar Marine toprovide diverse marine surveying and ad-justing services to the global maritime,transportation risk and insurance mar-kets. Braemar Marine commenced oper-ations on August 1, 2009 from itsheadquarters in Atlanta, Ga., and has es-tablished offices in Los Angeles, Hous-ton, Miami, Seattle and London.

Shipyard AgreementBradford Grand Bahama, Ltd., one of

the Bradford Marine family of compa-nies, and Grand Bahama Shipyard Lim-ited signed a Mega-Yacht ServiceAgreement that will enable haul outs andbelow-the-water line services in Freeportfor the world's largest mega-yachts. WithBradford Marine Bahamas' 2000 ft. ofdeepwater docks, these yachts will clearcustoms and immigration and be pre-pared for haulout at Grand Bahama’s.

BALPURE BWT Makes the CutThe S/R American Progress, a 575-ft.,

30,000-gt, double-hull U.S. flag tankship, operated by SeaRiver Maritime,Inc., has been accepted into the USCG’sShipboard Technology Evaluation Pro-gram (STEP) to demonstrate the use of

and collect data on the effectiveness ofthe Severn Trent De Nora BALPUREballast water treatment system. In its ac-ceptance letter, the Coast Guard statedthe ship “has an accepted means of com-pliance with Ballast Water Managementregulations found in U.S. Code of Fed-eral Regulations, title 33, part 151.2035.”

TDI Expands in Dayton At a time when many companies are

scaling back, Tech Development (TDI),a Dayton, Ohio manufacturer of turbineair starters and aerospace machinery hasjust completed a 49,000 sq. ft buildingaddition to expand its manufacturing ca-pability. “We’ve experienced tremen-dous sales growth over the last fiveyears,” said Dave Rawlins TDI Site Man-ager, “We’ve needed the additional spacefor a long time to meet market demandsfrom the oil and gas industry and marineindustries, and now we have it.” The49,000 sq. ft addition doubles the manu-facturing floor space for TDI. “The ad-ditional space allows us to improveefficiencies by creating cellularized workareas and an overall better work flow inthe plant,” said Rawlins. In 2008, whenfacility construction began, TDI was cel-ebrating its 50-year anniversary.

New Bunkering System Passes TestsNautical Control Solutions (NCS) said

that Buffalo Marine Service of Houstonsuccessfully tested its FuelTrax bunker-ing system on a delivery of 1500 metrictons of IFO 500 to Maersk Wyoming, a292-m containership operated by MaerskLine. The test took place on August 26,2009 at Barbours Cut terminal at the Portof Houston. The crew of Buffalo 401kpumped at the rate of 250 mt/hr., with ac-curacy reportedly measured to less than0.1% between the barge and the ship. Ac-curacy was verified by MaerskWyoming’s own in-line mass flow meter.The FuelTrax-based system providesreal-time measurement of bunker deliv-eries irrespective of product type, viscos-ity, or temperature.

Conover Honored Pamela C. Conover, who has taken leadership roles at threemajor cruise lines, was voted Personality of the Year 2009 bythe Women’s International Shipping & Trading Association.She is president and chief executive of Seabourn Cruise Line.Born in Thailand and raised in England, she worked her wayup the financial ladder at Wells Fargo Bank, after which shejoined United States Lines as assistant treasurer. She thenjoined Citicorp’s ship financing division and rose to managing director of Citibank'sNorth American ship financing division. In 1994, she became president of EpirotikiCruises, a then joint venture between Carnival and Epirotiki. A short while later, shebecame head of strategic planning for Carnival, and worked on various acquisi-tions, including that of Cunard Line in 1998. She became chief operating officer,and ultimately, president of Cunard.

Crowley Promotes Demeroutis Crowley Maritime

Corporation saidthat, effectiveOctober 1, SteveDemeroutis willassume the roleof vice president,labor relations, re-placing Jerry Dowd who is retiringafter 25 years of service. Demer-outis is domiciled in Jacksonvilleand reports to Bill Pennella, vicechairman and executive vice pres-ident.

Torjusen to TDW OffshoreTDW Offshore

Services AS ap-pointed HeleneTorjusen to theposition of Mar-keting Manager.In her new role,Torjusen contributesto the TDW Offshore Servicesweb site, and supports all market-ing communications activities, in-cluding advertising, events, mediarelations, and production of salesliterature.

Wilson, Jennings Take Helm

Alan Wilson (left) and Paul Jen-nings (right) have become jointmanaging directors of the North ofEngland P&I club following theretirement of Rodney Eccleston(center) after 21 years at the helm.Wilson (53) joined North in 1981after qualifying as a chartered ac-countant with Binder Hamlyn.Jennings (46) joined the formerNewcastle P&I Association in1984 after completing a law de-gree.

Papachristidis-Bove AppointedAlexander Papachristidis-Bove

has been appointed Chairman ofthe Board and Managing Directorof Hellespont Steamship Corp.,the Piraeus-based ship manage-ment and marine services com-pany, with effect from October 1,2009. He replaces Dr. MikeKennedy, who assumes the role ofMD of Hellespont Consultants.




The Society of Naval Architects andEngineers (SNAME) Annual Meetingand Expo is set for October 21-23, 2009,at the Rhode Island Convention Center inProvidence, RI, and this year’s event hasa calendar packed with technical papers,exhibits and social functions that are sureto attract a broad cross section of the mar-itime industry. The core of the SNAMEAnnual Meeting is of course the technicalpapers, and this year’s presentation prom-ises to be outstanding, covering a widerange of ship design and production top-ics. Abstracts of all 2009 technical paperscan be viewed at:www.snameexpo.com/2009/confer-ence/SessionPapers.asp. The full text ofeach paper will be available online to reg-istered attendees.

Schedule of Events(Following are a selection of highlighted events. For exact times and full details, visit: www.snameexpo.com)

Tuesday, October 20th, 200910 a.m. Golf TournamentTriggs Memorial Golf Course, 1533Chalkstone Avenue, Providence, RI, Tel:401-521-8460; web: www.triggs.us$75 per golfer; $20 students

Wednesday, October 21st, 2009COURSE 1 – Early Phase Ship Design All courses are expected to be approvedfor continuing education credit.

COURSE 2 – Marine Engineering forCommercial and Naval ShipsAll courses are expected to be approvedfor continuing education credit.

COURSE 3 – Sailing Yacht Perform-ance Analysis All courses are expected to be approvedfor continuing education credit.

Student Social & Student CongressDesign Competition

Thursday, October 22nd, 2009PRESIDENT’S WELCOMEPresident Keith Michel will welcome themembership to the 2009 SNAME AnnualMeeting & Expo at 8:00 AM.

Innovation SessionsPresentations on new products and tech-

nologies will give insight into the latesttechnology available from exhibitors.

Student Job FairMany employers are seeking students,and at the SNAME Annual Meeting stu-dents can attend a Job Fair specificallyfor them to meet with various companiesin the maritime industry ready to reviewtheir needs and openings for full timenew hire positions and intern/co-op posi-tions and arrange interviews.

7:15pm – 9:30pmANNUAL BANQUET We look forward to your presence and yetanother opportunity to network with col-leagues and business associates. The An-nual Banquet will feature presentation ofthe Society’s most prestigious awards foroutstanding accomplishments in the ma-rine field, as well as a noted principalspeaker. Attire: BusinessTicket: Required.

EXHIBITION SNAME 2009 PREVIEW

Focused Panel SessionsThe focused panel sessions at the SNAME AnnualMeeting and Expo will feature four timely topics:

Electric Ships – Three Shipbuilders’ Perspectives• Thursday, Oct 22, 8.30a-10.30aThe age of the electric ship is upon us. Both navalships and commercial vessels are increasingly usingintegrated power systems employing electricity topower propulsion and ship service systems. Thesenew capabilities offer opportunities to radicallychange the types and number of ships comprisingfuture fleets meeting economic and security de-mands in very dynamic and interdependent businessand defense environments.

Ocean Alternative Energy• Thursday, Oct 22, 8.30a-10.30aThe age of energy extraction from the ocean ischanging form. Up until these last few years oceanenergy was often equated with offshore energy,meaning the extraction of oil and gas offshore. Butthe new identity is the extraction of usable energyfrom the energies of the ocean itself, includingtides, currents, waves, thermal layers and the windsblowing over the ocean surface. How is this to beaccomplished is the question this special panel ses-sion will start to develop.

Unmanned and Autonomous Ships of the Future• Friday, October 23, 2.30p-4.30pAs we continue to expand our ocean horizons thereare tremendous opportunities for the application ofrobotics, in and on the sea. Both remote-piloted andautonomous vehicles are already deployed to carryout a range of tasks and new vehicles and new ca-pabilities are developing at a fast pace. The adventof unmanned ships being used for ocean transportand other duties, both naval and commercial, isseen as a possibility and something worth exploringalthough many technical and non-technical hurdlesremain. This panel session will explore these oppor-tunities and discuss the hurdles.

Efficient Shipping in the Greenhouse Gas Era• Friday, October 23, 2.30p -4.30pMitigation of climate change through reduction inCO2 emissions will require a global effort affectingall industries. Although shipping is a highly efficientmode for transporting cargo, expansion of interna-tional trade arising from globalization has led to sub-stantial increases in CO2 emissions from oceanshipping. At this panel session, presentations willcover the background to CO2 emissions from ship-ping and the work being done at IMO, explore thechallenges in developing effective design practicesto achieve desired emission reductions and reviewsome of the innovative energy efficiency develop-ments being deployed by a leading shipowner.

6:00pm—8:00pmPRESIDENT’S RECEPTION Be there for the first networking op-portunity of the conference by attend-ing the popular President’s Reception,held in the Expo Hall. An assortment offood and two complimentary cocktailswill be available throughout the ExpoHall, providing a wonderful opportu-nity to enjoy a special preview of theSNAME Maritime Technology Expoexhibits while networking with newfriends and colleagues.

SNAME Annual Meeting & Expo ‘09


PRODUCT TECH FOCUS


Maritime

Associates

Patrick

3x3 4c

A new line of Micro-Machined Siliconpressure transducers, the MM Seriesfrom Omegadyne of Sunbury, OH, is de-signed to revolutionize a product cate-gory. The MM Series is available in morethan a million different configurations,with lead times of two weeks or less. Pic-tured are typical models from the largenumber of choices.

The function of a pressure transducer isto convert pressure into an analog or dig-ital electrical signal, from which a read-ing can be derived. There are a numberof technologies that can be used for this,and for military, aerospace, and industrialapplications, the strain gage is a populartechnology. The most widely used straingages are constructed from either a metal

foil or a semiconductor. Metal foil de-vices are typically made from nickel-chrome or copper-nickel alloy foils,arranged in a grid pattern and utilize thechange in resistance resulting from de-forming the foil elements. Semiconduc-tor devices use a silicon or germaniumstrain gage and utilize the piezo-resistiveproperties of these materials.

High performance pressure transducersare used for critical applications in a widevariety of applications. These range fromR&D lab equipment to submarine instru-mentation, from medical equipment toadvanced military and commercial air-craft, from industrial processes to aero-space hardware. The physical conditionsof these applications vary dramatically as

Pressure Transducers Meet the MM Series


do the requirements for the physicalpackaging, signal conditioning, mechan-ical interface and media compatibility. Tomake matters even more complicated,there are many different types of pressuremeasurement to choose from.

MicroElectroMechanical systems – orMEMS – is Omegadyne’s proposed solu-tion to certain areas it considers draw-backs. MEMS are mechanical siliconstructures that can be fabricated at thewafer level. Characteristics such as highsensitivity, small size, low signal to noise,excellent repeatability and low hystere-sis, high overload, high yields, processrepeatability have made Micro MachineSilicon the sensing element of choice forbuilding reliable, flexible and stable pres-sure sensing devices, according toOmegadyne.

MEMS are a combination of manufac-turing processes that may be used to buildthousands of small mechanical elementson a silicon wafer using very large scaleintegrated circuit processing – buildingblocks of high performance pressuretransducers, according to Omegadyne. Asilicon wafer can hold thousands of thesebuilding blocks, each device performingalmost identically to its neighbor as a re-sult of using identical wafer fabricationprocessing and post wafer fabricationprocessing. These processes integrate themechanical characteristics of silicon withthe electronic characteristics of silicon,on a single silicon substrate

The combination of the elastic proper-ties and the ability to diffuse strain gagesinto the internal lattice of silicon usingion implantation gives rise to the micro-machined silicon strain element wheremolecularly embedded piezo-resistivestrain gages measure the strain inducedby pressure in the diaphragm. Omega-dyne uses a number of micro-machinedsilicon designs for both gage, absolute,differential and compound pressure sen-sors that are fabricated in a state-of-the-art Wafer Lab.

MEMS CharacteristicsThese small electro-mechanical ele-

ments have high outputs, and their ther-mal characteristics are repeatable and aresuited to a number of different methodsof temperature compensation rangingfrom digital techniques, to look up tables,

to passive or analog methods, accordingto the manufacturer. The electro-me-chanical elements lend themselves tomodular interchangeable concepts. Thesilicon-based piezo-resistive sensing ele-ments are packaged in such a way as tocreate modular interchangeable building

blocks that can be incorporated into afully ruggedized pressure sensing familyof products. At Omegadyne this config-urable product is called the MM Series ofpressure transducers. Build your owntransducer at: http://omegadyne.com/

config/cfg_type.html


MM Series Micro-machined ModularTechnology Pressure Sensors.

(Image courtesy Omega Engineering Inc., Stam-ford, CT, www.omega.com)


Spain’s Astilleros ARMON Vigo produces specializedvessels for tasks such as offshore supply, and increas-ingly important market for this Spanish shipyard. Earlierthis year, the shipyard delivered the new bulk carrier,Finita R, to its owner. Two other vessels are currentlyunder construction in the two slipways, and AVEVA Ma-rine is being used for the design of both. The Vigo regionof Galicia, in the northwest, is arguably Spain’s mostimportant shipbuilding area, with 14 active shipyards.Vigo is also a famous harbor for the frozen fishing in-dustry. Juan Manuel Paíno, the Yard Director, explainedthe changes the shipyard is making in response to thechallenges to be met in building this new type of vessel.“The trend,” he said, “is towards ships which are biggerand more complex. Today, a 40-m supply ship has thesame propulsion power as a 60-m vessel of a few yearsago. The length is the same, but the beam is bigger. Andthe demand on outfitting is higher because there is moreequipment to be fitted into the same area. We needed amore complex outfitting design system, and we selectedAVEVA Marine because of its advanced outfitting fea-tures. We also wanted to move from 2D to 3D. To beable to work with concurrent engineering, it had to be asystem which integrated the steel structures and outfit-ting disciplines. AVEVA Marine fulfilled all our re-quirements.”

“AVEVA Outfitting was implemented in January 2008,

and was used for the outfitting design of a supply vessel,for which the steel structure had already been designedin a 2D system,” Juan Manuel said. The steel structurewas imported from the 2D system into the 3D AVEVAMarine ship model, for use as a reference when design-ing the outfitting. “AVEVA Hull was then implementedin May 2008 for our next project, the design of an An-chor Handling Tug Supply vessel for an Italian offshorecompany. This type of vessel contains a lot of piping,and space onboard is critical. In this project, we are aim-ing for concurrent engineering, with the steel structureand outfitting design working in parallel. The designwork started in May 2008 after a few weeks of training,and first steel was cut at the end of August. AVEVA Ma-

rine is being used for the entire design process of thisvessel, from initial design to production.”

“One notable result,” he said, “is that the formaliza-tion of design and production work has improved. Out-fitting design now has a 3D model of the ship structureto base the design on. An important factor is that we cangenerate clash-free designs to avoid clashes in the com-plicated areas of the ship. The mechanisms for copyingstructural elements save design time. Even if the hullform varies, similar structural elements can be copiedbetween different parts of the ship, reducing the timeneeded for the design of such structural elements. Theaccuracy of the 3D model means fewer mistakes in pro-duction. One example of this is the cutting of profiles,where the cutting data is extracted directly from the 3Dmodel.” Juan Manuel Paíno also said that, for the timebeing, the following production documents and datafiles are extracted from the system:

• NC files for the control of plasma cutting machines• NC files for the control of a pipe-bending machine• Weight, centre of gravity, material take-off, and

material lists for steel and piping• All production drawings – nothing is done manually• Workshop drawings, erection drawings,

subassembly drawings, block drawings.www.aveva.com


PRODUCTS CADCAM

AVEVA

Astilleros ARMON Vigo Uses AVEVA Marine

AVEVA Marine 3D models of an offshore supply vessel. Images courtesy of Astilleros ARMON Vigo.

SENER

UNL-built Escort Tug DesignSENER developed the detail engineering of hull struc-

ture and outfitting for the escort tug that will be built atUnion Naval Valencia (UNV) Shipyard. The tug SMBCMonterrey is the first of four, with two for Moran Tow-ing and a pair for Costa Azul. The scope of the projectdeveloped by SENER includes the hull forms fairing,the definition of the ship 3D model and the generationof all the necessary information for manufacturing andassembling, using its own FORAN CAD/CAM System.

The 32 x 13.2m azimuth-propelled escort tug has adepth of 5.5 m and was designed for a highly efficientperformance in the areas of ship-handling, escort, oil re-covery and firefighting. The design draft is 40m and itsspeed is 13.5 knots.

The close collaboration between UNV and SENERbegan twenty years ago, and has allowed SENER to de-sign and develop a wide variety of tugs and also othertypes of ship. A good example is the project developedby SENER for the new tug for high-seas towage and sal-vage for the Spanish SASEMAR (Maritime Salvage andSecurity Society). UNV shipyard has already built a se-ries of four sister ships and will build another series ofthree. The scope of the project developed by SENER in-cluded the contract, basic and detail engineering ofstructure and outfitting. SENER has recently developeddifferent levels of engineering for other tugs for UNVshipyard, such as the two Voith escort tug for GrupoBoluda and another two for Shetland Island Council.

www.foran.es

SHIPCONSTRUCTOR SOFTWARE INC.

Oil Rigs in Record TimeThirteen months after initiating training for new 3D

CAD/CAM software, Lamprell Energy launched the LT-116E Jackup Rig. The entire project was completed in18 months. In a paper delivered at the International Con-ference on Computer Applications in Shipbuilding(ICCAS) held in Shanghai, Dr. Oskar Lee explains howthese shipyards have managed to achieve such impres-sive results. According his analysis, the most success-ful shipyards link the geometry and associated materialdata from 3D models to databases such as ERP systemsso that information can accurately be shared and used byvarious departments to plan efficient production. In thisway, critical path issues are identified and resources ef-fectively deployed. His research also indicates that ef-fective change management is important due to frequentmodifications requested by owners and class societies.To accommodate, Dr. Lee observed that the most suc-cessful yards in his study use complete models consist-ing of geometric and attribute information. Each modelwas not merely a drawing or a series of drawings.Rather, the model was contained within a database fromwhich drawings, machine cutting code and other infor-mation could automatically be derived and sharedamongst various departments. This dramatically sim-plified the ability to accurately make changes, thus in-creasing productivity. All of the shipyards in Dr. Lee’sstudy used ShipConstructor software during the detaildesign process.




INTERGRAPH

Shin Kurushima DockyardGets SmartMarine 3D

Japan’s Shin Kurushima Dockyard(SKDY) recently standardized on Inter-graph SmartMarine 3D design and engi-neering software after a two-yearbenchmark study, the company reports.In fact, based on the productivity experi-enced in the benchmark study, the ship-builder expects further improvements inproductivity and production planningusing the automated structure detailingwithin SmartMarine 3D. Central to thecompany’s decision, however, was theability to shave cost and boost efficien-cies via a global workshare connection toits offices in Indonesia. The SmartMarine3D implementation will encompass theentire SKDY enterprise, including itsyards in Onishi, Hashihama, Ujina, andToyohashi, Japan, and offices in Indone-sia, with specific focus on worksharingcapabilities across Southeast Asia. Shipmodeling will be managed in a central lo-cation, and SmartMarine 3D workshar-ing capabilities will permit designreviews and changes to be seamlesslyshared from various locations throughoutthe entire ship design process, from ini-tial design through the manufacturingphase. SmartMarine 3D is the modelingand visualization component of Inter-graph’s SmartMarine Enterprise portfo-lio which is conceived to provide all thecapabilities needed to design and buildoffshore structures or ships from designto fabrication to operations and mainte-nance – all in a single, integrated envi-ronment. It is a data-centric, rule-drivensolution for streamlining designprocesses while preserving existing dataand making it more useable/re-useableover the operation, maintenance andmodification life cycle of the device.

www.intergraph.com

AUTOSHIP SYSTEMS CORP.

Far Samson Sails WithAutoload

Farstad Shipping, a major supplier oflarge, modern offshore support vesselsbased in Ålesund, Norway, took deliverythis year of a highly celebrated ship, FarSamson, which has already made many“ship of the year” lists. Far Samson sailswith Autoload onboard stability softwarefrom Autoship Systems Corp., a keyplank in the company’s package of prod-ucts designed to take complex tasks andpresent them in a user friendly, intuitivegraphical interface. Far Samson is a

121.5 x 26-m construction support ves-sel, outfitted at Aker Yard Langsten anddesigned and equipped by Rolls Royce(RR). The ship was built according toDNV’s environmental class ‘Clean De-sign’. Onboard is the RR hybrid propul-sion system combining diesel electric andmechanical transmission, designed tomake it fuel efficient with minimal ex-haust emissions. Catalytic converters onthe generator sets reduce the nitrogenoxide by 95 percent. The vessel’s bollardpull of 423 tons can create 2.5m ditchespulling a remote controlled plough on theseabed laying pipeline in just one proce-dure. Farstad has installed Autoload onall of its vessels since 2000 and the com-pany recently decided to purchase theprogram fleet wide. ASC’s Autoload Sta-bility and Load Planning software is in-stalled on more than 600 vesselsworldwide. The program is designed tooffer a simple display of key hydrostaticvalues that are critical for safe vesselloading. With minimal input from theuser, the program is designed to providea quick, accurate assessment of the ves-sel’s current stability status, loads andimportant margins. The user is then freeto make decisions while the computertakes care of the mathematical complex-ity.

www.autoship.com

AUTOSHIP

M/V Galatea is Full Speed Ahead Cut Italian AgencyAutoship Systems Corporation (ASC) announced the launching of M/V Galatea, a24m research vessel built for the ARPA (Environmental Protection Agency for theSicily Region), designed and built using ASC’s entire CAD/CAM software suite.The ASC CAD/CAM suite, including: Autoship (hull and superstructure design);Autohydro (stability & strength calculations); Autostructure (internal structural de-sign),; Production Manager (nesting & stock management); Autopower (resistanceand powering prediction); and Autoplate (plate design, expansion and managementsystem).

www.autoship.com

M/V Galatea, 24m Research Vessel.



Smallest TDI TurboTwinTurbine Air Starter

TDI released its new TurboTwin T20Turbine Air Starter, becoming TDI’ssmallest air starter with configurations assmall as 6 in. long, but being able to startengines as large as eight liters. “Oneconfiguration is just six inches long, de-livering over 15 Hp (11Kw) and operat-ing on an amazingly low 20 psi supplyair,” said Dave Rawlins, Director of In-dustrial Products for TDI. Of particularsignificance is the T20’s low pressure ca-pability. The unit weighs 18-22 lbs. (8.2-10.2 kg), delivers up to 100 ft lbs. (74Nm) of stall torque, runs on both air andnatural gas, and will start diesel and gasengines up to eight liters in size. In ad-dition, the T20 is available in many moreconfigurations and mountings and is eas-ily configured to John Deere 4045, Cum-mins 5.9, Caterpillar 3304 and 3306,Ford 460, and Continental TM27 en-gines.


Kongsberg GL-300 TankMonitoring Solution

Kongsberg Maritime updated the K-Gauge system with a new GL-300 TankMonitoring solution. Complete with newsensors designed by Kongsberg Mar-itime’s in-house sensor technology unit,GL-300 is designed to be fully integratedwith Kongsberg Maritime’s class-leadingK-Gauge tank management and K-Chiefautomation systems, sharing OperatorStations (OS) and I/O units for othercargo instrumentation. It is a modular so-lution based on a new, highly accurateRadar Tank Gauge, Cargo TemperatureUnit and a Signal Processing Unit cen-trally located for each tank.

www.km.kongsberg.com

PRODUCTS

Chevron Lube Targets Tier FourChevron’s Delo brand of engine oils, lubricants and coolants offers a new member, Delo 710 LE (Low Emissions) SAE 20W-

40 – a marine lubricant designed with tier-four engine compliance in mind. Chevron Delo 710 LE is specifically formulatedfor use with Low Sulfur Diesel (LSD) and Ultra Low Sulfur Diesel (ULSD) fuels and new low emission engines. It employsnew dispersants, detergents and oxidation inhibitors, intended to provide outstanding oil life and reduced ash content. In fact,Delo 710 LE reportedly cuts ash levels in half – over previous generation Delo 6170 CFO – significantly reducing emissions,according to Chevron. The SAE 20W-40 lubricant can also help reduce oil consumption by 15-20% (degree of oil consump-tion reduction will vary depending on engine duty cycle) compared to single-grade oils. Email: [email protected]


New Technical GuidelinesRockwool Ma-

rine and Offshoreoffers a manualwith informationon the marine andoffshore construc-tions and technicali n s t a l l a t i o n s ,guidelines for the installation process,recommendations for fire, acoustic andthermal insulation and it offers anoverview the product range and certifi-cates. The Technical Guidelines guide thereader through the world of Marine andoffshore insulation by making use of easyexplanations, recognizable symbols andillustrations. For each issue there is a tex-tual description of the solution accompa-nied by a visual description.

www.rockwool-marine.com

Noxudol 3101 SoundDamping

Noxudol 3101is a water-bornesprayable, roll-onsound dampingcompound for-mulated todampen un-wanted noisesand vibrations.

The product is designed to be environ-mentally friendly and easily applicablefor marine use.

www.noxudolusa.com

Leak Detection Dye Tracerline Dye-Lite

All-In-One full-spec-trum fluorescent dye isdesigned to pinpointleaks in oil and oil-based fluid systems, in-cluding engine oil, fuel,automatic transmissionfluid, power steeringand petroleum-basedhydraulic fluid. All-In-One dye contains two distinct fluorescentdyes: one which fluoresces best under ul-traviolet light and another designed forblue light.

www.tracerline.com

Upgrade Kit forVingCard Locks

VingCard Marine of-fers upgrading of itselectronic locks to beoperated by contact lesscards (RFID cards).VingCard Marine’sRFID system employscutting-edge technology

to offer a unique contact less design foruser-friendly, intuitive guest interactionand unsurpassed security. The systemuses VingCard’s exclusive anti-cloningtechnology for all guest and crew cards,making it virtually impossible for key-cards to be cloned and used. Upgradingto an RFID based card system is efficientand cost-effective as only the card readeris replaced. The new RFID reader is sim-ply attached to the outside of the lock andthe previous slot for the magnetic stripekeycard is covered by the new reader.

www.vingcard.com

Detcon High Range Analyzer

Detcon’s new High Range Model 1000-H2S Process Analyzer is designed to pro-vide continuous, accurate real-timemeasurement of hydrogen sulfide gasconcentrations in a wide variety of gasstreams. It has a reported measurementrange of 0-1,000 ppm with up to 2% stan-

dard and up to 5% with additional highrange applications packaging. All processanalyzers in the Model 1000 Series em-ploy Detcon's 3-Electrode Electrochemi-cal sensor element and feature amicroprocessor-based signal-condition-ing transmitter with local digital display,fault supervision, calibration mode indi-cator, 4-20mA, alarm relays and RS-485serial port outputs.

www.detcon.com


New Metallic Vaporproof FixturePhoenix Products Company announced the release of the Metallic VP Series in-candescent light fixture. The Metallic VP Series are UL and ABS listed, marine-rated fixture for use in outdoor marine environments such as vessels, offshoreplatforms, U.S. Navy ships, tankers, exploratory drill ships, and wastewater treat-ment plants. The Metallic VP Series is made of heavy-wall cast brass or ultra-lowcopper content marine grade aluminum. A long life silicone gasket provides a pos-itive seal against moisture and dirt infiltration. Re-lamping and other maintenanceis easily accomplished by removing the guard and globe by hand. All hardware isstainless steel to prevent corrosion in rough marine environments. There are twoglobe lengths available. The 6 in. globe accepts up to 100W A-style lamps and the7 in. globe accepts up to 150W A-style lamps.

www.phoenixproducts.com

Hitachi, Mitsubishi Collaborate on ClearBallastHitachi Plant Technologies, Ltd. and Mitsubishi Heavy Industries, Ltd. were grantedfinal approval by the IMO for their jointly-developed Hitachi Ballast Waster Purifi-cation System (ClearBallast) in accordance with the Procedure for approval of bal-last water management systems that make use of Active Substances. ClearBallastwas designed to apply the type of coagulation typically used at water purificationplants to remove plankton and bacteria in combination with magnetic separationtechnology developed for the removal of algae from lakes and rivers.

Deutsch Industrial Micro Connect SeriesLADD Industries released the Deutsch Industrial Micro Connect Series of unsealed,high pin density, small wire gauge connectors. The connectors are available in twoshell sizes and seven pin arrangements covering wire gauges from 16 to 26 awg.The IMC Series connectors use gold plated contacts, making them ideal for lowvoltage and data transmission applications.


3Wi Technologieswww.cadncam.com tel: +919427602297

AeroHydro, Inc. www.aerohydro.com tel: 207 244 4100

Autoship Systems Corp.www.autoship.com tel: 604-254-4171Autoship Systems Corporation's suite ofmarine engineering software offers atruly integrated approach for every stepof the CAD/CAM process from generat-ing hull lines through to nesting of parts.

AVEVAwww.aveva.com12 Series - the complete shipbuildingsolution:AVEVA Marine is a set of inte-grated marine design and production ap-plications. It provides the fastest, mostproductive and risk-free way to designand build large, complex ships and off-shore vessels.

CADMATICwww.cadmatic.com

Creative Systems Inc.www.ghsport.comMarine software - Naval architecturesoftware - Ship stability software - Trimand stability software - LongitudinalStrength software - Marine salvage soft-ware - Onboard load calculator - Groundreaction - Oil spill - Tank soundings -Sounding tables - Ullage tables - Grainstability - Offshore platform stability -Probabilistic damage stability - Water ondeck - Cargo vessels - Oil tankers - Fish-ing vessel safety - Tugboats - Integratedtug and barge - Dry docks - Naval ships -Submarines - Drilling units - Passengervessels - Naval architects - Yacht design-ers - Salvage engineers

Donald L Blount and Associateswww.dlba-inc.com tel: 757-545-3700

Intergraph www.intergraph.com tel: 1.800.345.4856

NEi Softwarewww.neisoftware.com tel: 714/899-1220 X 205

ShipConstructor Software Inc.www.shipconstructor.com tel: 250-479-3638

Senerwww.sener.es

think3www.think3.com tel: +91-80-9880179882

Herbert Software Solutions www.herbertsoftware.com tel: 510-8149065

ShipConstructor is a world leader in com-prehensive and flexible CAD/CAM soft-ware for the shipbuilding and offshoreindustries Products: AutoCAD-based 3Dsoftware solution for modeling and ship-yard production


DIRECTORY CAD/CAM



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]

AUTOMATION AND CONTROLS Technical Marine Service,Inc., 6040 North Cutter Circle, Suite 302, Portland, OR 97217-3956, USA , tel:503-285-8947, fax:503-285-1379, SBrox@tms-usa,com contact: Steve Brox, www.tms-usa.com

Signal International LLC, 1011 S.Hwy 6, Ste 108, Houston, TX 77077, USA

Cooper Bearings, 5365 Robin Hood Road Suite B, Norfolk, VA

Rivolta Group, 1765 Ringling Blvd. Suite 300, Sarasota, FL , tel:941 954-0355, fax:941 954-0111, [email protected] contact: Renzo Rivolta, www.rivolta.com

Washburn Doughty, P.O. Box 296, E. Boothbay, ME 04544, USA

Coastal Marine Equipment, 20995 Coastal Parkway, Gulfport, MS 39503-9517, USA , tel:228-832-7655, fax:228-832-7675, [email protected] contact: Ralph Waguespack, www.coastalmarineequipment.com

3 Star Atlantic Radiator Ultra Sonic Cleaning Division, 4358 N.Dixie Highway, Oakland Park, FL 78634, USA , tel:954 566-7403, fax:954 561-5946, [email protected]

Omega Engineering, One Omega Dr., Stamford, CT 06907, USA , tel:203 359-1660, fax:203 968-7192, [email protected]

Yale Cordage, 77 Industrial Park Road, Saco, ME , tel:207 282-3396, fax:207 282 4620, [email protected] contact: Dick Hildebrand, www.yalecordage.com

In-Place Machining, 3811 N. Holton St., Milwaukee, WI 53212, USA

Baier Marine, 1914 N 34th Street Suite 502, Seattle, WA , tel:206 709-1500 ext. 223, fax:206 632-2441, [email protected] contact: Alex Smith, www.baiermarine.com

Coastal Marine Equipment, 20995 Coastal Parkway, Gulfport, MS 39503-9517, USA , tel:228-832-7655, fax:228-832-7675, [email protected] contact: Ralph Waguespack, www.coastalmarineequipment.com Skookum, P.O. Box 280, Hubbard, OR 97032, USA

Motor-Services Hugo Stamp, 3190 SW 4th Avenue, Ft. Lauderdale, FL 33315, USA , tel:954 763-3660, fax:954 763-2872

The Brass Works Inc., P.O. BOX 566, DeLand, FL 32721, USA , tel:386-943-8857, fax:386-943-8810, [email protected]

Ward Leonard, 401 Watertown Road, Thomaston, CT

Dynamold, Inc., 2905 Shamrock Ave., Fort Worth, TX 76107, USA , tel:817-335-0862, fax:817-877-5203, [email protected] contact: Michael Peck, www.dynamold.com

Jamestown Metal Marine Sales, Inc., 4710 Northwest 2nd Ave., Boca Raton, FL 33431, USA Maritime Associates International, 3832-010 Baymeadows Rd. #407, Jacksonville, FL 32217, USA

Baier Marine, 1914 N 34th Street Suite 502, Seattle, WA , tel:206 709-1500 ext. 223, fax:206 632-2441, [email protected] contact: Alex Smith, www.baiermarine.com

Juniper Industries, 72-15 Metropolitan Ave., Middle Village, NY 11379, USA , tel:718-326-2546, fax:718-326-3786


Jamestown Metal Marine Sales, Inc, 4710 Northwest 2nd. Ave., Boca Raton, FL 33431, USA

Jamestown Metal Marine Sales, Inc., 4710 Northwest 2nd Ave., Boca Raton, FL 33431, USA Maritime Associates International, 3832-010 Baymeadows Rd. #407, Jacksonville, FL 32217, USA

DBC Marine Safety Systems, 101-3760 Jacombs Rd., Richmond, BC V6V 6T3, Canada

VSS Industries, 7640 Wilbur Way, Sacramento, CA , tel:916 681 8677, fax:916 681 4867, [email protected] contact: Duane Tucker, www.vsscountertops.com

ExxonMobil Marine Lubricants, 3225 Gallows Rd, Fairfax, VA , www.exxonmobilmarinelubes.com

Tuflex Rubber Products, LLC Marine Division, 2109 E.Palm Avenue Ste 201, Tampa, FL , tel:1 800-770-6008, fax:813 875-2312, [email protected] contact: Kristy Nash, www.tuflex.com

PSI Marine, Inc., 3075 Shattuck, Ste 801, Saginaw, MI

Bristol Harbor Group, Inc., 103 Poppasquash Rd., Bristol, RI 02809, USA , tel:401-253-4318, fax:401-253-2329, [email protected]

Microtherm, 3269 Regal Drive, Alcoa, TN , tel:865 681-0155, fax:865-681-0016, [email protected] contact: Alyssia Bostrom, www.microtherm.us

Motor-Services Hugo Stamp, 3190 SW 4th Avenue, Ft. Lauderdale, FL 33315, USA

Sound Propeller Systems, LLC, 9130 15th Pl.S Suite A, Seattle, WA , tel:206 392-0021, fax:206 392-0026, [email protected] contact: Norm Hansen, www.soundpropellersystems.com

Prime Mover Controls, 3600 Gilmore Way, Burnaby, BC V5G 4R8, Canada

Technical Marine Service,Inc., 6040 N.Cutter Circle Suite 302 Portland,Ore 97217 , tel:503 285-8947, fax:503 285 1379, [email protected]

Omnithruster Inc., 2201 Pinnacle Parkway Twinsburg, Ohio 44087, Cleveland, OH 44139, USA , tel:330 963-6310, fax:330 963-6325, [email protected] contact: Kurt Widmer, www.omnithruster.com

ABB Turbo Systems, Bruggerstrasse 71 A, Baden , Switzerland


Coastal Marine Equipment Inc., 20995 Coastal Parkway, Gulfport, MS 39503-9517, USA , tel:228-832-7655, fax:228-832-7675, [email protected] contact: Ralph Waguespack, www.coastalmarineequipment.com

Ark Marine LTD, PO Box 134 Fonthill, Ontario L0S 1E0

BARGE FABRICATION

BEARING- RUBBER, METALLIC, NON-METALLIC

BOAT BUILDING AND DESIGN

BOATBUILDER

CAPSTANS

CHARGE AIR COOLERS

CONTROL SYSTEM- MONITORING/STEERING

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DECK FITTINGS

DECK MACHINERY- CARGO HANDLING EQUIPMENT

DIESEL ENGINE- SPARE PARTS & REPAIR

DOOR LOCKS

ELECTRIC MOTORS AND CONTROLS

ENGINE AND COMPONENT ALIGNMENT

GALLEY EQUIPMENT

HATCHES & DOORS

HOISTS

HVAC

INTERIORS

LIFEBOATS/RAFTS

LIVING QUARTERS AND PUBLIC SPACES

LUBRICANTS

MARINE FLOORING & ACCESSORIES (IMO CERTIFIED)

MOORING PRODUCTS AND SYSTEMS

NAVAL ARCHITECTS, MARINE ENGINEERS

PASSIVE FIRE PROTECTION

PROPULSION EQUIPMENT

PROPULSION EQUIPMENT AND SERVICES

PROPULSION ORDER TELEGRAPHS

TANK LEVELING INDICATORS

THRUSTER SYSTEMS

TURBOCHARGERS

WINCHES & FAIRLEADS

WINDLASSES (ANCHORS)

WINDOWS

Products & Services ● www.MaritimeEquipment.com



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

DERECKTOR SHIPYARDlocated at 837 Seaview Avenue, Bridgeport, CT is looking for a

Senior Mechanical EngineerEngineer with 15 years of experience, specializing in

large yacht systems and piping, with at least 5 years di-

rectly managing direct reports. Regulatory experience

with the requirements of Lloyds Register and MCA. Pro-

ficient in AutoCad and Microsoft Office applications. Good

communication skills with the ability to make technical de-

cisions with confidence, responsible for the class-compli-

ant completion of systems and piping engineering for

large motoryachts. Will manage 5 mechanical engineers

providing technical direction and practical guidance. In-

teract with Project Management personnel on schedule

and management issues, with Construction Management

personnel on technical questions and deliverables to the

trades, with Project Engineer to ensure deliverables are

in accordance with specification. Assist with coordination

with other engineering disciplines. Identify and assist in

the resolution of compliance conflicts and interpretation

issues. Liaise with customer representatives on engi-

neering issues related to the specification. Prioritize and

schedule of tasks to individual engineers to ensure deliv-

erables are completed on schedule. Interact and coordi-

nate with sub-contract engineering firms and/or vendors

for out-sourced deliverables. Drafting and design con-

cepts and occasional details. Very competitive wages

with excellent benefits including: Medical, Dental, Vision,

Long/Short Term Disability, Life Insurance, 401K Retire-

ment Savings, paid Holidays and vacations.

Visit our website: www.derecktor.com.

E.O.E. – Derecktor is a drug free work place. Interested

applicants please fax your resume to (203)367-8259

email: [email protected]

is a prominent full-line Caterpillar equipment andengine dealer, and the provider of sales and service

support for MaK engines along the Northeastern USseaboard. We have a challenging opportunity for a

Large Bore Engine Technicianwho has the ability to provide a high level of technicalservice for marine customers and is willing to travel.

Please send your resume and covering letter by October 30, 2009 to:

Atlantic Tractors & Equipment Ltd.FAX: (902) 468-4223 or

E-mail: [email protected]

Operations Manager

Job Location: Kuwait, kuwait

A major diversified Industrial Contracting, Marine andTrading company operating in Kuwait is looking for pro-fessionals to join their human capital team in order to fur-ther enhance the business. The company is the first ship-building and repair company in the Gulf (ISO 9001-2000certified) and remains the market leader as well as one ofthe leading industrial companies in Kuwait, having made amajor contribution to the development of the country'scommercial and industrial infrastructure.1.To produce a departmental business plan in concur-rence with Business Development Personnel to ensureCompany strategic objectives are met

2.To develop a combined strategy between Operationsand Tendering ensuring submitted bids are commensu-rate with local market conditions

3.To initiate evaluation and training programs for all per-sonnel in order to meet Company business objectives

4.To encourage and promote effective two way commu-nication at all levels to ensure all personnel are aware ofdepartmental and Company objectives and possible con-

straints

5.To constantly evaluate the balance between sub con-tracted activities and in house performance against thecreation of new divisions within the department to moreefficiently and cost effectively perform the projects athand

6.To monitor and control the budget and budget-aware-ness within the department to ensure objectives are metwithin agreed limits

7.To maintain awareness of new technologies and prod-ucts that will increase the efficiency of the departmentand continuously devise and improve methods to stayahead of the competition

Rola HashemSolitaire UnitedKuwait KuwaitPhone: +965 22477237


Maintenance Administrator

Job Location: USA

Roymar Ship Management Inc., is an international drybulk ship management company managing a growingfleet of 47 vessels. We are seeking candidates for ourmain office based rewarding position of MaintenanceAdministrator.

The ideal candidate will be an experienced licensedmarine engineer with strong computer and organizationskills. The position involves monitoring ship’s mainte-nance programs with special emphasis on criticalmachinery ie, main engine, auxiliary engines, cranesetc: reviewing fuel oil and lub oil analysis reports andrecommending action plan to the vessels; monitoringcritical spare part inventory on each vessel; monitoringemergency /voyage repairs, technical projects etc. Idealcandidate will have strong knowledge and experiencewith ABS NS5 or similar software systems. Seagoingexperience as Chief Engineer is desirable. Excellent payand benefits. Looking for highly motivated, self startingcandidates with preferably a minimum of 5 years expe-rience marine engineering.

Please send resume to [email protected] or fax to (914) 793-2519 with the heading MA on all trans-missions.

Human ResourcesTBS Shipping Services Inc./ Roymar Ship Management455 Central Park Ave.Suite 308Scarsdale NY 10583 USAFax: (914) 793-2519Email: [email protected]

CLASS MR Oct.2009:CLASS MR June 2009.qxd 10/2/2009 11:10 AM Page 59


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


WATERFRONT SITEAVAILABLE

Pensacola Shipyard700 Myrick Street,

Pensacola, Florida 32505Phone: (901) 619-4147

E-mail: [email protected] • www.psmc.net

The 25 acre east parcel at PensacolaShipyard is available for lease.

Abundant & Skilled Local Labor. Strategic location on Bayou Chico has750 ft barge accessible frontage. Thesite is elevated, storm protected, yetonly 7 miles from the Gulf of Mexico.

Details include: heavy industrial zoning-M2, foreign trade zone - #249, Florida

enterprise zone - #1702, existing utilities, nearby rail, harbor depth - 18 ft,bridge clearance - 65ft vertical and 125ft horizontal. Price is negotiable basedon term and use of shipyard amenities.

CLASS MR Oct.2009:CLASS MR June 2009.qxd 10/2/2009 2:13 PM Page 60



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

9 MAN Diesel SE . . . . . . . . . . . . . . . . . .www.mandiesel.com . . . . . . . . . . . . . . . . . . . . . . . .49 821 3220

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

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

19 Marlink AS . . . . . . . . . . . . . . . . . . . . . . .www.marlink.com . . . . . . . . . . . . . . . . . . . . . . . . . .32 70 233 220

55 MAST Global Conferences & Trade-shows. . .www.mastamericas.com . . . . . . . . . . . . . . . .Please visit our website

22 Microtherm . . . . . . . . . . . . . . . . . . . . . .www.microtherm.us . . . . . . . . . . . . . . . . . . . . . . .(865) 681-0155

36,37 Military Sealift Command . . . . . . . . .www.sealiftcommand.com . . . . . . . . . . . . . . . .(888) 228-5509

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

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

22 Nordic Group . . . . . . . . . . . . . . . . . . . .www.nordicship.com . . . . . . . . . . . . . . . . . . . . . .(954) 524-0025

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

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

57 Posidonia . . . . . . . . . . . . . . . . . . . . . . . .www.posidonia-events.com . . . . . . . . . . . . .30 210 428 3608

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

11 Saab TransponderTech AB . . . . . . .www.saabgroup.se . . . . . . . . . . . . . . . . . . . . . . . . .013-18 80 00

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

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

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

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

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

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

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

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

12 TDI Tech Development . . . . . . . . . . .www.tdi-turbotwin.com . . . . . . . . . . . . . . . . . . . .(937) 898-9600

17 Thrane & Thrane . . . . . . . . . . . . . . . . .www.thrane.com . . . . . . . . . . . . . . . . . .Please visit our website

15 Total Lub Marine . . . . . . . . . . . . . . . . .www.lubmarine.com . . . . . . . . . . . . . . .Please visit our website

22 University of Wisconsin - Marinette www.marinette.uwc.edu . . . . . . . . . . . . . . . . . . .(715) 735-4343

21 Vanguard . . . . . . . . . . . . . . . . . . . . . . . .www.vanguardce.biz . . . . . . . . . . . . . . . . . . . . . . .65 6266 1412

25 VSS Industries . . . . . . . . . . . . . . . . . . .www.vsscountertops.com . . . . . . . . . . . . . . . . .(916) 681-8677

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

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

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

3 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 #10 AG Marine . . . . . . . . . . . . . . . . . . . . . . .www.AGMarine.com . . . . . . . . . . . . . . . . . . . . .(253) 851-0862

30 AMC Search Ltd . . . . . . . . . . . . . . . . .www.amcsearch.com.au . . . . . . . . . . . . . . . .61 -3- 63354852

22 Americ Corporation . . . . . . . . . . . . . . .www.americ.com . . . . . . . . . . . . . . . . . . . . . . . . .(800) 364-4642

47 American Bureau of Shipping . . . .www.eagle.org . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 877-5800

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

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

7 Aveva . . . . . . . . . . . . . . . . . . . . . . . . . . .www.aveva.com . . . . . . . . . . . . . . . . . . . . . . .44 0 1223 556655

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

51 Cooper Bearings . . . . . . . . . . . . . . . . .www.CooperBearings.com . . . . . . . . . . . . . . .(757) 460-0925

30 Creative Systems . . . . . . . . . . . . . . . .www.ghsport.com/support . . . . . . . . . . . . . . . .(360) 385-6212

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

53 Crowley - Titan . . . . . . . . . . . . . . . . . . .www.titansalvage.com . . . . . . . . . . . . .Please visit our website

27,29,31Crowley Maritime . . . . . . . . . . . . . . . .www.crowley.com . . . . . . . . . . . . . . . . . . . . . . . .(904) 727-2301

54 Cruise Shipping Miami . . . . . . . . . . . .www.cruiseshippingmiami.com . . . . . . .Please visit us online

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

45 Delta Wave Comm . . . . . . . . . . . . . .www.deltawavecomm.com . . . . . . . . . . . . . . .(800) 706-2515

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

53 Elliott Bay Design Group . . . . . . . . . .www.ebdg.com . . . . . . . . . . . . . . . . . . . . . . . . . . .(206) 782-3082

46 Europort 2009 . . . . . . . . . . . . . . . . . . . .www.europort.nl . . . . . . . . . . . . . . . . . . . . . .Please visit us online

14 Fincantieri Marine Group . . . . . . . . . .www.fincantieri.com . . . . . . . . . . . . . .(715) 735-9341 ext.6528

11 FKAB MARINE DESIGN . . . . . . . .www.fkab.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 522 98100

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

43 GJ Wortelboer . . . . . . . . . . . . . . . . . . .www.wortelboer.nl . . . . . . . . . . . . . . . . . . . . . . . .31 10 429-2222

38 GKN Driveline . . . . . . . . . . . . . . . . . . . .www.aquadrive.com . . . . . . . . . . . . . . .Please visit our website

50 H.O. Bostrom . . . . . . . . . . . . . . . . . . . .www.hobostrom.com . . . . . . . . . . . . . . . . . . . . .(262) 542-0222

23 Hayata . . . . . . . . . . . . . . . . . . . . . . . . . . .www.hayta.com . . . . . . . . . . . . . . . . . . . . . . . . . .(877) 785-8437

50 Hillhouse Industrial Marine . . . . . . . .www.industrial-marine.com . . . . . . . . . . . . . . . .(603) 934-8299

C3 Japan Radio Company . . . . . . . . . .www.jrcamerica.com . . . . . . . . . . . . . . . . . . . . . .(206) 654-5644

35 Jeppesen Norway . . . . . . . . . . . . . . .www.jeppesen.com . . . . . . . . . . . . . . . . . . . . . . .47 51 46 47 00

49 Jets Vacuum AS . . . . . . . . . . . . . . . . .www.jets.no . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 70 03 91 00

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

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

2 Kobelt . . . . . . . . . . . . . . . . . . . . . . . . . . .www.kobelt.com . . . . . . . . . . . . . . . . . . . . . . . . . .(604) 590-7313

41 Kral AG . . . . . . . . . . . . . . . . . . . . . . . . . .www.kral-usa.com . . . . . . . . . . . . . . . . . . . . . . . .(704) 814-6164

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

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 Oct.2009 Ad Index:Layout 1 10/2/2009 3:18 PM Page 1

KARL SENNER, INC.

COV2,C3&C4 MR OCT. 09:COV2,C3&C4 MR May.09.qxd 9/29/2009 10:58 AM Page 2

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

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

M/V Horizon

Karl Senner, Inc.supplied one (1) ReintjesWAF 562 reverse reductiongear with a ratio of 5.947:1for this new construction.

Owner: Eastern FisheriesNew Bedford, MA

Shipyard: Duckworth Steel BoatsTarpon Springs, FL

COV2,C3&C4 MR OCT. 09:COV2,C3&C4 MR May.09.qxd 10/1/2009 9:31 PM Page 3

WE CARE

maritime reporter & engineering news(october 2009)

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