maritime reporter & engineering news(sept 2010)

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MARITIMEREPORTER

ANDENGINEERING NEWS

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

September 2010

MarineCoatings

Protecting Maritime Assets

Rear Admiral Mark Buzby & Military Sealift Command

Keeping the Navy Armed, Fed & FuelledMarine Propulsion

The Cost of Future Air Emission Regs Government Update

Overlapping Offshore InvestigationsInsurance Update

Selling Promises ... and Keeping ThemPLUS: RIB & Patrol Craft Report

2 Maritime Reporter & Engineering News

TABLE OF CONTENTS

FIVE MINUTES WITH

8 Joe Corvelli, CEO, GibdockJoe Corvelli sets a course for success at Gibraltar-based ship repair yard. — by Greg Trauthwein

COATINGS ROUNDTABLE

20 Keeping Vessels Clean & EfficientMarine coatings are essential to keep ships, boats and marine structures clean and efficient.

COATINGS ROUNDTABLE

24 Rear Admiral Mark Buzby: Views from the HelmMilitary Sealift Command keeps fighting forces armed, fed and fueled. — by Edward Lundquist

MARINE PROPULSION

28 Air Emission Regulations take Center StageEver-tightening regulations put pressure on vessel owners to comply. — by Henrik Segercrantz

EYE ON DESIGN

36 Thruster Interaction EffectsInitiative at MARIN investigates optimum thruster perfomance during DP ops. — by Hans Cozijn

24

38

September 2010 www.marinelink.com 3

THE AUTHORS

Dennis L. Bryant, Maritime Regulatory Consulting, Gainesville, FL. Email: [email protected].

See story on page 16

Richard DeSimone is President, Travelers Ocean Marine.See story on page 18

Henrik Segercrantz is a Finnish Naval Architect with 30 years experience fromthe shipbuilding industry.


Hans Cozijn ([email protected]) is senior project manager at the Offshore department of MARIN.


BOAT REPORTS

38 RIBS & Patrol CraftMR provides details and specs on some of the latest RIBS and patrol craft on the world’s waterways.

ON THE COVER

ROUNDTABLE

20 MarineCoatingsThis month MR taps the minds of some of the world’s leading coatings and corrosion control companies to discover tips and techniques to keep a vessel’s coating system in shape to withstand the rigors of the marine environment.

Bryant DeSimone Segercrantz Cozijn


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

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ALSO IN THIS EDITION

6 Editorial

12 Costa Favolosa Arrives

14 Largest U.S. Built Yacht

16 Government Update

18 Insurance Update

34 A Good Rebuild

38 RIB Report

40 People & Company News

45 Pipes, Pumps & Valves

48 Products

49 Buyer’s Guide

50 Classified

56 Advertiser’s Index

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EDITOR’S NOTE

It was not so many years ago that claims of “being

green” was more marketing slogan than corporate

strategy. Today, this is not the case. Environmental

regulations that impact every facet of maritime operations

will continue to grow stonger and more stringent, from the

engine room through the living quarters to the coating sys-

tem. Operators in the maritme niche have just a few op-

tions, which include: Planning in advance to pay the price

of compliance while building the additional costs into your

business plan; skirting the law and facing the possibility of

getting caught, paying a hefty fine and possibly jail time;

or getting out of the business. For those of you choosing the former, keep reading this

edition as it is packed with information that could prove of use. Starting on page 28,

contributing editor Henrik Segercrantz examines emerging air emission regulations

and their impact the way in which you power and repower your vessels, today and in

the future. Engine makers around the world are working feverishly to reduce emis-

sions while maintaining performance, durability and fuel efficiency. A particularly im-

portant date shipowners should set an alarm for now is January 1, 2016, as ships that

start construction after this date must comply with stricter Tier III engine require-

ments, resulting in higher equipment costs in addition to extra fuel and energy con-

sumption costs. With that date in mind, it will be interesting to watch the flurry of

orders and new project starts before New Year’s Eve 2015.

Marine Coatings is another area of obvious interest when discussing environmental

impact. Coatings, of course, are charged primarily with ensuring the life-long strength

and integrity of the marine structure to which they are applied, but modern marine

coating systems are increasingly used to help vessel owners increase fuel efficiency

and extend maintenance periods. This month we tapped the minds of several leading

coatings manufacturers in our annual “Coatings Roundtable” to present new develop-

ments in this regard.

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PUBLISHERS John E. O’Malley

John C. O'Malley • [email protected]

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

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

PRODUCTION

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

SALES

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

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

Advertising Sales Managers

National Sales ManagerJack Bond

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

Tel/Fax: +44 (0) 1506 822240

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

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

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

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

CORPORATE STAFF

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CIRCULATION

Circulation Manager Kathleen Hickey • mrcirc@ marinelink.com

CorrectionIn July 2010 we published our Annual Diesel Engine directory. EMD was erroneously omitted, and some details on the Isuzu line

were incorrect. The correct line-up for both engine makers is printed here.

Electro-Motive Diesel, Inc.9301 W. 55th Street, La Grange, IL 60525

Contact: Brian Grinter

Tel: 708-387-6081

Email: [email protected]

www.emdpowerproducts.com

Model No.Cyl Displ. Weight (lb) High Output Continuous Duty Dimensions Bore x Cyl (L) (cu in) (lb) (bhp@rpm) (bhp@rpm) LWH (in) Stroke (in)

8-710 G7C-T2 8 710 in3/cyl 26000 2200@900 2000@900 145 X 69.5 X 110 9-1/16 X 1112-711 G7C-T2 12 711 in3/cyl 33000 3300@900 3000@900 184 X 69.5 X 118 9-1/16 X 1116-712 G7C-T2 16 712 in3/cyl 40500 4400@900 4000@900 232 X 69.5 X 118 9-1/16 X 1120-713 G7C-T2 20 713 in3/cyl 46700 5500@900 5000@900 265 X 69.5 X 124 9-1/16 X 11

Isuzu Motors America Inc.46401 Commerce Center Dr., Plymouth, MI 48170

Tel: 248-497-3902

Contact: Bob Links

E-mail: [email protected]

Web:www.isuzuengines.com

Commercial Ratings Model Cyl. Displacement Bore x LxWxH Weight 3-4000 hr. 4-5000 hr. + 5000 hr.

(cu. in.) Stroke (in.) (lbs.) Duty Duty Duty

UM6HK1WMAB2H 6 7.8 L (476) 4.52 x 4.92 56.89 x 38.93 x 23.25 1676 — 300 @ 2400 —UM6HK1WMAB3H 6 7.8L (476) 4.52 x 4.92 56.89 x 38.93 x 23.25 1676 350 @ 2500 — —UM6WG1TCAA1K 6 15.7L (958) 5.79 x 6.06 74.68 x 35.5 x 52.91 3219 — — 505 @ 1800UM6WG1TCAA2K 6 15.7L (958) 5.79 x 6.06 74.68 x 35.5 x 52.91 3220 650 @2100 —UM6WG1WMAB1K 6 15.7L (958) 5.79 x 6.06 74.68 x 35.5 x 52.91 3220 — — 505 @ 1800UM6WG1WMAB2K 6 15.7L (958) 5.79 x 6.06 74.68 x 35.5 x 52.91 3220 — 600 @ 2000UM6WG1WMAB3K 6 15.7L (958) 5.79 x 6.06 74.68 x 35.5 x 52.91 3220 670 @ 2100 — —

Export ModelsUM4JB1TCX 4 2.8L (169) 3.66 x 4.02 44.60 x 24.92 x 31.57 650 114 @ 3200 — —UM4JG1TCX 4 2.8 L (169) 3.66 x 4.02 47.24 x 26.42 X 34.13 738 135 @ 3200 — —UM4BG1TCX 4 4.3 L (262) 3.94 x 4.13 50.51 x 23.85 x 37.04 1160 200 @ 2800 — —UM6BG1TCX 6 5.8L (305) 4.13 x 4.92 52.87 x 24.78 x 38.11 1521 282 @ 2700 — —UM6HE1TCX 6 7.2L (439) 4.33 x 4.92 56.89 x 26.9 x 41.10 1598 344 @ 2800 — —UM6SD1TCX 6 9.5L (579) 4.63 x 5.71 59.75 x 30.31 x 46.81 2283 374 @ 2300 — —

PROFILE FIVE MINUTES WITH JOE CORVELLI, CEO, GIBDOCK

Can you tell us a bit about yourself?JC: I grew up in Smithtown (Long Is-land) New York, where I can blame thelove of the sea on my father. I grew upsailing and boating, and attended WebbInstitute, graduating with a Naval Archi-tecture and Marine Engineering degree.

How did come to be CEO of a Gibraltar-based ship repair company?JC: After graduating from Webb, Istarted a job as a port engineer, andevolved to building custom commercialand pleasure yachts in south Florida. Themaritime world, as you know, is a smallone, and a classmate of mine knew theowners of the yard (Gibdock), and thatthey were searching for a new CEO. Imoved out to Gibraltar, which is a greatlocation with an incredible maritimecommunity and history, in October 2007.

What do you consider the most significant changes that have occurred within the maritime industryin the last five years?JC: There a number of them, but thebiggest two, in my opinion, center onhuman resources and the environment. Inship repair, most of the ‘run of the mill’work hasn’t changed much, but what haschanged is the manner in which we goabout our business. In terms of human re-sources, we have and continue to instill aculture promoting health and safety. Weview ourselves very much as a serviceprovider … we differentiate ourselveswith outstanding customer service. Butour policy is one that we don’t just wantcertificates on the walls and books on theshelves; we want, as management, for itto have a practical effect on the ground.On the environment, there has (and con-tinues to be) a tremendous growth in

Joe Corvelli CEO, Gibdock


Technology is driving ships to be more and more complicated, which is a

big challenge for ship repairers. Some of the repairs require product spe-

cific knowledge on specific systems. As things get more complicated and

technical expertise gets scarcer, there is a heavier reliance on the OEM’s.

Joe Corvelli

An aerial view of Gibdock.

Maritime Reporter & Engineering News recently spent time with JoeCorvelli, CEO of Gibdock, the Gibraltar-based ship repair and con-version company. Corvelli, a Long Island, NY-native and Webb Institutegraduate, has in three short years helped to foster a safety and qualitymanagement culture at this fast-growing company.

By Greg Trauthwein, Editor

awareness of health and safety and envi-ronmental issues and practices, and in-vestment by shipyards and supportingcompanies. I am most proud of two cer-tificates from Lloyd’s Register: ourISO18001 which certifies the proficiencyof our Occupational Health and SafetyManagement Systems; and ourISO14001which certifies our Environ-mental Management System.In terms of practical application of safetystandards, or ‘where the rubber meets theroad,’ we have 13 “Golden Rules” forsafe systems of work. I believe in keepingit simple and easy, offering achievabletargets. Each rule is simply one sheet ofpaper and four bullet point of what youdo, and what you don’t do.

If you were forced to choose just one,what would you name as the most sig-nificant technical advance during yourcareer that has had the biggest im-pact to improve efficiency in ship re-pair and conversion?JC: Without a doubt the most drasticchange has been in regards to informa-tion technology and communications;communications between repair agents,the yard, those on board the ship, andthose at the shore office. The advance-ment in communications has driven re-pair process and efficiency, driven us tomaximize our efficiency, as all informa-tion on the ship and the problem is avail-able before the ship arrives, so that, forexample, parts and prefabricated assem-blies can be prepared and ready for spe-cific areas when the ship arrives.

How has the global economic slow-down affecting your business? JC: Global slowdown certainly affected

our clients, and in fact our business, par-ticularly as owners in certain segmentslaid-up and scrapped vessels. But throughit all, we have done quite well. Ourgrowth rate has slowed, but we are stillgrowing. Before the recession we saw investmentin efficiency gains and life extension

products; today, you see owners with amore conservative approach.

How do you define growth?JC: Top line sales, but I’m not going toshare those numbers with you. From anoccupancy perspective, we are keepingour (three) docks full. Another positive:

the jobs are growing, for example we aregetting more conversion jobs rather thanrepairs.Also, we have seen a shift in our businessconcurrent with the market; a few yearsago, containership business dominated,but today, we are seeing a lot of offshorework from North Africa.



What do you count as your company’scompetitive advantage?JC: Superior customer service, a straight-talking approach and attention to time-line. Getting ships out early or on-time isthe focus.

What investments is your companymaking today that are intended for

the long-term health of the company?JC: Human resources, from internal train-ing to the focus on growing the healthand safety culture.

What do you consider the most impor-tant trends in your business to be? JC: The growth in the local market, par-ticularly the offshore market coming

from West Africa. It is a big and growingarea, and we are talking more and moreabout projects regarding offshore rigs,subsea vessels and supply vessels.

What do you consider to be thebiggest challenges to your company’scontinued success in terms of Techni-cal matters?JC: Technology is driving ships to bemore and more complicated, which is abig challenge for ship repairers. Some ofthe repairs require product specificknowledge on specific systems. As thingsget more complicated and technical ex-pertise gets scarcer, there is a heavier re-liance on the OEM’s to supply technicaltalent. We also provide a number of sig-nificantly challenging services, and we

must keep up our base of talented andqualified welders and steelworkers, forexample. Today, as you are finding inmany industries, we have an aging work-force, and fewer people who are willingand able to work in this environment.To ensure that we have the people weneed, we have a 4-year apprenticeshipprogram, which today has 30 members.It is a fantastic program to achieve NVQcertifications, and it feeds our talent pool.In addition, we go to other areas in theEU where there are skilled laborers andtradesmen, and we bring them in whenthey are needed. We have workers coming in regularlyfrom Romania, Bulgaria and Poland, toname a few.

PROFILE FIVE MINUTES WITH JOE CORVELLI, CEO, GIBDOCK

After nearly two years of engineering, procurement, and project preparations, Dock-wise recently completed the first of two float-overs for the Vyborg Project in Korea.The Vyborg Project is big in scope and size: It involves moving two 15,000 metricton semi-submersible hulls and two topsides that weigh approximately 19,000 metrictons each. These pieces were constructed in locations more than 27,000 km apart andthe Dockwise vessel the Black Marlin was used to successfully load the first of twotopsides for transport to the float-over location in Korea, to be joined with a hull thatwas transported from Vyborg, Russia by the Talisman. Dockwise’s scope also includeddesigning and installing the pre-laid anchor spread, hooking the hull to the spread andballasting the hull to its mating draft. This part involved the use of five tugs, two an-chor handlers, one workboat, two anchor barges, one test barge, a crane barge, threelaunch boats and guard boats. An especially innovative feature is the “floating float-over” aspect of this project: This float-over was completed without a fixed structure.Instead, a floating structure was anchored and ballasted down to keep it in place whileDockwise performed the float-over operation. After the Black Marlin docked into thehull, which was ballasted down to 27 meters draft, ballast operations were initiated, inorder to lock the Leg Mating Units and align the hull columns and the topside. Nextsteps included welding the columns to the topside under a partial load transfer, afterwhich they released the load from the Leg Mating Units and began ballast operationsto transfer the full load of the topside onto the hull columns. Finally, on July 10, theBlack Marlin was retracted from the completed rig and the de-ballasting operationswere completed.The second topside and hull float-over will be completed using thesame process later this fall.

For more information visit www.dockwise.com

The Big Impact of Vyborg


Costa Favolosa, the new Italian-madeflagship of Costa Cruises, recently tookto the seas at a traditional ceremony heldat Fincantieri’s Marghera at the newship’s technical launch. The 114,500-gtCosta accommodates 3,780 guests, andwill set sail on its first cruise in July2011. This is the fourth of five new shipsdue for delivery between 2009 and 2012,for a total investment worth $3b. The ad-dition in spring 2012 of the CostaFavolosa’s sister ship Costa Fascinosa,also being built in Marghera, will com-plete Costa’s fleet expansion program.

“Despite the ongoing effects of the eco-nomic downturn in 2010 and the uncer-tain outlook for global tourism, our fleetexpansion program has continued unin-terrupted,” said Costa Crociere S.p.A.President Gianni Onorato.

“The strength of our brand, whichcomes with a guarantee of over 60 yearsof experience, and the quality of ourproduct have proved to be winning assets,highly appreciated by our customers.That is confirmed also by the positive re-sults in terms of bookings achieved thissummer and forecasts suggest we will

end 2010 with 2.1 million total guests forthe Group as a whole, which works outto an increase of around 17% comparedto last year.”

At the launch, the director of the ship-yard invited the Godmother, BeatriceSiri, to cut the ribbon and the bottle ofchampagne duly broke against the bows

of the ship. Betarice Siri, Newbuildingand Special Projects Deputy of CostaCruises (pictured) has been directly in-volved in the construction of the fleet’slast six ships, including the CostaFavolosa, and on March 8, 2010 she re-ceived the Order of Merit of the ItalianRepublic from the President of the Re-

public, Giorgio Napolitano. After theopening of the valves and the gradualflooding of the slipway where the shiphas taken shape over the last few months,the hull of the Costa Favolosa was trans-ferred for the first time to its natural ele-ment – the sea.

Favola is Italian for “fairy tale.”

NEWS

Costa Favolosa 114,500-gt - 3,780 guests • 4th in series of 5 new ships

BeatriceSiri


NEWS

Cakewalk Main Particulars

LOA............................................281 ft. (85.6m)LWL...............................................248 ft. (75m)Beam..........................................46.9 ft. (14.3m)Draft ...............................................13.1 ft. (4m)Gross Tonnage............................................2995Propulsion .................................2X16V400M71 .........@ 2465BKW (3306HP)@200 RPM MTUPropeller....2X5 Blade Rolls Royce Single PitchSpeed ....................................17 knots / 15 knotsFuel capacity ..............370,000 ltrs (97,000 gal.)Range ...............................5000 NM @15 Knots Power Generation .............2X MTU 2000 series .....................................V12 M-40B @660EKW..................2X MTU @60 550 Series @ 350 EKEmergency Pack ...........................1X MTU S60 ........................................400 Series @275 KWStabilizers ...................4X Quantam Zero SpeedBowthruster ............................Jastram 400 KWWindlasses.................................................SteenInterior Design........................Elizabeth Dalton, ...........................................Dalton Designs, Inc.Exterior Design..............Tim Heywood DesignsNaval Architecture ......Azure Naval ArchititectsEngineering Design ..................BMT Nigel Gee .............................& Associates, Gibbs and CoxTenders..................Riva, Vikal, Intrepid, ZodiacClassification ...........................Lloyd’s Register ...Maltese Cross 100A1SSC yacht (P) mono G6Construction ......................................Steel Hull, ..................................Aluminum SuperstructureBuilder................................................Derecktor

Cakewalk Engineered with ShipConstructor

ShipConstructor CAD/CAMsoftware was used for the produc-tion engineering and detail designof the megayacht Cakewalk. Cake-walk, built by Derecktor Ship-yards, was launched August 8 inBridgeport, Conn. The marine de-sign consultancy firm BMT NigelGee of Southampton, UK usedShipConstructor’s AutoCADbased shipbuilding CAD/CAMsoftware for the detail design ofthe hull as well as for the distrib-uted systems within the main steelstructure, e.g. the engine room.

Gibbs & Cox, a Virginia-basedmarine engineering firm, also usedShipConstructor software formodeling the systems within theyacht’s superstructure.

August 8, 2010 marked the launch of themotor yacht Cakewalk at Derecktor Ship-yards, a 6-deck, 85.6m (281 ft), 2,998-gtvessel which is the largest yacht (by vol-ume) ever built in the U.S., according tothe builder. “Needless to say, as with anyproject of this scale and sophistication,there were some growing pains along theway, but we think the result speaks forherself” said Paul Derecktor, President ofthe Derecktor group of shipyards. “Mybrother Tom and I, along with everyone atDerecktor are very proud and we thank allthe people who made this possible, in par-ticular of course, the Owner and his team.”

Cakewalk was designed by Tim Hey-wood Designs with Naval Architecture byAzure Naval Architecture. Interior designwas by Dalton Designs, Inc. Dozens ofsubcontractors from engineering firms tosecurity specialists participated in theproject. “We certainly could not have doneit without them” said Gavin Higgins, VPof Business Development at Derecktor.“Some of the world’s most experiencedand skilled specialists put their expertiseinto this job.” “She is superb” said De-signer Tim Heywood. “The workmanshipthroughout is absolutely first-class, asgood as you will find on any yacht in theworld. I could not be more pleased for theowner and all involved.” Bill Zinser, BuildCaptain on Cakewalk and leader of theowners’ team, said, “She is what we knewshe could be all along. It makes all thehard work, all the long days, worth it. Wehave great owners and we worked with agreat group at Derecktor. We can’t wait toshow her off to the world.” Notably, Cake-walk was christened for the owners byCarmen Golinski, the Interior Manager onboard, indicative of the closeness of theowners and crew. At press time the yachtwas still at Derecktor undergoing finaloutfitting and sea trials. It is scheduled tomake its debut at the Ft. Lauderdale Inter-national Boat Show in October.

Cakewalk Derecktor launches largest yacht • 281 ft. & 2998 gt

MV Freewinds Celebrates MilestoneFireworks light the St. Lucia sky over the Motor VesselFreewinds as part of a grand sendoff for the 22nd Anniversaryof the ship's Maiden Voyage cruise which included carnivaldancers and music from the city's Royal Police Band. The440-ft. ship is the Scientology religious retreat that ministersthe religion's most advanced spiritual counseling. TheFreewinds also hosts conventions and seminars for Scientolo-gists during the year and is known throughout the Caribbeanfor its support of secular community betterment programs.Its home port is Curaçao. (Source: Freewinds Photographer)


Wendella’s Blount BoatLinnea, the 89-ft. steel excursion boat

built by Blount Boats for Wendella Sight-seeing Company, was completed and ac-cepted on July 20, 2010. The boat wasdelivered to Chicago via Erie Canal andbegan service on July 30. The deliveryfor the Linnea is timely on account of the

fact that WendellaS i g h t s e e i n g ,Chicago’s originaltour boat company is celebrating its 75thseason. The new LINNEA was designedby Timothy Graul Marine Design of Stur-geon Bay, Wis., and is a sister vessel tothe Wendella built by the Blount shipyard

in 2007. It is pow-ered by twin screwCaterpillar engines

and will accommodate up to 340 passen-gers for architectural tours on theChicago River. The two deck vessel wasdesigned with climate controlled maincabin, granite bar top and is equipped

with an entertainment and security sys-tem. The new vessel is certified by theU.S. Coast Guard under Subchapter “K”for lakes, bays and sounds less than onemile from shore. The M/V Linnea marksthe 330th vessel to be built by the Blountshipyard, which has been in operationsince 1949.

Floating Power BargePair for Venezuela

Waller Marine of Houston will launchand christen what will become theworld’s largest floating power genera-tion facility when installed at a desig-nated site in Venezuela. The two powerbarges, which Waller has under con-struction at the Signal InternationalShipyard in Orange, Texas, will betransferred from their land based con-struction locations to the water duringthe next few days and christened byVenezuelan dignitaries at a ceremony atthe shipyard on August 21. The gener-ation facility, initially comprising twoFloating Power Plants each installedwith a single GE 7FA gas turbine gen-erator, will be made ready for oceantransport to Tacoa, Venezuela for in-stallation in a prepared basin that willbe protected from the sea. The com-pleted plant will generate much neededpower to Caracas and surroundingareas. This culminates a Fast Track en-gineering, procurement and construc-tion program undertaken by Waller todesign, construct and deliver the twopower barges, each having an output of171 MW (ISO), within 180 days. Con-structed to the approval and survey ofABS, each barge will represent thelargest of its kind in the world, accord-ing to the company. This first phase ofthe facility will surpass the capacity ofthe Waller designed, 220 MW com-bined cycle floating power plant in-stalled in India in 2001; currently theworld’s largest. Waller is now in theearly stages of engineering the secondphase of the construction program, a260 MW steam cycle barge that will befitted with heat recovery steam genera-tors and a 260 MW steam turbine gen-erator that will increase the totalfloating generating facility capacity to600 MW.

www.wallermarine.com


COLUMN GOVERNMENT UPDATE

Overlapping

Oil Spill Investigations

About the Author

Dennis L. Bryant, MaritimeRegulatory Consulting,Gainesville, FLTel: 352-692-5493Email:[email protected]

The tragic Deepwater Horizon-Ma-condo explosion/fire/sinking/oil spill isdestined to become the most investigatedmaritime casualty in history. Eleven mendied when an explosion occurred on theMobile Offshore Drilling Unit (MODU)on the night of April 20, 2010. TheMODU was rapidly engulfed in flames.Amazingly, 115 other persons on the ves-sel survived, in large part due to theheroic efforts of the crew of the DamonB. Bankston, an offshore supply vessel(OSV) that was tending the MODU whenthe casualty occurred. The MODU con-tinued burning until it sank on April 22.

Somewhere in the events between theexplosion and the sinking, the pipelineconnecting the Macondo wellhead on theseabed about a mile below the surfaceand the MODU was severed. Crude oiland natural gas began spewing from thepipeline breaks, but the extent of the dis-charge was not immediately realized.The drill site was some forty miles off thecoast of Louisiana and almost a hundredmiles from Port Fourchon, the nearestsignificant shoreside staging area.

After it was determined that oil and nat-ural gas were flowing from the wellhead,remotely operated vehicles (ROV) weredispatched to the seafloor. They capturedimages of the situation, allowing expertsto determine that the blowout preventer

(BOP), located where the drill pipeemerged from the seabed, had failed tooperate. The BOP was designed as a fail-safe device to stop the flow of oil from awell when other control measures did notsucceed.

The incident was declared a spill of na-tional significance and Admiral ThadAllen, Commandant, US Coast Guard,was named by President Obama as theNational Incident Commander (NIC)with full authority to oversee and directefforts to stop the discharge and respondto the oil spill. Initial efforts to stop thedischarge were unsuccessful and oilstarted coming ashore in Louisiana.Eventually, oil from the Macondo well-head also came ashore in Mississippi, Al-abama, and the Panhandle of Florida.Admiral Allen retired from active duty inlate May, as previously scheduled, butstayed on the National Incident Com-mander. The flow of oil and natural gaswas stopped on July 15, but not before anestimated 4.9 million barrels of oil es-caped into the Gulf of Mexico during the87 days that the well was uncontrolled.As of this writing, efforts continue to drillrelief wells so that the drill pipe may besealed and cemented permanently fromthe bottom.

Meanwhile, a series of investigationsare underway, some public, some not.

One of the first public investigations

was convened jointly by the US Depart-ment of Homeland Security and the De-partment of the Interior. They directedthe US Coast Guard and the MineralsManagement Service (MMS) to examinethe circumstances surrounding the casu-alty and submit a report of their findings,conclusions, and recommendations. Thisinvestigation is clearly the most focusedand the closest to completion. It has con-ducted three of its planned four publicsessions, with the final session scheduledfor late August (after submittal of this ar-ticle for publication). To date, this inves-tigation has revealed the division incommand of the MODU between themaster and the offshore installation man-ager, the failed attempt to activate theBOP before the MODU was abandoned,and the intentional “inhibition” of thealarm system, among other things. Wit-nesses testify under oath. One personwho was called as a witness has refusedto testify, citing his right against self-in-crimination under the Fifth Amendment.

President Obama issued an ExecutiveOrder establishing the National Commis-sion on the BP Deepwater Horizon OilSpill and Offshore Drilling. The co-chairs of this National Commission areformer Senator Bob Graham and formerAdministrator of the Environmental Pro-tection Agency William Reilly. Theirmission is three-fold:

(1) examine the facts and circumstancesto determine the cause of the DeepwaterHorizon oil disaster; (2) develop options for guarding againstfuture oil spills associated with offshoredrilling; and (3) submit a final report to the Presidentwithin six months of the Commission’sfirst meeting.

Its first meeting was held on July 12-13in New Orleans. The second meetingwas scheduled for August 25 in Wash-ington, DC. The Bureau of Ocean EnergyManagement, Regulation, and Enforce-ment, which grew out of the now-dis-mantled Minerals Management Service(MMS), is conducting a separate investi-gation into the preparedness of the off-shore oil and gas industry as a whole toprevent and respond to future oil spills.This investigation is one of the bases forthe Administration’s six-month morato-rium on deepwater drilling.

The US Chemical Safety and HazardInvestigation Board (generally called theChemical Safety Board or CSB) hasopened an “investigation of the rootcauses of the accidental chemical releasethat that destroyed the Deepwater Hori-zon rig and took the lives of 11 workers.”The CSB is similar to the better-known

National Transportation Safety Board(NTSB), focusing on safety issues aris-ing out of significant industrial incidents.

Relief well riser pipe inthe "moonpool" of theTransocean Develop-ment Driller III (DD III),while on standby fromrelief well drilling oper-ations at the MC-252incident site in the Gulfof Mexico, on Tuesday,August 17, 2010.

(Pho

to: ©

BP

p.l.c

.)


In addition, various agencies are under-taking health studies.

It seems that virtually every committeein Congress that could possibly haveoversight authority has conducted hear-ings on relative to the Deepwater Hori-zon-Macondo incident. Hearings havebeen held by the following Senate com-mittees: Commerce, Science & Trans-portation; Energy and Natural Resources;Homeland Security and GovernmentalAffairs; and Judiciary. Hearings havealso been held by the following commit-tees of the House of Representatives: Ed-ucation and Labor; Energy andCommerce; Judiciary; Natural Re-sources; Science and Technology; SmallBusiness; and Transportation and Infra-structure. The most extensive workseems to have been done by the HouseCommittee on Natural Resources, whichlaunched its own investigation and (to-gether with its subcommittees) conductedat least seven separate hearings.

Members of Congress submitted nu-merous bills, addressing everything fromtax relief for individuals impacted by thespill to use of dispersants. One bill evenproposes establishment of a Congres-sional Commission to investigate the oilspill incident, separate and apart from theAdministration’s National Commission.Several of the bills have been adopted bythe House of Representatives. None havebeen adopted by the Senate. It is unclearwhether any of these bills will be enactedby this Congress. If not, the legislativeprocess must start afresh in January 2011.

The US Department of Justice (DOJ)has opened civil and criminal investiga-tions into the circumstances surroundingthe incident. It is not disclosing much re-garding its efforts, only saying that thereare multiple targets. It is probable thatvarious individual Gulf coast states areopening similar investigations.

The National Research Council (NRC)has begun a research project related to thespill, as have the National Oceanic andAtmospheric Administration (NOAA)and the Environmental ProtectionAgency (EPA). Trustees (federal, state,and tribal) of the various natural re-sources possibly impacted by the oil spillhave commenced Natural ResourceDamage Assessment (NRDA) investiga-tions. These will examine impacts oneverything from endangered species,such as whales and sea turtles, to coral,sea grass, shrimp, crabs, and sand fleas.

Numerous academic institutions, par-ticularly those located in the Gulf coaststates, have commenced research projectsexamining different aspects of the spill.While most are focused on environmen-tal issues, others are looking at economicand sociological impacts. Parties directly

involved in the incident, including BP,Transocean (owner of the MODU), Hal-liburton (the well cementing company),and Cameron International (the companythat manufactured the BOP), have com-menced their own internal investigations.It is unclear how much, if any, of the re-sults of these investigations will ever beavailable outside those particular compa-

nies. News reports, for example, indicatethat BP has retained a number of outsideexperts and research institutions to assiston its investigation, but requires each tosign a stringent non-disclosure contract.

Private litigants and potential litigantshave also begun investigations in prepa-ration for the inevitable lawsuits againstBP, Transocean, and others. It is virtu-

ally certain that the volume and extent oflitigation arising out of this oil spill willfar exceed that following the 1989 ExxonValdez spill. I support the concept of in-vestigating incidents for the purpose ofreducing the risk of their recurrence. Iquestion, though, whether we are well-served by the number of overlapping in-vestigations on-going in this case.


At its core, the insurance business isabout selling promises. The customerpays a premium, and an insurer makes acommitment to cover losses under certainconditions. Documents are exchangedand filed away.

The whole process may feel quite ab-stract – until a claim is made.

That’s when the relationship betweenthe insured and the insurer becomes con-crete. And all too often that’s when a cus-tomer first learns how his perception ofwhat has been promised plays out in thereal world. Depending on the circum-stances, the reaction can range frompleasant surprise to extreme disappoint-ment.

It doesn’t have to be that way. Smartbusiness owners work with their agentsand their insurers in advance to under-stand how their insurance will work whenthey need it. They meet not only with un-derwriters but also with claims profes-sionals to understand how their coveragewill protect them in the event that thingsgo wrong.

The goal is to have a clear understand-ing of the promises made and theprocesses in place to keep those prom-

ises. By making the relationship a part-nership rather than an arms-length busi-ness transaction, business owners can besure they are getting the best value out oftheir insurance purchase.

When Disaster StrikesBusiness owners in the marine industry

know how quickly things can go fromnormal to disaster. A ship runs agroundin bad weather. A cargo container isdropped during unloading. Sparks start afire that creates havoc in a shipyard.

The last scenario became an East Coastshipyard’s worst nightmare two yearsago. The fire damaged three vesselsunder construction and destroyed themain building where employees had beenhard at work on a full schedule of con-tracts. The owners knew that not onlytheir own business, but also the liveli-hoods of the small town’s residents wereall dependent on how quickly they couldget back to work.

The owners feared that the argumentsabout coverage and reimbursementscould be as brutal as the fire. The prob-lems looked insurmountable. Who wouldpay for debris to be hauled away? What if

the insurer planned to scrap boats dam-aged beyond their value, but the shipyardwanted to repair them? How would thebusiness interruption coverage work?Most important, when would the cashstart flowing? If their insurance carrier re-quired weeks of investigation, endlesspiles of paperwork, a lengthy paymentapproval process, and supporting docu-mentation that was no longer availablebecause it had gone up in smoke, a returnto normalcy for the shipyard could be de-layed for months, even years.

The future looked bleak to the shipbuilders. Contracts would disappear;work that was underway but not com-pleted would never be paid for.

Instead, the promises made were kept –and quickly. In fact, the shipbuilders puttheir insurers near the top of the list for apublic “thank you” when they dedicatedtheir new facility. Instead of red tape, de-lays and foot-dragging, they experienced:• A claims adjuster from the insurancecompany, along with their independentengineering expert, both arriving on thescene before the embers had cooled.These professionals understood the oper-ational challenges ahead and had the au-thority to make fast decisions,face-to-face with the shipyard owners.• Clear explanations about what wascovered, as well as advice on how tomaximize their loss recovery under thepolicy by addressing monthly caps andaggregate limits in a strategic way.• Insurance company claims profes-sionals who, together with the on-site ad-juster, kept the process moving along sothat checks could be delivered when theywere needed.

What kept this claim process from be-coming adversarial? In a word: partner-ship.

Finding the Right PartnershipIn an “us vs. them” view of insurance,

the business owner tries to minimize pre-miums and the insurer is intent on cuttingcorners when it comes to claims pay-ments. No one works together to improveloss records, anticipate new risks or ad-just coverage as operations change.

A much more productive way of deal-ing with insurance, however, is to under-stand the value of the insured-insurerrelationship. The insured wants rock-solid coverage, access to risk control ex-

pertise, and fast and easy claims process-ing if the need arises. The insurer wantsto provide those services at a fair pricebased on an accurate assessment of risk.A long-term partnership benefits both, asthey work together to minimize lossesand limit risk.

How can marine businesses find theright partnership? It begins with the agentor broker who uses his insight about boththe insured and the insurer to find theright match.

A business owner will know he is onthe right track if the insurance carrier isinterested in meeting with him, long be-fore a claim is ever filed. The meetingshould include the underwriter for the ac-count, as well as risk control advisers andclaims professionals, all of whom shouldbe focused on helping the business ownerunderstand how his insurance will workto his benefit. During the meeting, the in-surer will learn about the company’s op-erations and any issues that are ofparticular concern, and will also set ex-pectations for how the claims processwill work.

Another positive sign is if the insurerhas claims professionals that are dedi-cated to marine losses. Since laws and is-sues surrounding marine operations arecomplex, this specialization allows themto build the expertise necessary to handlea claim quickly and fairly.

The insured should also note if the in-surer’s claims adjusters are on staff vs.outside contractors. The insurer’s ownclaims adjusters are more likely to havethe authority to make quick decisions,without the necessity of reporting back toa centralized bureaucracy and waiting foran answer.

Finally, an insurer should be able todemonstrate the ability to field claims ad-justers and other experts across a broadgeography where the business owner maybe operating. The insured should be pro-vided with local or regional contact in-formation for resources the insurerprovides.

Buying insurance should bring a com-pany’s owner peace of mind – protectionagainst the unexpected that can destroy abusiness overnight. The best peace ofmind comes from knowing that an insur-ance policy is backed by a carrier whosees the insured as a partner – and whoknows how to keep its promises.

COLUMN INSURANCE

Selling Promises... and Keeping Them

About the AuthorBy Richard DeSimone isPresident, Travelers OceanMarine.


FEATURE COATINGS ROUNDTABLE

Coatings SolutionsFrom keeping corrosioncontrolled to improving

fuel economy and environ-mental signature, marine

coatings are critical tomaritime operations.

How has the recent world economyaffected your business this year?Rasmussen, Hempel: The first sixmonths of 2010 we have actually seen anincreased activity within the dry-dockingsegment and we have delivered more ma-rine coatings than the corresponding pe-riod last year. Also within thenewbuilding segment our volume ishigher than expected, though slightlylower than last year.

Brown, International Paint: Interna-tional Paint Ltd. is part of AkzoNobel,the world’s largest paints and coatingscompany. AkzoNobel’s revenue in thefirst half of 2010 increased by 10% from$8.2 to $9 billion. International Paint’sMarine and Protective Coatings businesssaw stronger activity levels with volumeup in the second quarter of 2010 com-pared with 2009. Revenue increasedeight percent, including a 10 percent fa-vorable currency translation impact. Thenew construction market in Marine ex-ceeded the expected volume levels with

China proving especially strong. Thedeep sea maintenance business continuedto be slow.

Dickey, Sherwin Williams While ma-rine coatings demand has not been im-mune to the economic downturn, atSherwin-Williams we were well posi-tioned with innovative new products suchas Euronavy ES301 epoxy coatings forhighly compromised and damp sub-strates, Fast Clad ER, the low VOC / fast-curing solution to a wide range of tanklining requirements, and SeaGuard HMF,the copper free antifoulant of the future.We have been growing sales as demandslipped.

Bowlin, Seacoat Technology 2009 wasa terrible year. Nothing else needs to besaid. 2010 has seen a resurgence in busi-ness particularly in the Marine segment.Other areas in power and wastewaterhave held steady, primarily outside theUSA.

What needs are today driving yourbusiness and product development? Brown, International Paint Affectedby the global economic slowdown,seaborne trade experienced a first timedecline in a decade in 2009. For ship op-erators and shipyards, increased fuelcosts, reduced demand for tonnage, lowerfreight rates, ships in lay up and few neworders being taken has meant that suppli-ers, more than ever before, must now de-liver products and services which have apositive impact on their customers busi-ness while also representing value formoney. Modern shipyards need en-hanced process efficiency and improvedproductivity, quality and working envi-ronment. Today’s operators need assetprotection, increased efficiency, betterenvironmental performance and reducedmaintenance costs. Product developmentfor shipyards for example has focussedon developing new high solids universalprimers with reduced complexity andfaster drying and for the ship operator,patented, biocide free fouling control sys-

tems for reduced fuel consumption, re-duced fuel cost and reduced CO2 emis-sions.

Bowlin, Seacoat Technology We spe-cialize in niche applications involvingSiloxane technology. Marine foul releasetechnology has been our primary focusover the last 10 years. The needs of ves-sel owners and operators has not changedmuch in regards to underwater hull coat-ings in the last ten years. First and fore-most is the Environmental issue andworldwide legislation further restrictingtoxins in antifouling paints. Everybodywants products that are environmentallysafe as it reduces their long term compli-ance costs and it is good for public rela-tions. Fuel costs; as fuel costs continue torise everyone wants to maximize fueleconomy by using low drag/high slipcoatings on their hulls. As dry dockingintervals are extended by the use of newtypes of interim inspection technologycustomer need coating systems that areincreasingly durable.

Marine coatings are arguably one of the most important systems found on marine vessels, as modern coatings not only protect the entirestructure from the corrosives inherent in the marine environment, they are also central to running more efficient and cost-effective operations.Maritime Reporter last month took some time to round up insights from some of the industries leaders in this niche, including: Torben Rasmussen, HEMPEL; Jim Brown, International Paint; Stephen Dickey, Sherwin-Williams Protective and Marine Coatings; andJohn R. Bowlin, Seacoat Technology.

HEMPEL a/s

TorbenRasmussenDuring 2010 we launched two new tie coats.

Sherwin-Williams

StephenDickeyWe believe that global regulation of antifouling

coatings will become much more aggressive.

Rasmussen, Hempel We experience clearly that ourcustomers focus more on operational cost and reductionof emissions. Coatings which offer easy maintenance,reduction of time in dock (fast pit stops similar to For-mula 1 race!) and fouling control coatings which can se-cure reduction in fuel consumption (and consequentlyreduce CO2 emissions) are examples of products devel-oped as a result of a market need.

What has been your company’s most significantproduct launch in the last 12 months? Bowlin, Seacoat Technology We just launched our lat-est version of SEA-SPEED. Our latest product uses va-lence modification technology (VMT) which simplystated is the ability of the coating to change from a pos-itive (cationic) to a negative (anionic) charge in the pres-ence of water movement over the surface. Thistechnology is radically different than existing productsin the field and has shown to be highly effective in con-trolling marine fouling.

Rasmussen, Hempel HEMPEL’S 3rd generation hy-drogel silicone fouling release HEMPASIL X3 waslaunched end of 2008. During 2010 we launched twonew tie coats which make the X3 a complete solution.The NEXUS-X Seal tiecoat is used to upgrade from aconventional antifouling to a fuel saving fouling releasesolution with HEMPASIL X3 as topcoat. The NEXUS-X Tend tiecoat is used for repair and maintenance of ex-isting fouling release systems and reduces the time indrydocking by half to one day.

Brown, International Paint We’ve had two significantproduct launches already in 2010:In January 2010 we introduced a new range of universalprimers for the newbuilding market to address the pro-ductivity, regulatory, performance and commercialneeds of shipyards and ship owners alike. Ship buildersand owners can now better choose how they meet pro-ductivity and performance targets and comply with theInternational Maritime Organization’s PerformanceStandard for Protective Coatings and new regional reg-ulations limiting Volatile Organic Compound (VOC)

emissions, such as the EU’s Solvents Emissions Direc-tive. For the newbuilding shipyard the product range of-fers universal application, high volume solids with lowVOC, year round workability with fast drying, low tem-perature cure and long overcoating intervals. For the ship owner the range provides long term assetprotection with controlled through life maintenancecosts, high performance corrosion and abrasion resist-ance and PSPC compliance. The range includes new Intershield 300HS, a high solidsversion of the market leading technology which offers


International Paint

Jim BrownThe new construction market in Marine

exceeded the expected volume levels with China proving especially strong.

78% volume solids, new Intergard 7600, a lightcoloured, pure epoxy universal primer providing goodabrasion resistance and new Intergard 5600 and Inter-gard 5620, light colored, epoxy universal primers withexcellent sprayability all year round and proven longterm anticorrosive performance.In May 2010 we introduced Intershield 803Plus, a newcargo hold coating specifically designed to address thekey issue of impact damage from the loading of dry bulkcargoes. Cargo holds, as well as being the revenue earn-ing spaces of bulk carriers, are also the areas subject tothe severest of operating environments. Without excel-lent coating protection, the structural integrity of holdscan be compromised, jeopardising continuing vesselprofitability and safe operation. Intershield 803Plus has

excellent impact resistance, offering the very best in pro-tection against ‘shooting’ damage. It also provides su-perb general abrasion resistance, good corrosionprotection, VOC compliance with 75% volume solids,fast drying times and all year round workability. Theproduct has a smooth surface for easy cleaning, is certi-fied for the carriage of grain and is FDA compliant.

How is your company investing to improve your position in the marine coatings market tomorrow? Brown, International Paint A recent example of ourongoing program of investment continued in May 2010with the opening of a new, worldwide product develop-ment laboratory in Singapore. This new laboratory willfocus on the development of tomorrow’s next genera-

tion of antifouling and foul release technology. This laboratory is the latest in a 20m R&D investmentprogram that has seen us build a global network of Ma-rine R&D centres across Asia, Europe and America.Singapore offers unparalleled opportunities for ourR&D team to get close to the shipping industry and re-ally understand the issues and challenges. We believethis will give us a major advantage in developing valueadded technologies and products for the marine marketand significantly speed up our product development,something that we believe is key in being first to marketwith new technologies.

Dickey, Sherwin Williams We are investing in twoways, first by expanding our marine support and supplychain infrastructure to allow us to service our customersglobally with the same type of product availability andsupport they have come to expect in the Americas. Sec-ondly, we are investing in technology with a new dedi-cated Marine laboratory in Warrensville Heights, Ohio,and increased staffing doing both marine product devel-opment and strategic innovation looking at what prod-ucts the marine market will need over the decade.

Bowlin, Seacoat Technology Our focus has alwaysbeen in developing new technology. Partnerships inR&D and on the flip side with distribution globally.

What issues are on the horizon that will most significantly impact your business in years to come? Dickey, Sherwin Williams At Sherwin-Williams we be-lieve that global regulation of antifouling coatings willbecome much more aggressive over the next few years,and that demand for copper free, low biocide and foulrelease coatings will increase. The challenges presented


FEATURE COATINGS ROUNDTABLE

Marine Coating ApplicationsJHSV Seacoat recently was chosen by Austal USA and the Navy for the JHSV (Joint High SpeedVessel). In addition to its inherent FRC capability it saves weight and is extremely durable.

Sevilla Knutsen: 173,400cu.m. LNG CarrierThe application of International Paint’s foul release coating, In-tersleek 900, to the hull of the 173,400 cu. m. Sevilla Knutsen, anew LNG carrier built at DSME in South Korea for Norwegianowner Knutsen OAS Shipping, was an important milestone for sev-eral reasons. One, it is International Paint Korea’s hundredth ap-plication of Intersleek, our leading range of silicone andfluoropolymer based foul release coatings which typically cut fuelconsumption and reduce emissions by between 6% and 9%. Two, itis yet another application of Intersleek to the hull of a new LNG carrier, this time for Norway’s Knut-sen. This application means that over 1 million square metres of Intersleek has now been applied at new-building in Korea. And three, it demonstrates how one of the world’s largest shipbuilders has easilyadopted the relatively new coatings technology at the ship construction stage.

Hempasil X3 Nexus X-Tend and HEMPASIL X3 from Hempel has been applied a number ofMærsk Line vessels and over the recent months also six container vessels from Yang Ming Line, Tai-wan. The Yang Ming applications took place on two different Chinese yards Xinya Shipyard inZhoushan & Wen Chong Shipyard – Guangzhou Long Shue Dao. For Yang Ming it was crucial to havethe vessels rapidly back in service and by using NEXUS X-Tend to repair the existing fouling releasecoating system it was possible to finish the job in some case in less than 5 days. The specification was:2 x Touch up Epoxy; 1 x Touch up NEXUS X –Tend; and 1 x Full coat HEMPASIL X3.

Seacoat Technology

John Bowlin his - D technolog is radicall

different than e isting roducts in the field

and has shown to be highl effective in

controlling marine fouling.


Vessel afterapplication ofHempel’s X3

by these changes are substantial and willrequire both new technologies beyondwhere we are today, and customer ac-ceptance that costs will increase. Thegood news is that recent and future de-velopments in this area are resulting infuel saving, and ultimately reducing theemissions footprint of the vessels utiliz-ing them.

Brown, International Paint While all ofthese are significant, what’s very impor-tant to us is sustainability, we’re commit-ted now to delivering products, servicesand solutions with reduced environmen-tal impact. Sustainability is a significantdriver in all our product developmentprogrammes and is considered right atthe beginning of the product design

phase. We take a life-cycle evaluation ap-proach and continue to work with expertsin this area to ensure our products are op-timised to have low environmental im-pact whilst protecting and improving theassets of our customers. Sustainabilitywill continue to improve our business,our customers business and the environ-ment, now, and in the years to come.

Bowlin, Seacoat Technology Continuingenvironmental legislation limiting the useof and in water cleaning of toxic systemswill be a boost to our business. For allcoatings companies a major hurdle willbe keeping up with market /customer re-quirements for more technically ad-vanced products that can meet longerterm operational needs, at a fair price.

Military Sealift Command (MSC) is avery busy place these days, according toits commander, Rear Adm. Mark “Buz”Buzby. “The wide range of our day-to-day operations is pretty impressive.”

When most Navy people think of MSC,they think of an underway replenishment(UNREP) ship pumping fuel and passinggroceries and replenishing ammunition toa carrier or a combatant. But there’smore than meets the seaman’s eye.

“On any given day there are about110 ships that are out there supportingthe fleet and doing all the very neces-sary work that is required to keepfighting forces armed, fed and fueled,and out there doing their mission,”says Buzby. “We run both hospital ships(USNS Mercy and USNS Comfort),which carry out a very visible mission.We have the entire afloat prepositioningmission, with all three prepositioningsquadrons that are arrayed around theworld to provide a level of combat powershould it be called upon to be pushed for-ward. We have a whole sealift fleet car-rying DoD dry cargo and bulk fuelaround the world on a daily basis to keepour forces ready to go. We operate oneof the two of the Navy’s command ships,USS Mount Whitney, as well as both ofthe sub tenders, USS Henry S. Land andUSS Frank Cable. That’s a relativelynew mission for us, with hybrid crews ofMSC mariners and Navy crews to manthe ships. Four Navy salvage ships andfour fleet tugs do all of the Navy’s towingand salvage and recovery missionsaround the world. Increasingly, theseships are being used for humanitarian as-sistance and disaster relief missions, andwork with foreign navy diving and sal-vage forces. We do the Navy’s ocean sur-veillance mission, towing our underwatertowed arrays around the world. All of theNavy’s oceanographic survey work isperformed under the MSC house flag.There are also a number of other mis-sions, including missile tracking” he

says. Operationally, Buzby reports toAdmiral John Harvey, Jr., at Fleet ForcesCommand for the Navy missions; and toGeneral Duncan McNabb at U.S. Trans-portation Command for the strategicsealift missions. Additionally, he reportsto Assistant Secretary of the Navy for Re-search, Development and AcquisitionSean Stackley, because of the contractingauthority for chartering vessels and forthe manning and operating of many ofthe civilian vessels.

MSC has a workforce of more than9,000 people worldwide, about 80 per-cent of whom are serving at sea. Betterthan half them are civil service mariners,with the rest being commercial mariners,civil service personnel ashore and active-duty and Reserve military members.

Buzby says they all get along well.“Our CIVMARs are very well respectedfor their professionalism and the knowl-edge that they bring to the waterfront.About half of them have prior service,having served in the U.S. military CoastGuard. I have a very experienced groupof people out there. The average age ofmy seagoing workforce is 47 years old.These are mariners who have been goingto sea for quite a long time, who have avery mature understanding of what theydo and how they do it. Since most bene-fit from military experience, they tend tounderstand the sailor very well. In thethree hybrid-crewed ships, they get alongextremely well, and we work through theboundaries of who does what. I visit theships, and all three are very happy ships,executing their missions very well to thesatisfaction of their fleet commanders. Italked to Vice Adm. Harry Harris, the 6thFleet commander, not too long ago, andhe is absolutely thrilled with MountWhitney’s performance – how good shelooks, how well she operates. He said hewould not want it any different.”

MSC Enables Forward PresenceIn the Navy’s logistics supply chain

system, MSC delivers the last tacticalmile. Replenishment at sea allows theNavy to stay forward, and provide “per-sistent presence.”

“MSC is the enabler. It’s the thing thatallows our Navy to operate, to continueto operate forward, untethered and un-constrained by touching shore. Our com-bat logistics force is extremely flexibleand extremely responsive,” Buzby says.“There are no ships that I know of that gowanting for fuel, ammunition or any ex-pendables.”

That role in that last tactical mile is ab-solutely critical, he says. “Our marinersunderstand that, and they are alwayslooking for ways to say ‘yes’ when a cus-tomer is looking for either fuel or othersupplies. Our mariners will go out oftheir way to steam those extra miles to bethere to provide it.

The Navy has elevated HumanitarianAssistance/Disaster Relief, or HA/DR, tobeing a core priority, and MSC hasstepped up to meet that challenge. “It’skind of a matter-of-fact kind of a thingthese days. It’s not a matter of if, butwhen, you’re going to be called for anHA/DR situation. This is a mission areathat I think you’re going to see MSC playan increasing role in, because a lot of ourassets are well-adapted to doing or sup-porting that kind of a mission. Our drycargo/ammunition ships, or T-AKEs, areespecially well-adapted to that becausethey have such a voluminous cargo-car-rying capacity and can carry a prettygood chunk of humanitarian supplies andmaterials on board. Haiti was a realshowcase for a lot of the capability thatwe can bring to one place fairly quickly.Theater security cooperation, or TSC, issomething that our Navy has done foryears, principally through port visits bycombatants to various areas of the world.Now, increasingly, our combatants arebeing tasked with more warfighting roles,ballistic missile defense roles and otherthings that only they can do. Increas-

ingly, some of those TSC missions arebeing passed off to MSC to do. Our res-cue and salvage ships have been doing alot of TSC lately because they are small;they can get in some of these smallerports that are operated by smaller naviesand coast guards; and the level of inter-action is a smaller level. Their divers arelike our divers, and I have my commer-cial mariners who are running my shipsand can talk easily with the local com-mercial mariners there, the fishermen.The level of interface is a little less in-timidating, easy for the host nation to ac-cept and to feel comfortable about. I seethat role becoming increasingly an MSCrole.”

Buzby is a graduate of the U.S. Mer-chant Marine Academy and a licensedU.S. merchant mariner, which he sayshas prepared him well for this job. “Icame straight on active duty after theMerchant Marine Academy, but I spent alot of my training out at sea withmariners, so I understand the ships, and Iunderstand where the mariners are com-ing from. In the years since, I’ve alwaysstayed very close to the industry, readingto keep abreast of what’s going on. A lotof my ship classmates are still sailing inthe industry, and I’ve stayed in touch withmany of them. So now, 30 years later, asI come back as commander of MilitarySealift Command, or ‘the Gray FunnelLine,’ as I like to call it, I find myself withan instant network of contacts of peoplethat I trust in very key places both in thiscommand, in this headquarters, in thefield, crewing my ships, and in the in-dustry that supports our command. So,it’s a very comfortable place. It was avery easy transition for me to come in. Ican ‘talk the talk,’ I know the lingo and Iknow what they’re going through. It’s agood match.”

Last of the ‘Rough and Tumble’ Buzby said he took the job with no pre-

conceived notions. “From all the reports

FEATURE REAR ADM. MARK H. BUZBY, COMMANDER, MILITARY SEALIFT COMMAND

Views Helm


Rear Admiral Mark Buzby, U.S. Navy Commander, Military Sealift Command

Military Sealift Command keeps fighting forces armed, fed and fueled

by Edward Lundquist

from

the


FEATURE REAR ADM. MARK H. BUZBY, COMMANDER, MILITARY SEALIFT COMMAND

Military Sealift Command

Bright Future for SeafarersA young person who is going to a merchant marine academy or thinking about a life at sea, would do

well to consider MSC, says Buzby. “MSC is only going to be a growing concern. We’ve done noth-ing but gain over the years. In 1972 we took the great experiment of seeing whether their merchantmariners could crew a Navy oiler and pass a fuel rig across 90 feet of water and not spill anything orcrunch into another ship, and, lo and behold, it worked out fine. Ever since then, we have built a levelof trust with the fleet that has equated to an increasing number of missions. Why? First, we’ve builtup that level of trust. Second, it’s straight economics. Using our commercial model, with civilianmariners and our commercial maintenance based on American Bureau of Shipping standards, we’reable to provide that same level of service, in some cases a higher level of service, for less money. That’svery attractive when you’re trying to operate a huge fleet that has to work globally with more commit-ments than before and fewer ships than it used to have. It just makes good fiscal sense to, where youcan have MSC take on those missions to provide that capability without costing as much money.

So, as MSC is growing, so are career opportunities, Buzby says. “We have a lot of our masters andchief engineers who came on board in the late ‘70s and early ‘80s who will be eligible to retire prettysoon, so we may have some upward mobility opportunities here in the next five to seven years. Some-one coming in now is probably going to see fairly quicker career progression up through fairly seniorpositions at MSC. It’s a great place to come work.” There are opportunities for business, too. “We op-erate on a commercial model so we are out there looking for our best value and lowest cost to operateour fleet. For those maritime industries that provide services, we are always looking for folks who cangive us the greatest value to keep our ships operating at a very high level. We maintain our ships at avery high level and that requires regular maintenance, repair, and resupply. We’re in very close part-nership with the rest of the maritime industry to keep our assets operating efficiently. A lot of our con-tractors are also doing the same thing, as well, because they’re running to the high standard that weestablish.While much is happening with MSC, Buzby admits that there are many things about MSC thatthe Navy and the nation don’t see. That, he says, is both good and bad. “We do it so well that it is al-most seamless and invisible to the end user and that’s a good thing. The problem is that not many peo-ple know that we’re doing it. I tell my folks, ‘You are probably the greatest unappreciated group in theFleet. You’re doing your job so well people don’t see it unless there is a problem—and there rarely is.’”That’s why one of Buzby’s goals is to get out there and recognize his people? “I feel guilty because Itake thanks and words of appreciation on a constant basis on how well MSC is functioning. It’s not methat’s doing it, it’s them. I want the MSC workforce to hear that they’re appreciated and people arethankful for the great jobs they’re doing on a daily basis.”

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Brandon Varner, 2nd mate navigator aboard MSC cargo/ammunition ship USNS WallySchirra, plots a course for Schirra as the ship leave the port of Norfolk May 17. Schirrawas heading out to sea to participate in ship qualification trials with MSC fleet replenish-ment oiler USNS John Lenthall.

that I had been getting, and from my own personal observa-tions, MSC was a good-running outfit. They lived up to theirmotto ‘MSC Delivers’ pretty much every day. If they said theywere going to do it, it got done. I really didn’t want to comein here and change that. So, I gave myself a few months to goaround and talk to people throughout the command and gettheir ideas on what was going well, what was not going sowell or what could be done better. I concluded that the areathat I needed to focus on most was how to better take care ofour mariners, both afloat and ashore. And by that I mean toimprove the way that we professionally develop our people, toimprove their quality of life and working conditions, and pro-vide better recognition of what they do every day. I want toplan for the future a little bit more on how we should shape ourforce for potential changes in technology, the way we will beoperating and the types of vessels we will be operating.”

Buzby has commissioned a human capital task force, work-ing with the MSC leadership, the mariners, unions and indus-try. “We have developed a list of about 100 initiatives that wethink make sense. And of that 100, we are focusing in on aninitial 50 initiatives. We’ll figure out what we need to do to in-stitute them and then go after doing it. The idea is not thatthere are edicts coming from my office, but that there arethings that we all agree need to be done. We’re looking atnear-term and long-term issues; what’s feasible and what’s af-fordable. Some of these are going to cost money that we’regoing to have to program for. Getting everything together andfocused on this area is my key task right now – and commu-nicating it so everybody understands where we’re going.”

“We also have to keep in mind that we have maritime unionsthat are our partners in crewing MSC ships. Many of ourmariners can be members of these unions, which have a say inthe ‘care and feeding,” if you will, of the mariner. So we workin close coordination with those folks and the shipping indus-try to do this. The shipping industry is what I would call oneof the last of the ‘rough and tumble’ industries out there. Inmany cases, it is very traditional in its mindset. So there’s thattradition that I believe still needs to be there, but perhaps with

Rear Adm. Mark H. Buzby, commander, Military SealiftCommand, visits with Capt. Allie Milligan, commandingofficer, MSC Office Kuwait, and the MSCO Kuwait staff inApril 2010. MSCO Kuwait is staffed by MSC Navy re-servists and plays a critical strategic role in ongoing U.S.and coalition operations in the Middle East, managingmore than 90 percent of all military cargo headed to andfrom Iraq and Afghanistan.

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more focus toward better preparing ourseagoing leadership to lead today’s sea-farer,” he says.

Buzby believes an investment in pro-fessional development will pay big div-idends. “We want to provideleadership training and support to ourmasters and our chief engineers—thepeople who are leading at sea—as wellas to some of the junior officers whoare coming along. We want to give ourleadership at sea the tools they need tolead in today’s world. They’re fantasticseamen and fantastic engineers—butmerchant marine training, per se, doesn’temphasize how to lead. So we’ll spendsome time and energy to equip those peo-ple so they can lead even better.

New ships like the Lewis and Clarkclass of replenishment ships continue tojoin the fleet, and Buzby is particularlyexcited about the Joint High SpeedVessel (JHSV), which will be operatedby both the Army and the Navy. “Thekeel has been laid for the first Armyvessel at Austal USA in Mobile, Ala. Itlooks like up to 13 could be built forthe Navy and about five for the Army.Military Sealift Command is going tocrew the Navy ships—the first two withour civil service mariners, and the nextthree with contract mariners under com-petitive bid. We’ll compare the crewinghead-to-head to see how the costs and ef-ficiencies work out. The missions forthese ships are still evolving, and wewant to leave our options open so we canmake a good crewing decision that willultimately play out amongst the rest ofthose ships. So we’re excited aboutJHSV. It’s a whole new concept forMSC.”


Rear Adm. Mark H. Buzby, com-mander, Military Sealift Command,with fellow graduates of the U.S. Mer-chant Marine Academy assignedaboard MSC fleet replenishment oilerUSNS Flint May 19, 2010.

(Source: U.S. Navy photo by Sarah Burford, Sealift Logistics Com-mand Pacific public affairs)


FEATURE MARINE PROPULSION

In March this year, The U.S. Environ-mental Protection Agency proposal todesignate waters off the North Americancoasts as an Emission Control Area wasadopted by IMO, the International Mar-itime Organization. The North AmericanECA is a key part of a comprehensiveEPA program to address harmful emis-sions from large ships. Which are the timeschedules of upcoming emission regula-tions? How are marine engine manufac-turers preparing for the tighter airemission limits being adopted? HenrikSegercrantz explores.

The North American 200 nautical mileEmission Control Area for sulfur oxides(SOx), nitrogen oxides (NOx) and par-ticulate matter (PM) will also includeCanada's Pacific and Atlantic coasts, theSouth coast of Alaska, and Hawaii.

The latest component of EPA’s coordi-nated strategy for addressing emissionsfrom ocean-going vessels is a proposal,from August this year, to designate anEmission Control Area for the U.S.Caribbean. The United States submitted aproposal to IMO in advance of the Sep-tember 2010 IMO meeting, requesting

that waters around the coasts of PuertoRico and the U.S. Virgin Islands be des-ignated as an ECA.

Other EPA programs to address harm-ful emissions in the U.S. include volun-tary partnerships under EPA’s Clean PortsUSA program and implementation of aClean Air Act rulemaking that EPA final-ized last December.

The first designated ECA areas, gov-erned by IMOs revised Annex VI (Regu-lations for the Prevention of Air Pollutionfrom Ships) of the International Conven-tion for the Prevention of Pollution fromShips (MARPOL convention), werethose of the Baltic Sea and the North Seaarea, which also includes the EnglishChannel. The revised Annex VI allowsfor ECAs to be designated for SOx andparticulate matter, or NOx, or all threetypes of emissions from ships. The regu-lations implementing the new NorthAmerican ECA are expected to enter intoforce in August 2011, with the ECA be-coming effective from August 2012.

In the U.S. Caribbean ECA proposal,ships operating in the area would be re-quired to use lower sulfur fuel beginningas early as 2014, and new engines would

have to meet emission standards requir-ing the use of advanced emission controltechnologies, beginning in 2016.

In coming years many new ECAs areexpected to be set up along coastal areasworldwide.

In parallel with reductions in sulfuroxide emissions, taking place in coastalECA areas and, on a less demanding andtime lagging level globally, also nitrogenoxide (NOx) emissions from ships arebeing cut both globally, through upcom-ing Tier II, and within designated ECAareas, in which areas the very tough TierIII limit is being implemented.

These new and more stringent regula-tions to reduce harmful emissions fromships are expected to have a significantbeneficial impact on the atmospheric en-vironment and on human health particu-larly for people living in port cities andcoastal communities.

Sulfur Oxide and Particulate MatterCatching up with the time schedules for

the ECAs in Europe, and locally in Cali-fornia (see below), tougher EPA sulfurstandards in North America are to phasein starting on August 1, 2012, when sul-fur content for ship fuels is limited to

1.00 percent, or 10,000 parts per million,and reaching a cap of 0.10 percent, or1,000ppm, on January 1, 2015. As an al-ternative to switching to cleaner distillatemarine fuels, shipowners have the alter-native to install an exhaust gas cleaner, orscrubber, allowing heavy fuel oil to beused as fuel. Enforcing the stringent ECAstandards on sulfur content in fuel willslash particulate matter emissions by 85percent, according to EPA.

From July 1st this year, the sulfur con-tent in fuels for the ECAs of the BalticSea and the North Sea including the Eng-lish Channel, provided an approvedscrubber is not in use, was limited to 1.00percent (or 10,000ppm), from previous1.5 percent (15.000ppm). As of year2015, the limit is to be 0.1 percent(1,000ppm). Outside ECA areas the cur-rent global sulfur cap is still 4.5 percent,to be reduced to 3.5 percent from Janu-ary 1st 2012. Ships sailing under the flagof a country that has not implementedMarpol Annex VI can, even then, con-tinue to use less environmentally friendlyfuels within ECA areas, as long as theydo not call an ECA port. From year 2025this is though to change when a limit of

Air Emission Regsby Henrik Segercrantz

Fuelling Marine Propulsion Innovation


0.5 percent is to enter into force globally.There is a checkpoint in 2018. If suitablefuels are available the starting year wouldbe 2020.

In Californian waters Marine gas oil(DMA) with a maximum sulfur contentof 1.5 percent or Marine diesel oil (DMB)with a maximum sulfur content of 0.5percent has been in force since July 1st2009, for ocean going ships within 24nautical miles from the coastline. Fromyear 2012 oceangoing vessels calling onCalifornia ports must switch to Marinegas oil (DMA) or Marine diesel oil(DMB) with or below 0.1% sulfur, within24 nautical miles of the California coast-line for the main and auxiliary diesel en-gines as well as auxiliary boilers.

Also in other areas low sulphur emis-sions is being promoted. The Port Au-thority of New York and New Jersey’sOcean-Going Vessel Low-Sulfur FuelProgram reimburse vessel operators halfof the costs for using low sulphur fuelswithin 20 nautical miles of the port on afirst come first serve basis due to an an-nual budget cap. From the beginning ofyear 2010, ships in European Union portshave to run their engines on 0.1 percentsulfur fuels.

Nitrogen Oxide EmissionsNitrogen oxide (NOx) emissions from

ships are to be further cut from that ofcurrent IMO Tier I level, which enteredinto force for new ships from year 2000.The Tier II level of IMOs revised Marpol73/78 Annex VI will enter into force glob-ally from next year, for ships with keellaying on or after January 1st 2011. TierII will reduce nitrogen oxides in the ex-haust gas by 15.5 percent to 21.8 percent,depending on engine speed. From year2016 Tier III enters into force in all ECAareas, including that also in North Amer-ica. Nitrogen oxides are cut by as muchas 80 percent from the current Tier I level,down to between 3.4g/kWh to 2g/kWh,depending on the engine speed.

EPA's final emission standards underthe Clean Air Act for new Category 3 ma-rine diesel engines with per-cylinder dis-placement at or above 30 liters installedon U.S.-flagged vessels were publishedon April 30, 2010. The final engine stan-dards are equivalent to those adopted inthe amendments to Marpol Annex VI TierII and Tier III standards. EPA adoptedchanges to the diesel fuel program toallow for the production and sale of dieselfuel with up to 1,000 ppm sulfur for usein Category 3 marine vessels.

Cost effectsFor the latest Emission Control Area

(ECA) initiative for the U.S. Caribbean,EPA estimates that the total costs of im-

proving ship emissions from current per-formance to ECA standards while oper-ating in the proposed ECA will beapproximately $70 million in 2020. Thecosts to reduce a ton of NOx, SOx andPM are estimated at $500, $1,000 and$10,000, respectively. EPA states in itsannouncement of the proposal: "The eco-nomic impacts of complying with theprogram on ships engaged in interna-tional trade are expected to be modest.For example, the impact on the price of acruise on a medium-sized cruise ship thatoperates a route between the U.S. main-land and Puerto Rico is estimated to in-crease by approximately $0.60 perpassenger per day for a 5-day cruise. Thisrepresents a less than one percent increasein the price of such a cruise. Containerships operating in the proposed ECA areexpected to see a cost increase of lessthan one percent of the cost of transportof a 20-foot container, or about $0.33 to$1.35 per unit, depending on the size ofthe ship and the length of the route."

Greenhouse Gases, GHGsMeanwhile, IMO is also addressing the

reduction of greenhouse gases (GHGs)from ships. Carbon dioxide CO2 green-house gas emissions are directly relatedto ships fuel efficiency and fuel con-sumption of the engines, and is thus re-lates directly to engine builders' R&Dwork for fuel efficiency and to total trans-port efficiency of ships, a topic gainingmuch attention by the shipbuilders.

According to IMO, good progress isbeing made on related technical and op-erational measures, with further workbeing undertaken on market-based meas-ures. This work is to continue at the nextsession of IMO’s Marine EnvironmentProtection Committee (MEPC 61), whichwill meet from September 27 to October1, 2010. At the MEPC 60 meeting inMarch, opposition was though evident onseveral matters. Several countries, in-cluding China and India, insist on requir-ing a differentiation between developedand developing nations regarding thisissue and the need to comply with theprinciples of the UNFCCC (called theCBDR principle). To steer clear of thisprinciple, a proposal was presented toregulate energy efficiency only, withoutspecifically setting limits on CO2 orgreenhouse gases. A working group wasset up to continue the work on a plan forimplementing a mandatory energy effi-ciency design index EEDI for ships, de-spite opposition. The COP15 meeting inDenmark last December left no guide-lines on greenhouse gases to IMO.

Marine engine manufacturers are work-ing hard to develop and test technologies

LEFT: Chart of the North American Emission Control Area.



through which the demanding new emissionlevels can be met efficiently. Maritime Re-porter talked to the two largest, MAN Diesel& Turbo SE, on their two-stroke low speedengine developments, and with Wärtsilä Cor-poration, on their developments on the four-stroke medium speed engine side.

Developments with Low Speed Engines

Mr. Lars Bryndum at MAN Diesel &Turbo SE is Director of Customer Supports,Marine Low Speed, Sales & Promotion. Hehas a long career within MAN, havingworked at the company since 1979 in man-agement positions for R&D, on vibrations,and later design of large bore engines. Bryn-dum holds degrees in Mechanical Engineer-ing and Naval Architecture.

When asked about how MAN is approach-ing upcoming air emission regulations fortheir low speed engines, he goes directly tothe point: "We have prepared for Tier II bymeans of internal adjustments of the engine.There is higher scavenging air pressure, an-other timing of the fuel injection, introduc-tion of rate shaping in the fuel injectionprofile, and exhaust valve timing," he tellsMaritime Reporter. "With all these things weare ready to meet Tier II but it has cost someincrease in fuel oil consumption." He pointsout though that the increase is not that big onthe engines where the fuel injection is elec-tronically controlled. "We are all the timegetting new information from testing the en-gines. We have 53 different models of stroke-bore ratio, rpm, loadings etc. so we are stilllearning things. We call it the Tier II evolu-tion." MAN is currently actively testing itsengines to adjust the parameters further tocut fuel consumption but to still meet theemission levels required. "We do not comeback to Tier I level but we will cut backsomewhat," Bryndum points out.

How is your development going on for TierIII, entering into force in 2016?

"For Tier III we have to reduce the NOx by80 percent from the Tier I level. Only in ECAareas you need this drastic reduction. Out-side ECA areas Tier II will apply." Bryndumnotes that this will require shifting betweenmodes of the engine or requiring engine ad-justments. "NOx formation is a combustionfeature resulting from high temperature andhigh pressure, where the nitrogen and theoxygen in the air react and create NOx,which is NO or NO2. In order to reduce thischemical process you need to lower the tem-perature." Bryndum mentions that there areseveral methods to do this. MAN has nottested spraying water directly in the com-bustion chamber, as some other enginebuilders, but has instead mixed water into thefuel, which then evaporates during the burn-ing process resulting in a cooling of the

gases. Bryndum points out that with thistechnology, called WIF, an 80 percent NOxreduction could not be reached. MAN hasalso tested another method, scavening airmoistening, called SAM for two stroke en-gines (and HAM for four stroke) wherewater is sprayed into the hot air after thecompressor on the turbocharger. Bryndumdescribes the process: You can spray in saltwater which will immediately evaporate andcool down the scavening air. You then takeout some droplets from that and spay in freshwater once more. Then you wash out any saltdroplets after which a third spraying withfresh water takes place. The air goes throughthe cooler without any salt content and whenthe intake air enters the cylinder the temper-ature will be around 70-80 deg.C.. and com-pletely humid, saturated with water vapor.This results in relatively less atmospheric airwhich reduces the amount of oxygen. Com-bined with the higher specific heat capacityof the water vapor and less oxygen with alower partial pressure, the formation of NOxis lower. "That was one technology we testedsome years back. We could reach a 60-70percent NOx reduction but an 80 percent re-duction seemed to be out of range, so welooked for a third technology." The technol-ogy Bryndum refers to is EGR, exhaust gasre-circulation. The principle is the same aswith SAM, to use another gas which has lessoxygen than the atmosphere in the combus-tion process. The engine's re-circulated ex-haust gas has an oxygen level which isreduced. It is first cleaned from soot and forsulfur dioxide, components in engines burn-ing heavy fuel oil. After this it passes througha cooler and to the scavenging air receiver."The reduced oxygen level, from 21 percent,which is in the atmosphere, down to maybe16 percent in the intake air, gives a tremen-dous lowering of the combustion tempera-ture and therefore also in the formation ofNOx." MAN has made lots of tests withEGR on their research engine proving thatthis technology works. With a recirculationof about 40 percent of the exhaust gas an 80percent reduction of the NOx is reached. Thecleaning process from soot and sulfur diox-ide, needed to avoid corrosion of the engineair cooler, is done using a scrubber, devel-oped and patented by MAN. The water in thescrubber will over time become acid and isneutralized with sodium hydroxide, or caus-tic soda, transforming into harmless natriumsulfide or natrium hydrosulfide, which canbe discharged into the sea. A filter in thewater loop takes out the soot. "I should addthat with the EGR the fuel penalty, when youreduce NOx by 80 percent, is small, less thanone percent." The pressure of the exhaust gasis approximately 0.3 bar lower than the scav-enging air pressure. When the exhaust gas iscleaned in the scrubber, its pressure has to be

"For Tier III we have to reduce the NOx by

80 percent from the Tier I level. Only in ECA

areas you need this drastic reduction.

Outside ECA areas Tier II will apply."

Lars Bryndum, MAN

MAN EGR engine: Graph of a Tier III compliant MAN 7S50ME-B9 lowspeed diesel engine with integrated EGR.

increased using a blower. The additionalpower consumption of the blower is someone percent of the total power of the en-gine."

"You have to switch on this EGR, whenyou go into an ECA area. There will bemore and more ECAs in the world,"Bryndum reflects. "If the MediterraneanSea becomes an ECA area it will have ahuge impact on how many ships that hasto have Tier III reduction technology on-board."

In order to comply with Tier III, re-quired for ships with a keel laying afterJanuary 1st, 2016, MAN applies a strictdevelopment schedule both using test en-gines and in testing in real operating con-ditions. One EGR is currently in servicetest, since last May, on container vesselAlexander Maersk, on its MAN 7S50MClow speed engine. MAN is looking forexperiences with the scrubber design andwith the water cleaning system, and theimpact of the re-circulated exhaust gas onthe engine, cylinder and air cooler. "Thisis a long term test where you will see theresults after one year. We have made thefirst inspection and it looks nice, but weneed more," he points out. As this is aretrofit design, MAN is now also work-ing on a final EGR design, integrated andoptimized for its various engine types.Also these need to be tested before year2016.

MAN is currently proposing toshipowners to become test partners intesting the first integrated EGR engine."We want an owner who is interested andwhere we can access the vessel. We cannot have one sailing in the South Pacificall the time. We need someone coming toEurope or Singapore frequently, allowingus to get onboard and examine the en-gine. The long term service experiencewe can only get from tests onboard acommercial vessel."

"After 2016 maybe 1,000 ships willhave their keel laying, every year. Howmany of these ships, maybe 50 percent,will have to have the possibility to meetTier III, Bryndum asks. "You can seethere is a risk that you will go from a fewprototypes to something like 500 engineswith EGR every year. If there is some-thing we have to modify later on, whilein service, we can become very busy ifthe design is not well proven," Bryndumreflects. "There is one strange thing withthis as you can imagine that manyshipowners will order their ships just be-fore 2016, as these only have to fulfillTier II. They can go with Tier II into allECA areas without any EGR or a cat-alytic converter. There could be an ad-vantage to order ships with keel laying

before 2016, resulting in a halt or in areduction of orders of new vessels afterthat. Economically, the vessels whichare not operating with Tier III equip-ment will be more efficient. Tier IIIequipment will cost more due to extrafuel and energy consumption."

But MAN has an attractive card up itssleeve. With the EGR running with atested 21 percent recirculation, one ful-fills the Tier II requirements regardingNOx emissions, but also with a reductionin fuel consumption compared to Tier I.He shows a graph showing -2.6 percentexcluding the power loss of the EGRblower. "This is a result of our internalengine development for fuel savings,"Bryndum notes. "This means that whenyou have installed your EGR and you sailin a Tier II area, you can still used theEGR and be more efficient than with aship without an EGR. This is what wehope will be the bait for the shipownersto go into a test with a final execution ofthis EGR system."

Bryndum points out that MAN walkstwo paths regarding technologies for re-ducing NOx, the other one being catalyticconverters, a proven technology thatworks well, with a handful of vessels op-erating such already. "There you take theexhaust gas before the turbocharger. Thatmeans at a high temperature, at a highpressure, and then you put it into a Se-lective Catalytic Reactor, SCR, and thenthrough the turbocharger. "We go forthese two solutions equally, because weknow there are those who would preferone of the technologies."

For MAN there is no hesitation in thismatter. "These are the two only options,"Bryndum stresses. "We have to work veryhard and invest a lot of efforts and moneyto have reliable and proven technologyready in 2016." Bryndum notes furtherthat the SCR will need ammonia, or urea,to operate and wonders will that be avail-able in the upcoming ECAs around theworld? He notes, on the other hand, thatthe EGR requires caustic soda, or sodium

hydroxide. "But this is more availableworldwide, we guess." "We now go fullsteam for both solutions. We have todrive the market and to give clear guid-ance now what to go for."

Will the development on the tur-bocharger side affect low speed en-gines regarding NOx emissions?

Two-stage turbocharging developmenttakes place for our four-stroke engines, inconnection with Tier III complience"Bryndum notes. "However the on-off op-eration of the EGR system in ECA andnon-ECA calls for flexible turbochargerperformance, and there our VTA VariableTurbine Area technology will be veryuseful. In the long run the higher scav-enging air pressure available with two-stage turbocharging might be beneficialalso on two-stroke engines but that is anext step in the evolution.

How does the decreasing on sulfurdioxide in fuels influence on your lowspeed engines?

"You can say that up to 1950 the lowspeed engines were running on low sulfurfuels, as they were running on diesel oil,and they were running very well. It tookus fifty years to refine the design so thatthey could run on these heavy fuels withhigh sulfur and all kinds of bad things inthe fuel. Now the pendulum is not swing-ing back, but we have to run on both, thevery clean gas oil or diesel oils and thedirty heavy fuel, and this is a challenge,"Bryndum notes. "But this has been donealready for some years, on the U.S. WestCoast, where there have been strict vol-untary rules on sulfur emissions. The bigcontainer and other ships have beenswitching to marine gas oil in Californiavoluntarily."

Bryndum points out that if one is run-ning a low speed engine on low sulfurfuel for a prolonged time, say for morethan a week, one should change the cylin-der lube oil. The cylinder lube oil has andetergent agent which neutralizes the sul-

fur. If there is no sulfur to neutralize thenthis agent which contains calcium, and ifsupplird in too big quantities, starts tobuild up deposits on the piston top and inthe piston ring grooves etc. Another issueBryndum points out is that the low sulfurfuels have nature low viscosity. "We havea limit for the fuel regarding viscosity,two centistoke at 40 degrees. There aresome marine gas oils and also maybediesels which can be delivered down to1.4 centistroke at 40 degrees. We are nowintroducing a cooler just before the en-gine inlet that assures that we will havesufficient viscosity. That is simply be-cause a higher viscosity gives a better oilfilm, and less risk of seizure of the parts."A suitable high viscosity is also neededby the fuel supply pumps of the ship. Athird issue is with old, somewhat wornfuel pumps, where, according to Bryn-dum, the fuel might be too thin to allowbuilding up the injection pressure due toleakages, with a risk of not being able tostart the engine. "These are the three bigissues on running on low sulfur marinegas oil or diesel oils."

Any comments on the discussion onheavy fuel oils fouling the SelectiveCatalytic Reactor?

"With SCR we take the exhaust gas be-fore the turbocharger. That means it hassufficient temperature to go into the cat-alytic reactor without clogging, even withhigh sulfur contents. In addition we arealso able to match that with the engine.We can at least with the electronic en-gines adjust the timing in order to in-crease the temperature of the exhaust gasat lower engine loads. Thus we are able tooperate our engines together with the cat-alytic reactor and high sulfur fuels also atlow load," Bryndum notes. "But youshould think at one thing. When you aimat Tier III and need to lower the NOx bythe catalytic reactor you are not allowedat the same time to use high sulfur fuels.Therefore that helps for the sulfur clog-ging of the catalytic reactor."



Developments withMedium Speed Engines

Maritime Reporter talked with Mr.Mikael Troberg, Director, Testing andPerformance, R&D, at Wärtsilä Corpora-tion, who has worked at the companysince year 1993. He started his carer atWärtsilä's diesel engine plant in Turkuand then worked at the Vasa Engine Lab-oratory for four year. For the last elevenyears, he has been located in Trieste, incharge of the Testing and Performanceactivates within Wärtsilä covering bothtwo-stroke and four-stroke diesel and gasengines. "We have twenty-one test en-gines in our engine laboratories two ofwhich are located in Finland, and one inItaly, Switzerland and in Spain. The per-formance development is related to theoutput, emissions and efficiency of ourproducts," Troberg notes.

Tier II enters into force quite soon.How are your engines prepared tocope with these rules?

"Our engines are Tier II compliant. Wehave further developed the Tier II per-formance package for all our engineswhich we are implementing. These havean improved performance regarding fuelconsumption. Normally when you wantto decrease NOx emissions fuel con-sumption increases. We have done somedevelopments to optimize the engine forTier II, and are to improve the fuel con-sumption near to that of Tier I, althoughwe have Tier II." Troberg points out thatwith the latest development “package”the Tier II engines of Wärtsilä will re-main competitive "as they are". "We arenot going to do much upgrading on these.We focus instead very much on Tier III.This is a big step. Most of our product de-velopment aims at having competitiveengines that fulfill the Tier III require-ments."

Wärtsilä looks at three different tech-nologies for Tier III, Troberg describes.First there is the technology called "aftertreatment", which is a completely stan-dard Selective Catalytic Reactor, SCR."Anyone can buy a standard SCR andplace it after the engine. The problemwith SCR is that if it is not delivered to-gether with the engine one does not re-ceive a fully optimized package. We canoptimize the engine if we also supply theSCR." Secondly Wärtsilä is looking intothe engine technology. "This is perhapsthe area where the main focus is withinour engine R&D." The third technologypromoted by the company is to use en-gines driven by natural gas, which pro-duce very low emissions. Troberg notesthat there is further development takingplace also on these engines. "These are

the three main technologies we believein."

"The most demanding work is naturallyon the engine technology side, where wehave the goal to work between both TierII and Tier III. The engines operate some-times in a Tier II area and sometimes in aTier III area. A quite intelligent engine isneeded to get it to function well, both onthe fuel injection side and regarding thevalve mechanism. This double require-ment comes from the fact that Tier III ap-plies only in ECA areas, and some shipsoperate in ECA areas only occasionally.The shipowner wants an engine opti-mized for Tier III when operating in aTier III area and for Tier II when operat-ing in a Tier II area, as there is a definitedifference in the engine efficiency. Prob-ably some day in the future all coastalareas will be governed by the Tier III reg-ulation," Troberg estimates.

Troberg presents various NOx reduc-tion technologies under development bythe company, and their current ability toreduce NOx emissions. The list com-prises High Pressure 2-stage turbo charg-ing reducing NOx by some 40 percent,Low NOx combustion tuning achievinga reduction of about 10 percent, an EGRExhaust Gas Recirculation systemachieving a 60 percent reduction in NOx,Charge air humidification -40 percent,Water fuel emulsion -25 percent, Directwater injection -50 percent and an SCRsystem achieving a NOx reduction in theexhaust gases of some 80 percent. Byusing a Wärtsilä Gas engine with fuelconversion, i.e. using a dual fuel engine,a NOx reduction of some -85% can beachieved. Currently only Gas enginetechnologies and an SCR system fulfilTier III. Wärtsilä is currently develpingalso the following technologies to meetTier III, alone, or in combination: two-stage turbocharging, Exhaust Gas Recir-culation, Water Fuel Emulsion, andDirect Water Injection. "Operational flex-ibility between different emission areaswill be a success factor for the future en-gine concepts," Troberg states.

When looking at the other engine tech-nologies, apart from the SCR and gas en-gines, there is the High Pressuretwo-stage turbocharging where thechanged combustion results in reducedNOx gas emissions by some 40%."Through this we have reached halfwayof the Tier III requirements. In additionto this we need something else," Trobergdescribes. Wärtsilä is looking at variousalternatives here, an SCR on the engine,an EGR system where exhaust, or as athird solution, various ways of humidifi-cation, where DWI, Direct Water Injec-tion, is one possibility, or to inject waterbehind the compressor. A third method is


"For the client lifetime cost is what is interesting, and it is

very unclear yet what these technologies will cost and

which will have the lowest operating costs. Two-stage tur-

bocharging gives a benefit both for NOx and in fuel consump-

tion. That is why we see it as very attractive.“

Mikael Troberg, Wärtsilä

NOx reduction technologies tested by Wärtsilä. Gas engine technologies andusing an SCR system enables a 80% reduction in NOx. To fulfill Tier III,Wärtsilä is further develping two-stage turbocharging, Exhaust gas recircu-lation, Water fuel emulsion and Direct water injection.

Emulsified fuel, where water is mixedinto the fuel itself. "When the water in thecylinder evaporates, it consumes energy,resulting in a lower combustion tempera-ture," Troberg describes. "The challengewith these methods has been to combinethem with high sulfur fuels of more than3.5 percent, which might results in cor-rosion. Now in ECA areas where sulfurcontent will be low these methods can beused without problems, and also in thefuture when there will be a one percentglobal cap on sulfur content in fuels,these technologies will become verycompetitive," he points out. "There is abenefit with water. It is always nearby.We use quite high quality water today,but we work on technologies where seawater could be used directly. That wouldbe ideal. As a basis for Tier III we havethe two-stage turbocharging, SCR, EGR,and the water technologies. These shouldall be such that they can be turned offwithout losing anything in engine effi-ciency. It should become better whenturned off. These technologies should notimpair on engine efficiency."

Of these technologies, are there anypreferred technical solutions youwould opt for today?

"Not actually," Troberg answers. "Forthe client lifetime cost is what is interest-ing, and it is very unclear yet what thesetechnologies will cost and which will

have the lowest operating costs. Two-stage turbocharging gives a benefit bothfor NOx and in fuel consumption. That iswhy we see it as very attractive. It re-mains to be seen which other technology,applied on this base technology, is themost competitive." Wärtsilä has enteredinto a cooperation agreement with ABBTurbo Systems and Swiss company spe-cialized in aftertreatment, Hug Engineer-ing, in order to develop a technologycomprising two-stage turbocharging andSCR. "We build in the SCR on the engineitself. When the client buys an engine, itis Tier III compliant without the need forany additional outside equipment. If thistechnology proves cost efficient we willintroduce it on the market." Trobergpoints out that this is a developmentWärtsilä believes in much. "First weachieve low emissions.

Then the SCR becomes smaller andalso the amount of urea needed, as it onlyneeds to reduce about half the amount ofNOx. Also the higher pressure reducesthe needed size of the SCR. This makes itpossible to place it on the engine itself.We are going to build a prototype Tier IIIcompliant engine. When looking at thevarious environmental requirementsbeing planned or implemented today, theTier III requirement is the most demand-ing as such, and is the focus area for theengine builders today," Troberg notes.

CO2 greenhouse gas emissions are di-

rectly related to fuel consumption, andthus relates directly to the R&D for fuelefficiency for the engine manufacturers.Troberg points out that their goal is to de-velop an IMO Tier III minus 80 percentNOx compliant engine without a penaltyin fuel consumption. "This is our goal.Things become much simpler if one al-lows for higher fuel consumption, andhigher CO2 emissions, but we believethat there will also be CO2 trading in thefuture, so this is just a thing where wehave to be good."

How do you look at the requirementsof the lube oil with sulfur content fuel?

"Our engines operate with fuels withany sulfur levels. We have no problemswith running our engines on low sulfurfuels. The only thing is that our minimumviscosity requirements have to be ful-filled, which is a minimum 1.8 centis-toke. The reason is simply that otherwiseleakage occurs in the fuel injection pumpand the performance is affected. Prob-lems can also arise if the maintenance in-terval recommendations are not followed.Normally when you run on heavy fuel oilyou use lube oil with a high TBN numberto help neutralize combustion gases. Ifyou run on low sulfur fuel, you do notneed a high TBN content in the lube oil.This is a question of the cost of lube oil.It does not have a practical implication onthe engine itself.

Your comments on SCR s gettingclogged when using heavy fuel oil?

"Yes this is true. We have some chal-lenges. There are development projectsongoing for developing an SCR withoutfuel grade limitations. Until now therehas not been a big demand for an SCRwith high sulphur content heavy fuel oil,as the ECA areas are introducing the sul-phur cap. The market is looking for a so-lution with heavy fuel oil also for theECA areas. This would mean that an ex-haust gas scrubber in combination withan SCR would be preferred for the ECAareas," Troberg notes. "It is not the sul-phur as such that causes problems, butmainly the ash and the vanadine in thefuel. Within our own company Ecotec,we sell and develop SCR. We stronglybelieve that the winner in this game willbe the one that can handle both low sul-fur fuels and high sulfur fuels.

A scrubber behind the engine is some-thing that will most probably be attrac-tive. A scrubber capable of running onbad heavy fuel oils will most probably bevery competitive in the future. The priceof good quality fuels will rise and the dif-ference in price between good qualityfuels and heavy fuels will increase fromwhat it is today. The cost efficiency of acombination of a scrubber operating onheavy fuel will improve from what it istoday. We do not always deliver the SCRthough."


British Columbia, on Canada’s westcoast, has some attractive and well-proven tugs, but the fleet is aging withmany vessels over thirty years old. Fouryears ago Vancouver’s Island Tug andBarge (www.islandtug.com) launched thenew build Island Scout with a pair ofCummins KTA38 main engines.

This August, they will return their1977-built 21 x 7.3-m tug Island De-fender to service. The midlife rebuild hastaken a year to complete but as IslandTug’s president Bob Shields explainedthis was much more than a repower, “Aswith our other Cummins repowers, weconducted a life cycle cost analysis using

Robert Allan Ltd. for assistance and de-termined that a package that included apair of Cummins KT19s would yield usthe best value. The engines are softmounted and connected to the drive trainvia a Centa Link coupling which we ex-pect to have a tremendous impact onoverall vessel noise as it did on the IslandScout. We added a Krill fuel managementand monitoring system, new shafts andKobelt shaft brakes, Rice nozzles andpropellers and a pair of John Deeregensets. Most of the rest of the vessel hasbeen re-built as well which has taken alittle over a year to complete.”

Project manager Paul Kruse filled in

some of the details of the extensive job aswell as the pros and cons of such a re-build versus a new construction. “We hada good hull to start with,” he said. The Is-land Defender was built in Vancouver asthe log-towing tug Hamilton Bailey witha pair of 480 HP Cat D346 mains. Laterthe boat was taken around to the GreatLakes aboard a heavy lift ship. There shewas renamed the Josee M and re-poweredwith a pair of Detroit DDEC V16-92 en-gines rated for 1100 HP each at 2100RPM. Subsequently North Arm Trans-port brought her back to the Pacific coastbefore selling her to Island Tug. “A steelboats rusts from the inside out,” explains

Kruse, “It is easy to sand blast them andpaint them all up nice on the outside butthe inside is often neglected. But this boathad good steel through most of the boat.We gutted the hull taking out all the pip-ing and repainting it with modern epoxypaints.”

That was just the start of the job. Thefact that the hull had sponsons that act asmounts for the fendering and guards forthe hull was an asset. Although use overthe years had opened cracks in the steelthat allowed salt water in, the main hullwas well protected. The sponsons wereopened up, blasted and painted insidethen divided into four compartments be-


A Good Hull Deserves

A Good Rebuildby Alan Haig-Brown

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Owner ....................................Island Tug & BargeYard............................................Allied ShipyardsMain Engines ........................................CumminsNaval Architect .........................Robert Allan Ltd.Couplings.....................................................CentaGears ................................................................ZFNozzles ..........................................................RiceShaft brakes................................................KobeltGensets................................................John DeereWinches ....................................................Burrard

fore being resealed. The entire bulwark steel aroundthe aft deck and stern was replaced and the WesternMachine Works towing pins refurbished with newparts. The tug’s original Burrard single drum tow-ing winch was taken back to the Burrard shop for acomplete rebuild and minor updates. “”I’ve gotnothing but good to say about Burrard and theirwinches,” said Kruse.

The accommodation areas were not neglected inthe rebuilt with some bunk rooms gutted and refur-bished. The galley got a total rebuild with fine newwoodwork done in house at Island Tug’s own main-tenance facility. The original concrete layer on thedeck was taken up and replaced with a sound-damp-ing system that includes layers of a cork- concretemix and perforated aluminum all topped with anacrylic flake finish.

The bridge as well as two outside control positionsreceived updating including a new set of Cumminsengine monitoring and control panels in the mainwheelhouse. Additional winch controls includingair- assisted power brakes were added on the flyingbridge as well as the control station on the aft cabintop. Even the stack got the company’s new colorscheme.

The engine room is the heart of a tug and it washere that the most significant changes took place forthe Island Defender. With old main and auxiliary en-gines removed as well as the piping, it was possibleto clean the interior and apply the new acrylic paints.The existing ZF 5.037:1 gears were sent out to theSeattle shop to be refurbished and adapted from thedirect link that they had to the old engines to the newflexible link that they would have to the new Cum-mins mains. While the old engines were 1100 HPeach the new will be only 500 HP each it was de-cided to keep the original gears which were hardmounted to the hull while the engines are softmounted to reduce noise levels in the boat.

When in dry-dock at Allied Shipyards, the oldKort 19A nozzles and their five-blade Kaplan propswere removed. New Rice nozzles and three blade

props were installed with the trailing edge of thenozzles cut away to allow the placement of the rud-ders within six or seven inches of the wheels for im-proved handling. In spite of the reduction from 2200HP to just under 1000 HP total, The ownsers are ex-pecting improved performance. Bob Shields ex-plained, “According to the RAL predictive graphs,the Rice nozzles will produce a static bollard pull of34,000 pounds and, with a 5500 ton barge, we willsee seven knots loaded and nine knots empty whichis an increase in efficiency of 8% over the previoussetup.”

Canadian crewing regulations require a full timeengineer in tugs with over 1000 HP. The reducedcrewing and significantly reduced fuel consumptionwill contribute to increased profitability for the re-built tug. Todd Barber of Robert Allan Ltd. devel-oped re-power scenarios for three different enginemanufactures taking into account capital and oper-ating costs to come up with this re-power. As thenew engines are significantly lighter, the existingballast that had been mounted inside the hull on ei-ther side of the centerline was removed and replacedwith a 5.5-ton steel bar on the bottom of the keel.

The boat’s primary work will be coastal towing of25,000 barrel fuel barges and 5500 tonne deckbarges As the installation and fittings of the engineroom were being finished up the high quality ofworkmanship became apparent as did the pride thatthe fitters took in the project. One of the shipyardcrew protested that a photographer should wait untilthe job was finished “And we have all the ‘bling’ inplace”. He went on to explain that there would be agood bit of bright finished metal in the immaculateengine room. The owners are well aware that theircommitment to careful study prior to such a job willultimately bring savings in capital costs (this rebuildcosts are about 60% of a new build) and savings inoperation with lower fuel costs and less down time.But they also recognize the value of the pride gen-erated in the installation crew and the boat’s futurecrews in having superior equipment to operate.

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MARIN has a long history in researchinto the performance of thrusters duringDynamic Positioning (DP) operations.Research on ducted propellers started inthe late 1960s (Oosterveld) but a lot oftoday’s knowledge on thruster interactioneffects was developed in the late 1980sand early 1990s (Nienhuis).

As a result of the application of DP sys-tems on many different vessels, there iscontinued interest in this subject. Today,newly developed tools enable more de-tailed measurements and computer sim-ulations of the thrusters on DP vessels.This has lead to new research initiativesto improve the understanding of thrusterinteraction effects.

During DP operations the effectiveforce generated by thrusters can be sig-nificantly smaller than would be expectedbased on the thrusters’ open water char-acteristics. This is a result of thruster in-teraction with the hull, current and thewake of neighbouring thrusters. The un-derstanding and quantification of thrusterinteraction (or thrust degradation) effectsis essential for an accurate evaluation ofthe station-keeping capabilities of DPvessels.

At present, thrust degradation effectscan be quantified using data availablefrom literature,or by carrying out dedi-cated model tests. Published data can

give valuable insights but often it is toogeneral, or not applicable to the specificdesign. Model tests, on the other hand, doprovide detailed results but they are rela-tively expensive. In addition, model testresults often only become available rela-tively late in the design process, makingit difficult to incorporate the results in thedesign.

CFD calculations could be an alterna-tive method but there is little experiencein the application of CFD as an engineer-ing tool for thrust degradation effects.With the rapidly increasing capabilitiesof CFD models and computer hardware,

the time is right for the development ofnew tools to analyse thruster interaction.

New measuring techniques In the summer of 2009, MARIN re-

ceived its new stereo-PIV measurementsystem which has a powerful Class 4laser with two digital cameras built into asingle underwater housing (see Report98). A research project was carried out toevaluate the possibilities of using the PIVsystem for measuring the flow velocitiesin the wake of an azimuthing thruster.Model tests were carried out in MARIN’sDeepwater Towing Tank. An example of

the measured wake velocities in openwater conditions, showing both cross sec-tions and velocities in the longitudinalplane, is shown above.

Results show that the new PIV systemis capable of recording the velocity fieldin the propeller wake, with a level of de-tail that was not possible before. Thisdata is extremely valuable for the valida-tion of CFD calculations. The model testprogramme also included measurementswith the thruster built into a barge model.Here, the deflection of the thruster wake,due to the presence of the hull and itsrounded bilge (Coanda effect), could becaptured (see example alongside). Thesefirst PIV measurements will be used asvalidation material for CFD calculations.A key issue in these calculations is thecorrect representation of the shape of thethruster wake.

Research effortsIn the coming years, CFD calculations

will increasingly be used as an engineer-ing tool for application in offshore hy-drodynamics. Examples are thecalculation of current and wind loads,viscous effects in wave loads, VIM andthe analysis of thruster interaction.MARIN’s research plans for CFD havebeen documented in a “roadmap”, in abid to streamline R&D.

New Initiatives Probe

Thruster Interaction Effects

FEATURE MARINE PROPULSION DESIGN

PIV measurements of athruster wake in open

water conditions

PIV measurements of thewake of an azimuthingthruster under a barge.

by Hans Cozijn, MARIN

Comparison of measuredand calculated velocity pro-files in the thruster wake



Currently, MARIN is starting a JointIndustry Project on the hydrodynamics ofthruster interaction, called the Thrust Hy-drodynamics JIP (TRUST JIP). TheTRUST JIP aims to gain insight intophysical phenomena, quantifying thrusterinteraction effects and investigating pos-sibilities for improvement. In the TRUSTJIP model test data, CFD calculations andfull-scale measurements will be com-bined to provide the methods and toolsfor the hydrodynamic optimisation of aDP vessel’s thruster configuration duringthe design.

The project deliverables will include acalculation tool for DP capability calcu-lations. This combines traditional DP ca-pability plots with the evaluation of otheroperational criteria, such as motions andaccelerations. Thruster interaction dataobtained will be included in this tool.

Guidelines will also be developed on howto use model tests and CFD calculationsin the analysis of thruster interaction ef-fects and for the optimization of thrusterconfigurations on DP vessels. More in-formation can be found at http://www.marin.nl/web/JIPs-Networks/Pub-lic/ TRUST.htm.

Calculation possibilitiesThe application of CFD calculations for

the analysis of thruster interaction is stilllargely unexplored. At this moment CFDcalculations of a vessel hull, completewith all its thrusters, may seem too com-plex but suitable modeling methods willbe investigated and developed in the nearfuture. A thorough validation of CFDmodels against measurement results, bothat model-scale and at full-scale, is re-quired. An example of some initial cal-

culations on a single thruster under aschematical barge is shown. Results showthe same trends found in the measure-ments by Nienhuis but further develop-ments are necessary to achieve moreaccuracy.

Research into CFD calculations forthruster interaction will first focus on thecalculation of the velocities in the wakeof a thruster in open water. The accuratecalculation of the velocities, especially atlarger distances from the thruster, is cru-cial for an accurate prediction of thrusterinteraction effects later on. Differentmodelling options will be investigated.Subsequently, increasingly complex con-figurations are considered, introducingstep-by-step additional physics, such asfriction forces on the hull, deflection ofthe thruster wake (Coanda effect), the ef-fects of current and loads on appendages.

Another example is the calculation of theloads caused by the thruster wake on theopposite pontoon of a semi-submersible.In this manner, the performance ofthrusters in various different configura-tions can be investigated.

The latest developments in CFD calcu-lations and PIV measuring techniquesoffer new possibilities to increase the un-derstanding of the physics of thruster in-teraction effects. The TRUST JIP willinvestigate the applicability, accuracy andlimitations of CFD for thruster interac-tion by comparing the results from modeltests, CFD calculations and full-scalemeasurements.

About the AuthorHans Cozijn ([email protected]) is sen-ior project manager at the Offshore de-partment of MARIN, the MaritimeResearch Institute Netherlands.

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Goltens confirmed leasing 23,000 sq. m. in Dubai Maritime City to create a shiprepair facility. Goltens is the first company to sign up for a plot in Dubai MaritimeCity – Industrial Precinct (DMC) in an official signing ceremony in Dubai and con-firms that it will lease Industrial Precinct plots 6 and 7 for 25 years. “Shipownersaround the world rely on us to solve critical repair projects. Now finalizing ouragreement with the ship repair yard, Drydocks World, Jadaf Dubai, we can embarkon building a new facility to consolidate all of our services in an optimum fashionunder one roof, introduce some new services and provide additional capacity for fu-ture expansion,” said Paul Friedberg, President, Goltens Worldwide Service. The2.27 million sq. m. Dubai Maritime City – Industrial Precinct is divided into theMaritime Center, the Industrial Precinct, The Academic Quarter, the Marina Dis-trict, the Harbor Residence, and the Harbor Offices. The Maritime Center Districtis the center piece of Dubai Maritime City and will serve as an international hub formaritime business. This sector is a hub for ship repair facilities, yacht repair andmanufacturing, as well as workshop units. The precinct is managed by DrydocksWorld, Jadaf Dubai. “We are seeing viable signs of a market recovery. Despite aglobal shipping recession, there is a steady flow of ship repair activity and busi-ness. We are a global point of contact for best-in-class support, repairs and con-sulting. Our new workshop and repair/maintenance center will be our hub for theMiddle East,” said Friedberg. The new DMC– Industrial Precinct integrated work-shop facilities and administration/sales offices will be substantially larger than thoseat Goltens current location in Al Jadaf. An increased business portfolio, togetherwith an expected future head count considerably larger than the current 520, hasmade facility expansion necessary. Goltens will start construction immediately andhopes to move into the new, more centrally located Dubai facilities by 3Q 2011.

The new facility will house both a large workshop and an administrative office inits new 15,000 sq. m. purpose built facility . The new purpose-built workshop willperform specialist 2/4 stroke diesel engine reconditioning and repair services in-cluding all associated engine room and mechanical services.

Goltens to Set-Up Shop in Dubai

TECHNICAL RIBS & PATROL CRAFT

Yard

Reflex Advanced Marine Corp. Name Reflex 850 Spyder

About The Reflex 850 Spyder is a modular, centerconsole RIB craft using the company’s patented Re-flex Mk III tri-hull technology. This tri-hull designhas proven fuel efficiency and provides high speedswith lower than normal hp.

Main Particulars

Length, o.a., excluding engines . . . . . . . . . . . . . . . . . . . . . . . . . . .28.9 ftBeam, collar inflated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.9 ftDraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.4 ftDry weight, approx. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3,311 lbsMax. design displacement, approx. . . . . . . . . . . . . . . . . . . . . . .7,125 lbsDeadweight, approx. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,764 lbs

Main Particulars

Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24.6 ftBeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.1 ftDraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5 ftWeight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,734 lbsWeight capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3,597 lbsPersons capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 galMax. hp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .300 hpMax. engine weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,040 lbsMax. speed . . . . . . . . . . . . . . . . . .54 mph w/ 2x Yamaha 150 hp engines

Yard

Kvichak Marine Industries, Inc.Name MPF/UB-40 Navy Utility Boats

About Kvichak Marine delivered three MPF/UB-40utility boats for the U.S. Navy. Since 2006, Kvichakhas delivered a total of 21 of these to the Navy, notincluding this latest order. The high-speed landingcraft are replacing the Navy’s existing LCM-8 craftas part of the Improved Navy Lighterage System.

Main Particulars

Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44.1 ftBeam, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14.5 ftDisplacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40,375 lbsDraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.5 ftFuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .600 galFresh water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 galOperational speed, approx. . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 - 41 ktsEngines . . . . . . . . . . . . . . . .2x Cummins QSM 11, 660 bhp @ 2,300 rpmWaterjets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hamilton 364 Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ZF 325Genset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Northern Lights 6 kW

Main Particulars

Length, o.a., w/o engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35.4 ftLength, o.a., w/ engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 ftBeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.7 ftDraft, hull only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 ftDraft, engine down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4 ftMax hp capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,050 hpMax persons capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Max weight capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,630 lbsFuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411 galCockpit Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .158 sq ft

Yard

Everglades Commercial & Government DivisionName 35FP

About The 35FP features a pilot house with port andstarboard sliding doors along with a rear windowpanel that manually retracts against the fiberglasshard top. The helm area converts from an enclosedventilated compartment to an open helm in seconds.

Yard Brunswick Commercial & Government Products (BCGP)Name 750 Impact 170

About (BCGP) has produced the 750 Impact forriverine patrol missions for the Mozambique Navy.The vessel has a heavy-duty fiberglass hull, commer-cial-grade tubes made with polyurethane fabric andnon-skid molded into the deck and applied to thetubes.

Yard

Lee Shore Marine, Inc.Name Silverheels 26

About Silverheels 26 is a fast response/rescue vessel.One was delivered to the City of Klawock, in South-east Alaska. The vessel features a Softlite Ionomerfoam flotation collar/fender, full police boat acces-sories, a dive door and towing bracket and is poweredby two 140 hp outboard.

Main Particulars

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25.5 ftBeam, outboard fenders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.5 ftTransom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.1 ft Max. hp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400 hpWeight w/ engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,200 lbsCruising speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 kts

Main Particulars

Model.......................................................................P-4.7 . . . . . . . .P-5.3

Length, o.a. .............................................................15.4 ft . . . . . . .17.6 ftBeam.........................................................................6.5 ft . . . . . . . .7.3 ftFolded dimensions, bare boat .......................2.3 ft x 4.8 ft . . . . . . . .TBDUsable deck space ..............................................38.7 sq ft . . . . . . . .TBDWeight, bare boat, w/o deck ..................................180 lbs . . . . . . . .TBDMax. payload, incl. engine & fuel ......................2,760 lbs . . . . . . . .TBDCrew/passenger capacity...............................................10 . . . . . . . . . .12

Yard

Wing InflatablesName P-Series RIBs

About Wing Inflatables has developed a new series ofdurable polyurethane inflatable boats for military,commercial and workboat applications made of Coo-ley Coolthane polyurethane highly puncture-resistantfabric. Tube seams are heat welded into a single fab-ric. The P-4.7 will be launched in summer 2010, fol-lowed by a 17.6 ft model in fall 2010.

38

Main Particulars

Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 ftBeam, w/ collar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 ftDraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 ftFuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150 galDeadrise at transom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 degreesMax hp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .600 hpFuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150 gal

Yard

Moose Boats Inc.

Name M2-35 Patrol Boats

About The Moose Boat M2-35 Patrol Boats for theU.S. Navy are all-aluminum catamarans. The wide,stable hull along with an all-weather cabin will ac-commodate a crew of four. Equipment includes aseven kW Westerbeke Genset, 16,000 BTU marineair conditioner, and Furuno electronics suite.

Main Particulars

Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35.5 ftLength, w.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27.5 ftHull beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13.5 ftDisplacement, dry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13,000 lbsFuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 galDead rise, aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 degreesMax draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.2 ftPropulsion . . . . . . . . . . . . . . . . . . . . . . . .Twin 250 hp Yamaha outboardsService speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 ktsMax. speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 kts

Yard Metal Shark LLC

Name 28 Relentless

About The 28 Relentless is the most versatile andcustomizable craft in the Metal Shark patrol series.The vessel’s hull is welded from 5086 aluminumalloy and the deck-height longitudinal and transversestructures interlock with one another to form theboat’s rigid “skeleton.”

Yard

Ribcraft USA

Name RIBCRAFT 6.5

About Two Ribcraft 6.5 RIBs have beendelivered to the James City County Po-lice Department. The RIBs will be usedfor rapid response, patrol, interdiction,boarding and dive team operations. Thetwo RIBs feature a deep-V hull, fulllength lifting strakes, heavy duty multichambered Hypalon tubes.

Main Particulars

Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21.4 ftBeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 ftWeight, w/out engine . . . . . . . . . . . . . . . . . . . . .1,650 lbsTube diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.8 ftDraft, w/out engine . . . . . . . . . . . . . . . . . . . . . . . . .1.3 ftMaximum persons . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Max hp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 hp

Main Particulars

Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39.2 ftBeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 ftPower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Twin Cummins QSB 5.9 LWaterjets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Twin Hamilton Jet 292’sMax. speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 ktsFire system . . . . . . . . . . . . . . . .Darley Pump 1750 psm, Foam Pro 2002

Yard

MetalCraft Marine, Inc.

Name FireStorm 36

About MetalCraft Marine built a series of FireStorm36 vessels for the San Diego Harbor Police. TheFireStorm 36 series was the first Fireboat designedand built by MetalCraft Marine almost 10 years ago.Since then the company has built 45 fireboats rangingin size from 27 to 70 ft with six new ones currently

39


NEWS PEOPLE & COMPANIES

Rear Admiral Greene, Jr. at the USMMA Helm

Rear AdmiralPhilip H. Greene,Jr. will become thenew Superinten-dent of the U.S.Merchant MarineAcademy in KingsPoint, NY. Admi-ral Greene holds aMerchant MarineMaster’s licenseand is a 1978 Academy graduate. RearAdmiral Greene came to the U.S. Mer-chant Marine Academy from the U.S.Navy, where he was most recently Direc-tor of the Navy Irregular Warfare Office.There he developed and employed a

global maritime preventive security strat-egy. Before that, Rear Admiral Greeneserved as Commander of the CombinedJoint Task Force – Horn of Africa, wherehe helped establish the first multinationalMaritime Center of Excellence in EastAfrica. Rear Admiral Greene’s Navyservice also includes a post as Director ofthe Navy Europe/Africa Policy,

New CEO for DK GroupDK Group announced the appointment

of Katia Kardash as its new CEO. MsKardash, joined the company at the be-ginning of 2010 in an operational capac-

ity to support the development of thebusiness plan for the retrofit version of itsACS (Air Cavity System) technology,and will now take over the reins as ChiefExecutive to lead the company throughits next phase of growth.

Crowley Announces New VPsEvans & Otero

Crowley an-nounced the pro-motion of EricEvans and TonyOtero each to therole of vice presi-dent, finance &planning, support-ing several differ-ent businessgroups.

Evans will sup-port Crowley'stechnical services,petroleum serv-ices, Alaska petro-leum distributionand marine con-tract services busi-ness groups. Oterowill support Crowley's liner and logisticsbusiness units.

Caldwell New VP Bay Shipbuilding Marinette Marine Corporation (MMC)

welcomes Gene Caldwell as its new VicePresident and General Manager of BayShipbuilding Company. “We are verypleased to add Gene Caldwell to ourteam” said Mr. Fred Moosally, Presidentand CEO of Fincantieri Marine Group.

G&C Appoints New VP of Engineering

Gibbs & Cox appointed Warren Lund-blad as Vice President of Engineering.Prior to joining Gibbs & Cox, Mr. Lund-blad served 25 years in the U.S. Navy.Most recently, as Director of NAVSEA’sSupervisors of Shipbuilding, he led con-tract oversight efforts for all Navy ship-building. Lundblad earned his Bachelor’sdegree in Industrial Engineering fromNorth Dakota State University, a Mastersin Mechanical Engineering from the U.S.Naval Postgraduate School, and an MBAfrom Virginia Tech.

Lord Joins Resolve Marine GroupMartha Lord has

joined ResolveMarine Group asManager of Mar-keting and Com-munications in thecompany’s FortLauderdale, Fla.Headquarters.

New President, CEO STX Europe STX Europe AS appointed Su-Jou Kimas its new President and CEO. Su-JouKim will replace Sang-Ho Shin, andwill start in his new position with im-mediate effect. Sang-Ho Shin joinedSTX Europe in September 2008, ini-tially as COO, and since May 2009 asPresident & CEO. Mr Shin has beenappointed.

Adams Takes OMSA HelmThe Offshore Marine Service Associa-tion (OMSA) appointed James Adamsas interim President and CEO. Adams’appointment followed the resignationof Ken Wells, who has led OMSAsince 2004.

INTERTANKO Nominates Angelo Managing DirectorINTERTANKO’s Council will be invitedat its October meeting in Singaporeto appoint Joseph Angelo, DeputyMD, to succeed Peter Swift as Man-aging Director on his retirement on31 December, 2010. In addition,Katharina (Kathi) Stanzel has been ap-pointed Deputy MD.Joe Angelo has worked for INTER-TANKO for six years, first as Directorof Regulatory Affairs and the Ameri-cas. Prior to joining INTERTANKO heheld various senior roles in the U.S.Coast Guard, lastly as Director ofStandards for Marine Safety, Securityand Environmental Protection.

Rear Admiral Greene

Otero

Evans

Lord


Resolve Expands in SingaporeResolve Salvage & Fire (Asia)

expanded its presence in Singa-pore with the addition of AjayPrasad, Operations and TechnicalDirector. Prasad joins Resolve’sManaging Director- Singapore,Anuj Sahai, in the company’s Sin-gapore office at #34-11 Centen-nial Towers, 3 Temasek Avenue,Singapore 039190. In addition toemergency and crisis responseservices, Resolve provides con-sulting services for operationaland safety excellence to the inter-national shipping and cruise in-dustries, worldwide. Resolve’sSingapore operation delivers a va-riety of services including: hands-on regional support for shippinginterests in Asia; expert adviceand counsel on the new UnitedStates Coast Guard’s OPA-90 re-quirements.

Donjon-Smit Relocates OfficeDonjon-SMIT, an OPA-90 Alliance, has moved its

principle office to 909 North Washington Street, Suite300, Alexandria, Va., 22314 USA. The relocation tolarger facilities was effected in order to support addi-tional staff required to meet the new U.S. Coast GuardSalvage and Marine Firefighting regulations. All phonenumbers, including the emergency number, remain thesame. The main office number and 24/7 emergencynumber is 1-703-299-0081. The fax number is 1-703-299-0085. The e-mail address is [email protected]. Paul Hankins, Vice President for Operations,is Donjon-SMIT’s office director.

Titan Establishes Salvage Base in AustraliaTitan Salvage continues to expand globally with the

recent addition of a new salvage base and depot in Aus-tralia. The facility located in Cairns, Queensland isstrategically located to respond to marine and environ-mental disasters threatening the Great Barrier Reef andother marine casualties throughout the Australasia andSouth West Pacific regions. The new Australian com-pany will operate under the name Titan Maritime (Aus-tralia) Pty Ltd. Titan also operates a fully staffed andequipped salvage facility in nearby Singapore.

www.titansalvage.com

Schoolenberg New VP, Global R&D at Wärtsilä Trudy Schoolenberg, PhD (Tech), 51, has been ap-

pointed Vice President, Global R&D in Wärtsilä Indus-trial Operations as of August 15, 2010. Schoolenbergwill be responsible for global Research and Develop-ment of the Wärtsilä products. She has a successful ca-reer in Shell in several leading positions with strategic,operational and technology experience since 1989.

Zash Joins BouchardBouchard Transportation Co., Inc. said that Matt Zash

has joined its team in the capacity of business develop-ment and sales. Zash joins Bouchard after graduatingfrom Duke University in 2006 with a bachelor’s degreein Economics and Hofstra University in 2008 with a

master’s degree in Education.

AVEVA Announces New Center of Excellence AVEVA opened a new oil and gas Center of Excel-

lence for Operations Integrity Management (OIM) inStavanger, Norway.

Noreq Group opens Office in USANoreq opened a new US office

in Houston this week. At the sametime as we open our US office,Noreq currently is establishing anoffice in Brazil, in collaborationwith Bergen Group Dreggen.Wellington de Barros has been ap-pointed to the Brazil office andwill commence his activities forDreggenNoreq do Brasil in Sep-tember 1st.

Royal Lankhorst Euronete Enters BrazilThe Royal Lankhorst Euronete Group announces the

acquisition of a new industrial unit in Rio de Janeiro –Brazil. This new industrial unit will be used for produc-tion of deep water mooring ropes for the oil & gas plat-forms, production of maritime ropes for the local marketand - at a later stage - also for production of buoyancymaterials for the oil & gas industry.

Reeve Joins Robert AllanRobert Allan Ltd. announced

that Henry Reeve, P.E. (BASc,UBC Mech 95, Masters, NA andOffshore Engineering, Berkley’97) has joined RAL as a SeniorNaval Architect. His areas of ex-pertise include hydrodynamicsand motions, mooring, resistancepredictions, stability (ship andoffshore), model testing, CFD analysis, regulatory andclassification issues, and vessel survey. He has workedon the naval architecture aspects of CNG and LNG Ter-minals and Ships, SWATHs, Ro-Ro Ferries, MODU’s,FPSOs and FSOs, SPARs, TLPs and Offshore CurrentTurbines.

Hatteland, Emerson Process Reach DealEmerson Process Management has chosen Hatteland

Display to provide type-approved computers and dis-plays for their DeltaV digital automation system.

Vigor Marine Tacoma Opens Vigor Marine completed the asset purchase of Marine

Industries Northwest, Inc. (MINI) in Tacoma, WA. Thetransaction closed on August 9, 2010 and Vigor Marineofficially began vessel repair and conversion operationsthe same day. Key points of contact for the company are

Ajay

Anuj

Bernardo

Reeve

General Manager Adam Beck and ShipRepair Manager Mark Donahue. Contactinformation for the company is as fol-lows: Vigor Marine Tacoma, 13 East FStreet, Tacoma, WA 98421, Tel: (253)627-9136.

EIMA Safety Training Emirates International Maritime Acad-

emy (EIMA) concluded an STCW stan-dard five-day fire safety and fire-fightingtraining course and mooring safety forport workers for a select staff of one ofthe world’s leading maritime servicesprovider, P&O Port Services division.The course, conducted within the prem-ises of EIMA in Dubai, covered variouscritical areas of safety, personal survivaltechniques, and fire fighting in the ma-rine environment, including extinguish-ing different types of fire, search andrescue, familiarization with fire fightingequipments, crowed management, andthe use of breathing apparatus.

Canfornav Expands ShipDecision Use

Canadian ship owner Canfornav hasadded a new set of features to the Char-tering Module of its ShipDecision mar-itime software suite. The Module givesCharterers one consolidated view of allinformation related to a Contract of Af-freightment including: all documents andemails pertaining to the COA; cargo typeand volume; allotment across a specific

number of voyages; and a complete trailof all actions taken to move the cargo. Ul-timately, the consolidated view makes iteasier to track and manage the individualvoyages taken to fulfill each Contract ofAffreightment

APL Wins NAMEPA Enviro AwardClay Maitland, Founding Chairman of

the North American Marine EnvironmentProtection Association (NAMEPA), an-nounced that the liner company APL isthe recipient of NAMEPA’s 2010 MarineEnvironment Protection Award. Theaward will be presented at NAMEPA’sAwards Dinner to be held at the HarvardClub in New York following NAMEPA’sseminar on Corporate Risk Management,which will focus on the need of the mar-itime industry to evaluate measures re-quired to retain corporate value in achallenging operating environment.

STX Norway Offshore to Build Icebreaker Tugs

STX Norway Offshore has signed con-tracts for the building of two icebreakertugs to JSC Circle Marine Invest. Thevessels will be delivered in 2011, and thetotal value of the two contracts amountsto approximately $71.4m. JSC CircleMarine Invest will through its subsidiaryCaspian Offshore Construction in Kaza-khstan operate the vessels in the Kasha-gan field of the northern Caspian Sea.The vessels are designed by the STX Eu-rope subsidiary Aker Arctic, and have alength of 213.2 ft and a beam of 53.8 ft.The vessels will have the Ice class notifi-cation 1A* Super, according to theFinnish-Swedish Ice classification rules.Further, the vessels will be equipped anddesigned for other operations like fire-fighting, rescue operations and towing inshallow waters.

TRAC Ecological Products Represented by PAC West

TRAC Ecological Products, manufac-turer of environment-friendly productsfor onboard equipment cleaning andmaintenance, has appointed Pac-WestMarketing to represent its product line inthe western U.S. and British Columbia.

www.trac-online.com

Viking Introduces Design-Your-Own Lifejackets

Viking Life-Saving Equipment haslaunched a new product line: design-your-own inflatable SOLAS lifejackets.Made possible by a new, modular design,Viking customers can tailor their own so-lutions for specific working conditions,such as those encountered in maritime


NEWS PEOPLE & COMPANIES

WSS moves 1500HP Rig In a demonstration of the global networking capabilities of Wilhelmsen Ships

Service the company recently arranged transportation of an oil rig from EdmontonCanada, through the United States to Kuwait. The land based oil rig consisted of3,675 cubic metres of cargo with the heaviest unit being 52 tons. The rig was trans-ported on behalf of WSS customer, Burgan Company, which specialises in welldrilling, trading and maintenance. Burgan is the leading company in Kuwait for oilwell exploration, drilling and work-over. “The challenge was crating and dis-patching 45 truck-loads of cargo across 3,800 km from Canada to Houston Port,USA in time to connect with a heavy carrier vessel bound for Kuwait.” says Wil-helmsen Ships Service Assistant Sales Manager, Arun Ravindran.


environments, as well as offshore windpower, offshore welding and other indus-trial conditions.

Smiths Detection at Port of Providence

Smiths Detection announced the awardof a contract for its FirstView early warn-ing chemical threat detection and videomanagement system to be installed at thePort of Providence, R.I. Funded througha competitive Department of HomelandSecurity grant, the system will alert au-thorities to chemical hazards in the portarea and provide real-time video and sen-sor data to first responders and emer-gency personnel. It combines SmithsDetection’s chemical detection capabili-ties (Centurion II) and FirstView videoand sensor management software withRaytheon’s Athena command and controlsystem to monitor traffic in NarragansettBay. Using radar, Geographic Informa-tion System (GIS) systems and long-range video cameras, vessels can beremotely identified and tracked from theharbor entrance at Newport to the load-ing docks at the Port of Providence.

Hybrid Tug to Get a SisterFoss Maritime Company, builder and

operator of the world's first hybrid tug-boat, will soon add another pioneeringvessel to its Southern California fleetwith the help of an air quality grant ob-tained by the Port of Long Beach. Build-ing on the success of Foss' CarolynDorothy hybrid tug, which was launchedinto service at the Port of Long Beach in2009, Foss will retrofit an existing tugwith hybrid technology for service in SanPedro Bay, thanks to a $1 million grantfrom the California Air Resources Board(CARB) to the Port. The project will beimplemented through a partnership be-tween Foss, the Port of Long Beach, andthe Port of Los Angeles.

Construction to Start on NewDamen Vinashin Shipyard

On August 19, 2010 the signing cere-mony for the start of construction of thenew shipbuilding facility of DamenVinashin Shipyard in Haiphong, Vietnamtook place in the head offices of the Viet-nam Shipbuilding Industry Group(Vinashin) in Hanoi. Nguyen Duy Hung,Vice Operations Director of Song CamShipyard signed together with Erik vander Noordaa, Chief Operations Officer ofthe Damen Shipyards Group in TheNetherlands. Song Cam Shipyard hasbeen allocated by Vinashin to act as thelocal partner in the construction and op-eration of the new shipyard which is ajoint venture between Vinashin and

Damen. Completion of the first phase ofthe project is planned for February 2012.In the first phase the shipyard will con-centrate on the outfitting, under cover, ofhulls built by Song Cam Shipyard. Ca-pacity is approximately twelve vesselsper year, all current orders are for export.

ACMA Relocates OfficeAlan C. McClure Associates (ACMA)

relocated its corporate office to 2929 Bri-arpark, Suite 220, Houston, Texas 77042.“Although we moved less than a milefrom our original location that served thecompany for 35 years, our new location

has given us the opportunity to reorganizeour offices to better fit the growth we’veexperienced over the past decade,” saidACMA Vice President Darrel Harvey.Company phone and fax numbers, aswell as e-mail addresses, all remain thesame.


September’s regularly scheduled Merchant MarinePersonnel Advisory Committee (MERPAC) meetingis cancelled.

The U.S. Coast Guard cites failure to have a“signed” charter as the reason. With Committee mem-bers in the dark about MERPAC’s future, key STCWdecisions could be made without important stake-holder input. Still to be answered: In MERPAC’s ab-sence — does the Coast Guard have the expertiseand/or the best interests of U.S. mariners at the heartof their decision process?

First established in 1992 at the request of the CoastGuard Commandant, the Merchant Marine PersonnelAdvisory Committee (MERPAC) advises the Secre-tary of the Department of Homeland Security (DHS),via the Commandant, U.S. Coast Guard, on mattersrelating to the training, qualification, licensing, certi-fication and fitness of seamen in the merchant ma-rine. The Committee acts in an advisory capacity inaccordance with federal guidelines — or at least it diduntil the Coast Guard announced that the regularlyscheduled September 2010 meeting had been can-

celled. In an August 6 e-mail message, the U.S. CoastGuard’s Mayte Medina told all 19 MERPAC com-mittee members, “I am writing this email to informyou that the Fall MERPAC meeting scheduledfor September 8th and 9th in San Diegohas been cancelled due to not having asigned committee charter … We willkeep you informed of any future de-velopments.

If you have any questions, pleasefeel free to contact me directly.” In anutshell, each advisory committee,formed under the Federal AdvisoryCommittee Act (FACA) has a charter thatforms the committee and spells out their duties. Re-newed every few years, the charters all go to the Sec-retary of the Department (in the case, DHS) forsignature.

The same is true with the nominations of commit-tee members. And according to one MERPAC mem-ber, “Right now, the MERPAC charter is waiting fora signature, and the committees cannot meet because

the money for the meeting cannot be spent, without acharter in place.” And there, you have it. The onlyunanswered question is why?

Does MERPAC Matter?To be fair, the absence of MERPAC inputwon’t prevent the U.S. Coast Guard

from considering feedback from thegeneral public in advance of their in-ternal STCW deliberations. And de-spite a tight-lipped approach to theprocess that fairly rivals the MARAD

theory of “no information is good in-formation,” they have also signaled their

intention to publish a Supplemental NPRMas a next step. The SNPRM would describe any

proposed changes from the NPRM, and seek com-ments from the public on those proposed changes. Ar-guably, input from MERPAC would have been betterstructured, far better informed and of greater value.

An excerpt from a blog entry by Joseph Keefeposted on MaritimeProfessional.com on 8/17/2010

BLOGS Posted on MaritimeProfessional.com

MERPAC: Aground as STCW Flood Tide CrestsUSCG: Failure to have a “signed” charter reason for Merchant Marine Personnel Advisory Committee cancellation

FollowJoe Keefe’s

“Global MaritimeAnalysis” blog on

MaritimeProfessional.com


By Mark Evans, Applications Engineer,Flow Technology, Inc.

Look around a marine vessel, andchances are you’ll find numerous flowmeasurement applications. These rangefrom diesel fuel and hydraulic supply/re-turn lines, to generators, positioners andother onboard systems. Most flow-me-tering devices require periodic calibrationin order to maintain their accuracy whensubjected to the rigors of the vessel oper-ating environment. In many cases, how-ever, calibration of flowmeters onworkboats, supply ships, fishing trawlersand ferries is simply overlooked. Cali-bration typically requires that meters beremoved from the vessel and sent it to anoutside lab for service. Depending uponthe calibration provider, this process cantake days (or weeks) to accomplish. In-creasingly, fleet operators are seeking acost-effective way of performing calibra-tions to help maintain their flowmeters inoptimal working order. The flow meas-urement industry has responded to thisdemand by offering portable Flow Trans-fer Standard (FTS) solutions that allowfor easy and convenient meter calibra-tions.

Latest Portable CalibratorsCalibration equipment manufacturers

have employed recent advancements incomputer technology to develop FTS sys-tems that can be used as portable flowme-ter calibration/validation devices in awide range of marine applications. Typi-cally offered in a suitcase kit, an FTS isregarded as a secondary standard withtraceability, via a master flowmeter, tothe National Institute of Standards andTechnology (NIST). Secondary standardcalibrations are completed with a masterflowmeter having been calibrated on aprimary standard. The flow rate is derived

from the master meter and other applica-tion inputs. Secondary standard calibra-tion uncertainty increases with theintroduction of additional inputs to derivethe flow rate and repeatability of the mas-ter meter. Designed to calibrate flowme-ters that cannot be easily removed fromtheir application, an FTS is intended forin-line calibration of meters using the ac-tual measurement fluid. Some flow trans-fer standards also have the capability ofmeasuring and correcting the influencesof line pressure and temperature effectson flow.

How the System WorksUnlike older flow transfer standards in-

tended for use with one flowmeter tech-nology only, today’s universal FTSdesign can calibrate or prove all princi-pal meter types. The calibrator employsan interface box that takes inputs from amaster meter, temperature sensor, andpressure sensor and supplies these out-puts to the system software. Based on theinputs, the software can calculate theflow rate. The software merges the out-put information from the master meter,temperature sensor, pressure sensor anddevice-under-test, and generates a cali-bration data sheet in volumetric or massunits, which can be stored for future ref-

erence.With an FTS, overall system accuracy

is dependent on several factors, includingmaster flowmeter calibration, repeatabil-ity and primary standard accuracy; aswell as temperature/pressure sensor ac-curacies. This fundamentally allows theuser to tailor the accuracy of the systemto meet their needs through the level ofmaster sensors they choose to utilize. Thekey benefit of the FTS lies in its versatil-ity: the system can be installed into an ex-isting application utilizing the flowsource and actual conditions of the meas-urement liquid.

In addition, a bypass system can bebuilt into the application for ease of in-stalling the master meter with flowstraighteners. Once the calibration iscomplete, the master flow meter can bereplaced with a spool piece. This bypassapproach maximizes accuracy while min-imizing costly downtime.

Benefits to vessel operatorsThanks to current flow transfer stan-

dard technology, marine vessel operatorscan utilize a portable calibrator to moni-tor a critical operation or perform multi-ple calibrations to trend a flowmeter.They can reduce calibration costs by only

having to calibrate 3-5 master flowmetersto cover almost all the liquid flow appli-cations on a given vessel. Furthermore,this solution eliminates the need to rotatecalibrated meters in order to ensure unin-terrupted operation. The use of an FTSalso allows workboat fleets to implementregularly scheduled meter calibrations.Vessel maintenance personnel can installthe master flowmeter, calibrate the de-vice-under-test and print a calibrationdata sheet within just minutes.

This compares with the normal 2-3week turnaround time necessary to re-move the flowmeter from the installationand send it out to a remote site for cali-bration service. In addition, portable FTScalibration solutions allow vessel opera-tors to schedule more frequent flowmetercalibrations. The calibration device caneven serve as a tool for troubleshootingerrors on meters. As a result, users cantrend the actual meter in service to iden-tify operational issues or equipment mal-functions, as well as plot calibrationsyear over year in order to schedule anytype of maintenance that might be re-quired.

ConclusionToday’s advanced flow transfer stan-

dards enable marine workboat fleets toperform accurate, fully documentedflowmeter calibrations without the costand complications associated with re-moving their instruments from service.For a vessel operator with multipleflowmeters calibrated on an annual basis,the investment in an FTS system is typi-cally recouped within a year or less.

About the authorMark Evans is an applications engineerfor Flow Technology, Inc. (www.ftime-ters.com) in Tempe, Ariz. Email:[email protected].

TECHNICAL PUMPS, PIPES, VALVES

Flow Transfer Standards

Versatile Solution for Calibrating Vessel Flowmeters


TECHNICAL PUMPS, PIPES, VALVES

Shipowners face a unique challenge: anarray of current and upcoming environ-mental regulations. Among them is theMARPOL (marine pollution) Annex VIRegulations for the Prevention of Air Pol-lution from Ships, which stipulates thatburning of high-sulfur fuel oils is not per-mitted within emission-controlled areas.Since May 2005, specific MARPOL regu-lations requiring emissions from main andauxiliary machinery be kept within specificlimits have been in force. They require, forinstance, reduction of sulfur oxide (SOx)combinations, carbon dioxide (CO2) andnitrogen oxide (NOx) combinations.

Additionally, European Union directivesfor 2010 require ships at berths for morethan two hours to use marine fuel oil with0.1 percent sulfur content. This means thatthe ships will have to switch fuel duringport stay to a low-sulfur, low-viscosity fuelknown as marine gas oil (MGO). This fuel,due to its low viscosity and poor lubricity,will have a great impact on the ships’ ma-chinery, especially the fuel oil pumps.

Low-Sulfur Fuel Presents ChallengesPrior to the regulations, ships could burn

higher-sulfur fuel, which is more viscous.In some cases ships needed heaters towarm the fuel enough for it to become lessviscous and easier to pump. But the low-

sulfur fuel is less viscous to begin with, andambient temperature in a crude oil trans-port ship engine room easily reaches 40 de-grees Celsius and higher – in some cases asmuch as 55 degrees Celsius. Adding ex-cessive heat from pipes and engines willraise the temperature even further. As aconsequence viscosity will fall, causing asignificant change of operating conditionsin the system. Ships therefore need coolingunits to bring down the temperature of thefuel to make it thick enough to pump.

Under some of the regulations, ships cancontinue to burn the higher-sulfur fuel untilthey near a port, at which point they mustburn the lower-sulfur diesel fuel. To dothat, they need a fluid-handling systemflexible enough to handle both.

Colfax Offers a SolutionOne of the world’s largest tanker opera-

tors – which maintains 100 vessels andholds an International Organization forStandardization (ISO) 14001 certificate forreducing its environmental footprint –wanted to comply with the low-sulfur fuelrequirements as soon as possible. Fluid-handling system company Colfax Corpora-tion sent a team from its Imo AB subsidiaryto examine the tanker operator’s existingtechnology and evaluate its service envi-ronment. It determined the current pumpscould not handle low-sulfur fuel.

The Imo AB OptiLine pump systems ul-timately selected by the tanker operator area screw design that relies on the rotors’being lubricated by the pumped media. Anoil film that builds up by the hydraulic bal-ance in the pump causes the rotors to“float” and be lubricated. The ship operatorhas installed 55 IMO® OptiLine pumps on12 of the company’s tankers, enabling themto use low-sulfur fuel, and will outfit an ad-ditional 38 ships in the near future.

VARNA ProductsVARNA Products offers a line

of High efficiency, positive dis-placement “whisper vane” pumpsfor Engine Prelube and Oil trans-fer applications. They are opti-mized to provide better efficiency& power savings over typical gearpumps used in the similar appli-cations. The VARNA Pumpswere designed with Prelube inmind. They provide a high effi-ciency, cost saving, and mainte-nance-free solution specificallydesigned for Prelube. VARNAProducts unique “whisper vane”technology is designed to allowfor higher compression ratios thanother vane pumps for faster self-priming and better lift. The designemploys 3 continuous floatingvanes that “float” between thewalls of the cavity rather than uti-lize springs.

www.VARNAProducts.com

Vic-300 MasterSeal Butterfly Valve

Vic-300 Mas-terSeal butterflyvalves from Vic-taulic are de-signed to offerimproved flowand a better seal,as well as a longerlife expectancy

than most conventional valves.The unique design of the offsetdisc and two-piece stem increasesflow and reduces operating torqueup to 35 percent, and provides a360-degree bubble-tight seal. Thepressure-enhanced rubber seatwithin the valve body sealsequally on both sides of the valve,minimizing long-term wear andmaximizing service life. Apatented cartridge design with re-dundant and replaceable stemseals increases reliability and easeof service. The combination ofstem bearings and a pressure-en-hanced rubber seat keeps torqueconsistent over the life of thevalve. A unique square integralneck design with standard ISOtop flange allows for directmounting of ISO-conforming op-erators and actuators, and accom-modates standard 2-inchinsulation. They are approved byABS, BV, CCS, RINA, andUSCG.

www.victaulic.com

Allweiler AG has been manufacturingpumps in Germany for 150 years, making itthe country's oldest pump manufacturer. Tocelebrate, the company is looking for thethree oldest Allweiler pumps still in serv-ice anywhere in the world. Submissionswill be accepted until the end of December2010 and the operators will receive a mod-ern replacement pump at no charge.

Since Allweiler's founding in 1860,building long-lived and reliable pumps hasbeen one of the company's most importantobjectives. Having the right materials, de-signs, and configurations was just as im-portant back then as it is today. "Just as weoptimize our pumps today to minimizeoverall costs for the operator with high ef-ficiency and long maintenance intervals, 50or 100 years ago Allweiler pumps were de-signed to be incredibly reliable. Givingcustomers the best possible solutions hasalways been our focus," according to Ste-fan Kleinmann, Vice-President of the In-dustry business segment and member ofthe Allweiler AG management board. The

success of this strategy is evidenced by nu-merous patents, awards, and innovative so-lutions from every era of the company's

history, including 150 years of market lead-ership. During its 150th anniversary year,Allweiler is looking for pumps that havebeen in service for several decades. Ac-cording to Kleinmann, 30 or 40 years ofservice is nothing unusual, but 50 years ormore is worth looking at. Allweiler AG willoffer the operator of the oldest pump thelatest pump technology at no charge. Thismay include, for example, cutting-edge in-telligent monitoring and control systemsthat extend maintenance intervals, imme-diately detect unusual operating conditionsor changes to the pumped liquid, and en-sure that the pumps deliver the necessaryperformance while consuming the lowestamount of energy possible. Achieving thelowest Total Cost of Ownership (TCO) hasbeen the top priority of research and devel-opment efforts for several years.

Make submissions by December 31,2010. A photo and brief description of theoperating conditions are sufficient for ini-tial contact via e-mail to

[email protected].

Allweiler Looks Worldwide for Its Oldest PumpWinner will receive a modern replacement pump at no charge

Preparing Tankers to Meet Low-Sulfur Fuel Regs

One of the world’s largest tanker opera-tors installed 55 Imo OptiLine pumps.

TECHNICAL NEW PRODUCTS

Portable Simulator forOffshore Crane Operators

Cargotec’s first full AHC offshorecrane simulator.

Cargotec has developed a simulator toprovide realistic training for operators ofoffshore load handling equipment em-ploying advanced active heave-compen-sated (AHC) technology, such as AHCoffshore and subsea cranes. The new sim-ulator is a logical enhancement to Car-gotec’s integrated approach to theoffshore support sector, whereby thecompany not only offers complete engi-neering solutions that optimize function-ality for specific ship types, but alsodistinct value added service products,planned and on-demand, such as mainte-nance and advanced operator training,both theoretical and practical.

Recent hardware and software devel-opments have resulted in significant ad-vances in simulator technology, openingthe doors for such new, specialized ap-plications. The simulator was designed,constructed and tested in house by a teamof system engineers at Cargotec’s off-shore load handling site in Kristiansand.

“The rapidly expanding base of activeheave-compensated cranes on offshoreships utilized in subsea load handling andtheir operational complexity were deci-sive factors in selecting this type ofequipment for training by simulator,”said Eldri Nærum, project manager.

Comprehensive training in the properuse of equipment has great benefits interms of safety and efficiency and also re-duces the likelihood of damage, down-time and repair costs due to incorrectoperation. By allowing crane operators togain more realistic, varied experience ina few days than they would in weeks oflive training, the simulator has a majorrole to play in Cargotec’s wider trainingprogram for offshore load handling. Thisincludes training in failure and emer-gency scenarios in various environmen-tal conditions.

www.cargotec.com

Marine Stick-A-StudFia Inc. is introducing their Marine

Stick-A-Stud, a new peel and stick studfastener. This 3M adhesive backedpoly-carbonate stud fastener can beused in most marine situations where aconventional screw on or riveted stud iscurrently used. Marine Stick-A-Studhas the ability to conform to most con-cave, convex, and angled substrates.

www.gofia.com

Martek BNWAS A bridge navigation watch and alarm

system (BNWAS) launched by MartekMarine with a full suite of type ap-provals from major classification soci-eties enables shipowners to fit theIMO-mandated equipment withoutdelay. The Navgard system offers a rel-atively low cost and effective means ofavoiding operational navigational acci-dents and can also double as a bridgesecurity system in port. A BNWAS isdesigned to monitor bridge activity anddetect any operator disability that couldlead to shipping accidents. The systemmonitors the awareness of the Officerof the Watch (OOW) and automaticallyalerts the master or another qualifiedOOW if, for any reason, the OOW be-comes incapable of performing duties.

www.martek-marine.com

ESABESAB Weld-

ing & CuttingProducts intro-duces the OrigoMIG family ofwelders. OrigoMIG 320, 410and 510 are230/460 V 3 ph60 Hz step-switched power sources for medium(320) to heavy-duty (410 and 510) MIGwelding. These powerful, flexible ma-chines offer a wide current and voltagerange that make it easy to optimize set-tings for a wide variety of filler metalsand gases. Made with a strong galvanizedmetal casing designed to withstand harshenvironments.

www.esabna.com


Doctor Becomes Consultant

The new Di-agnostic Re-porter modulefor Icon’sDoctor Analy-sis software istouted as astep forwardin diesel engine monitoring; designed toprovide high accuracy with evaluation.This innovation will truly empower en-gineers and provide a valuable tool intheir engine management portfolio. Thenew tool is designed to give the engineersa quick and simple way to assess enginecondition. The analysis results help topoint the engineers in the right directionregarding maintenance of the engines.

www.iconresearch.co.uk

Semi-AutomatedCorrosion Mapping

Olympus NDT introduced its firstsemi-automated (semi-AUT) ultrasoundphased array solution developed for cor-rosion mapping applications. Theportable inspection solution comprisesseveral components including the Om-niScan MX PA flaw detector, OmniScanMXU software with corrosion mappingfunctionality, and the HydroFORMPhased Array Probe Carrier with a Mini-Wheel encoder.

www.olympusNDT.com

The L.C. Doane CompanyThe L.C.

Doane Co.’slatest entry inLED lightingis the ML290.With a ratedlife of more than 50,000 hours, LEDs canreduce onboard maintenance and energycosts. The small size of the ML290 light-ing fixture allows for various applicationsin remote locations where changingbulbs can be problematic. Long synony-mous with Mil-spec lighting, The L.C.Doane Company has been a leader inlighting technology for the commercialtrade as well. Today, the company mar-kets commercial marine lighting forevery type of marine application fromyachts to tug boats to oil rigs.

www.lcdoane.com

New Horizons CatalogOmega’s new

catalog containsmore than 180pages of informa-tion on top sellingproducts, includingthe Digital RTDT h e r m o m e t e r swith NEMA 4 En-closures for washdown, sanitary, and marine applications.3-A approved, top selling products in-clude Sanitary RTD Sensors, RTD Tem-perature Transmitters with 316 StainlessSteel Construction, ideal for Wash-down,Outdoor, Sanitary or Marine Environ-ments and Wireless RTD Probe/Trans-mitter Assemblies for use in SanitaryApplications.

www.omega.com/literature/sanitary/

Marine Acoustic FoilRockwool

Marine &O f f s h o r edebited anew prod-uct: Rock-w o o lM a r i n eAcoustic Foil, part of a sound absorptionsystem specifically designed for enginerooms, cargo pump rooms and similarapplications. Traditional insulation solu-tions which consist of an alu-foil or steelplate finish provide a good solution forfire protection and oil contamination pre-vention; however these surface materialsreduce the otherwise excellent noise ab-sorption properties of the insulation be-hind them.

Email: [email protected]

Lalizas SOLAS LiferaftsL a l i z a s

SOLAS Lif-erafts havebeen certifiedaccording toSOLAS 74 asa m e n d e dReg . I I I /13 ,21, 26, 31 and34, LSA-code I, IV, MSC/Circ. 980,1994and 2000 HSC Code Chapter 8, IMORes. MSC81 (70), MSC.218(82). Lalizasis introducing in the market SOLAS Lif-erafts for 6, 10, 12, 15, 16, 20 and 25 per-sons canister and with weight of theliferaft from 75kg up to 185kg. TheSOLAS liferaft is designed to be ex-tremely safe with its tubes made ofstrong rubber material.

www.lalizas.com

November 2009 www.marinelink.com 49

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


Employment/Recruitment • wwwMaritimeJobs.com

Ordinary Seaman Advancement Program

Job Location: USA, Military Sealift Command

(MSC) Vessels Worldwide

Who May Apply:Open to all qualified United States Citizens who are cur-

rently not employed with Military Sealift Fleet SupportCommand (MSFSC) as civil service mariner (CIVMAR)employees. Relocation expenses are not authorized forthis position.

Program Purpose: This program is designed to bringexperienced personnel and previous apprentice partici-pants into theCommand for up to 24 months of being mentored by theCivilian Mariner staff. The successful candidates wouldserve as Ordinary Seaman in the Deck Departmentaboard all classes of MSC civil service crewed ships,both at sea and in port. The Program will provide on-the-job training and work experience. The selected partici-pants will receive Rating Forming Part of NavigationalWatch (RFPNW) training, Able Seaman in Lieu Course,and Lifeboat in Lieu Course and up to 120 NavigationalWatches. This program will allow the individuals to learnabout Civilian Mariner opportunities at MSC; gain per-spectives about how Mariners perform their duties; and,gain sailing skills in an intellectually challenging environ-ment.Duties:

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

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The Ordinary Seaman will perform and/or aid othercrewmembers in work pertaining to generalmaintenance, repair, sanitation, and upkeep of material,equipment, and areas that are the responsibility of theDeck Department. General maintenance consists of, but isnot limited to: chipping, scaling, scraping, priming, paint-ing, sounding and or cleaning of the ship’s hull, decks,superstructure, cargo gear, smokestack, rescue boats,lifeboats and or life rafts, emergency and damage controlgear, and working aloft. Further, the incumbent willbecome familiar with general nautical terminology, boxingthe compass, navigational running lights, rules of the road,including day shapes, sound signals and all distress sig-nals.

The Ordinary Seaman will also be instructed and assignedto perform traditional shipboard marlinespikeseamanship duties that include the splicing of wire rope,as well as synthetic and natural fiber lines, reaving andunreaving blocks and falls, overhauling and maintainingboth standing and running rigging, cargoloading, discharging, shoring, lashing, and rigging cargonets, slings, ladders, boat fenders, tricing pendants andgangways. The Ordinary Seaman will also be instructedand assigned to perform general decksanitation duties. This includes sweeping, scrubbing,sougeeing and conducting wash downs in general,and the sorting and proper disposal of trash and garbage.

Performs other duties as assigned.

Minimum Eligibility Requirements:Must be a United States Citizen of at least 18 years of ageand possess and maintain a valid:1. U. S. Passport with a minimum of 7 months remainingof expiration date,2. United States Coast Guard (USCG) Merchant Mariner’sDocument (MMD), or MerchantMariner Credential (MMC), with a minimum of 10 monthsremaining of expiration date withthe following endorsement: Ordinary Seaman or higher.3. Transportation Worker Identification Credential (TWIC)card with a minimum of 10 monthsremaining of expiration date.

NOTE: Participants must also possess one of the Four Additional Qualifications:

Experience:Six months of sea experience that is directly related to anOrdinary Seaman (such asmilitary or maritime duties on ships or small boats).Or USCG certified Basic Safety Training certificate within 5years of expiration to include:Basic Firefighting Personal Safety and SocialResponsibilityFirst Aid

Personal SurvivalOrEducation: Successful completion of full time study in nav-igation, seamanship, and/or other maritime studies in anaccredited Maritime SchoolOrEndorsement: Possess one of the following endorse-ments:Able Seaman (OSV), Able Seaman(FISH), or Able Seaman (SAIL)Evaluation Criteria: Applicants who meet the Minimum Eligibility Requirementsdescribed above will be further evaluated.Documented experience, education, training, and awardscontained in the application package will bereviewed to determine the degree to which you possessthe required knowledge, skills, and abilities (KSAs)that are essential to perform the duties and responsibilitiesof the position.

How To Contact Us: Please send completed packages to:Military Sealift CommandCIVMAR Support Center6353 Center Drive, Building #8, Suite 202Norfolk, VA 23502

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

Products & Services ● www.MaritimeEquipment.com

ELECTROMATIC Equipment Co., Inc.600 Oakland Ave., Cedarhurst, NY 11516 Tel. (516) 295-4300 • FAX (516) 295-4399

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4 Crowley / Titan Salavage . . . . .www.titansalvage.com . . . . . . . . . . . .(954) 545-4143

13 Damen Shipyard . . . . . . . . . . . .www.damen.nl . . . . . . . . . . . . . . .31 (0) 183 63 9174

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

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

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

45 FORENSIC ANALYSIS . . . . .www.ForensicMarine.com . . . . . . . . (800) 224-3595

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

44 Greek Section of the SNAME .sname.org/sname/greeksectionPlease visit our website

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

C2 Intellian Technologies . . . . . . . .www.intelliantech.com . . . . . . . . . . . .(949) 916-4411

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

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]


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

M/V CHIEF

Karl Senner, Inc.Supplied two (2) ReintjesWAF 873, 7.087:1 reversereduction gears with horizon-tal offsets including internalshaft brakes for this repowerin the Tidewater Barge LinesFleet

Owner: Tidewater Barge LinesVancouver WA

Shipyard: Sundial Marine Construction and Repair Troutdale, OR

Azimuthing

thrustersMarine

Transmissions

Controllable Pitch

Propellers and

Bowthrusters

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

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

E-MAIL US Service: [email protected] Sales: [email protected] Parts: [email protected]

w w w. k a r l s e n n e r. c o mPlease visit our new website