maritimereporter and engineering news (feb 2011)

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MARITIMEREPORTER

ANDENGINEERING NEWS

February 2011

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

Promise & Perils of Maritime

Arctic OpsCruise Ships Become

Clean & GreenUS Navy

ONR Invests in the FutureLegal Beat

Protecting Maritime TrademarksLeadership Roundtable

SatCom Solutions Center Stage5 Minutes With Alfa Laval Inc.’s

John Atanasio, President

2 Maritime Reporter & Engineering News

TABLE OF CONTENTS

FIVE MINUTES WITH ALFA LAVAL INC’S PRESIDENT & CEO

8 John AtanasioAlfa Laval continues its expansion.

CRUISE SHIPPING

30 Cruise Power is Clean & GreenContributing editor Henrik Segercrantz explores the myriad technologies that havemade modern cruise ships clean and efficient.

ARCTIC SHIPPING

34 Meeting the Icy ChallengeAs global maritime and offshore entities eye the Arctic with interest, we find just asmany technological questions as answers.

NAVY

40 ONR Invests in the FutureONR is the foundation of tomorrow’s Navy. by Edward Lundquist

ROUNDTABLE

42 SatCom SolutionsMR gathered satcom industry leaders via a virtual “roundtable” to discuss the technologies on tap for the coming years.

8WRITERS Flohr, Bryant, Segercrantz

LEGAL BEAT

24 Protecting Your Good Name• by Susan B. Flohr, Blank Rome LLP

GOVERNMENT UPDATE

26 AIS: Coming to an ATON• by Dennis L. Bryant

CRUISE SHIPPING & THE ARCTIC

30 Cruise Ship Power34 Icy Challenges

• by Henrik Segercrantz

Henrik Segercrantz is a Finnish Naval Architect with30 years experience from the shipbuilding industry. Aregular contributor to Maritime Reporter & EngineeringNews, this month Henrik records a double dip with separate articles on cruise shipping and the arctic.

30

34

42


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EDITOR’S NOTE

Challenges” is a word bandied about quite frequently in the page of

Maritime Reporter & Engineering News, though not strictly in the

context of the technical side of our business. Whether you work on

a towboat plying the mighty Mississippi or own a fleet of containerships in

the Pacific Rim trade, you are faced daily with technical, political, environ-

mental and operational challenges that more often than not are likely to

stretch your personal and corporate resources.

The February 2011 edition is replete with challenges and solutions. This

month, contributing editor Henrik Segercrantz provides an unusual double

dip of feature articles, first on the Cruise Shipping industry and second on the Arctic. For any of you

who know Henrik, his long career with one of the world’s preeminent cruise shipbuilders and his

physical location in Helsinki, Finland, make him uniquely qualified to present both.

The Cruise Industry is besieged with challenges, perhaps more so than any other sector of the mar-

itime market by virtue of the high-profile nature and high cost of its ships. In this edition, Segercrantz

examines the quantum leap in cruise shipping technology, focusing on advances in propulsion that

have made today’s ships “cleaner and greener,” but including insights on a number of “next-genera-

tion” features that have found their way onboard the world’s new fleet of cruise ships. In the article

Royal Caribbean cites a 30 to 40 percent improvement in energy efficiency over the last 10 to 15

years, an impressive figure owed not to one action or improvement, rather though “thousands of dif-

ferent actions.” Factors driving cruise ship technology is diverse, from a fickle travelling public which

demands ever-evolving entertainment options; to environmental concerns at the local to global level.

The Arctic presents its own special brand of challenges to the shipping and offshore industry. From

technical matters regarding the stability and safety of structures and people working in one of the

world’s harshest environments, an environment with minimal infrastructure to contend with disaster

response. To the political and environmental challenges of assessing, discovering and recovering – and

ultimately sharing – the vast natural resource wealth that is believed to be contained under the fast-

melting polar cap. Read how companies are gearing up for Arctic work starting on page 34.

I took the opportunity last month to visit the Middle East, a region that is about as far from the Arc-

tic as one can get, at least from perspective of the climate. While this world region comes with its very

own set of unique and widely known political challenges, I’m pleased to report that business is again

booming in the region with a high level of port infrastructure, new shipyard facilities, booming oil and

gas business and subsea salvage and construction projects well underway. This trip and these projects

will be covered in-depth in the March 2011 edition of Maritime Reporter. The caveat in the Middle

East is always the specter of political unrest and military action, and we watch with interest the evo-

lution of political activity in Egypt, and the possibility of disruption of the Egyptian-controlled Suez

Canal, one of the world’s leading pipelines for energy products.

Never a dull minute; always a challenge.

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ON THE COVER

Pictured on this month’s cover ...is just one of the challenges maritime and offshore operators may face in the expansion of business to the Arctic. While the Arctic possesses many intriguing opportunities, there are seem-ingly more challenges, including: • the technical challenges of operating in some of the harshest conditions on the planet; • the safety challenges of building a reasonable response network in the event of catastrophe; • the environmental challenge of not disrupting one of the earth’s more pristine environments;• the political challenge of dividing and sharing resources equitably.Read how these challenges are being met, starting on page 34.(Photo Courtesy of Det Norske Veritas [DNV]; Polar Bear Courtesy of Mother Nature)

“


What is background and your management philosophy?I was appointed President and Chief Executive Officerof Alfa Laval Inc. in January 2011. In this role, I am re-sponsible for leading Alfa Laval in the USA to driveprofitable growth in its markets, leveraging the com-pany’s key technologies of heat transfer, separation andfluid handling.I like to keep my management philosophy quite simple,and something I recently read sums up my philosophywell:“Achievement is overrated. There are those who sitcomfortably on their laurels, then there are those whoget uncomfortable when they achieve a milestone. Forthem, standing on achievements is like looking atnowhere. For them, every milestone is a work inprogress to move beyond. To do more. To be better.Again and again.”

– Author unknownOur greatest challenges are what make us work harderand climb higher. The greatest success also holds les-sons to be learned to adjust and make the next successeven more rewarding to all.

Alfa Laval has been quite active in recent years:Can you give our readers a brief overview as to theAlfa Laval philosophy in building the company toserve the marine industry?The Alfa Laval Marine and Diesel Equipment team isdriven to develop cost-effective, easy-to-use technologythat allows ship owners and ship operators to remaincompetitive and profitable. Through focusing on the es-sentials in these processes for more than a century – AlfaLaval has steadily made solutions more reliable, moreeconomical and with less environmental impact. We callthis way of thinking, “Marine Essentials.”We’ve developed technologies to meet the needs of ship-builders and ship owners; each has reflected a singleaim: optimal cost and process efficiencies while sup-porting a sustainable environment. To be specific, weaddress the fuel oil, process fluids and the seawater it-self.Oil treatment/purification: We separate the heavyparticles and dirt and also the water – from the fuel oil.Our equipment is designed to further extend the fuel,the equipment and also parts and service consumption.The new S-separator, for instance, provides even greaterseparation efficiency due to – among other enhance-ments — a major increase in separation area and a func-tion that detects and adjusts to the nature of the oil. Theincrease in separation area, disc modifications and otherimprovements allow for up to 20% more flow with re-tained separation performance. Ship operators can nowhandle the same amount of oil with a smaller separator. The P-separator compliments the S-separator to create adual approach to fuel and lubrication oil treatment. TheP-separator shares the S-separator’s economical andlow-maintenance features, however the P-separator isintended for well-defined oils with fewer variations.The customer chooses the option that best matches theiroil and application needs and automation requirements.Water: We supply a range of fresh water generators for

the conversion of seawater into freshwater by vacuumdistillation to supply high quality freshwater for do-mestic and process utilization. Both onboard and landbased units are available and may be used in waste heatrecovery applications. Both are highly sea water resist-ant because of the titanium plates selected for the heattransfer surface.Ballast Water Treatment: PureBallast is our chemi-cal-free system for ballast water treatment, addressingone of today’s most critical environmental issues: theintroduction of invasive marine species into new envi-ronments via ballast water. The PureBallast systemworks much the same way during ballasting and debal-lasting procedures. Water is treated by at least one Wal-lenius AOT (Advanced Oxidation Technology) unit,which contains titanium dioxide catalysts that, whencontacted by light, generate hydroxyl radicals. Theseradicals break down the cell membrane of microorgan-isms – without the use of chemicals or the creation ofharmful residuals. After its short, “few milliseconds”life, each radical becomes a water molecule. Thisprocess was described as a “from nature to nature.” Wehave 120 units sold and 30 in operation. PureBallast involves no environmental or operationalcompromises. It produces radicals that neutralize or-ganisms in ballast water. In pilot tests, onboard trialsand during IMO certification, PureBallast has demon-strated the necessary biological efficiency. Since thesystem is also compact and flexible, it can be installedeven in cramped engine room conditions or in areas thatare otherwise difficult to utilize. PureBallast has received full Ballast Water Type Ap-proval from DNV, on behalf of Norwegian authorities.The certificate, which was issued on June 27th, 2008,confirms that PureBallast complies in full with pendingballast water treatment legislation from the InternationalMaritime Organization (IMO). Tank Cleaning: We offer tank cleaning units designed

to keep the insides of tanks and storage holds clean bycreating an optimized helical or criss-cross spray pat-tern to reach the whole tank in a fraction of the time.Crankcase gas emissions: An estimated 3500 m3 oflube oil ends in the world's oceans every year by allow-ing crankcase gas containing oil mist from marine dieselengines to pass into the atmosphere un-cleaned.PureVent cleans the crankcase gas in high-capacity in-stallations. The separated oil can even be re-circulatedfor use as lubricant. Cleaning efficiency is as high as99.99% for a capacity of 40 m3/hour and 98.5% at 150m3/hour.

What do you see as the company's strengths?Our number one strength – without doubt – is our peo-ple. We strive to deliver expertise and experience to thecustomer. In addition, we have products that have pro-moted a sustainable environment for over 125 years.From the beginning, Alfa Laval’s products have beendesigned for minimizing waste and optimizing effi-ciency. There is reward in selling a product that youknow will be optimal for both the customer and the en-vironment. An ongoing and consistent focus on productresearch and development has been crucial in building,strengthening and developing the company’s globalmarket leadership. We have a program in place that wecall “Time To Market,” targeting reducing the time ittakes to get our newest innovations to the customer tooptimize their costs and processes.

What changes in the marine market have most dramatically affected the business of Alfa Laval?The three changes that stand out the most for us are:1. The demand in shipbuilding has declined2. Globalization3. Environmental awareness

How did the recent global economic downturn affect your business?Although global economic growth experienced a dipduring the past year, Alfa Laval expects that structuralchanges in the global environment will continue to drivelong-term demand for the company’s products: Grow-ing energy needs, new environmental requirements andongoing globalization are the driving forces expected toplay the most crucial role.

How is Alfa Laval investing today?Alfa Laval’s investment strategy is 1) organic growth,especially with new products and technologies and 2)acquisitions. This means that Alfa Laval will undertakeacquisitions and alliances that:• strengthen our existing key technologies • add new key products • complement the existing business in terms of geog-raphy or in the form of additional ways to market.

Where do you see opportunities for growth?As I mentioned previously, we see many opportunitiesfor structural growth. The three dramatic marinechanges mentioned earlier are also the three areas thatstand out as having the greatest growth potential: The

FIVE MINUTES WITH JOHN ATANASIO, PRESIDENT & CHIEF EXECUTIVE OFFICER OF ALFA LAVAL INC. PROFILE

John Atanasio President & CEO, Alfa Laval Inc.

demand in shipbuilding has declined; Globalization; andEnvironmental Awareness.

• The demand in shipbuilding has declined: Althoughdemand in the shipbuilding industry declined sharply dur-ing the past year, the demand for Alfa Laval’s specializedproducts, parts and services for ships will continue in thefuture. Separators used to clean fuel before it enters thevessel’s engines and heat exchangers that produce fresh-water are two of many examples. Our S and P separatorsto create a dual approach to fuel and lubrication oil treat-ment; the Eliminator for lube oil filtration is a full-flowback flushing system that bolts directly to the engine –eliminating cartridge filter disposal. Our onboard andland-based desalination units convert seawater into fresh-water for the supply of high quality freshwater for domes-tic and process utilization. PureVent cleans the gas ventedfrom engine crankcases to remove oil mist and other par-ticles. Our ballast water treatment system offers chemi-cal-free treatment that protects against the threat ofinvasive species, while staying true to the essentials of lifeon board: safety, efficiency, simplicity and ease of use. Thesystem is available in an Ex version for potentially explo-sive environments. Our solutions are designed to meet andexceed rules and regulations.

• Globalization: Globalization has progressively intensi-fied over the past century. With locations all over theworld, Alfa Laval is ready to serve wherever – and when-ever the customer requires – 24 hours a day, 7 days a week,365 days a year.

• Environmental awareness: Demand for Alfa Laval’sproducts is governed by an increasing need for energy-ef-ficient solutions for various types of processes. Demandsfor efficiency have resulted in a technology shift, whereour core competencies of heat transfer, separation and fluidhandling provide the solution. Our equipment and sepa-ration systems not only take up less space, they also re-duce energy consumption and emissions, enabling apayback period that is often well under one year.

What do you count as the top challenges to expandingAlfa Laval’s market penetration?The marine industry is global by nature, so those chal-lenges that some companies face are opportunities for us.We serve ports worldwide – with field and customer serv-ice available 24 hours a day, seven days a week to supportour customers when and where they need it. We like tocall it “glocal” – global and local service.

Discuss a few case studies which you think best exemplify your company's range and success.Well, a few cases come to mind that give a snapshot of notonly our commitment to optimizing the customers process,but also our commitment to promote a sustainable envi-ronment. Recently we received a PureBallast order fora demanding naval application. This particular orderinvolves two PureBallast systems for the Royal Aus-tralian Navy – confirming that PureBallast is fully ca-pable of meeting the strict requirements of navalapplications. The two Australian systems are the firstPureBallast installations for naval use, and are fittedaboard the Australian LHD (Landing Helicopter Dock)vessels built by Spanish shipyard Navantia Ferrol. Vesselsof this type, which allow flexible deployment of smallerland vehicles and helicopters, are of strategic interest asAustralia and other nations shift their military focus fromterritorial defense to international response and peace-keeping operations. Each has a treatment system flow of250 cu. m./hr. We worked together with a prominent bargecompany in the US to design, test and outfit their full fleetwith fuel and lube oil purification, crankcase gas cleaning,and heat transfer solutions for full optimization of theirprocesses and costs. These solutions also eliminated thehigh cost of maintenance – and greatly reduced the relatedman-hours. In combination with the company’s focus onthe concept of imparting zero harm, they also wanted toachieve a solution that posed fewer risks to the environ-ment. By eliminating cartridge filter disposal, reducingengine emissions by removing oil and particles fromcrankcase gas, and optimizing the engine room – the bargecompany achieved their goal for optimal cost and processefficiencies while supporting a sustainable environment.

AlfaLaval PureBallast2 system.


According to new analysis from Frost& Sullivan, the shipbuilding and repairmarket in India is poised to pick up mo-mentum with the increasing penetrationof Indian shipbuilding companies in theoffshore vessels (OSVs) segment. Indiancompanies have established strong cre-dentials in the building and repair ofOSV, resulting in a spike in orders forsuch vessels from the Indian industry.The limited capacities related to OSVs inleading shipbuilding nations such asJapan and South Korea are resulting indiversion of orders to India, driving upthe fortunes of the Indian shipbuildingand repair market.

The market earned revenues of $1.6b in2010 and expects this to reach $3.5b in2016.

“About 40 percent of the India-ownedfleet is more than 20 years old, and In-dian owners will need to spend about $4billion to replace these during 2010-2015,” said Frost & Sullivan Transporta-tion & Logistics Program ManagerSrinath Manda. “In addition, the Interna-tional Maritime Organization (IMO) hasmandated the phasing out of all single-

hull vessels by 2010, and single hulltankers constitute about 15.8 percent ofthe total vessels owned by Indian ship-ping companies.”

The future of the Indian shipbuildingand repair market looks promising and islikely to double in size in the next five tosix years. The growth potential is furtherenhanced with the Indian Government

aiming for the nation’s shipbuilding sec-tor to attain a 5 percent share in the globalmarket by 2017.

Although the outlook for the market isbright, there are some challenges cloud-ing its landscape. “India has a vast coast-line, but there is an acute shortage ofdeep draft water space along the coast,”said Srinath. “This restricts the type andsize of ships that can be built or repairedin India, thereby severely curbing the fullgrowth potential of the Indian shipbuild-ing and repair market.”

The Indian Government is encouraginggreater private participation in the sectorand a new world-class commercial ship-yard is being built on the eastern coast.These factors will rev up growthprospects for the market. The Govern-ment is also facilitating improvements inport and infrastructure facilities and eas-ing regulations and taxes to assist the in-dustry in addressing the challenges andovercoming its barriers. Participants inthis space are striving to gain a footholdin the small and special category vehiclessegment, such as offshore vessels to op-timize business traction.

NEWS

Demand for Offshore Vessels will Drive India Incat to Build LNG-Powered Fast RoRoIncat won a contract to build what itreports to be world’s first highspeed passenger RoRo powered byLNG. The 99m high speed ferry,with capacity for more than 1000passengers and 153 cars, is beingbuilt at the Incat Tasmania shipyardat Prince of Wales Bay in Hobart fordelivery in 2012 to an unnamedcustomer. Incat and Revolution De-sign engineers are working withtechnical personnel from GE in Eu-rope and the U.S. on this project,which will be the first installation ofLNG powered dual fuel engines inan Incat high speed ferry, and thefirst high speed craft built under theHSC code to be powered by GasTurbines using LNG as the primaryfuel and marine distillate forstandby and ancillary use. In eachcatamaran hull a GE EnergyLM2500 Gas Turbine will drive aWärtsilä LJX 1720 waterjet, a de-parture from the usual use of twoengines and two jets per hull asused in the diesel powered Incatvessels. The GE Energy LM2500Gas Turbines are to be modified tomeet class requirements so that ei-ther LNG or marine distillate can beburned.

The Indian Government is

encouraging greater private

participation in the sector ...

the Government is also

facilitating improvements in

port and infrastructure

facilities and easing

regulations and taxes to

assist the industry ...

Pipavav Shipyard, India's largest ship-yard and rated as the world’s sixth largestshipping facility, is flush with orders andthe number is growing dramatically.However, Pipavav has yet to make adebut on the delivery side though there isno definite day fixed for its first delivery.

Anil Tiku, General Manager of PipavavShipyard Ltd. confirms that they are get-ting ready with a series deliveries but hewould not commit on the likely datewhen this is likely to happen.

“The first delivery will take place in thecoming year” he says. He also confirmedthat the company was in talks for morecontracts and the deals would be clinchedsoon.

Pipavav’s order book boasts of 22Panamax bulk carriers with capacity of74,500 DWT each for delivery by 2012to various European consortia. One ofthese would be of Ice Class. They haveorders for six offshore support patrol ves-sels and contract for another 12 offshorevessels for the Oil & Natural Gas Corpo-ration Ltd (ONGC) is being finalized.

Recently it signed a memorandum ofunderstanding (MOU) for defense co-production with the Swedish groupSAAB Dynamics AB, a part of Wallen-berg Group. This partnership offers ac-cess to SAAB’s cutting edge technologyfor production in the defense and aero-space sectors. With this Pipavav Shipyardwould be able to cater to the entire gamutof the defense services sector.

Pipavav also signed a protocol withRosoboron Export State Corporation forconstructing war ships under Russian col-laboration, technology and supervision atits yard. Under the pact, four additionalStealth frigates will be constructed in col-laboration with the Russian firm at thecompany’s shipyard. The agreement willhelp Pipavav develop technology to buildfrontline warships on a cost-effectivebasis. The agreement covers mid-life up-dates, dry docking repairs and modern-ization of submarines of Russian originin use by the Indian navy

Pipavav Shipyard is located within thevicinity of Pipavav Port, on the Westcoast of India. It was initially conceivedas a ship dismantling yard. For this pur-pose, the yard was developed with twolarge wet basins each measuring 680 me-ters length and a respective width of 60meters and 65 meters. These are amongthe largest wet basins built in the world.Given its size, Pipavav Shipyard has thepotential to become one of the largestshipyard complexes in the world.

Having thefirst eco-friendly dockyardfacility in the world for dismantling/re-pairing ships its yard has achieved thedistinction of being one of the five largest

docks in the world and largest in thecountry, and will therefore be equippedto handle almost any size of ship. Theproject is inherited with various unique

features in its design, location, facilities,size, integration, environment compliant,funding, etc.

— Joseph Fonseca, Mumbai

February 2011 www.marinelink.com 11

Orders Pour in at Pipavav Shipyard

NSPRP Project BookThe National Shipbuilding ResearchProgram Project Book Winter 2010edition is now available. The ProjectBook was created as a concisecompilation of both major and panelprojects funded under the Programwith the goal of increasing aware-ness of ongoing work under NSRP,stimulating interaction among proj-ect teams, and accelerating trans-fer of technology throughout theU.S. shipbuilding and repair indus-try. http://www.nsrp.org

Daewoo Expects 18% Jump in Offshore OrdersAccording to a report fromBloomberg, Daewoo Shipbuilding &Marine Engineering Co., the world’sthird-largest shipyard, expects or-ders for drilling vessels and off-shore platforms to increase 18%this year, helped by higher fuelprices.

General Maritime Sells TankersGeneral Maritime Corporation en-tered into an agreement to sellthree product tankers, the 2004-built Genmar Concord, the 2005-built Stena Concept and the2005-built Stena Contest, to affili-ates of Northern Shipping FundManagement Bermuda, Ltd., an al-ternative capital provider to theshipping and offshore oil servicesectors. General Maritime was toreceive net proceeds totaling$61.7m for the sale of the threevessels. The sale will fulfill the re-quirement under the amendedbridge loan, which is expected tobe repaid in the current first quarterof 2011.The sale is subject to the leasebackof the vessels under bareboat char-ters to be entered into with the pur-chasers for a period of seven yearsat a rate of $6,500 per day pervessel for the first two years of thecharter period and $10,000 perday per vessel for the remainder ofthe charter period. As part of the agreement, GeneralMaritime will have options to repur-chase the vessels for $24 millionper vessel at the end of year two ofthe charter period, $21 million pervessel at the end of year three ofthe charter period, $19.5 millionper vessel at the end of year fourof the charter period, $18 millionper vessel at the end of year five ofthe charter period, $16.5 millionper vessel at the end of year six ofthe charter period, and $15 millionper vessel at the end of year sevenof the charter period.


It might be hard to judge now if theglobal shipbuilding industry is recovering,but an encouraging story is taking placein China in 2010. According to ClarksonResearch Services, China has overtakenKorea as the world's top shipbuilder in thefirst half of 2010 and kept ahead in termsof three major industry indicators, includ-ing new orders, order backlogs and deliv-ery. Sinopacific Shipbuilding Group – aleading private Chinese company – is asignificant engine driving the industry.

According to the data, till the end of No-vember 2010, Sinopacific Shipbuildingdelivered 54 vessels in 2010, and comple-tion DWT amounted to 1.8 M. In terms oforder backlogs, there are nearly 4.2 MDWT in the pipeline. As a highlight ofthese achievements, Sinopacific hadsigned a frame agreement with Bourbonin June worth $1b for building 62 offshorevessels. “In light of our clear corporateposition of ‘perfection in simple products,leadership in niche markets’, we provideunique value to our clients. With a strate-

gic international vision and strong inte-gration capacity, Sinopacific wins trustand many partnership opportunities fromoverseas. ” Simon Liang, CEO of Sinopa-cific Shipbuilding Group said.

In the coming 2011, Sinopacific Ship-building Group expects to improve itsproduction efficiency by producing 24

vessels in one dock in one year. There willbe more milestones for group’s develop-ment. In the first quarter of 2011, the100th OSV and several 1st vessels, in-cluding SX130, GPA696, PX105 OSVsand 1st Crown 118 bulk carrier, are sched-uled to be delivered; the steel cutting ofthe new designed Crown 63 bulk carrier.

A Strong 2010 at

Sinopacific Shipbuilding

NEWS

Chinese Yard Logs LNG Ship OrdersExxon Mobil and Mitsui O.S.K. Lines (MOL) selected Hudong-Zhonghua Shipbuilding (Group) Co., Ltd. (Hudong), a sub-

sidiary of China State Shipbuilding Corporation, to build four LNG carriers in China. These carriers will provide LNG trans-portation from the Papua New Guinea (PNG) and Gorgon Jansz LNG projects and will be jointly owned by MOL and ChinaShipping (Group) Company (CS). On hand for the ceremonial signer were Zhang Guobao, vice chairman, National Developmentand Reform Commission, and minister, National Energy Administration; Mark Albers, senior vice president, Exxon Mobil Cor-poration; Akimitsu Ashida, chairman, Mitsui O.S.K. Lines, Ltd.; Zhang Guofa, vice president, China Shipping (Group) Company;Tan Zuojun, president, China State Shipbuilding Corporation and Wang Yong, president, Hudong Zhonghua Shipbuilding (Group).

Oceanic Consulting Corporationsigned a contract with the AtlanticCanada Opportunities Agency (ACOA),entitled "Accurate Numerical Simula-tions of Environmental Loads for theSafe Production and Transportation ofOffshore Oil and Gas." This contractwill allow Oceanic to develop engineer-ing software tailored to the needs of theoffshore oil and gas industry specializ-ing in harsh environments, which in-cludes ice-covered water and extremewaves. The objective is to accuratelypredict the forces and resulting motionsacting on complete offshore systems(such as drill ships, FPSOs, semi-sub-

mersibles, spars, support vessels, andshuttle tankers). Through this initiative,Oceanic will work to address specificand immediate technical challenges ofoil and gas exploration and productionin harsh environments. The global chal-lenges of the performance of marine ves-

sels in the offshore petroleum industryare reflected in Atlantic Canada: the im-pact of wind, water, and ice on the mo-tions and loads of moored or movingstructures; safe passage for tankers andLiquefied Natural Gas (LNG) carriersbetween production site and shore ter-minal/refinery; and safe berthing andmaneuvering of vessels in harsh and/orconfined waters. Oceanic sees tremen-dous potential for the growth of businessin numerical simulation, and this devel-opment work has already resulted in sev-eral commercial contracts which wouldhave been impossible to complete with-out this support from ACOA.

Safe Producton & Transportation of Offshore O&G via

Accurate Numerical Simulations of Environmental Loads


Global competition in the shipbuildingindustry, which is continuously intensi-fying due to the entry of developingcountries into the shipbuilding market,leads to decreasing margins and enor-mous cost pressure in this industry. Manyshipyards have already gone bankruptthrough the inability to keep to their orig-inal budget that the offer was based on.In the naval sector it is not unusual todouble the originally estimated costswhen building the vessel. The first oilcrises in the 1970’s and later oil price in-creases have substantially increased theimportance of operating costs and the lifecycle costs. Even if the significance ofoperating costs has sometimes temporar-ily waned in the face of periodic price re-ductions, the current state of limitedresources now requires the integration ofthe entire life cycle of a ship into costmanagement. These circumstances areforcing shipyards to implement effectivecost management during product devel-opment and manufacture. However, thedifficulty in shipbuilding cost manage-ment is that the majority of costs for aship have already been defined before thestart of production. Therefore, a costmanagement system implemented duringthe initial design and design engineeringphases is especially effective. The infor-mation about estimated costs for the shipand its elements, such as components orsystems, should be obtained and incor-porated into the decision-making processin order to capitalize on its potential. Inreality, however, the available cost infor-mation at the beginning of the project isusually incomplete and imprecise, mak-ing cost management during the earlyphases highly complex and elaborate. Si-multaneously the pressure of time limits

leads to difficulties with determiningexact and robust cost information. Lastbut not least, the existing data base, gen-erated in past projects, is far from com-plete, caused by the lack of an integratedsystem for managing and providing thecost information. Therefore, the ship-building process requires special costmanagement procedures.

Against this background the authors ofthe book “Cost Management in Ship-building” demonstrate how effective costmanagement methods and processesstrengthen and ensure a manufacturer’scompetitiveness in the maritime industry.To do so, the authors first provide anoverview of the current state of cost man-agement in the shipbuilding industry, pre-senting the relevant terminology andmethodological principles and showingthe weak points in current methods,processes and systems. The book thenshows how planning, analysis and man-agement of costs should ideally occur.This takes place with a main focus on thecost management system “costfact”. Thissystem has been developed specially forthe maritime industry and enables usersto capitalize on the enormous potentialarising from cost-oriented design and en-gineering. The chapters of the book con-tain the following procedures, methodsand the corresponding support the cost-fact system offers:• Planning of the costs according to theship’s building structure.• Cost estimations for new projectsbased on existing calculations by deriv-ing the costs of new objects from thoseof existing components and assemblies.• Parametric cost estimation: Deter-mining cost functions, based on a statis-tical examination and validation of the

technical and economical characteristicsof existing objects.• Structured and simplified specifica-tion creation which is supported by thecostfact system’s ability of importing,structuring and working on specificationsas well as checking the consistency ofspecifications and cost prognoses.• Risk analysis to calculate the extentto which future real costs could deviatefrom forecasted costs.• Cost driver analysis based on Pareto’slaw to determine the cost drivers thathave the biggest influence on these costs. • Analysis of the costs caused by achange in the customer demands.

An advantage of the costfact systemwhich is described in this context is thatit supports cost management throughoutall project phases. Cost planning and con-trol can be carried out at various analysislevels based on the information available.Various sources of cost information forthe different levels can be utilized, suchas calculated planning values or actualcosts from previous and current projects.

In addition to optimize production costsincurred before the ship is operational,managing life cycle costs is also key inshipbuilding. Life cycle costs are the var-ious costs the product user incurs throughthe purchase and utilization of the prod-uct. Since, a ship’s purchase price often(depending on the ship type) comprisesonly a small portion of the total life cyclecosts for the customer, it is not enough toonly optimize production costs. Whenevaluating design concepts, shipbuildingcompanies should also take the some-times contradictory effect on productioncosts vs. life cycle costs into account aswell as how any adjustments will be per-ceived by the customer. The authors de-

scribe how life cycle costs can be calcu-lated based on an estimation of all ex-penses in the ship’s life cycle. In thiscontext a focus is on the comparison ofalternative projects respectively technicalvariants of a project. Moreover, the con-sideration of effects by uncertainties ofthe in-service phase parameters is illus-trated in detail. The book is based onknowledge, which the authors gained bymore than 10 years experience in indus-trial cost management and shipbuildingand addresses specialists confronted withthe practical challenges of cost manage-ment in everyday business.

NEWS

Cost Management in Shipbuilding -Planning, Analysing and ControllingProduct Cost in the Maritime Indus-try,by Jan O. Fischer, Gerd Holbach, - GKP Publishing, Cologne 2011

196 p. 101 ilus., ISBN: 978-3-00-033225-8,

Price: 54.95 €

Book Review

Cost Management in Shipbuilding


Bulk Carriers12/28/10 AL JABER 18 18,297 94(16) $8.00012/17/10 AROSA 20,001 02( 8) $17.50012/08/10 SALVADORA 21,274 07( 3) $15.00012/08/10 SEVERINA 21,274 07( 3) $15.00012/17/10 ACACIA N 23,193 78(32) $2.40012/28/10 ABDUL 23,821 85(25) $6.10012/08/10 ENFORCER 26,338 92(18) $12.50012/17/10 PHOENIX ISLAND 28,655 96(14) $18.00012/08/10 DARYA TAAL 29,971 98(12) $19.00012/28/10 PFS KESHAVA 31,850 80(30) $4.20012/28/10 CS GREEN 32,395 03( 7) $23.50012/28/10 ACTOR II 32,401 10( 0) $32.50012/28/10 APOLLONAS 32,401 10( 0) $32.50012/17/10 ATTRACTIVE 41,524 85(25) $9.10012/17/10 GRAND GLORY 48,437 01( 9) $25.00012/17/10 SAFFRON 50,341 04( 6) $28.00012/17/10 WESTERN OSLO 56,548 08( 2) $38.00012/17/10 PRIMERA 72,495 98(12) $26.80012/28/10 COAL AGE 72,861 97(13) $26.30012/08/10 MARITIME DIGNITY 73,350 93(17) $20.40012/17/10 IRON BROTHERS 151,511 91(19) $19.50012/28/10 FORMOSABULK ENERGY 170,089 02( 8) $43.50012/17/10 HANIN GLADSTONE 207,009 90(20) $23.50001/19/11 OCEAN WALKER 18,040 81(30) $2.10001/17/11 FANI 23,245 87(24) $7.00001/13/11 SEVEN OCEAN 23,948 96(15) $14.00001/12/11 THOR CAPTAIN 25,082 83(28) $3.80001/12/11 ANDRONIKI 29,159 84(27) $6.00001/17/11 WADI HALFA 31,948 85(26) $7.30001/17/11 ALWADI AL GADEED 31,957 85(26) $7.30001/12/11 EL CONDOR PASA 33,476 01(10) $22.00001/24/11 ADELINE DELMAS 33,504 86(25) $6.50001/24/11 DELPHINE DELMAS 33,520 86(25) $6.50001/24/11 CAROLINE DELMAS 33,611 86(25) $6.50001/24/11 BLANDIN DELMAS 33,660 86(25) $6.50001/12/11 JORITA 36,663 85(26) $8.40001/19/11 SIAM PEARL 38,023 83(28) $5.30001/12/11 MARYBELLE 42,569 87(24) $10.50001/17/11 ANTONIS 45,090 84(27) $8.30001/26/11 JIN MING 45,564 82(29) $7.50001/19/11 BEST FORTUNE 63,179 82(29) $5.80001/12/11 SUN 63,251 83(28) $6.00001/12/11 FIVE STARS UNION 64,135 82(29) $6.20001/12/11 KIRTI 68,255 86(25) $10.00001/26/11 PACIFIC EAGLE 73,592 04( 7) $35.20001/24/11 NORDSTAR 150,661 83(28) $14.60001/12/11 CASTILLO DE GORMAZ 153,572 89(22) $17.000

Chemical Carriers12/17/10 PLEVNE 6,937 05( 5) $12.00012/17/10 EBONY 12,512 86(24) $2.40012/08/10 CHEM TAURUS 19,399 00(10) $15.00012/08/10 STOLT NANAMI 19,932 03( 7) $22.50012/17/10 VEGA SPIRIT 22,820 01( 9) $12.50012/28/10 FORMOSA FOUR 35,672 91(19) $6.10012/17/10 PAYAL 37,159 07( 3) $27.50012/17/10 ALAM BITRA 45,513 99(11) $18.00001/12/11 SUN CROWN 1,999 87(24) $1.50001/19/11 SHINY DEE 6,050 07( 4) $8.50001/12/11 TJORE ELIEZER 9,220 08( 3) $5.80001/13/11 STELLAR ACACIA 12,000 10( 1) $25.000

01/17/11 FAJA DE ORO II 44,999 95(16) $12.000Containerships12/08/10 POSITANO 22,878 96(14) $39.90012/17/10 DUBURG 26,288 90(20) $6.00012/08/10 FRISIA KIEL 33,847 04( 6) $36.00012/28/10 EURUS OTTAWA 34,380 89(21) $5.70012/28/10 EURUS OSLO 34,380 89(21) $5.70012/17/10 FOURTH OCEAN 82,200 10( 0) $75.00001/19/11 SUDERTOR 5,364 00(11) $4.30001/19/11 HAL ALEXANDRA 8,350 96(15) $7.20001/12/11 MERKUR LAKE 12,576 84(27) $7.50001/26/11 SINAR BANTAN 14,971 02( 9) $13.60001/26/11 ASIAN TRADER 22,735 91(20) $7.00001/24/11 TAICANG DRAGON 34,325 08( 3) $28.80001/12/11 OOCL XIAMEN 43,093 03( 8) $26.600

Gas Carriers12/28/10 BOUGANVILLE 4,867 01( 9) $12.500

Reefers12/28/10 SPICA 7,000 91(19) $3.40001/17/11 FIONA 5,232 86(25) $1.600

RoRo12/17/10 MED VISION 6,704 81(29) $2.00012/17/10 STRAIT OF GIBRALTAR 10,800 10( 0) $86.80012/17/10 STRAIT OF DOVER 10,800 10( 0) $86.80001/13/11 PARNAVERA 3,300 03( 8) $12.50001/17/11 OMO WONZ 3,500 81(30) $1.400

Tankers12/08/10 SAN GIORGIO 4,600 97(13) $5.00012/17/10 ATORA 28,610 91(19) $6.00012/17/10 ARAEVO 28,610 91(19) $6.00012/28/10 ISOLA VERDE 36,457 94(16) $10.50012/28/10 LYRA PIONEER 45,985 03( 7) $21.60012/17/10 NORTHERN DAWN 47,000 03( 7) $19.80012/28/10 CE-EXPRESS 69,998 90(20) $7.50012/17/10 FORMOSAPRODUCT COSMOS 70,426 05( 5) $31.00012/28/10 SUMMIT AUSTRALIA 73,427 09( 1) $43.40012/17/10 DOMUS AUREA 107,197 03( 7) $32.00012/17/10 JUANITA 126,491 88(22) $12.00012/08/10 RUBY III 274,990 90(20) $16.30012/17/10 ASCONA 307,151 99(11) $55.00001/24/11 VANGUARD 47,059 92(19) $9.00001/24/11 SPOTLESS 47,084 91(20) $7.00001/24/11 DOUBTLESS 47,086 91(20) $7.00001/19/11 FREJA SCANDIA 53,540 10( 1) $40.00001/24/11 SUMMIT AFRICA 73,427 09( 2) $42.30001/24/11 TAMARA 95,793 90(21) $9.00001/24/11 GENMAR PRINCESS 96,648 91(20) $8.00001/17/11 OPAL QUEEN 107,181 01(10) $34.00001/27/11 PACIFIC SPIRIT 113,000 08( 3) $54.50001/13/11 SFAKIA 250,267 86(25) $16.00001/12/11 GRAND 263,097 94(17) $20.00001/12/11 FRONT SHANGHAI 298,971 06( 5) $91.30001/13/11 SUNRISE JEWEL 302,440 92(19) $36.00001/13/11 GRAND SEA 310,444 08( 3) $99.900

Prepared by SHIPPING INTELLIGENCE, INC., New York

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

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

The Ocean Empire LSV (life supportvessel) is a 44m Solar Hybrid Superyachtwith 2 Hydroponic farms and fishing fa-cilities to harvest the sea. Her solar pow-ered propulsion systems and all the Hotelamenities of a luxury global voyager aresupplied by harnessing three majorsources of sustainable of energy. The firstand foremost source of energy is from theSun which powers Solar Cells (coveringthe entire surface of the vessel) while atthe same time illuminating 2 Hydroponicfarms.

The second source is energy from theWind which powers an auxiliary auto-mated SkySail that drives the Ocean Em-pire to 18+knots while charging her GMESS2 batteries through power sailingKER.

The third source is energy from Wavescaptured through Motion Damping Re-generation (MDR). A new form ofATMD (Adjustable Tuned MassDamper) developed in collaboration withMaurer Sohnes Gmbh

The MDR system is basically anATMD utilized in skyscrapers such asTaipei 101 to reduce their swaying mo-tion. In this application 16 tons of batter-ies are the Mass while linear generatorsproduce up to 50 kws of electricity asthey dampen the motion of the vessel.

“The Ocean Empire life support Su-peryacht liberates the Superyachtcommunity from its strict dependenceon unsustainable resources by har-nessing the renewable collective powerever present in the Earths Biosphere,”said Richard Sauter head of design.

The Ocean Empire LSV is positionedas a state of the art Superyacht catama-ran. As such her Green Tech innovationsare able to optimize what is easily themost dynamic form of ocean going plat-form. Her Daimler Turbo CompoundBueTec engine is the most advanced EPADiesel ever built. Her Sunpower SolarCells are the most efficient to date as areher Voith Surface Drives.

Existing OEM technology present in

the Ocean Empire LSV;• Daimler Turbo Compound DD16

Electric Power Generation• SkySail Automated Traction Kite• SunPower Solar Cells • GM Allison Electronic Controller

(KER) (Kinetic energy regeneration)• Maurer Sohnes Gmbh Motion

Damping Regeneration. (MDR) • Voith Turbo Advanced Propulsion

Surface Drives

• Carbon Composite Wave Piercing Hi-efficiency displacement hulls

• Advanced Aerodynamic RadarCanopy with PV Wing Spoilers

• Energy Efficient Equipment, AC &Refrigeration with Waste Heat Re-covery

• Plug-in Computerized Energy Man-agement, Maintenance & Guidance.

• GM Allison ESS2 Battery StorageUPS rated at 2,000Kwh.


NEWS

Ocean Empire LSV

A 44m Solar Hybrid Superyacht MES Delivers M/V Fortune Wing

(Photo courtesy Mitsui Engineering & Shipbuilding Co., Ltd.)

Mitsui Engineering & ShipbuildingCo., Ltd., (MES) delivered a 56,000dwt type bulk carrier M/V FortuneWing (MES Hull No. 1759) at itsTamano Works on January 12, 2011to White Citron Shipping S.A.,Panama. This vessel is a handy-maxtype bulk carrier of 56,000 dwt witha huge cargo hold capacity over70,000 cu. m. and marks the 116thship of its series. This 56,000 dwttype bulk carrier series of MES iswidely called Mitsui’s 56. More than160 units of this series have beenordered from MES.

Length, o.a .....................................623.3 ft Length, b.p. ....................................597.1 ft Breadth (molded) .............................105.8 ft Depth (molded)..................................58.7 ft Gross Tonnage .................................31,248 Deadweight ....................55,650 metric tons Main Engine...............Mitsui-MAN B&W Diesel ..............................Engine 6S50MC-C x1set Maximum Continuous Output ..........9,480 kW ................................................x 127.0rpm Service Speed.............................14.5 knots Complement...............................24 persons Classification Society.......KR Flag Hong Kong Date of Delivery.................January 12, 2011

Construction Begins on Washburn & Doughty Hull 101

Image courtesy Washburn & Doughty Associates

Washburn & Doughty Associates,Inc. of East Boothbay, Maine beganconstruction of a 93-ft by 38-ft,6,000 hp Z-Drive tug for Moran Tow-ing Corporation of New Canaan,Conn. Washburn & Doughty is build-ing the vessel to its newest in-housedesign based on the yard’s previous92-ft by 32-ft design, of which thereare 22 tugs in operation. The in-creased length and beam will allowfor increased horsepower whilemaintaining the maneuvering charac-teristics and handling capabilities.The tug will be powered by two MTUM63L16 cylinder series 4,000 mainengines each rated at 3,000 bhp at1,800 rpm. The propulsion units willbe Schottel model SRP 1515 FPdrives, equipped with stainless steelpropellers.

Ocean Empire LSV Specifications:

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44mBeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15.5mDraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.8mGuests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Tonnage . . . . . . . . . . . . . . . . . . . . . . . . . . . . .<85tons2 Hydroponic farms . . . . . . . . . . . . . . . . . . . .30sq.mSkySail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200kw

SunPower . . . . . . . . . . . . . . . . . . . .solar cells , 70kwMaure Sohnes MDR . . . . . . . . . . . . . . . . . . . . .50kwDaimler DD16 Diesel Electric power generation350kwSiemens AC induction motors . . . . . . . . . . . . .300kwVoith propulsion surface drives . . . . . . . . . . . . .1.5mFuel: Diesel/GM ESS2 batteries . . . . .20t/2,000kwhMaximum speed . . . . . . . . . . . . . . . . . . . . . .18+kntsCruising speed . . . . . . . . . . . . . . . . . . . . . . . .12+kntsHybrid power sailing range at 18knts . . . .3,500+nmZero Carbon power sailing range

at 14 knots average . . . . . . . . . . . . . . . . . . .UnlimitedCarbon Neutral power sailing range . . .<12,000+nmZero carbon motoring range at 10knts average . . . . . . . . . . . . . . . . . . . .Unlimited

For more details contact;[email protected]

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The innovative yacht design incorporates many of the latest Renewable Energydevices, designed to derive power from the sun, the wind and the waves.


By Jim Martz, Governor Control Systems, Inc.User interface is the most visible system component

when it comes to equipment operation. From the steer-ing wheel and instrument cluster on your vehicle’sdashboard to the most complex industrial control sys-tem, the purpose is the same; it must allow human in-terface into a system. The interface must provide theuser a means to control the equipment, provide feed-back from the equipment to show operational condi-tions and alert us when something is wrong. And itshould do these things efficiently, be easy to use, andvisually and ergonomically pleasing. These conceptsare the same in the case of industrial or commercialcontrol systems, but the interface can be controlling acomplex system or series of systems behind it.

There are many different terms for an interface intoan industrial control system; however Human-MachineInterface (HMI) is the most widely used. HMI is mostoften defined as a system that provides a window intothe operation of a single machine or simple network ofmultiple machines in a common control system.

HMI Hardware and SoftwareToday’s HMI systems offer advanced hardware plat-

forms with powerful software development suites toallow an engineer to create an interface completely cus-tomized to meet any system requirements. ModernHMI hardware can combine a touch screen interfacewith a fan-less cooling system, and integrated Win-dows-based operating system. Since the hardware isdesigned for installation in switchgear panels or otherindustrial environments often high in temperature andvibration, flash memory is utilized to eliminate themoving parts in a traditional hard drive, which im-proves robustness. The software suite provides an en-vironment to create a customized series of screens foryour application to allow simple control of the machineor system, display current and historical information,and alarm handling. In addition, more complex opera-tions can be integrated such as data acquisition andgraphical trending. Windows based operating systemseasily interface to external programs such as Excel,which allows data to be manipulated for additional for-matting and charting.

Remote AccessOne of the most useful features of an HMI system is

remote access via the Internet. This functionality al-lows an operator or plant manager to access the systemfrom most computers with an Internet connection. Re-mote accessibility provides a convenient way to trou-bleshoot or control the system without maintainingfull-time operator personnel - reducing cost, man-hoursand, often, response time to a problem. Furthermore,with modern HMI systems, it may not even be neces-sary for any operator, regardless of location, to activelymonitor the system. In the event of a warning or alarmcondition, most systems can be set up to send an auto-matic e-mail or even a phone message via text to oper-ations personnel.

An HMI can provide a window into one specific ma-

chine or local system, however many operations requiregreater capability for their facilities. HMI systems areusually building blocks in Supervisory Control andData Acquisition (SCADA) systems: a higher-level sys-tem that incorporates multiple processes into one inte-grated package controlling and monitoring remotesystems from a central location. Plant electrical sys-tems can be monitored and controlled from the sameinterface as mechanical processes, fire systems, waterand wastewater treatment, communications and alarmsystems, HVAC and more.

SCADA SystemsMuch has changed in the HMI/SCADA industry

since the first systems began entering the market in the1970s. We have come a long way from the days of in-dividual Remote Terminal Units (RTUs), computer sys-tems with bulky communication infrastructure andinefficient software interfaces. With developments inelectronics design and communication protocols,today’s systems are smaller, faster, more efficient, moreconfigurable and scalable than ever. Smaller SCADAsystems may consist of a single HMI, while larger sys-tems can incorporate multiple HMIs, distributed I/O,and redundant communications networks with multi-ple controls or PLCs.

Monitoring and control are the functions of theSCADA system with individual processes under thecontrol of a local system. In a power generation facil-ity, for example, an engine or turbine control performsmost functions, i.e. maintaining the speed of the primemover or maintaining a process like air-fuel ratio orsteam header pressure control. A generator control willmaintain a base load power output or share the plantelectrical load among multiple generators.

The SCADA system provides the operator with theinterface through which a desired set point can be en-tered like a base load or process reference. These setpoints are then transferred to the local machine controlsthat perform the desired function. The SCADA systemprovides detailed information such as valve and circuitbreaker positions, power flows, alarm conditions, andmany other parameters, most of which can be used ingraphical trending and historical data logging. The op-erator uses this information to determine if any changesneed to be made, based on the operating conditions forthe overall plant. The system also providing the user in-terface through which those changes are made.

The speed and efficiency at which this data is trans-ferred has greatly improved with developments andstandardization of communication protocols. Mosthardware manufacturers now use open and non-propri-etary protocols such as Modbus or OPC to enable sys-tem designers to easily integrate multiple controls orhardware platforms. Ethernet has become a widelyused network for the interface between controls andHMI/SCADA systems, as many protocols that wereoriginally developed for serial communications havebeen adapted for TCP/IP.

Today’s HMI and SCADA systems are now more af-fordable as well. Smaller companies and organizations

COLUMN

HMI Monitoring and ControlBuilding Blocks of a SCADA System

MONITORING & CONTROL


can take advantage of the conveniencethese systems provide. If a project callsfor the construction of a new facility withnew communications infrastructure, itwould be the ideal time to consider im-plementing a SCADA system. However,with the hardware and software availableon the market today, systems have be-come more expandable than in the past.Organizations that do not have SCADAsystems in their facilities or that havevery simple small HMIs and are lookingto either upgrade or expand their systemhave many implementation options.Some organizations choose to install sin-gle or multiple HMIs monitoring a dedi-cated machine or a single system in thefacility. Others choose to implement asimple master station in a remote controlroom at first and add to the system overtime. Control system integrators, such asGovernor Control Systems, Inc. whooffer HMI and SCADA systems as partof their product and service offering haveexperience in many applications acrossmultiple industries. These companies de-velop a library of standard screens that

can be applied to new projects. Whileevery project and site is different and willrequire some custom work to be done,much of the development time is elimi-nated through the reuse of screens andconcepts from past development. Takingadvantage of this type of experience can

not only result in a better system, but alsoeliminate some of the costs associatedwith installing and commissioning aSCADA system. Regardless of your in-dustry, the benefits of SCADA systemsare many. As with any investment, theremust be a return. The savings that come

from operating more efficiently willquickly offset the initial cost of installinga SCADA system. With the advance-ments in modern HMI and SCADA tech-nology, your possibilities are endless,only dependent on your budget and imag-ination.

About the AuthorJim Martz is an Applications Engi-neer for Governor Control Systems,Inc. Jim has engine control systemsdesign experience with Caterpillar,Inc. and engine and power manage-ment systems experience with Wood-ward Governor Company. GCS offerscomprehensive control system sup-port, from engine and turbine systemsintegration to turnkey project man-agement for a broad range of marine,power generation and industrial proj-ects.Email: [email protected]

HMI Screen

1

Complementary to model testing, Com-putational Fluid Dynamics (CFD) hascarved out a firm position in the MARINportfolio. But when go or no-go decisionsare at stake, the question naturallyarises: how reliable is a particular CFDapplication?

The advantage of CFD is that it givesinsight into flow details, most of whichare not directly revealed in a physical ex-periment. However, the CFD practitionercan do a lot of things wrong and even ifhe is careful, his model is not a perfectrepresentation of the real world. To un-derstand the consequent uncertainty ofthe results, a research field has evolvedknown as “Verification and Validation”.MARIN’s CFD team has taken an activepart in this research, the greatest effortsbeen made by Luís Eça within the pro-ductive MARIN – Instituto Superior Téc-nico (IST) cooperation, which has nowlasted more than 20 years!

Validation CFD is essentially the numerical solu-

tion of a mathematical model supposedto govern the behaviour of the flow pastan object under proper boundary condi-tion settings. That mathematical modeltypically contains simplifications andthese introduce modelling errors. Valida-tion checks the adequacy of the modeland involves the comparison of numeri-cal results with experimental data, takingthe uncertainties of both into account.

… and Verification Even if the mathematical model would

be perfect, the results of CFD still havenumerical errors. The process of estimat-ing the numerical error of a computa-tional result of a specific code is called“verification”. Three error sources can bedistinguished: round-off, iterative and


COLUMN EYE ON DESIGN

Quality Checking of CFDHow reliable is CFD?

discretisation errors. Verification has twoaspects: verification of the results of aCFD application and verification of thecode. The latter is to make sure that themathematical model has been imple-mented correctly, in other words that thecode is bug-free. For now, let us supposethat this has been accomplished. Then agood estimate of the numerical error ofthe CFD result has to be made. The aimis to attach an uncertainty interval to aparticular result so that the true solutionwill be found within that interval with95% confidence. Without getting its ab-solute value, an impression of the varia-tion of the discretisation error is obtainedby solving the same flow problem on aset of systematically refined grids, keep-ing everything else the same. To avoidcontamination of the results by the iter-ative error, the solution must be properlyconverged on each grid. Comparison ofsolutions on two grids is already inform-ative but with solutions on three or moregrids, procedures are available to esti-mate the uncertainty of the solution onany of the grids.

The validation process Validation is more than plotting the re-

sults of CFD with experimental data onthe same graph. Validity of the mathe-matical model can only meaningfully bechecked after having established the un-certainty of both the numerical and ex-perimental result. Incidentally, it mayhappen that a coarse grid solution iscloser to the experimental data than afiner grid solution. This does not meanthat the coarse grid is good enough. Nu-merical errors may have cancelled themodelling errors but their nature beingdifferent, they may well add up ratherthan cancel in the next application. Evi-dently, one cannot validate a code but

only validate the results of a particularapplication against a corresponding ex-perimental data set. What does this meanfor practicing CFD? To get a good guessof the uncertainty, it seems hardly feasi-ble to solve the flow in any applicationon several systematically refined grids.

But a CFD group taking its work se-riously will make verification andvalidation studies for representativeflow problems time and again. Thatis what MARIN’s CFD team doesto make sure customers get valuefor money.


About the AuthorMartin Hoekstra is senior re-searcher at MARIN, the Mar-itime Research InstituteNetherlands.For more information:[email protected] /www.marin.nl.


Whether you are a cruise line, drilling company, ves-sel owner, cargo owner, shipbuilding and repair com-pany, watercraft rental company or employmentcompany crewing vessels, protecting your name andtrademarks around the world is vital to your business.Your name may be known worldwide, as your ter-ritory of operations may encompass the highseas and touch on shores across theglobe, but the strategy for protectingthat name and commercial identitymay differ from one country to thenext. This is because trademarksare territorial and thus creaturesof the laws of each sovereignstate, with the exception of afew regional authorities such asthe European Union.

The challenges facing mar-itime companies seeking to regis-ter their trademarks and servicemarks in the United States, whetherU.S. companies with domestic andoverseas reach, or non-U.S. companieswishing to protect trademarks in the UnitedStates, will vary depending in part upon whether theyare U.S. entities or non-U.S. entities, or whether theybase their applications for U.S. registration on use incommerce, or on a non-U.S. registration.

Sample case in point: Are the considerations differentfor a U.S. company that sells fuel oil and providesbunkering services seeking a U.S. trademark and serv-ice mark registration than for a non-U.S. company?

In the United States there are several bases upon whichowners of marks can file applications for trademark reg-istration.• U.S. companies can file applications based on ei-ther use in commerce or a bona fide intent-to-use themark (Sections 1(a) and 1(b) of the Lanham Act, 15U.S.C. §§ 1(a) and 1(b) respectively, hereinafter referredto as the “Trademark Act”).• Non-U.S. companies have these options as well,and additionally can file applications based on their ownnational applications or registrations in their home coun-tries or a regional registration such as a CommunityTrademark Registration (“CTM”) issued in any mem-ber state of the EU (if they have such registrations) ei-ther under certain provisions of the Trademark Act(§§44(d) and 44(e); 15 U.S.C. §§ 1126(d) and (e)) orbased on an International Registration filed under theMadrid Protocol System, to which the United States isa signatory, through the World Intellectual Property Or-ganization (“WIPO”), which designates the UnitedStates as part of its expansion.

There are pros and cons to each approach and whilethis article cannot cover them in depth, it will touch onthe most foreseeable issues and point out some tacticaloptions.

Should each company in our hypothetical case study

above try to protect its trademark for fuel oil and itsservice mark for bunkering services in the United Statesby filing applications based on use in commerce?

Ultimately, U.S. companies must prove use in com-merce prior to obtaining a federal trademark registration

for their trademarks and service marks,but non-U.S. companies have ad-

ditional options and thus maybe well advised to avoid

the potential pitfalls andfile for registration on anon-use basis.

As stated above,trademarks are terri-torial and the law ofeach national juris-diction may differ. Inthe United States,

trademark rights canbe created in the first in-

stance by use in com-merce, known as common

law rights and can be protectedeven without registration. Federal

trademark registrations are issued by theU.S. Patent and Trademark Office (“USPTO”) and whilenon-U.S. companies have additional options, domesticcompanies may not secure a registration until the appli-cant proves that it has used its mark in commerce.

I. Challenges of filing in the U.S.A. Proving “use in commerce” for Products.For an application based on use in commerce or a bona

fide intent-to-use, the applicant eventually must assertuse of the mark in commerce, and prove such use be-fore a registration will issue.

In the case of products, to satisfy the “use in com-merce” requirement, the mark must be placed in anymanner on the goods or their containers or the displaysassociated therewith or on the tags or labels affixedthereto, or if the nature of the goods makes such place-ment impracticable, then on documents associated withthe goods or their sale, and the goods must be sold ortransported in commerce. (Section 45 of the TrademarkAct, 15 U.S.C. § 1127.)

The requirement of proof of use on products is morechallenging to comply with if your products are bulkproducts such as fuel oil, crude oil, coal or other bulkproducts shipped without any labeling or packaging atall. For example, where fuel is transported by tankertruck on land, the company brand may appear on thetanker and satisfy the USPTO’s affixation requirement.

But what about where the fuel or other bulk productsare transported by vessel? The likelihood is high that thevessel will be chartered, not owned by the shipper, andthus the name of the company selling the bulk productsand its brand will not likely appear on the vessel. Howare such companies to prove the requisite use of themark on the goods in commerce?

In such cases, section 45 of the Trademark Act per-mits shipping invoices, bills of lading or other shippingdocuments showing the mark associated with the goods,or webpage screenshots depicting the products associ-ated with the mark to satisfy the requirement for use incommerce where the nature of the goods makes normalaffixation impractical. (37 C.F.R. §2.56(B)(1);Trade-mark Manual of Examining Procedure (“TMEP”) §904.03(k)). However, a mere assertion of impracticabil-ity will not suffice, the record must establish that thegoods are of such a nature that traditional trademark useis impracticable.

Trademark Examiners at the USPTO may not initiallyaccept alternative specimens unless the impracticabilityof complying with the affixation requirement is fullysupported. Where the applicant’s goods are not sold ingallon drums or at gasoline pumping stations, but ratherare sold in bulk, stored in dedicated tanks and deliveredthrough a combination of pipelines, tanker trucks,barges and other methods of bulk storage and trans-portation of fuels, there should be no difficulty as sucha scenario is analogous to the natural gas, grains, andchemicals sold in bulk or transported via tanker cars, allof which are examples specified in the TMEP as proto-typical of impracticability for affixation of the mark tothe goods.

Because the power of the federal government to reg-ister marks comes from the Commerce Clause of theConstitution, the sales of such goods bearing the markmust be “in commerce” lawfully regulated by Congressin order for the applicant to rely on such use to obtain afederal trademark registration. (Section 1 of the Trade-mark Act, 15 U.S.C. § 1051(a) or (b); Section 45 of theTrademark Act, 15 U.S.C. § 1127).

The term “use in commerce” includes sales of goodseither in commerce between the U.S. and a foreigncountry or in interstate commerce among the severalstates. Sales of bulk products, bunkers or oil by either aU.S. entity or a non-U.S. entity to U.S. customers isclearly “in commerce”. Sales of such goods by eitherentity to foreign customers located in the United Statesor within its territorial waters would also seem to con-stitute use “in commerce”. Sales of bulk products,bunkers or oil by a U.S. entity to a foreign customer ina foreign country would not constitute a sale “in com-merce” under applicable case law. But the question ofwhether or not sales of such goods by either a U.S. ornon-U.S. entity to foreign customers at sea constitutesuse “in commerce”, outside U.S. territorial waters, maydepend upon a variety of factors such as the ownershipof the vessel and citizenship of the purchasers, and theoutcome would likely be very fact-specific. As a result,there may be some risk in attempting to rely on suchsales to establish use in commerce for registration pur-poses. For prospective applicants with other options,such as non-U.S. entities with national, regional or in-ternational registrations, it may be best to file on one ofthose bases instead.

COLUMN LEGAL BEAT

Protecting Your Good NameSpecial considerations for protecting Maritime Trademarks in the United States

About the AuthorSusan B. Flohr, partnerBlank Rome LLP IntellectualProperty & Technologywith the assistance ofJohn Paul Oleksiuk, associ-ate Blank Rome LLP Intellec-tual Property & TechnologyTara L. Leiter, associateBlank Rome LLP Maritime


B. Proving “use in commerce” forServices.

In contrast to proving use for bulk prod-ucts, proving use of a mark for services,such as providing bunkers at sea, is morestraightforward, since there is no affixa-tion requirement. Use of a mark for serv-ices is easily established throughsubmission of printed or online promo-tional materials including screenshots ofweb pages showing use of the mark in as-sociation with the sale or advertising ofthe services, (37 C.F.R. § 2.56(b)(2)) pro-vided that the service is being renderedin commerce.

“Use in commerce” for services can beestablished when the mark is used or dis-played in the sale or advertising of serv-ices and the services are rendered incommerce, or the services are renderedin more than one state or in the UnitedStates and a foreign country and the per-son rendering the services is engaged incommerce in connection with the serv-ices. (Section 45 of the Trademark Act,15 U.S.C. §1127.)

As indicated above, the scope of fed-eral trademark jurisdiction is commercethat may be regulated by the UnitedStates Congress. (TMEP § 901.03.) Thus,rendering a service in commerce typi-cally requires advertising the servicesacross state lines, or having customerswho travel across state lines to obtain theservices or licensees rendering the serv-ices in more than a single state. Whenservices are rendered at sea, there areanalogous uncertainties to those raisedabove with regard to whether or notgoods sold at sea comprise commerceregulable by Congress. Services renderedin U.S. waters should be sufficient to es-tablish use in commerce, but for servicesrendered outside of U.S. waters, the sat-isfactory establishment of use in com-merce may also depend upon the extentto which those services are advertized orpromoted in the United States in connec-tion with the service mark, whether thecustomers receiving the services are U.S.citizens or U.S. vessels, whether the serv-ices are provided through U.S. ports, andother similar factors.

II. The Advantages of Filing Based ona Foreign Registration or Application.

A. Avoiding the requirement toprove use.

If you are a non-U.S. company andproving use of the mark in commercewould be difficult due to the frameworkset forth above, or if you are unsure thatyou will actually use the mark in com-merce in the next several years, you maystill have other options. If you own an ap-plication or registration in your home

country, or a regional one such as a CTM,you can file a U.S. application based onyour foreign filing. Alternatively, you canfile for an International Registrationthrough the WIPO and designate theUnited States under the Madrid Protocol,as mentioned above. Each of these op-tions has a number of advantages over fil-ing in the U.S. based on use orintent-to-use. Most importantly, these op-tions remove the requirement of estab-lishing use in commerce prior to issuanceof the registration. In order to avoid los-ing your trademark rights in the U.S., youwill need to be able to prove use eventu-ally, at least between the fifth and sixthyear after registration, when the statutoryuse declaration is due and then later forrenewal at the ten year anniversary. (§§ 8and 9 of the Trademark Act, 15 U.S.C. §§1058 and 1059). Nevertheless, this ap-proach gives the company five years towork with counsel to develop acceptablespecimens prior to the deadline for filing.The only caveat here is, as mentionedabove, that the U.S. registration is relianton the non-U.S. registration which maybe vulnerable to cancellation, and a can-cellation would necessitate re-filing inthe U.S. on a use basis ultimately requir-ing proof of use in any case. These are allfactors that need to be weighed.

B. Securing a broader descriptionof goods and services.

Another advantage of filing based on aforeign national registration, CTM re-gional registration, or an InternationalRegistration through the Madrid Protocolis that any of these options would likelyallow you a broader description of goodsand services than if you file directly withthe USPTO based on use or intent to use.There are two reasons for this. First, theUSPTO is known for its stringent regula-tions on the manner in which applicantscan describe goods and services. Second,you must be using the mark for all thegoods and services covered by the appli-cation prior to registration, and this re-quirement naturally would limit thebreadth of goods or services you couldclaim, over an application with no suchrequirement.

ConclusionTactical considerations for maritime

companies seeking to register their trade-marks and service marks in the UnitedStates will differ depending uponwhether or not they are U.S. entities ornon-U.S. entities. This article has high-lighted some of those considerations. Fora U.S. entity there is no way forward butto prove use in commerce; for a non-U.S.entity it may be wise to select an alterna-tive route to registration.

About the AuthorSusan Flohr, partner in Blank Rome LLP, concentrates her practice in the intel-lectual property field, including trademark, copyright, trade dress and unfaircompetition litigation, licensing, and counseling.

Mariners are intimately familiar withaids to navigation (ATON), both fixed(e.g., lighthouses, daymarks, etc.) andfloating (e.g., buoys). Mariners are in-creasingly familiar with the AutomaticIdentification System (AIS). Until re-cently, the two concepts were separateand distinct, but no longer.

ATONs have been utilized for millen-nia to mark harbors – the Pharos light-house at Alexandria, Egypt was aconspicuous example – and waterwaysworldwide. With the industrial revolu-tion and the growth and electrification ofcities, it has become difficult for marinersto identify certain ATONs against alighted background. Efforts, such as theinstallation of radar reflectors and radarbeacons (racons) on various aids havelessened, but not eliminated, the problem.

AIS was developed in recent years as acollision avoidance device. It was de-signed to transmit via VHF-FM the iden-tity, course, and speed of the vessel onwhich it was installed, along with certainother information. Ships receiving thesignal could quickly learn if there was arisk of collision with the transmitting shipand appropriate arrangements could bemade. Following the horrific terrorist at-

tacks of September 11, 2001, the missionof AIS was expanded to include maritimesecurity. Nations installed AIS receiversalong and off their coasts in order to learnthe identity of nearby and arriving ships.Recently, other uses have been found forAIS. Owners, operators, charterers, andshippers use it to keep track of vessels forcommercial reasons. Coastal states havealso found AIS to be useful in identifica-tion of vessels suspected of illegal activ-ity, such as pollution.

Now, experiments are being conductedto place AIS transmitters on ATONs. In2007, the International Association ofMarine Aids to Navigation and Light-house Authorities (IALA) developed aformal recommendation on the use of theAutomatic Identification System (AIS) inmarine aids to navigation services. IALAtook this step in recognition that the AIStransponder has the capability to provideinformation and data that could: (1) beused as an aid to navigation; (2) comple-ment existing aids to navigation; (3)monitor the performance of aids to navi-gation; (4) monitor the “on station” posi-tion of floating aids to navigation; (5)provide identity, state of health, and othernavigational information, such as mete-

orological and hydrological data to shipsand shore authorities; and (6) be used toassess traffic type and pattern to assist inproviding the appropriate level of serviceand mix of aids to navigation.

There are three categories of AISATON: physical, virtual, and synthetic.The physical category is where the AISis installed on actual aid. The virtual cat-egory is where the AIS-formatted symbolis displayed on an electronic chart sys-tem, but no physical aid exists at that lo-cation. Use of a virtual AIS ATON maybe appropriate to mark a hazard to navi-gation or wreck until such time as a phys-ical aid can be established. The syntheticcategory is where information is receivedfrom other physical non-AIS aids andthen ported to and broadcast by an AISstation. The synthetic AIS ATON couldbe used where a physical aid does nothave AIS installed, but the provider wantsto call better attention to the aid. An AISstation would broadcast the AIS signalthat would have been broadcast by the aidif it had AIS actually installed.

Various issues must be taken into con-sideration before AIS can be installed onan ATON. A Maritime Mobile ServiceIdentity (MMSI) number must be as-

signed. The MMSI number is uniquenine-digit number for vessels or coast sta-tions transmitting radio signals in themaritime band. In the United States, non-federal MMSI numbers are assigned bythe Federal Communications Commis-sion (FCC), normally as part of the pro-cessing of a radio station licenseapplication.

The frequency of transmission must bedetermined. Since the ATON does notmove (or at least it shouldn’t), rapid re-transmission required on a vessel is inap-propriate, and wastes energy. On theother hand, the low height of the antenna(particularly on a floating ATON or daymark) will limit the distance withinwhich the signal is likely to be received.Obstructions, such as headlands, mustalso be considered.

Advanced AIS ATON stations can serveas Search and Rescue Transponder(SART) repeaters, allowing for greaterlikelihood that rescue units can rapidlyrespond to mariners in distress, whileminimizing search time and effort. Whencombined with the capabilities nowfound on “smart” buoys deployed by theNational Oceanic and Atmospheric Ad-ministration (NOAA), they can monitorand report in real time wind speed and di-rection, temperature, wave height, cur-rent, and other data of value to themariner.

The AIS ATON may be particularlyvaluable when used for marking ofwrecks as it can highlight for the marinerthe existence and location of this unex-pected danger. Similar aids can alsomark offshore structures and facilities,such as rigs, wind farms, wave and tidalenergy devices, and fish farms. Variouscommercial interests are developing andmarketing AIS transmitters and trans-ceivers for potential sale to ATONproviders. These devices come in a rangeof sizes and capabilities. The UK andIrish General Lighthouse Authorities(GLA) have moved the furthest to date indevelopment of detailed processes forAIS ATON and the Irish Lighthouse Au-thority has probably established the mostAIS ATON. Other nations, such as SouthAfrica, are also considering the issue.The US Coast Guard has made some ini-tial steps to test AIS ATON, but the sheersize of its ATON program and the state ofthe budget have restrained efforts to getbeyond limited trials. An AIS ATON sta-


COLUMN GOVERNMENT UPDATE

AIS Coming to an ATON Near You

About the Author

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

tion has the potential to enhance ma-rine safety and the efficiency of navi-gation by: (1) providing a positive andall-weather means of identification; (2)complementing services (such asracons) currently on the ATON; (3)transmitting an accurate position for afloating ATON; (4) indicating whethera floating ATON is off station; (5)marking tracks, routes, areas, and lim-its; (6) marking offshore structures,such as wind farms; and (7)providingweather, tidal, and sea state data. Inaddition, the AIS ATON station maybenefit the service provider by: (a)monitoring the status of the ATON; (b)tracking a floating aid that is off sta-tion; (c) monitoring and identifyingmarine traffic in the vicinity; and (d)allowing for remote control of ATONparameters. Only time will tell howmany of these potential capabilitieswill be adopted and how widespreadthe use of AIS on ATON will become.The possibilities, though, are just be-ginning to be explored.


Samsung Fights Pirates ... the 21st Century Way

The 'Samsung Anti-Piracy Solution'was announced last month week, asolution that integrates three state-of-the-art technologies into a vesselwith an important emphasis onsafety:• A surveillance radar systemwhich analyzes the distance, speedand moving direction of ships within10 kilometers to automatically de-tect and track any suspicious activ-ity. • A night-vision technology thattracks and displays the movementof suspected vessels in real-time,generating high-quality infrared im-ages.• A high-pressure, remotely con-trolled water cannon that shootsa powerful stream of water as far as70 meters to thwart the pirates’ ap-proach. The cannon – which has amaximum pressure of 10 bars, orequal to the force of 10 kilogramsapplied to an area of 1 square cen-timeter – can be controlled remotelyfrom the bridge, thus reducing therisk of exposure of the crew to po-tential gunfire attacks. Samsung Heavy Industries plans toinstall this anti-piracy system on allthe vessels the company buildsfrom its shipyard in Geoje, located inthe southeastern coast of SouthKorea.

MAN Diesel & Turbo debuted its Liq-uid ME-GI (Liquid Gas Injection) en-gine, which is powered by LPG (LiquidPetroleum Gas), a smaller market thanLNG but of significance in certain seg-ments such as the small tankers that plyriver traffic and coastal shipping routes.The Liquid ME-GI is a variant of MANDiesel & Turbo‘s ME-GI engine.

All MAN Diesel & Turbo electroni-cally controlled ME-engine types areavailable in dual-fuel versions with theLPG-fuelled version designated ME-LGI. The Liquid ME-GI engine‘s per-formance is equivalent in terms of output,efficiency and rpm to MAN Diesel &Turbo‘s ME-C and ME-B series of en-gines. As the Liquid ME-GI engine‘s fuelsystem has few moving parts, it is alsomore tolerant of different fuel types andaccordingly can run on DME (DiMethylEther). DME can act as a clean fuel whenburned in suitably optimized engines.

Generally speaking, LPG-fuelled en-gines experience safe and reliable run-ning with comparatively lowmaintenance costs while gas valves andgas pipes are smaller but similar to thoseof the ME-GI engine.

The Liquid ME-GI engine uses liquidgas for injection all the way from tank toengine and non-cryogenic pumps can beused to generate the required pressure,comprising standard, proven equipmentreadily available from a large number ofsuppliers within the LPG industry.

By introducing LPG as fuel to the dual-fuel GI system, substantial emission ben-efits can be obtained, especially withregard to SOx and CO2 emissions andparticulate matter. NOx emission reduc-tions and Tier-III targets can also be

achieved if LPG operation is combinedwith either an SCR or EGR system. Fur-thermore, LPG sulfur levels are naturallyminimal. “There is already great interestin the Liquid ME-GI engine as operatorslook to control costs and emissions. We

already have several interesting projectsunderway, not least with a general-cargocarrier newbuilding where we havesigned a letter of intent with theshipowner,” said Ole Grøne, Senior VicePresident Low-Speed Promotions and

Sales, MAN Diesel & Turbo . The carrierwill be designed in Gothenburg, Swedenby FKAB. The coming years are likely tosee an increase in LNG production. Thiswill cultivate the interest in using LNGand LPG as a fuel on ships in generalsince gas is expected to be cheaper thanother types of fuels for a significant pe-riod of time, a price difference that willbe even greater in comparison with othertypes of low-sulphur fuel.

This increased volume of LNG willgenerate additional LPG as LPG is a by-product of LNG production – conse-quently, as an additional benefit, LPGproduction is not driven by demand. Thisis expected to lower the existing LPGprice level and make it more competitivewith MDO and MGO. While LNG isconsidered the fuel of the future, estab-lishing bunkering facilities, terminals anda network of supply ships is costly, time-consuming and subject to safety con-cerns. Only a few countries currentlyhave an LNG network in place for gen-eral use as a marine fuel, for exampleNorway, and realistically, the widespreaduse of LNG for ship operation is sometime away. In contrast, LPG is already awell-established fuel that enjoys a ma-ture, global supply network with less-costly terminals and comparatively minorsafety issues. As such, older LPG carri-ers could function as bunkering stationsas all have onboard reliquefaction plantsinstalled, which are less demanding andless expensive to run than such LNG sys-tems. Furthermore, ship to ship loadingof LPG is not considered complicated.Some MAN Diesel & Turbo gensets arealready running on LPG as the fuel onLPG carriers.

PROPULSION UPDATES

LPG New Liquid ME-GI Engine Signals Expansion of MAN B&W Gas Portfolio

The general-cargo carrier newbuilding will be designed by FKAB in Gothenburg,Sweden's largest marine-consulting firm specialising in ship design and con-struction, and powered by MAN Diesel & Turbo’s new Liquid ME-GI engine run-ning on LPG. FKAB can trace its roots back to 1961 and has vast experience inship design: pictured here is another FKAB design for an LNG feeder vessel.

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Evaluation of Liquid ME-GI performance

Overall efficiency Comparable to ME-C and ME-B engines

Operational expense Dependent on current gas prices, comparable to alternative low-sulphur fuels

Reliability Unchanged

Emissions Fulfills Tier-II requirements

Can meet Tier-III with EGR/SCR installation

95% reduction in SOx compared with other fuels

Load response Unchanged during gas operation

Pilot-oil amount Scheduled for Copenhagen test engine

Gas operation Gas operation during full load

Auto Tuning Available

Gas Supply system Developed by Hamworthy

Fuels Currently LPG and DME; likely methanol and ethanol in the future

GE38 Looking to Take to the SeaGE Aviation leveraging the GE38 for marine applications.

The GE38 was will power the Sikorsky CH-53K helicopter in development for theUnited States Marine Corps. Compared to its T64 turboshaft engine predecessor, theGE38 provides 57% more power within the same envelope, 18% better fuel consump-tion, and has 63% few parts. The marine version of the GE38 is identical to its aircraftengine cousin with the exception of some control schedules in the Full Authority Dig-ital Engine Controls (FADEC) software. GE is also looking to leverage this existingtechnology to offer the United States Navy maintenance commonality, smaller logisticsfootprint, as well as lower operating and support costs. GE Aviation believes the GE38has performance specifications for the U.S. Navy’s Ship-to-Shore Connector (SSC)program and electric power generation for DDG-51-class destroyers.


Wärtsilä Scrubber to Containerships Ltd

Wärtsilä signed a turnkey contract withContainerships Ltd Oy for the retrofittingof a Wärtsilä fresh water scrubber for thevessel Containerships VII, which isequipped with a Wärtsilä W7L64 mainengine. This is Wärtsilä's first commer-cial marine scrubber project for a mainengine. The scrubber will be delivered tothe customer in August 2011. The con-version will enable the vessel to meet fu-ture sulfur oxides (SOx) emissionrequirements in Sulphur Emission Con-trol Areas.

Rolls-Royce Deal to Power10 U.S. Navy LCS

The Rolls-Royce MT30 Marine gas tur-bine on the test bed.

Rolls-Royce won the contract to supply36 MW gas turbines and waterjets for 10of the U.S. Navy’s Littoral Combat Ships(LCS) – the Group’s largest ever marinenaval surface ship contract. Each LCSwill be equipped with two Rolls-RoyceMT30 gas turbines powering four largewaterjets, enabling the vessels to reachspeeds in excess of 40 knots. The water-jets are among the largest produced byRolls-Royce and can pump water at acombined rate of 25,000 gallons per sec-ond – enough to fill an Olympic styleswimming pool in 25 seconds.

Chemical FreeWater Treatment

The chemical free EnwaMatic Mar-itime technology by ENWA Water Treat-ment has obtained approval from enginemanufacturer Wärtsilä. One of the criti-cal parameters for maritime engine effi-ciency and life time is internal corrosion.The instant water enters the cooling sys-tem, it causes corrosion, scaling, bacter-ial contamination and fouling. This has asignificant impact on energy consump-

tion, motor components and overall LifeCycle Cost (LCC). No more than 2 mmof rust can reduce heat transfer by 5%across component surfaces. Scale has aneven more significant effect on the trans-fer efficiency with a small 0.5 mm layer

generating as much as 4% loss. Enwa-Matic technology is based on filteringand treating the water with minerals bal-ancing, removing oxygen and neutraliz-ing the water. The unit is fully automaticwhile it protects the engine or the HVAC

system internals. In connection with theintense testing period, the shipownerColor Line, operating several cruise fer-ries, has decided to change all closedloop water systems for engines andHVAC systems on their entire fleet.


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FEATURE CRUISE SHIPPING

Cruise Ship Power

Clean&

Green


Cruise lines are heavily committed tothe task of minimizing the environmen-tal footprint of their fleets. Cruise shipsoperate in some of the most beautiful andenvironmentally sensitive areas of theworld and their guests, and surroundingcommunities, require that these vesselsdo not negatively affect the environment.And not just in these areas. Internationaland national environmental regulationscontinue to become stricter, requiringboth cruise lines and the suppliers oftechnology to continuously invent envi-ronmentally improved products.

Today, typically, the regulations leadthe way and the technology has to catchup to comply. For the cruise lines it is amajor task to implement green technolo-gies and environmentally focused rou-tines onboard and among their staff. Allbig operators have their own organiza-tions in charge of environmental issueswith dedicated staff both onboard thevessels and ashore, and environmentalmatters is a vital part of the staff training.All this costs money, but as pollution isdirectly related to energy consumption,savings in energy also results in savingsin fuel costs, and in capital costs, whereless powerful engines and smaller equip-ment proves sufficient thanks to the im-provements made.

Much development has taken place inrecent years, at a time when the biggestand technically most demanding cruiseships have been built. New technologiesand solutions have been applied in sys-tems in the machinery compartment andin the ship's traditional marine design andmarine equipment. In recent huge new-building projects all equipment suppliershave had to focus on energy saving and'green' improvements. This has led totechnical development in all types of dif-ferent products and systems onboard, notjust in traditional marine equipment.

A medium-sized cruise ship consumestypically some 40-50,000 tons of fuel peryear. Ninety percent of this is burned bythe engines, providing propulsion andelectricity, and steam through the exhaustgas boilers, for onboard needs. Some 10percent of the total fuel consumption is

consumed by stationary boilers, whichproduce steam and heat onboard alsowhen the engines are not running. Thefuel consumption can be divided in an-other way too. Roughly a third of thefuel is consumed by propulsion, a thirdby the HVAC heat, ventilation and airconditioning systems, and a third byother onboard consumers, such aslighting. This includes the total fuel con-sumption both when the ship is at sea andwhen in port.

Carbon dioxide CO2 emissions, or socalled greenhouse emissions, are directlyrelated to fuel consumption. There are nomeans to cut out the CO2 from the ex-haust gases. Sulfur oxides on the otherhand can be reduced by using distillatemarine fuels with less sulfur content orby using so called scrubbers to clean theexhaust gas. Very strict limitations arebeing introduced both worldwide andparticularly in dedicated special emissioncontrol areas, and engine manufacturersand shipbuilders are pressed hard to findthe most efficient solutions. Better fuelscost more and more fuel burned createsmore exhaust gases. A reduction in fuel

consumption pays off also in cutting sul-fur oxide emissions. Regarding nitrogenoxides NOx emissions, the engine manu-facturers already comply with IMO's TierII limits, which entered into force fromthe beginning of this year for new builtships, and are working hard to reach theTier III NOx emission limits for ECAareas of year 2016, which are more chal-lenging and cannot be solved through im-proved engine technology alone. Thetechnology needed to cut NOx emissionsto Tier III in fact still today somewhat in-creases fuel consumption, but the devel-opment is rapid. Engine manufacturerMAN with their latest EGR exhaust gasrecirculation technology developed toreach Tier III, 80 percent NOx is cut witha fuel penalty of less than one percent,but the good thing is that EGR cuts fuelconsumption when running on Tier IIlevels. This means fuel savings when theship operates outside the ECA area.Wärtsilä also works with similar tech-nologies, which also include other tech-nologies such as two-stageturbocharging. Engine manufacturerswalk two paths, and also propose Selec-

tive Catalytic Reactors, when operatingin ECA areas, or to switch to dual fuelengines and use liquefied natural gas asfuel. Stricter exhaust gas regulations haveclearly trigged the adoption of liquefiednatural gas as an alternative, as the ex-hausts are much cleaner and below theset limits. The ship's propulsion, on acruise ship, consumes around a third ofall fuel. Much focus has been put on im-proving propulsion efficiency over theyears, and many improvements havebeen made, even lately. In a new cruiseship project the ship's hull form is indi-vidually developed and optimizedthrough computer-based ComputationalFluid Dynamics (CDF) calculations con-tinuing with streamlining the final ver-sions through model testing in dedicatedtest basins. Typically work is directed atoptimizing the bulb forward and the hullshoulders aft, where the hull form startsto narrow towards the propellers. Thehull is often also improved throughlengthening, by installing a so calledduck tail. Foreship Ltd, the marine engi-neering company, found out that by alsomoving the longitudinal center of buoy-

Today’s new mega-cruise ships are tasked not only with providing for more than 6,000 guests, they must

accomplish this mission while delivering the lowest environmental impact. Maritime Reporter climbs onboard lat-

est generation of new cruise ships to uncover the technologies that help minimize a ship’s carbon footprint.

by Henrik Segercrantz

Pictured left is Azipod propulsionunits on Oasis of the Seas.


FEATURE CRUISE SHIPPING

ancy of cruise ships forward from whathas been typical lately, much can begained. A transfer from -5% to -1.7%from midships required a design with re-positioned main engines, tank arrange-ments etc., a duck tail and a blunterforward end of the deckhouse, not per-haps that easily accomplished to providethe most visually attractive solution. Butwho cares, if the potential is savings fromoptimizing the hull of up to 15 percent infuel consumption, a number claimed bythe company. All these efforts are done toreduce wave resistance, the resistancecomponent that is increases with increas-ing speed and is the major resistance fac-tor at high speed.

In striving for lower fuel consumption,also hull paints have gained a lot of focus,and much development has taken placelately. A smooth hull reduces the frictionof the hull, an important resistance factorwhich is not changing much with thespeed of the vessel. Paint manufacturerHempel's silicone-based X3 solid sili-cone fouling release coating comes in apackage consisting of the paint system, afuel saving guarantee and a third-partymonitoring system. The foul release sys-tem is guaranteed to reduce the vessel'sfuel consumption by at least four to eightpercent within the first year, dependingon the type of ship. On Holland AmericaLine's cruise ship Zaandam the reductionin fuel consumption was 8.4 percent inearly measurements. Meanwhile Jotun,

with its latest SeaLion Repulse repellentsilicone fouling release coating, claimsup to ten years lifetime of the coating sys-tem, with a touch-up after five years, withmajor expected fuel savings and paintmanufacturer International, with its fluo-ropolymer based Intersleek900, claimssaving of up to 9% in comparison to bio-cide containing self polishing copolymerantifoulings. In-service experience on arange of vessel types has shown savingsconsiderably higher than this, the com-pany claims, noting that if every ship inthe world was coated with their IntersleekFoul Release technology the potential ex-ists for annual CO2 emission reductionsof 90m tons. For cruise ship owners thehull friction side should be well undercontrol. Propulsion efficiency is im-proved hydrodynamically through opti-mizing the size, type, shape and placingof the propellers, shaftlines and brackets,or when azimuthing propulsion is used,through optimizing the propellers andpods. When ABB's Azipod azimuthingelectric thrusters were first applied on thelast two cruise ship newbuildings of Car-nival Cruise Lines Fantasy class series,an eight to nine percent improvement inefficiency was achieved, when operatingat service speed. With their new im-proved Azipod version which implementsall latest developments made on the prod-uct, ABB claims another nine percent im-provement, a total 18 percentimprovement in slightly more than a

decade! Fuel consumption can also be cutby optimizing the trim of the vessel. Trimsensors integrated into the bridge and au-tomation system onboard are today in-creasingly used. Eniram, a supplier ofthese, has examples of fuel savings ofthree to five percent.

Much of the improvements come fromoptimizing the operation of the diesel-electric power plant of the vessels. Mod-ern diesel engines use common-railtechnology with electronically fed fuelinjection, significantly reducing smokeemissions at lower engine load ranges.Wärtsilä’s latest engines come with amodule-based automation control systemUNIC, providing control of basic enginesafety, engine control and monitoring aswell as engine combustion control.MaK's DICARE online engine conditionmonitoring and maintenance manage-ment system is part of their delivery. WithFlexible Camshaft Technology, valvetiming changes at part load to raise ef-fective compression and enhance com-plete combustion. The latest propulsionfrequency converters by ABB are of Volt-age Source Inverter -type with improvedefficiency especially at partial loads.

The low losses of their IGCT powersemiconductors allow the use of a fuse-less main circuitry and result in less re-quired cooling capacity. It provides fastswitching which enables further im-proved control. On Norwegian Epic, builtby STX in France, Converteam applied

for the first time their new type of induc-tion motors and PWM MV7000 type fre-quency converters through which theconverter size can be optimized, the de-sign is simpler and much system weightis saved, in addition to a small gain in ef-ficiency. The monitoring and control sys-tems of the engines are connected to thevessels machinery automation systemwith controls and monitor the entire op-eration of the system, and provide meansfor efficient optimization. Modern cruiseship fleets use latest voyage reportingsystems and route optimization systemswhich also adjust the ship's power, toguarantee an arrive at the destination atthe time set with minimum fuel con-sumed. According to Napa Ltd., a sup-plier of these systems, calculations havelately been further automated where inpractice manual input for departure, ar-rival and pilot times is needed. Linkingwith the advanced automation systems allenergy consuming systems onboard arebe monitored, and their histories trackedalong with the route data of the vessel.The data is used in the owner' officeashore comparing the performance of theentire vessel fleet. Major savings in fuelconsumption and in greenhouse gases areachieved through reducing the shipsspeed. Slow steaming has become a ruleof the maritime trade. For cruise ship op-erators this means optimising the itiner-aries so that maximum speed can beavoided.

Carnival Dream received a new developed hull form, streamlined fixed propulsion, and efficient onboard systemsresulting in major energy savings. Despite being 18% bigger, the vessel need no more power to operate thanher sisterships. Carnival Magic will introduce further technologies to save energy.

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Carnival Dream, Carnival Cruise Lines'largest cruise ship so far, built by Fin-cantieri, received a completely new hullform compared to the somewhat smallersisterships. Also the total propulsionpower was increased, from 21MW to22MW, compared to the earlier vessels inthe series, but this power increase was notneeded in the end. It turned out, accord-ing to Fincantieri, that the ship was capa-ble of doing exactly the same speed withthe same power as the previous vessel ofthe class, in spite of increased tonnage,implying, according to Fincantieri, a 17-18 percent improvement in hull effi-ciency. Carnival Dream carries 3,646passengers and has a gross tonnage of128,251gt. The previous 3006-passengervessel in the fleet, Carnival Splendor hasa gross tonnage of 113,300gt. Also to re-duce resistance, the fin stabilizers werechanged to fold out in the forward end.

Following the design on the Princessclass vessels Fincantieri applied six-bladed fixed pitch propellers also onCarnival Dream, instead of five-bladed, to further reduce pressurepulses. Already some years back theshipbuilder switched from variable pitchpropellers to improve efficiency and toreduce fuel consumption. This vessel, al-though being diesel-electric, has tradi-tional shaftlines and fixed pitchpropellers.

Royal Caribbean Cruise Lines recenthuge newbuildings Allure of the Seas andOasis of the Seas, built by STX in Fin-land, have a 10 percent better propulsionefficiency, per passenger, than the previ-ous Freedom class vessels, according tothe owner. These vessels are fitted withAzipod azimuthing thrusters.

On Carnival Dream, Fincantieri suc-ceeded to reduce also the energy con-sumption of the hotel side of the vessel.According to the yard, the ship has prac-tically the same hotel load as the sistervessels, although being eighteen percentbigger. The improvements in the AC airconditioning technology of the Oasis ofthe Seas class have been particularlyefficient, with some 30% less AC spacein the passenger areas. The air condi-tioning systems of the passenger cabinsis optimized, and the ventilation in thegalleys is automated. The elevators useless energy with sophisticatedly trafficoptimized operation, such as the Ad-vanced Group Control system by Kone,which optimizes the positioning of the el-evators in each elevator group onboard.

The most recent ware washer designsaccording to manufacturer Meiko cut de-tergent consumption with up to 50% andenergy consumption by 30%. Oasis of theSeas, for example, has in all 128 differ-ent types of dishwashers onboard, whysavings here are important. Meiko's foodwaste system earlier used a 55kW com-pressor injector vacuum pump. This hasbeen replaced by a pressurized systemwith vacuum, cutting power consumptiondown to 15kW. Another example of effi-cient energy savings achieved, where theincentive has come from the maritime in-dustry.

Much improvement are gained alsofrom using efficient fluorescent lightingand LED lighting, compared to more en-ergy consuming halogen bulbs, andthrough dimming and optimization of itsuse. The hotel load, per passenger, ofOasis of the Seas is some 13 percentlower than on the Freedom class ships,

and some 19 percent lower than on theVoyager class, and as much as 35% lowerthan a Panamax size cruise ship. In all,the new vessels have a 15 to 20% im-proved energy efficiency, and lower car-bon footprint, per passenger. In 10 to 15

years, a 30 to 40 percent improvement inenergy efficiency has been achieved, ac-cording to Royal Caribbean Cruise Line,but this is not achieved through just oneaction, but through thousands of differentactions.

The propulsion efficiency of Oasis ofthe Seas and sistership Allure of theSeas (pictured) improved relatively by10% just compared to the previouslybuilt vessel, and hotel load, per pas-senger, was improved by some 13%.The efficiency of Azipod azimuthingpropulsion has improved remarkablyover the years.

In 10 to 15 years, a 30 to 40%

improvement in energy efficiency has been achieved,according to Royal Caribbean

Cruise Line, but this is notachieved through just one

action, but through thousands of different

actions.

FEATURE THE ARCTIC CHALLENGE


Aker Arctic seeks to meet & beat the

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"We had a good last year," notes MikkoNiini, Managing Director at Aker ArcticTechnology, the Finnish marine engineer-ing company specialized in designing anddeveloping ice-going vessels and offshorestructures capable for operation in Arcticconditions. "Net sales were EUR6m. AkerArctic has grown into a company whichemploys 40 people," Niini notes. Thecompany operates an ice model basin atits facilities in Helsinki, capable of simu-lating operations in all types of ice condi-tions, with test methods backed-up andconfirmed by hundreds of real full-scaletests made over the years, many during theheydays of icebreaker construction at thenearby Helsinki shipyard. Since year2005 Aker Arctic Technology has oper-ated as an independent company, sepa-rated from the yard, although STXFinland, the Korean-owned Finnish ship-builder, still maintains a majority share-holding. Now Aker Arctic Technologyagain seems to be increasingly gainingwork from the shipyard.

In recent years Aker Arctic took oversome of the key staff from the shipyard inHelsinki. The Helsinki yard saw its ship-building activities being transferred to thebigger Turku shipyard and has in recentyears been primarily involved in ship re-furbishments and conversions and somesmall scale shipbuilding activities. Lastyear though STX Finland sold 50 percentof the yard to Russia's state-owned UnitedShipbuilding Corporation USC. Now theactivities at the Helsinki yard are being re-vitalized through this joint-venture, and anown design office and other vital func-tions at the yard, renamed ArctechHelsinki Shipyard, are currently being es-tablished. As a vital part of this deal, USCalso received an option to acquire a 20.4percent shareholding in Aker Arctic Tech-nology, with shares sold by STX Finland,which still retains a 51% majority. The re-maining shares are still held by ABB andAker, each having 14.3% of the shares.

In connection with the new ownershiparrangements, Sovcomflot placed a$200m order at the yard for two multi-functional icebreaking platform supplyvessels. The delivery is set for spring2013. These vessels of type Aker ARC105 have been developed by Aker ArcticTechnology. The vessel type is further im-proved from the icebreaking supply andstandby vessel Fesco Sakhalin, delivered

by the yard in 2005. They continue thegrowing fleet of Aker Arctic's "double-acting" ships, which have proven very ef-ficient in breaking ice going backwardswith the stern first, utilizing azimuthingthrusters to clean the ships path from thebroken ice blocks. The 50 percent owner-ship in the Helsinki shipyard gives Sov-comflot and other Russian shipowners thepossibility to order their Arctic ships fromclose-by Finland, where historically themain share of the Russian icebreaker andArctic cargo vessel fleets have been built,and where the Arctic know-how and tech-nology has been maintained and furtherdeveloped over the years, very muchthanks to the activities of Aker ArcticTechnology.

The vessel Fesco Sakhalin was built forserving a drilling platform operated byExxon Neftegaz in the Sakhalin area. Sov-comflot last summer bought this vesselfrom Far East Shipping Company. Sov-comflot has also expanded into operatingsupply vessels in the area, having recentlyalso bought another vessel, the Pacific En-deavour, built in Norway. Exxon is build-ing a second offshore platform in the area,Arkutun-Dagi, and Sovcomflot's two new-buildings will add the fleet which willserve the two platforms to three vessels.

A ship project currently being finalizedby Aker Arctic Technology and the yardin Helsinki, together with Russian clientsSovcomflot and Russian port organisationRosmorport, is the Oblique Oil spill andCombat Icebreaker, another Aker Arcticinvention. This vessel has an asymmetri-cal hull allowing the vessel to break iceand perform oil spill combat by proceed-ing sideways with the help of three az-imuthing thruster units. "This projectwould provide a nice continuation to thosevessels now ordered," Niini notes.

Another major project based on AkerArctic's double-acting principle, and alsodetailed design services, were two70.000dwt Arctic shuttle tanker new-buildings built by Admiralty Shipyards inSt. Petersburg, Russia. The project wasconcluded last year, with the delivery ofMT Kirill Lavrov. The first vessel,Mikhail Ulyanov, was handed over toowner Sovcomflot a year earlier. Thediesel-electric vessels, fitted with twoABB's Azipod propulsion units, are in-tended to serve the Arctic oil productionplatform Prirazlomnoye, being built in

As the global maritime and offshore industries eye with

great anticipation the business opportunities inherenent

in an accessible Arctic Region, Henrik Segercrantz

explores some of the challenges ahead.

Aker Arctic Technology operates an ice model testbasin 75m (229ft) long and 8m (24.4ft) wide, whereall existing ice conditions can be simulated. Modeltests are a cost efficient method to design ships andstructures for Arctic conditions.

Northern Russia, a project which hasbeen delayed by several years already.The tankers are thus currently operatingon the spot market in warmer regionswhile awaiting deployment with the taskthey were designed for, as Arctic shuttletankers.

"The "double-acting" stern-first ice-breaker technology is now definitely be-coming the pre-dominant solution forreal icebreaking operations. It is also ap-plied on the three similar tankers built re-

cently for Sovcomflot by Samsung, forcarrying oil from the Varandei terminal atthe Arctic coast of Pechora Sea in Rus-sia. Other large vessel projects include,besides the two 106.000dwt tankers MTMastera and MT Tempera owned byFinnish Neste, include the series of Arc-tic container vessels owned by Russianmining company Norilsk Nickel, built toindependently handle their export trans-ports from the Yenisei River to Mur-mansk. "It seems like it is the Russian

shipowners who utilize this latest avail-able technology in their Arctic projects,"Niini points out. "Shipowners in the USseem to be more conservative in theirthinking, although I think that we have bynow proven that this technology is supe-rior," he says. The propulsion powerneeded to penetrate ice by using this tech-nology has been proven to be much lowerthan through operating conventionally,with bow first, another step taken towardsmore "green" shipping. These vessels op-

erate the traditional way, with bow first,only in open water and in light ice condi-tions.

Aker Arctic Technology has also beenactive in vessel for the oil fields of theNorthern Caspian Sea, which have quitetough ice conditions in wintertime, com-bined with very shallow waters. Thecompany's latest reference is a series offive shallow draught diesel-electric ice-breaking tugs being built by STX Europe.Based on the company's Aker ARC 104



Left & Right:Aker Arctic Technology operates anice model test basin 75m (229ft) longand 8m (24.4ft) wide, where all exist-ing ice conditions can be simulated.Model tests are a cost efficient methodto design ships and structures for Arc-tic conditions. Mikko Niini, ManagingDirector, provides insights to the facili-ties capabilities.

The Oblique Oil Spill and Combat Icebreaker (pictured left and to the right during model testing), another Aker Arctic inven-tion, has an asymmetrical hull allowing the vessel to break ice and perform oilspill combat by proceeding sideways. The project is currently being finalized to-gether with Russian clients Sovcomflot and Rosmorport.

design, these vessels have a draft of only2.5m and are fitted with Norwegian com-pany Novencos asynchronous squirrelcage motors which power three az-imuthing thrusters of type Shottel SPR2020, each rated 1600kW. These ships,for Caspian Offshore Construction, willhandle ice management at the oil plat-forms and tow barges year-round in thearea. The first two vessels, Mangystau-1and -2, were delivered last fall.

Last year Aker Arctic Technology alsoworked on a concept Niini calls the 'Year-round Arctic Floater'. "The floater canmean a drilling vessel or an oil produc-tion vessel, a vessel which is kept station-ary in Arctic ice conditions," he explains.

"It started off as an in-house develop-ment project, but when presented to po-tential clients, it received good responseand we are now working on this projectalso for a client," he says. Niini tells Mar-itime Reporter that the concept design ofa special ice-flushing hull and a fully en-closed design has now been made to-gether with the client. "This concept canbe interesting for both the Beaufort Seaand also for Arctic Russia," he says. Theconcept ideas are now also being mar-keted to Russian interests. In order to beable to cope with the ice loads derivedfrom ice floating against the anchoredvessel, various ice management simula-tions have been made using a very pow-erful icebreaker assisted by other smaller

icebreakers to break the approaching iceinto smaller blocks. "These type of mat-ters are now on the agendas of oil compa-nies," Niini notes, but points out thatPresident Obama's moratorium, after theoil spill catastrophe in the Mexican Gulf,to forbid drilling operations also in Arcticwaters besides in deep water, has now de-layed the offshore projects for these areas."But I think this will be resolved in duetime," he says.

Global warming is affecting the ice con-ditions in Arctic waters. Niini presents agraph showing that the mean ice thicknessin the Arctic has decreased from a maxi-mum of some 3.6m in winter time and aminimum 2.8m in the fall down to lessthan a maximum mean of 2m in winterdown to a mean minimum of 1m in thefall. "More open water will mean that theice floes will move faster, due to currentand wind," he reminds. For Aker Arcticglobal warming is actually resulting in anincreasing number of development proj-ects, with increasing year-round Arctictraffic and oil exploration projects fore-seen, in conditions increasingly remind-ing of those in sub-Arctic regions, such asin the Baltic. Another example of this is are-vitalized development project of ex-ports of liquefied natural gas over the Arc-tic Sea from Yamal in Russia, where AkerArctic Technology has worked with opti-mizing the LNG transport operation andLNG carrier designs.


Alaska is investing in a maritime futureto help connect the state’s resources withdomestic and global markets. Alaska hasAmerica’s longest state coastline, theonly US boundary with the Bering Seaand Arctic Oceans, a strategic geographicposition in the globalizing economy, anda source of fisheries, mineral and energywealth.

Key to unfreezing the wealth and na-tional security issues associated withAmerica’s last frontier is logistics, or inbusiness terms, supply chain manage-ment. Access to this vast territory is al-most totally dependent on air and watertransportation. Only 100 of Alaska’s 300communities are connected by road orrail.

The Arctic Circle cuts across sevencountries: Russia, Greenland, Norway,Sweden, Finland, Canada and the UnitedStates. North of the 45th parallel lies 29percent of the world’s ice-free lands andmany trillions of dollars in combined

GDP. Climate change, a globalizingeconomy and converging political inter-ests are bringing these northern lands intofocus. Laurence C. Smith, author of TheWorld in 2050 envisions… “ the highArctic, in particular, to be rather like Ne-vada—a landscape nearly empty but withfast-growing towns. Its prime socioeco-nomic role in the 21st century will not behomestead haven but economic engine,shoveling gas, oil, minerals and fish intothe gaping global maw. Special vesselswill help gain access to this region.

Alaska began its maritime future in thelast century, building the Alaska MarineHighway System, a 3,500 mile routeserved by state owned-operated ferries.These vessels move vehicles and people.Ferries and tug-barge systems move over95 percent of the weight of imported orexported commerce. As population cen-ters in Alaska grow, so do needs for spe-cial vessels. Alaska invested in theKetchikan, Alaska shipyard, a public-pri-

vate venture with Alaska Ship and Dry-dock, Inc. (ASD), to maintain and repairthe ferry fleet and other commercial andgovernment vessels that operate inAlaska waters. In recent years, additionalinvestment has expanded the capacityand efficiency of this shipyard to supportnew vessel construction. This shipyardis adding a large covered vessel assemblyhall and production support complex tocontinue building, maintaining, and re-pairing Arctic-serving vessels.

With the need for special vessels loom-ing on the horizon, retired Navy CaptainLew Madden envisioned a variable-drafthigh-speed logistics support vessel thatcould operate in icy waters. The conceptwas supported by Alaska’s Matsu Bor-ough and the Office of Naval Research,evolving from a Lockheed preliminaryconcept through a Guido Perla design,and finally into a major-scale demonstra-tion project dubbed E-Craft. This vessel,delivered by ASD in 2010 will begin

service as MV Susitna. Development offast-growing outposts, then towns alongArctic coastlines will need electricalpower, intermodal transportation, andother floating port assets. Self-loadingmulti-cargo vessels may have roles insupporting Coast Guard or Navy basesand natural resource extraction or value-adding centers.

Forward-thinking political, business,academic, and economic developmentleaders are beginning to shape a maritimeindustrial cluster concept that can moreinnovatively and efficiently tap into thewealth and excitement of Arctic re-sources and northern sea routes. An in-dustry cluster can bring togetherorganization stakeholders and value-adding knowledge sources to solve vex-ing issues needing further research andcomplex problems needing unique re-sources.

For more information, Email: [email protected]



The vision of the expandedAlaska Ship & Drydock facilitiesConstruction on Ship Hall No. 1 on the left be-

gins in 2011 with a planned completion date in2012. The concrete pad for Berth No. 1, in

front of Ship Hall No. 1, is complete, but thecanopy is planned for the future as funding be-

comes available.

The Arctic — Special Ships for Special Needs

Ketchikan Shipyard: Inviting Teaming for Special Ships in Alaska


The importance of increasing the num-ber of maintenance rigs in decreasing ac-cident risks on older production rigsshould not be underestimated, and Petro-bras will need to speed up their construc-tion, as there is no shortage of old rigs outthere.

Petrobras is finally increasing its in-vestments on Maintenance and SecurityUnits “Unidades de Manutenção e Segu-rança” (UMS). The new unit UMSCidade de Arraial do Cabo, will be sup-plying logistics support for productionrigs at the Campos Basin, its main func-tion will be to increase safety on the rigsthrough maintenance and renovation inorder to increase the life expectancy ofthese rigs. Some of the older productionrigs at the Campos Basin are plagued byequipment fatigue, rust and small leaksand seepages that if not checked couldlead to serious accidents and spills. Lastyear Petrobras had to deal with major oilworker strikes on many of these old pro-duction rigs, due to lack of sufficientmaintenance.

At the time the oil workers union di-vulged some alarming pictures of rusteddecks, stairways, stanchions and pipesthat appeared to be serious safety haz-ards. The local operator downplayed thedangers and insisted that they were keep-ing to their maintenance schedules.

The new UMS rig is equipped with thelatest technology, including a last gener-ation DP system, which allows it to con-nect with any type of rig, fixed orfloating, even in foul weather.

The UMS is 109 meters long and 36meters wide, and works as a floating re-pair shipyard. It contains mechanical andelectrical workshops, paint shops, weld-ing and weld inspection areas along witha berthing area with adjoining cafeteriafor 350 workers and crew. The first pro-duction rig to be visited will be PCH-1located over the Cherne field. The UMSis scheduled to start operations at the endof February.

A there are many old production rigs inoperation, and this new rig will be onlythe second operational UMS. Petrobraswill have to increase its investment inUMS rigs in order to keep maintenanceup to date on older rigs up and down thecoast, as it is hardly the case that all theolder rigs are found in the Campos Basin.The truth of the matter is that there areold production rigs up and down thecoast, from the south all the way up to thefar north of the Brazilian coast and allwill need to have their maintenance and

safety issues addressed as quickly as pos-sible in order to avoid catastrophic acci-dents, such as gas leaks leading to

explosions and major oil spills caused byruptured flow pipes, not to mention pro-duction stoppages due to faulty equip-

ment, such as pumps and generators.

— Claudio Paschoa, Brazil

New Maintenance Rig for the Campos Basin: More Urgently Needed

The Navy’s key to the future is the re-search and development being conductedtoday around the nation, and even aroundthe world. Science and technology (S&T)is foundational for future naval capabili-ties, and the Office of Naval Research(ONR)—the interface between S&T andfuture naval forces—leads the sea ser-vice’s science and technology efforts.

“Our top priority is to focus on thoseareas that deliver the biggest payoff forour future and ensure we make every sin-gle dollar count for maximum benefit forthe war fighters,” says Rear Adm. NevinCarr, Chief of Naval Research.

ONR’s mission is to “plan, foster, andencourage scientific research in recogni-tion of its paramount importance as re-lated to the maintenance of future navalpower, and the preservation of nationalsecurity” and to “manage the Navy’sbasic, applied, and advanced research tofoster transition from science and tech-nology to higher levels of research, de-velopment, test, and evaluation.”

To do that, Carr says, ONR sponsorsscientific research and technology to pur-sue revolutionary capabilities for Navalforces of the future; mature and transitionS&T advances to improve naval capabil-ities; respond to current critical needs;and maintain broad technology invest-ments both to hedge against uncertaintyand to anticipate and counter potentialtechnology surprise.

Strategic PlanThe Navy and Marine Corps leadership

and reaffirmed its support of the NavalScience and Technology Strategic Plan,which ensures S&T has long-term focus,meets near-term requirements, and makesour course clear to decision makers, S&Tpartners, customers and performers.

ONR directs a portfolio of research thatspans a spectrum that includes basic re-search; applied research; through Ad-vanced Technology Development (6.3).The funding is divided between Discov-ery and Invention (D&I), InnovativeNaval Prototypes (INP), and FutureNaval Capabilities (FNC).

The S&T Plan focuses on 13 key areaswhere ONR’s S&T investment will have

high payoff: 1) Power & Energy, 2) Mar-itime Domain Awareness, 3) OperationalEnvironments, 4) Asymmetric and Irreg-ular Warfare, 5) Information Superiority& Communication, 6) Power Projection,7) Assure Access and Hold at Risk, 8)Distributed Operations, 9) NavalWarfighter Performance, 10) Survivabil-ity and Self-Defense, 11) Platform Mo-bility, 12) Fleet/Force Sustainment, and13) Total Ownership Cost.

“Not only does basic research give usthose technologies that will open doorstomorrow, it’s also the basis for employ-ing the people and the scientists at thewarfare centers and the Naval ResearchLaboratory (NRL), and out in academiaand industry that conduct the basic re-search,” says Carr. “Our investment en-sures that the Navy and the nation cancount on continued and meaningful re-search from qualified and experiencedscientists who have the necessary toolsand systems.”

ONR’s investment spans all warfight-ing domains—land, sea, air, undersea,space, and cyber—and provides the

bridge between the fleet and the S&Tcommunity, contributing to immediatewarfighter needs as well as long-termbasic research that is the foundation forfuture discoveries and innovations.

STEMThe U.S. remains the world’s technol-

ogy leader, but it is the dynamics and thetrends that are a concern. That’s why theNavy’s support for Science, Technology,Engineering and Math—or “STEM”—initiative are so important to the Navyand the nation.

Of the 3 million high school graduateslast year, 2 million go on to college andhalf of those will major in STEM disci-plines. About 480,000 graduate withthose degrees, and about 300,000 go onto an advanced degree. In 2009, most ofthose advanced degree STEM graduateswere non-U.S. citizens.

“We’ve been charged by the Secretaryof the Navy to look at and help orches-trate the Navy’s effort to support science,technology, engineering, and math edu-cation and the Navy’s support and our

outreach,” Carr says. “It is important dothis for the country, but also obviously wewant to do this because we want goodscientists and engineers to support Navyefforts.”

“At ONR, we do not take that S&Tworkforce for granted. Our nation’s tech-nological superiority and competitivenessdepends on it,” says Carr. “By investingmore than half of ONR’s Basic Researchfunding with university programs, we notonly gain valuable knowledge and dis-covery, but at the same time educate anddevelop the scientists and engineers ofthe future. We make grants to individualinvestigators and sponsor fellowship pro-grams that support faculty, graduate, andundergraduate education of U.S. citizenswho plan to work in Navy laboratories.Special programs also support the educa-tion and professional development of mi-nority students and faculty members.”

Teaching MomentsThat strategy calls for investing in both

research, and in people to conduct that re-search today and into the future.

Across the full science and technology(S&T) portfolio, ONR is engaged withthe NRL, the Navy’s warfare centers, theFederally Funded Research and Devel-opment Centers (FFRDCs), academiaand industry to expand the boundaries ofhuman knowledge, especially as thatknowledge can meet current and emerg-ing warfighter needs and deliver futureforce capabilities.

“We seek the best and brightest mindsin academia and industry to be aware ofand look at the Navy’s priorities andneeds and help deliver solutions,” saysCarr. “ONR-sponsored research is tak-ing place in all 50 states, as well as in 70countries around the world.”

One of the most important metrics thatONR uses in determining the success ofits research investments with academicinstitutions is the number of students whoachieve advanced degrees as a result ofthose Navy-funded projects. Withoutsmart, well educated scientists and engi-neers in academia, industry and the workforce, America will not be able to retainits competitive edge.


FEATURE OFFICE OF NAVAL RESEARCH

Researching tomorrow’s navy today

ONR Invests in the Future

Rear Adm. Nevin Carr, center, Chief of Naval Research, addresses attendeesduring the Naval Aviation Enterprise Day conference sponsored by the Office ofNaval Research. With Carr are Vice Adm. Allen Myers, right, commander ofNaval Air Forces, and Vice Adm. David Architzel, left, commander of Naval AirSystems Command.

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Research at Sea: A Long-term CommitmentTo help with this research the Navy continues to in-

vest in better systems for data collection and better plat-forms from which to conduct ocean research. “We arejustifiably proud of the Navy-owned research fleet, andour academic partners who help us operate them,” saysCarr. In 2010 the Navy contracted for the construction oftwo Ocean-class research ships, and named Scripps In-stitution of Oceanography and Woods Hole Oceano-graphic Institute as our partners who will operate them.

Some S&T investments in infrastructure and tools paydividends for many years. The Floating Instrument Plat-form, or FLIP, still turns heads, and despite its age, isstill a one-of-a-kind research capability that is enablingcutting edge science today.

Built in 1962, the 355-ft. non-propelled seagoing re-search platform actually flips. The vessel is towed tosea in a horizontal position and transitions to a verticalposition so scientists can conduct extended data collec-tion or testing. FLIP is also a superb platform to con-duct geophysics, physical oceanography, meteorology,and other scientific fields, according to Capt. WilliamGaines, a retired naval officer who manages the ONR-supported FLIP program at the Marine Physical Labo-ratory of Scripps Institution of Oceanography, a part ofthe University of California San Diego.

FLIP has been used to examine ocean circulation,storm wave formation, and how thermal energy is trans-ferred between the ocean and the atmosphere. BecauseFLIP can be moored in one location without making anynoise, scientists can lower hydrophone arrays and othersensors into the water to conduct significant acoustic re-search.

Tim Schnoor is manager of facilities for ONR, whichincludes the Navy-owned research ships, as well as thedeep diving submersible, Alvin, and FLIP, invites re-searchers who need the capabilities that FLIP providesto contact ONR. “It’s available,” he says.

A 2010 research cruise involving FLIP took place offthe coast of California and involved a variety of plat-forms, including moored buoys, satellite imagery, re-search ships and aircraft, utilizing a host of sensors,sampling platforms, video and data recording equip-ment. Called High Resolution Air-Sea Interaction DRI(Hi-Res DRI), the data collected is helping to better un-derstand and model the interaction between wind andwaves at the sea surface, which will help develop andemploy better ship-based radars.

Long shotThe Navy’s 33-megajoule test-firing of its electro-

magnetic rail gun at the Naval Surface Warfare Center atDahlgren, Va., was a world record. The test was con-ducted at the Navy’s rail gun test facility using powerdrawn from the same electrical grid that local home-owners get their house current. “The electromagneticrailgun is a totally different way of launching projec-tiles,” Carr says. “It works off electromagnetic force.It’s extremely powerful. It does not involve any ener-getics in the projectiles, so you move all of the explo-sives out of the magazine and basically rely on your fueltanks to launch projectiles. Because of the way this tech-nology works, we can launch projectiles over 200 miles,and they can arrive in about six minutes. The projectileleaves at about Mach 7 and arrives at about Mach 5. Andits destructive power is based on that kinetic energy that

it brings. The mass of a projectile is important, but it’sthe square of the velocity that delivers far more de-structive potential and more accuracy. The railgun mayalso have some applications for missile defense thatwe’re looking very closely at, as well as long range sur-face fires.”• Domination of the electro-magnetic spectrum and

cyberspace • Implemented directed energy weaponry – fighting

at the speed-of-light • Achieved persistent, distributed surveillance in all

domains• Comprehensive maritime domain awareness with

large vessel stopping and weapons of mass destruction detection for EMIO

• Affordable platform design and construction • Adaptive, wireless communications networks • Decision tools for commanders that provide

tactical advantage • Determination of threat intent through social and

cultural understanding • Lighter, faster, more lethal Marine forces • Accelerated team training and skill development • Increased operational effectiveness through more

efficient power and fuels • Responsive and visible logistics to enable

distributed forces • Greater tactical advantage through superior

knowledge and use of operational environments


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High-speed camera image of the ONR Electromag-netic Railgun located at the Naval Surface WarfareCenter Dahlgren Division, firing a world-record set-ting 33 mega-joule shot, breaking the previousrecord established Jan. 31, 2008. The railgun is along-range, high-energy gun launch system thatuses electricity rather than gunpowder or rocketmotors to launch projectiles capable of striking atarget at a range of more than 200 nautical mileswith Mach 7 velocity. A future tactical railgun will hittargets at ranges almost 20 times farther than con-ventional surface ship combat systems.

Put in perspective the way in whichthe maritime community uses SatComtoday versus just 10 years ago?Jensen, Harris CapRock The commer-cial maritime market’s appetite for satel-lite communications has certainlyincreased over the last decade. Basicvoice, fax and Internet have been offeredfor some time now by Mobile SatelliteService (MSS) providers, but today’svessel operators need more. In the past,satellite solutions provided limited band-width based on metered pricing struc-tures – making it virtually impossible todeploy certain types of business applica-tions or offer crew morale services on-board the vessels. But with advancedsatellite communications capabilities viaVSAT (Very Small Aperture Terminal)technology, commercial shipping com-panies can operate their vessels as an ex-tension of the corporate office and offer avariety of services to retain and recruittalented crews. Ship captains can im-prove the efficiencies of their day-to-dayvessel operations and save valuable hoursby leveraging real-time applications suchas the company’s Enterprise ResourcePlanning (ERP) system, access to the cor-porate network, monitoring engine per-formance, and holding a videoconference. Additionally, the crew canstay in touch with family and friends viapre-paid calling cards, utilize an onboardentertainment system to listen to music,watch movies and get the latest head-lines, or surf the web at an Internet kiosk.

Medcalf, Broadpoint One of thegreatest changes has been the emphasison crew welfare and the understandingthat communication can reduce crewturnover and the associated costs. Alsowith SatCom becoming more prevalent,many software applications are being de-veloped that allow companies to see anddo things in a more economical fashionand save both money and time.

Baez, KVH Ten years ago, broad-band satellite technology was limited and

cost prohibitive. The primary choices foronboard communications at that timewere L-band services, and HF/ VHF.Today, the maritime industry demandsrobust, reliable, and affordable solutionsfor broadband communications at sea asmariners adopt new IP-based systemsand as a result, broadband satellite com-munications are becoming mariners’ pri-mary choice for both businessrequirements and crew morale.

Oro, Ship Equip A recent study of ShipEquip maritime clients worldwideshowed a jump in average data usagefrom 9GB per month to 19.7GB — and itcontinues to grow. High-speed VSAT ata fixed monthly rate allow vessels to sendand receive important documents andmanuals, diagnose problems, order re-placement parts, send/receive emails, andmore without hesitation. High-speedcommunications ship-to-shore improveefficiency just as businesses on land aremore efficient when connected.

Einshøj, Intellian Consumptionof maritime communication has gonefrom being safety driven to become anenabler for commercial and leisure fo-cused communication and entertainment.SatCom is no longer a sophisticated overengineered technology serving the few;but has increasingly become the answerto a simple request for internet at sea.

Clark, DeltaWave It has becomemore prevalent and an expectation amongservice companies to provide an whatamounts to a remote extension of their of-fice environment. As broadband servicepricing has become very competitive,more and more customers seem to expectit, and there has been a bit of a paradigmshift over the years. Our clients expectnow to move seamlessly from office toboat to rig no matter where they are lo-cated.

Rosenberg, PortVision 10 years ago,

satellite communications were focusedprimarily on vessel tracking. Today,data-based satellite communications arebeing leveraged by companies to drivebusiness intelligence and operational ef-ficiencies. It is no longer sufficient to seethe "points on a map." Today's SatComusers are leveraging bigger VSAT pipesto extend enterprise systems onboard,and fusing vessel tracking data with 3rd-party intelligence including weather,shore-side services, and related vessel ac-tivities.

Fisher, Mackay Fifteen years agoSatellite Communications was basicallyan analog system, consisting primarily ofvoice and fax transmissions. Data wasjust beginning to be desired within themaritime industry and availability of fleetsoftware applications was minimal.Today we are operating in a digital world,requiring more software applications andlarger and faster transmission speeds. Thetransition to digital has put more empha-sis on vessel communication efficiencyand budgets. The variety of satellite prod-ucts offerings to the industry has grownto the point that a radio operator positionis now being replaced by entire IT de-partments.

Jensen, Thrane & Thrane Te nyears ago there wasn’t much in the wayof IP based satcom communication atsea. Nowadays, IP is becoming an inte-gral part of maritime communication andin the future it will be an important as-pect of the navigation set-up too. Evenjust five years ago, an internet connectionat sea was more akin to an old dial-upconnection on land. You turned it onwhen you needed it, say 4-6 times perday, just to send some email back to theoffice, or if you were lucky, to friends andfamily. It really was still voice based so-lutions that were prominent. Nowthough, it is possible to stay online andbeing connected 24/7. I think we reallyare at the next level. We have network


FEATURE SATELLITE COMMUNICATIONS ROUNDTABLE

SatCom Solutions Answering the Call

The advent of ship-to-shore communications continues to evolve, driven by improving technology, capable of

bringing shore-side service speed and quality to sea. Maritime Reporter gathered leaders from varied sectors

via a virtual roundtable to get the inside scoop on new tech in the pipeline in 2011 and beyond.

The Participants

Broadpoint Jennifer Medcalf, VP, Sales & Mrktg

DeltaWave CommunicationTom Clark, President

GE SatcomAndy Frost, VP Marketing & Business Development

Harris CapRock CommunicationsPal Jensen, President, SeaAccess

IntellianSøren Einshøj, Global Chief StrategyOfficer and President

Iridium Communications Inc.Ted O’Brien, VP, Americas

KVH Industries, Inc.Patricio Baez, VP of CommercialSales, Americas

Mackay CommunicationsPatrick Fisher, Satellite Services

MTN Satellite CommunicationsJonathan Weintraub, CEO

PortVisionDean Rosenberg, CEO

Thrane & ThraneCasper Jensen, VP, Maritime Business

Ship EquipStein Oro, Vice President, Americas,

Stratos GlobalMichiel Meijer, Maritime Solutions

technology from land at sea. Companiesare connecting their vessels by LAN andWAN and data communication has in-creased dramatically.

Where do you see opportunities forgrowth in your sector?Einshøj, Intellian Commercialshipping is still the most promisinggrowth market looking ahead althoughthe offshore sector still represents thisprime market for the SatCom sector in2011.

Frost, GE Satcom Growth op-portunities are clearly within the com-mercial shipping sector. These include:global coverage of high speed services ata flat rate, a range of included servicesand an ability to support an ever growingsuite of commercial management appli-cations to ensure a ship’s efficient opera-tion.

Meijer, Stratos We see opportunity forcontinual growth in crew-welfare serv-ices. There also will be lots of opportu-nity for growth wherever ourcommunications solutions can support ITservices. This includes remote manage-ment – which allows headquarters per-sonnel to manage the ship’s computerswithout visiting the vessel. With Fleet-Broadband, engineers now can achievehigh-performance, direct remote accessto the ship’s computer terminals, theFleetBroadband terminal and the onboardfirewall via popular remote-support ap-plications. In the future, we also expectan even greater number of operators touse FleetBroadband for engine-perfor-mance analysis and emissions monitor-ing, to help reduce fuel costs and complywith emissions regulations.

Baez, KVH Global demand formaritime communications continues togrow steadily, primarily driven by the oiland gas and commercial shipping mar-kets. Fishing is an additional subsegmentof the commercial market that is gener-ating strong demand, and we believe it tobe an up-and-coming niche market. Wealso expect the leisure market to continuegrowing steadily with the introduction ofnew products and services, seasonal rateplans, and smaller VSAT solutions.

Medcalf, Broadpoint There areseveral areas that have opportunity forgrowth. One area is international growth,like many other industries, SatCom isseeing the globalization of its industry.Many of the companies that SatComservices such as the Energy and Marinehave moved beyond their normal geo-graphic boundaries and have interna-tional locations that needscommunication services. These interna-tional locations are also not the normalthat we have seen in the last couple ofyears but areas such as the Antarctica.Another area of growth istechnology/software applications. Manycompanies are turning to new softwareapplications to better manage their busi-ness. Many of these applications havelarge files that need to be moved from re-mote locations to onshore offices and theonly medium to do that is VSAT.

In your opinion, what has been thebiggest driver for improved satellitecommunication services between shipand shore?Oro, Ship Equip In our opinion it is theship owners desire for more billabledays/fewer days off hire giving increasedbottom line profit. This may come as asurprise to some but here is why: The im-


Intellian

SørenEinshøj

Our VSAT product portfolio will con-tinue towards completion both to-

wards smaller Ku-bands in additionto C-bands.

Harris CapRock

Pal JensenCaptains can improve efficiencies of

their day-to-day vessel operationsand save valuable hours by leverag-

ing real-time applications such asthe company’s ERP system

MTN

JonathanWeintraub

Over the next 5 to 10 years, I expectto see more development of new

satellite frequencies, which will allowusers to communicate with higherbandwidths and smaller antennas.

KVH

PatricioBaez

The primary challenge is a wide-spread misconception that satellite

communications systems are bulky,expensive, and unreliable. That just

isn’t the case anymore.

KVH’s V7.

mediate reason appear as any one or acombination of the following causes: a)to retain qualified crew, b) to improvecommunication between key equipmentexperts and ships’ crew, c) to enable theexchange of operational experience be-tween land support staff and ships offi-cers, d) to enable crew to stay in contactwith family and friends and attend to per-sonal matters. Because people run shipsand when you keep the best crew on thejob, ensure they stay focused on their job,give them online and offline support fromvendors of key equipment, provide onlinesupport from IT staff, keep computer sys-tems updated and do all this in real timeand at high speed, ships are kept runningand earning money for the owner —which is what shipping is about.

Frost, GE Satcom There are es-sentially two drivers. The first is crewwelfare, the second is efficiency. Withimproving electronic bridge systems theneed to network these between ship andshore is becoming more important. Datacollection is typically performed cen-trally on shore combined with processingand (re)distribution back out to shippingfleets to enable the efficient operation ofcommercial fleets. Typical applicationsinclude weather, chart and routing andcould extend to cargo monitoring, secu-rity and on-board plant efficiency usingSCADA.

Jensen, Thrane & Thrane T h eneed to move more and more data for ap-plications like crew welfare, remotemaintenance and monitoring. Simply theneed to stay in touch for operational orpersonal reasons.

Rosenberg, PortVision The biggestdriver for improved satellite communica-tions is that customers are demandingmore services, more data and, conse-quently, a bigger pipe. Increasing de-mand has resulted in economies of scalefor both the communications services andhardware manufacturers, which has re-sulted in greater bandwidth at lowerprice, which has further increased de-mand.

Fisher, Mackay Simply put, fasterthroughput has enabled more softwareapplications to be developed for fleet op-erators. Tasks that were once done onshore are now being handled by the ves-sels themselves. It has taken a long timeto see this become a reality, but compa-nies are requiring more than just com-munication equipment, they wantsolutions.

Einshøj, Intellian Need for in-ternet access both utilizing company IPstandards internally as well as getting ac-cess to the external information and serv-ices equal to what’s offered at shore.

O’Brien, Iridium At the mo-ment, crew welfare calling – includingphone, e-mail and Internet – is primarydriver in the industry. Crew morale andretention have an impact on the bottomline since the cost of recruiting and re-training crew is expensive. The otherdriver is the never-ending quest for lowermonthly satellite communication costs.

What trends do you see today that youbelieve will fundamentally change themarket in the coming decade?Weintraub, MTN Over the nextfive to ten years, I expect to see more de-velopment of new satellite frequencies,which will allow users to communicatewith higher bandwidths and smaller an-tennas. This could come out as wide areaKa-band or higher power Ku-band satel-lites covering larger footprint areas. Withthe current development of spread spec-trum and CDMA, it will allow users “tocontinue to push the envelope” whenbandwidth requirements exceed today’scapabilities. The higher frequencies willallow for smaller and lighter terminalsused in the field for military and govern-ment operations. We can expect to seemany new antenna designs being deliv-ered using flat-array technology insteadof the more commonly used parabolic ordish antenna.

Clark, DeltaWave Free use ofthe internet and the availability of com-munications over the airwaves. The totalaccessibility of the internet and the use ofstreaming video to have instant contact.

Fisher, Mackay I see more competitionwith L-Band technologies and Ku and Kaproducts. Customers will have a widervariety of product choices and value-added services to match their uniquecommunications requirements. Therewill be a vast array of communicationssolutions from simple handheld L-Bandproducts with docking stations, to a vari-ety of L-Band FleetBroadband terminals,additional Ku offerings, and the upcom-ing Global Express products. The cus-tomer will be the beneficiary, enablingmore cost-efficient and a reliable com-munications.

O’Brien, Iridium The prolifer-ation of VSAT service providers in themaritime market will have a big impact,although the large gaps in VSAT cover-



Seacor Joyce McCall, which is now located in the Caspian Sea. (Photo: Broadpoint

Stratos recently deployed FleetBroadband on 16 vessels for Germany's Vega-Reederei GmbH & Co. (Vega).

Iridium

TedO’BrienWe are moving forward with ournext-generation satellite constella-tion under the Iridium NEXT pro-gram.

Thrane & Thrane

CasperJensenDownturn or not, we have not re-duced our development of newproducts. We are continuously de-veloping our VSAT offering ...



Stratos

MichielMeijerStratos is expanding it’s its broad-band solutions to include end-to-end, managed IP services – whichinclude design, installation, mainte-nance and support.

PortVision

DeanRosenbergPortVision subscriber revenue grew38 percent in 2010. We are defi-nitely seeing signs of improvementin the macro economy.

Mackay

PatrickFisherSimply put, faster throughput hasenabled more software applicationsto be developed for fleet operators.

Compact, High Performance Fleet-Broadband Replaces Saturn B Ter-minal.

(Photo: Mackay Communications)

age over the ocean areas will require sec-ondary satellite communication systemsto fill in the gaps for ships using VSATas their primary communication medium.Ships will be fitted with integratedVSAT-Iridium shipboard systems withautomatic failover to Iridium wheneverthe ship sails out of VSAT coverage. Wealso expect to see a surge in low-data-ratesatellite data devices for monitoring ship-board systems, including engines, auxil-iary systems, fuel consumption and thelike.

Oro, Ship Equip The arrival of dedi-cated maritime satellites is leading to bet-ter coverage and more value for money.Until recently, Ku-band satellites wereonly pointed at land areas, leaving fringecover the only option for maritime com-munications. A strong growth in the mar-itime market has made it financiallyviable to launch satellites that serve mar-itime markets primarily, leading to im-proved coverage and availability ofhigher bandwidths. Alongside this trendwe see a consolidation where a handfulof larger companies emerge, that are ableto deliver worldwide coverage, 24/7 sup-port and value added services that aregoing to be must-haves to stay competi-tive.

How was business in 2010?Weintraub, MTN 2010 was atremendous year for MTN. Despite thedifficult economy, we grew in each of ourmarkets – cruise, yachts, commercialshipping, government and aviation – byretaining existing customers, expandingcontracts with new customers in variousmarkets, and winning government con-tracts such as our 5-year, $50 millionDISA government contract.

Rosenberg, PortVision Por tVi s ionsubscriber revenue grew 38 percent in2010. We are definitely seeing signs ofimprovement in the macro economy. Butthe biggest trend we are seeing is thatcustomers are getting more sophisticatedin how to incorporate satellite- and AIS-based data into their business processes.It used to be about showing points on amap. Now customers are using location-based data overlaid with third party datasources to accelerate revenue and drivecost efficiencies.

O’Brien, Iridium At this writ-ing, we have not yet released our end-of-year financial results for 2010, but ourthird- quarter 2010 financial statementsshowed double-digit increases in ouroverall revenues and operational

EBITDA over the same period the previ-ous year. Our third-quarter SEC filingsand earnings release describe our finan-cial results in greater detail. Our base ofbillable subscribers had risen to 413,000– a 22 percent year-on-year increase. Themaritime industry remains one of ourlargest market segments, and continuesto show strong growth trends, largelydriven by revenues from the broadbandIridium OpenPort maritime system.

What do you count as the leadingtechnical challenges to making Sat-Com services even better?Baez, KVH There are two mainchallenges here, the first being band-width/footprint coverage throughout allmaritime routes, which affects all aspectsof satellite communications service, butespecially speed and network availabil-ity. The second is the adaptive return andforward links as these will increase theoverall capacity and performance of theservice.

What challenges (outside technical)do you face to increase your penetra-tion in this market? Fisher, Mackay Satellite communica-tions has always been a cost driven in-dustry. Most companies resented the highcost of communications. Yet relative tothe average cost of vessel maintenance,plus the increased reliance on timelycommunications, hardware and airtime isbeing viewed as a positive price-per-former. Price competition and enhancedrobustness of the satellite communica-tions equipment is leading to additionaladoption by smaller commercial vessels.

Rosenberg, PortVision We have aunique challenge in the SatCom market.Since we incorporate real-time AIS-based vessel location reporting into oursolution, a key requirement is to collectAIS location reports from a VHF receivernetwork around the world. AIS globalnetworks (including terrestrial and satel-lite AIS) are still very much a "frontier,"and we are working very hard to enhanceboth the coverage, quality, and value thatcustomers can derive from AIS-baseddata.

Baez, KVH The primary challengeis a widespread misconception that satel-lite communications systems are bulky,expensive, and unreliable. That just isn’tthe case anymore.

Clark, DeltaWave Our cus-tomers are used to all you can eat con-nectivity in their offices for low cost and

do expect them same service anywhere inthe world. Bandwidth availability and theexpectations of our customers may becurrently higher than the available tech-nology. Lower operating costs are alsokey, but distribution channels and com-petitors lowering their profit margins atnext to nothing when is also a key factor.

How is your company investing todayto better serve the maritime market?Oro, Ship Equip Ship Equip has in-vested heavily in the training of person-nel and developing infrastructure, so wecan better serve the market today andmeet increasing needs tomorrow. We re-cently opened two new Network Opera-tions Centers (NOC), one in Singaporeand one in Houston. These strategicallylocated facilities support our primaryNOC in Alesund, Norway.

Meijer, Stratos Stratos incorporatesThe Stratos Advantage value-added serv-ices into each total customer solution –enabling ship managers to attain thehighest possible performance and supportfrom their satcom solutions, at the low-est possible cost. The foundation of TheStratos Advantage is Stratos Dashboardand AmosConnect. Stratos Dashboard isan online communications managementsolution that enables ship managers to re-motely derive maximum cost control andtraffic control from their broadbandusage. To support the changing require-ments of shipping companies, Stratos isexpanding it’s its broadband solutions toinclude end-to-end, managed IP services– which include design, installation,maintenance and support.

Fisher, Mackay Vessel managementtools to control communication costs,and troubleshoot onboard satellite equip-ment problems. Vessels can no longer af-ford to wait to get into port to fix acommunications problem.

Baez, KVH Our engineering andproduct development teams are workingon new, lower-profile antenna designsthat could offer onboard satellite com-munications to a larger segment of themaritime market. We will continue towork together with our partner, Viasat, toimplement strategies that will increasebandwidth utilization and extend networkmanagement features for the fleet opera-tors, platform managers, and end userswho depend on our network. Finally,KVH continues to invest in our globalmini-VSAT Broadband network. Our lat-est satellite footprint expansion, whichbrings coverage to Brazilian waters,demonstrates our commitment to provid-

ing global connectivity.

Jensen, Thrane & ThraneDownturn or not, we have not reducedour development of new products. We arecontinuously developing our VSAT of-fering with some exciting results whichwe plan to introduce this year. Also lastyear we launched a major new productline at SMM, the SAILOR 6000 GMDSSSeries, which is a combination of newradio, satcoms and ICT products. It willbe the first such system to offer touch-screen operation and the ability to signif-icantly reduce maintenance through theintroduction of our new ThraneLINKnetworking solution.

O’Brien, Iridium We are mov-ing forward with our next-generationsatellite constellation under the IridiumNEXT program. We have contracted withThales Alenia Space to be the prime con-tractor for Iridium NEXT, and secured fa-vorable financing with guarantees fromthe French export agency Coface.Launches of the new satellites are sched-uled to take place in 2015-2017. IridiumNEXT will use an IP-based architectureoffering data speeds up to 1.5 Mbps. Im-portantly, Iridium NEXT is being de-signed to be 100 percent backwardcompatible with the current satellites,meaning that all existing Iridium satelliteterminals will be able to work on the newnetwork.

Weintraub, MTN MTN is in-vesting in the rollout of iDirect’s mostpowerful EVOLUTION DVB-S2 operat-ing system, this will further enhanceMTN’s already established iDirect pow-ered seamless global communicationsnetwork. Today, MTN uses iDirect tech-nology to provide “always on” two-wayVSAT services from ten teleports aroundthe globe utilizing over 900 MHz oftransponder capacity on 21 communica-tions satellites. The new Evolution up-grade will bring MTN Adaptive Codingand Modulation (ACM) into their tech-nology platform, which preserves signalquality from rain fade and other weather-related issues. The upgrade also providesadditional bandwidth segmentation, Au-tomatic Beam Switching (traversingsatellite beams), the ability to operatesmaller antenna sizes using spread spec-trum technology and provides more ef-fective network management. In the next 12 months MTN will belaunching the next generation of its In-ternet Café’s, leveraging both the tech-nology on the ships as well as technologydevices including laptops and hand held


MTN


Broadpoint

JenniferMedcalfWith Satcom becoming more prev-elant, many software applicationsare being developed that allowcompanies to see and do things ina more economical fashion.

Ship Equip

Stein OroA recent study of Ship Equip mar-itime clients worldwide showed ajump in average data usage from9GB per month to 19.7GB ... and itcontinues to grow.

DeltaWave

Tom ClarkOur clients expect now to moveseamlessly from office to boat to rigno matter where they are located.

GE Satcom

AndyFrostWith improving electronic bridgesystems the need to network thesebetween ship and shore is becom-ing more important.


devices from passengers. In addition, ourcommercial, government and yacht divi-sions will introduce new technology thatautomates much of the communication tothe satellites as well as introduce tech-nology to maximize overall efficiency.

Clark, DeltaWave We are fo-cusing on kitted solutions which offerease of deployment and transport. Wepride ourselves on having a highlytrained and knowledgeable staff. Thatsaid, continual training on new technolo-gies an keeping up with current ones isalso a key investment and continual com-mitment on our part in order to providethe best product support available.

What new product or service will youdeliver to the market in the coming12 months?Einshøj, Intellian Our VSATproduct portfolio will continue towardscompletion both towards smaller Ku-bands in addition to C-bands.

Weintraub, MTN We are devel-oping new antenna systems and modula-tion techniques which will allow oursales and marketing to offer VAST sys-tems immediately which will also meetnew satellite technology demands com-ing in the next couple of years.

Jensen, Thrane & ThraneSAILOR 6000 GMDSS Series is due toship within Q1 and we are already see-ing a lot of interest in the communica-tion, safety and operational benefits thatthe new solution can offer. We will havea big VSAT development later in the yearand of course, ThraneLINK will become

more visible in not just our product strat-egy but possibly in other manufacturers’products. We are also going to expandour radio product offering targeting thefish and workboat arena with a new sys-tem that includes units with AIS receivebuilt in.

Meijer, Stratos In 2011, Stratos ex-pects to announce the availability of sev-eral innovative packages – includingmaritime hardware bundles, hybrid Fleet-Broadband-VSAT solutions and globalflat-fee broadband options up to432kbps. These new Stratos solutionsare ideally suited to provide a convenientmigration path toward Inmarsat’s GlobalXpress 50Mbps services, which will becommercially available in 2014.

Baez, KVH We plan to announce aseries of new products and services thisyear, with the first scheduled to be un-veiled at the Miami Boat Show in Febru-ary.

Clark, DeltaWave We now offera new Inmarsat IsatPhone Pro flyawaypackage – the “iFly”. This is intended tobe a cost-effective voice and data solu-tion when it comes to installation timeand costs involved.

O’Brien, Iridium Our servicepartners are developing a host of newIridium-enabled products for release in2011. They include remote tracking andmonitoring devices built around the Irid-ium 9602 SBD transceiver and new solu-tions using the Iridium OpenPortplatform such as integrated VSAT-Irid-ium packages with automatic least-costrouting software.

DeltaWave offers the new Inmarsat IsatPhone Pro flyaway package – the “iFly”.


The risks of ballast water treatment systems on ballast tankcoatings and corrosion has been a hot topic. Bremen-basedRWO GmbH, a Veolia Water Solutions & Technologies com-pany, has been a pioneer in the field, and according to the com-pany has proved that the CleanBallast ballast water treatmentsystem with its EctoSys disinfection technology does not in-crease the corrosive properties.

RWO – in cooperation with a leading European corrosion in-stitute (SWEREA-KIMAB) and Germanischer Lloyd – has car-ried out thorough accelerated corrosion studies in treatedfull-salinity seawater with the CleanBallast ballast water treat-ment system. The tests simulated operation over an approxi-mate entire lifetime of a ballast water tank/piping structure(approx. 40 years).

CleanBallast operates readily in waters with low and fullsalinity. The natural corrosiveness of those environments dif-fers significantly, with, for example, full salinity (>32PSU)being a very corrosive media to common construction materi-als. It is also well known that larger quantity of active chlorinehas further negative effect on corrosion, increasing the wearrate of non-passivated metals, etc.

The disinfection unit “EctoSys” used by the CleanBallast sys-tem is based on electrochemistry, however operating very dif-ferently compared to, for instance, conventional chlorination orelectrolysis systems using salt water (containing chloride),where a maximum production of active chlorine is desired. In-stead, EctoSys produces short-lived mixed oxidants, which to-gether have a more striking and powerful effect compared toactive chlorine. Thus, the EctoSys is not dependent on chloridecontent (salinity), but produces oxidants directly from thewater. The negative effects of active chlorine on corrosivenesscan effectively be avoided.

In natural brackish and full-salinity seawater, besides theshort-lived oxidants hydroxyl radicals the disinfection unit Ec-toSys will produce only low levels (up to maximum 2mg/l) ofmore persistent oxidants, summarized as TRO (Total ResidualOxidants). Being oxidizing agents, such substances in higherconcentrations are relevant for corrosive properties of water.TRO will decay via interactions with, for example, dissolvedorganic matter. Fig. 1 illustrates a typical decay curve of TRO,showing that the natural blank level of 0.2 - 0.3mg/l of TRO isreached within approximately two hours.

The tests included accelerated comparative studies (treatedand untreated seawater) using both uncoated steel test speci-mens but more importantly test specimens with two-coat paintsystems according to NORSOK Coating 3B approved accord-ing to DNV Classification Note 33.1 class B1, common and ap-proved for use in ballast water tanks, for instance, the Jotunsystem 'Balloxy HB light'. The tests included parallel tests withboth continuous exposure to the water and intermittent cyclicexposure of water and air. Intermittent exposure resembles bet-ter the real conditions in ballast water tanks and a worse corro-sive case than continuous exposure. The tests were accelerated,that is, the exposure of the test panels was set to simulate anapproximate entire lifetime of a ballast water tank/piping sys-tem, regarding initial maximum concentration of TRO and nat-ural decay.

Based on the result of these tests, both SWEREA KIMABand Germanischer Lloyd concluded that there are no additionalcorrosive properties of seawater treated with CleanBallast, com-pared to untreated seawater. Thus, the tests proved that theCleanBallast equipped with the EctoSys disinfection unit doesnot increase corrosion in ballast water tanks. Furthermore,CleanBallast is certified and classified by the GL as compatiblewith epoxy-based ballast water tank coating systems.

www.rwo.de

TECHNICAL PRODUCTS

RWO’s CleanBallast SystemNo Impact on Corrosion or Coatings

Fig. 1: Natural decay of residual oxidants TRO produced byCleanBallast, T=22°C, pH=7.9, salinity 15PSU

Omnipure Series 55 ReceivesUSCG CertificationOmnipure Series 55 marine sanita-tion treatment systems from SevernTrent De Nora have received finalcertification from the United StatesCoast Guard (USCG) to the Interna-tional Maritime Organization’sMEPC.159(55) effluent standards.Certification by the USCG involvestesting environmental standardssuch as shock and vibration aboveand beyond IMO requirements. TheOmnipure Series 55 technology uti-lizes a unique electrolytic treatmentprocess, combined with electroco-agulation to both effectively treatwastewater and provide sanitarysolids for handling. The OMNIPURESeries 55 systems can accommo-date treatment capacities up to 598persons for black water and up to197 persons for black and graywater. The Omnipure Series 55 sys-tems range in capacity up to 65m3/day (17,280 gal/day) as individ-ual units that can also be combinedfor increased capacity.

EnviroLogic - 802A: Biodegradable GreaseGrease frequently finds its way intothe environment, creating sheens,as well as killing plants and animals.Envirologic 802A is a biodegrad-able, nontoxic #2 grease that offersexcellent water wash-off protectionand works under a wide range oftemperatures. It also offers excel-lent extreme pressure and anti-wearprotection and meets the highestNLGI standards of GC/LB.

www.terresolve.com

Standards for Application of Corrosion Resistant SteelsClassNK developed and releasedwhat is says is the world’s first setof standards for the application ofcorrosion resistant steels to thecargo oil tanks of oil tankers. Thenew Guidelines on Corrosion Resist-ant Steel for COT are the first guide-lines to lay out clear requirementsfor the application of the new steels,whose use was approved by theIMO’s Maritime Safety Committee(MSC) earlier this year.

www.classnk.or.jp

Maritime Simulators A Dynamic Positioning (DP) OperatorTraining Facility, featuring an exten-sive simulator suite developed byKongsberg Maritime was opened inNorthbridge, Western Australia.Owned and run by the AustralianMaritime College (AMC), the new fa-cility is positioned to serve the grow-ing Western Australia oil & gasbusiness from its center in Perth.


TECHNICAL PRODUCTS

Bearing Condition Monitor Open-up inspections can now be

avoided if an AMOT XTS-W+ BearingCondition Monitor is installed. The XTS-W+ is reportedly the first bearing wearmonitor to gain approval from MANDiesel & Turbo and Germanischer Lloydafter completion of extensive trials on theHapag-Lloyd vessel Hanover Express.The approval will allow ship owners toapply for Survey Arrangement ConditionMonitoring (SACM) if an XTS-W+ is in-stalled and there is a reassurance that thebearings are in good condition. Eliminat-ing unnecessary open-up inspections ofthe crank train bearings represents hugeoperating cost savings, since such in-spections are a major cause of prematurebearing failure, resulting from mis-as-sembly, ingress of dirt or even physicaldamage. Because of this MAN Diesel &Turbo does not recommend unnecessaryopening up of the crank train bearings onits 2-stroke low speed engines.

Email: [email protected]

23-in. LED Display Testedto MIL Standards

Comark of-fers theMDU23, a 23”UXGA LEDbacklit dis-play, whichcan be set atup to 400NITS at fullb r i g h t n e s s .The MDU23 has been tested in accor-dance with IEC 60945, and is ECDIS andECDIS-N compliant. In addition, it isfully MIL Tested to MIL-STD 901Dgrade A, MIL-STD 167- class 1, type A;MIL-STD-810F; and MILSTD-461E.

www.comarkcorp.com

Salwico G2000 AmbientOil Mist Detector

The G2000Ambient OilMist Detector isdeveloped form o n i t o r i n gpump rooms,engine andmotor roomsand attachedonto boilers ordiesel engines.The G2000 is ideal for applicationswhere an instantaneous and accurate re-sponse to oil mist, but also smoke orsteam, is required in unattended machin-ery spaces.


Sound Damping SandwichSteel

Antiphon AB introduced a new productfor structure borne sound damping; an-tiphon MPM (metal-polymer-metal) foiled,a sheet metal laminate with a thin foil onone side. The core material is two zinccoated sheet steel laminated with anacoustic inner layer to obtain the best struc-ture borne sound damping. MPM foiledmakes it possible to use laminated sand-wich systems in more visible environmentsand also to choose MPM foiled deliber-ately as a decoration material where sounddamping is wished for. The thinnest sheetsis 1,04 mm where the system consists oftwo sheet steel of thickness 0,5 mm lami-nated with a 0,04 mm acoustic inner layer.For aluminum minimum thickness is 1.44mm. Maximum thickness is 6.1 mm.

www.antiphon.se

Bilge Water Solutions KitBuilt by authors of IMO MEPC.1

/Circular 677, the Bilge Water Solu-tions Kit uses patent pending technol-ogy to diagnose OWS problems & helpfind solutions. It was developed bymariners who authored the new IMOMEPC.1 / Circular 677. The Kit is de-signed for the demands of shipboarduse — and allows crews to identifycauses of OWS & OCM malfunctionwhile underway. Based on scientific re-search & field testing, the Kit makes allseven Circular 677 tests easy to use.The tests include: Non-Emulsified Oil;Emulsified Oil; Detergents & AlkalineSolvents; Turbidity Causing Iron Parti-cles; Bacteria/Microbial Composition;Color/Opacity; and Soot.


Emerald Princess CruiseShip Coated by Hempel

Hempel US has completed aHempasil X3 application on the M/VEmerald Princess that Dry Docked inthe Grand Bahamas. This was consid-ered significant by the company as it isthe first Hempel sale to PrincessCruises Lines, a division of CarnivalCorp., the largest cruise ship companyin the world. The Hempel team con-veyed the silicone´s fuel saving attrib-utes, resulting in its incorporation ofHempasil X3. “SeaTrend” Fuel Moni-toring system from Force Technologywas a key component of the offer andwas included and sold as part of theHempasil X3 Program, allowing theclient a correct monitoring of the fuelconsumption and consequently the pre-cise outcome on fuel saving.

The three-year-old Emerald Princessis one of the largest vessels in the fleetat 113,561 gt. The complete systemconsisted in 15,200 liters. Even thoughit is a relatively new vessel, it was de-cided to remove all the original under-water hull coating system consisting ofAF and AC system. The full blast ofboth the vertical and flat bottom andfull application of Hempasil X3, wasaccomplished in a 10-day period.

A unique aspect of the job was thatthe Hempasil X3 System was appliedwith a custom color, Princess OceanGreen, which is a signature color of thefleet.

3340 Color MultiFunction Display

Offshore Systems introduced the com-pact Offshore Systems 3340 Color Mul-tiFunction Display, a 95mm sq screenunit with a high resolution sunlight read-able bright full color display for show-ing data from all ships tanks, DCsources and AC sources. Connects to theNMEA2000 network with a singlecable, while function selection is fullyflexible with user selectable screen lay-outs. The 3340 MultiFunction Displaycan accommodate up to 16 each of fueltanks, fresh water tanks, grey watertanks, black water tanks and oil tanks.

Rolls-Royce MT30

Rolls-Royce achieved full power oper-ation of its first production MT30 pow-ered main turbine generator set deliveredto the US Navy. The MT30, delivered tothe US Navy for the DDG-1000, USSZumwalt program, achieved full poweroperation at 36 MW during testing at theUS Navy’s land based test site inPhiladelphia.

Portable Mobile Refrigeration

Dometic Marine offers the newCF850 Portable Mobile Insulated Re-frigerator. Providing 29.3 cu. ft. ofportable AC/DC refrigeration and anintegrated battery that provides up toeight hours of operation without apower supply, the CF850 offers an in-novative solution for the transportationand storage of a wide range of temper-ature-sensitive products including foodand medical supplies.

The CF850 refrigerator features anenergy-efficient air circulation systemthat ensures optimal temperature distri-bution within, as well as digital con-trols that enable users to settemperatures between 32oF and 53oF.The unit can be easily installed any-where, including into the vessel's gal-ley space, without the use of tools,while the included belt set ensuresquick and secure anchoring. TheCF850 refrigerator is housed within arobust casing, providing exceptionaldurability and protection of its contentsin the maritime environment.

www.dometic.com

YoYo WinchPatterson offers the patented YoYo winch,

designed and field-tested to alleviate commonproblems: No more springcoil; No more foul-ing; and no more problems created by uncon-trolled spooling of wire rope on the drum.Developers of Patterson’s YoYo winch insistthat it is safer, as the contained spring coil vir-tually eliminates injuries due to rope mem-ory; it eliminates ‘bird nesting’ or ‘fouling’ orwire rope on the winch drum; and full gearshroud protects wire rope, gearing and oper-ators. In addition, the maker claims that intu-itive one-man operation of the system, apatented double-dog design for easy maxi-mum line tensioning, and a fully open designmakes the winch safer, easier and faster to op-erate.


HHI Delivers VLCC withElectrolysis BW System

On January 10, 2011, Hyundai HeavyIndustries delivered a 317,000DWTVLCC to Oman Shipping Company(OSC). The ship, measuring 1,093 ft inlength, 197 ft in height and 99.7 ft indepth, is reportedly the first VLCC withthe new electrolysis ballast water treat-ment system that can treat as much as100,000 ton ballast water.

ARMOR RuggedMobile Computer

DRS Technologies’ Tac-tical Systems Group un-veiled the ARMOR ruggedmobile computer, theARMOR X7 compacttablet. The small mobilecomputer is designed forthose tasks that requireconnectivity, hand-heldmobility, ease of use andthe durability to supportall-weather operations. TheARMOR X7 is certified toMIL-STD-810G for extremes in temperature, vibration, shock and drops. It is highlyresistant to dust and moisture, earning an IP65 rating for ingress protection, whileproviding a 7-in. sunlight readable touch screen display. It includes a range of con-nectivity options such as Gobi 2000 WWAN, Bluetooth wireless, integrated GPS and802.11 a/g/n WiFi, at a weight of only 2.8 lbs.

www.drsARMOR.com.

Volvo Penta SOLAS Engines

Volvo Penta offers a range of SOLASapproved engines for fast life- and rescueboats. The range comprises three baseengines, with no less than 14 output op-tions from 110 to 435 hp, all of which arein-line diesels with common rail and thelatest in electronic management for stern-drive, inboard and water jet propulsion.The SOLAS range consists of the D3, D4and D6 engines, all featuring the very lat-est in technology with common rail, 4-valves per cylinder and superchargingwith aftercooler. The SOLAS engines arebased on standard engine design with aSOLAS kit mounted and tested in factorybefore delivery to boat builders. The kitincludes a shut off valve for crank caseventilation and a tilt switch, to bemounted on the engine room bulkhead.

www.volvopenta.com

ClassNK: Standards forApplication of CorrosionResistant Steels

ClassNK developed and releasedwhat is says is the world’s first set ofstandards for the application of corro-sion resistant steels to the cargo oiltanks of oil tankers.

The new Guidelines on CorrosionResistant Steel for COT are the firstguidelines to lay out clear requirementsfor the application of the new steels,whose use was approved by the IMO’sMaritime Safety Committee (MSC)earlier this year. The new guidelinesare available on the ClassNK webpageat the following address:

www.classnk.or.jp

"Intelligent" CombustionMonitoring for 2-Strokes

Wärtsilä introduced its IntelligentCombustion Monitoring system fortwo-stroke diesel engines. By operat-ing at optimal firing pressures, fuel costsavings of up to two percent comparedto deteriorated parameters can beachieved. The Wärtsilä IntelligentCombustion Monitoring system pro-vides a means for measuring the pres-sures in each cylinder during the entirecombustion process, continuously, inparallel, and under all load conditions.By monitoring the exact position of thecrankshaft, and in combination withadvanced mathematical modelling ofthe engine, it provides highly accurate,real-time data for diagnostic analysis.

www.wartsila.com

Foul Weather GearPort Supply, the wholesale di-

vision of West Marine, has ex-panded its line of technical anduniform apparel for industrialsettings. Third Reef foul weatherjackets and bibs are designed forfreedom of movement usingbreathable yet waterproof fab-rics, allowing crew to work incomfort, longer. Offered in sizessmall through 3X and 4X sizes,they provide a single convenientsource to cover everyone in theteam. All apparel can be cus-tomized with embroidery andsilk-screening to professionallybrand your organization.

www.portsupply.com


Halawi Appointed CEO of Thuraya Dubai-based sat-

com provider Thu-r a y aTelecommunicationsappointed Samer Ha-lawi as CEO. He as-sumed the officeJanuary 23, 2011 fol-lowing the return of Mr. Yousuf Al Sayedto the Etisalat Group. Thuraya leads themobile satellite telecom industry in hand-held voice solutions with nearly 70%market share in its 140-country coveragearea spanning Europe, Africa, the MiddleEast, Asia Pacific, and Australia.

Teekay Management AppointmentsTeekay announced that its current Pres-

ident of its Shuttle Tanker and FSO busi-ness unit, Kenneth Hvid, has beenappointed to the position of ExecutiveVice President and Chief Strategy Offi-cer effective April 1, 2011. Hvid will suc-ceed Peter Evensen, who will take overas Teekay's President and CEO in April2011 as a result of the previously an-nounced retirement of Bjorn Moller.

Ingvild Sæther has been appointedHvid's successor as President, TeekayNavion Shuttle Tankers and Offshore ef-fective April 1, 2011.

Grove Takes on Chief Technology Role at ABS

ABS announcedthe appointment ofTodd Grove to theposition of ChiefTechnology Officer(CTO). Grove willreport to ABS Presi-dent and COOChristopher J. Wiernicki and be based inthe society’s headquarters in Houston.Grove, a 28-year veteran of ABS, hasserved as President and COO of threeABS operating divisions – Europe, Pa-

cific and Americas. He also has extensiveexperience in the offshore sector havingserved as Director, Energy Project De-velopment and Manager, Offshore Engi-neering.

Mustang Survival’s New CEOMustang Survival completed its execu-

tive management succession , first an-nounced in October 2009, with the goalto successfully realign key executiveroles and operation teams by January2011. As of January 1, 2011, Bob Askew,former Mustang Survival President andCEO. will become Mustang’s Chairmanto its newly formed Advisory Board, andJim Hartt, former Mustang SurvivalChief Operating Officer, will becomeMustang’s CEO.

Buchner is MARIN’s New President

Incoming president Buchner (left), andoutgoing president Hubregtse.

As of January 1, 2011, Bas Buchner ispresident of the Maritime Research Insti-tute Netherlands (MARIN). He’s takenover the helm from Arne Hubregtse, whostood down to become general director ofthe heavy lift shipping company Biglift.Buchner:

Nordic Tankers, WOMAR establish“Nordic Womar” JV

Nordic Tankers A/S and WOMAR Lo-gistics Pte. Ltd. have reached an agree-ment to establish a jointly ownedindependent pool management companywith the name of “Nordic Womar”.Nordic Womar will initially manage two

pools of coated chemical tankers with atotal of approximately 40 vessels in the10,000 to 25,000 deadweight tonnes(dwt) segment.. Tommy Thomsen will beChairman of the Board and Hans van derZijde will be CEO in Nordic Womar. Thecompany will be managed out of Singa-pore and will commence operations 1February 2011.

Newbury Joins STX CanadaSTX Canada Ma-

rine is said that ScottNewbury joined theirteam in January. Hean authority in physi-cal model testing inice having conductedresearch into the in-teraction loads imposed on ship propellerand shafting systems and carried out full-scale ship trials in ice in the Antarctic.

Nickless VP Crowley Finance & Plan-ning, Shipping & Logistics

Crowley Maritime said that DavidNickless has been promoted to vice pres-ident of finance and planning for Crow-ley's shipping and logistics business line.He will remain in the company's Jack-sonville office and report to Steve Collar,senior vice president and general man-ager, logistics.

Gilliam VP Crowley Sales & Chartering, Petroleum Services

Crowley Maritimesaid that TuckerGilliam has been pro-moted to vice presi-dent of sales andchartering for Crow-ley's petroleum serv-ices team. He willremain in the company's Jacksonville of-fice and report to Rob Grune, senior vicepresident and general manager, petro-leum services.

Tidewater Selects ABS NS ABS Nautical Systems was selected by

Tidewater Inc. to trial its fleet manage-ment software. With this partnership,ABS Nautical Systems intends to be-come Tidewater’s global fleet manage-ment software provider. Tidewater wouldbe replacing an internal system with ABSNautical Systems’ fully integrated soft-ware suite to help manage its principaloperational functions including mainte-nance, vessel-initiated requisitions andrelevant regulatory requirements. Tide-water will implement several modulesfrom ABS Nautical Systems’ softwaresuite NS5, including Maintenance & Re-pair, Drydocking, On Demand Reportingand Web Based Vessel Drawings, toname a few, as well as interfaces to itscurrent and future ERP solutions. Fol-lowing a successful Pilot Phase, the mod-ules will be installed in a phasedapproach on approximately 185 of Tide-water’s vessels over the next 24 months.

Paxocean Orders Two Rolls-Royce Designed Vessels

Rolls-Royce announced an order fromSingapore-based offshore company, Pax-Ocean, to provide the ship design,propulsion systems and deck machineryfor two platform supply vessels. Theorder is worth over $19.1m to Rolls-Royce with additional options to con-struct a further four vessels of the sametype. The UT 755 CD will be built at Pax-Ocean Engineering’s offshore vesselshipyard in Zhuhai, China, with deliverydue in 2012.

MAN PrimeServ’s BreakthroughNakilat’s fleet of LNG ships is now

covered by MAN PrimeServ, MANDiesel & Turbo’s after-sales division,after an EMC maintenance agreementsigned with STASCO – the shipping di-vision of Royal Dutch Shell – whichmanages the Nakilat ships. The contract

NEWS PEOPLE & COMPANY NEWS


covers a period of 10 years and represents a breakthroughfor the Engine Management Concept in that the contractcovers an entire fleet. The agreement covers maintenancemanagement/planning, assistance from PrimeServ super-intendent engineers and fitters, as well as spare-parts for25 LNG carriers (14 Q-Max and 11 Q-Flex). Each LNGcarrier is equipped with two type MAN B&W 7S70ME-Cor 6S70ME-C main-engines, and four type 9L32/40 or8L32/40 auxiliary engines, and turbochargers. The enginespower a new fleet of LNG carriers delivered to Nakilat be-tween October 2008 and August 2010.


W&O Employees Race for a Cause

Top: Pon Teams Before Ragnar.

Right: Pon SVP and WO CEO JackGuidry running.

W&O said its 15 employees, alongwith 19 employees from other Pon-owned companies, participated in the191-mile Ragnar Relay Race betweenMiami and Key West, Fla. on January7-8,2011. “We strongly encourage allof our employees to participate in ac-tivities that promote an aspect of wellness as part of our‘W&O: We Are Fit’ program,” said Jack Guidry, SeniorVice President of Pon, and President and CEO of W&O.“W&O took part in the Ragnar Relay in 2008, in whichour employees were very passionate and excited to par-ticipate; so we extended our invitation to all Pon NorthAmerica companies’ employees to join us this year. Wewere thrilled with the response and are very proud ofeveryone who participated.”

Fifteen W&O employees took part in the race, includ-ing Rogier Blokdijk, Don Danley, Jason Galatas, Presi-dent and CEO Jack Guidry, Matt Hallisey, ChristinaHoyt, Greg Johnson, Greg Lechwar, Fred Loomis, ColinLuke, Allison McQuillan, Alex Piquer, India Starnes,Elier Vilata and Bram Zeegers.

The additional Pon companies that participated includeDMC-Carter Chambers, based in Baton Rouge, La. Em-ployees from DMC-Carter Chambers that participated in-clude Steven Berthelot, Clarence Johnson, HowardJordon, Jason Lee, Renee Mallar, Colleen McDermottand Brandy Piazza. Employees from Equipment Depotthat participated include Chris Aiello, Brian Anderson,Bernie Bowles, Dan Dubois, Casey George, Mike Has-sell, Mike Louis, Lisa Martin, Kevin Taylor, Joe Saultz,Samantha Saultz and Jim Wedoff.

http://www.ragnarrelay.com


ABS NS Records Strong GrowthABS Nautical Systems announced a

year of record growth in 2010, signing 83new clients with a combined total of 1053vessels. In the month of December, 18new customers were signed – a numberthat roughly equates to a new contractsigned daily. New clients signed across theglobe include Chevron, Reederei Offen,Hapag-Lloyd, Donnelly Tankers Manage-ment, Nereus Shipping, Fleet Manage-ment Ltd., NAVSEA and Arab MaritimePetroleum Transport Company.

ABS Nautical Systems opened new of-fices in Vancouver and Shanghai in 2010,and also entered the Vietnam market lastyear with two new contracts.

DSS Rebrands to Rustibus

For more than 30 years they have goneunder the name Dalseide Shipping Serv-ices and have provided the shipping in-dustry worldwide with their patentedchain drum de-scalers. And as part of theirnew rebranding, their offices in Antwerp,Singapore and Houston have changedtheir name to Rustibus. The official namechange will take place February 1, 2011.

Rustibus is now looking to enter the in-dustrial tool market with a new 110Vmodel of their hand held series. Effectivefor vertical areas and as good and depend-able as their current walk behind equip-ment, theR35 is ideal for removing heavyrust and old coatings; in marine and com-mercial applications.

Viking Signs Contract with Stolt Tankers

Viking Life-Saving Equipment reports itis finding success with its Shipowner

Agreement servicing contracts, with thelatest being the signing of a liferaft ex-change contract with Stolt Tankers BVworldwide. With a fleet of more than 70deep draft tankers, and more than 80coastal tankers and inland tankers, StoltTankers operates one of the most techni-cally advanced tanker fleets in the world.Stolt Tankers vessels will receive Vikingliferafts, which will simply be exchangedas their certificates expire.

www.VIKING-life.com

New Polaris Skjold High Speed NavSimulator

The official inauguration of the newKongsberg Maritime delivered Polarisship's bridge simulator at the Royal Nor-wegian Naval Academy in Bergen tookplace earlier this year. The specially de-veloped 1:1 simulator features a 240 de-gree visual system offering realisticscenarios for officer training. It is designedas an exact replica of the bridge aboard theSkjold class MTB (Missile TorpedoBoats), which are regarded as one of thefastest warships in the world with speedsof more than 60 knots/h (110 km/h). TheSkjold simulator features advanced soft-ware that simulates the Skjold MTBmovements at sea and is interfaced to realnavigation equipment, also delivered byKongsberg Maritime, comprising: 3 xmultifunction displays including Kongs-berg ECDIS and radar, 2 x operator chairs,AP 2000 adaptive autopilot, custom madebridge consoles and a voyage datarecorder (VDR) in addition to the opera-tor panels and control systems for four gasturbines.The Royal Norwegian NavalAcademy is a University College provid-ing bachelor's degrees in military studiesfor officers in the Royal Norwegian Navy.The program is recognized for its combi-nation of theory and practical exercises,and the Skjold simulator will be essentialfor training officers in navigation, tacticalmaneuvering, decision making and rou-tines onboard the vessels.

110-Year-Old Ship to Become Floating Health ClinicThe preservation of an important historic vessel is

doing more than protecting the past, it’s saving livesin the future. This timeless icon of maritime historyis being transformed into a mobile healthcare clinic,thanks to the collaboration of several maritime or-ganizations who know how to give back. Christina DeSimone, President and CEO of Future

Care, Inc. and the founder of the People Reaching OutFoundation announced support of The ChauncyMaples Project, Lake Malawi’s first mobile healthclinic. Through this support and that of other organi-zations, the M/V Chauncy Maples, a 110 year old shipand the oldest floating ship in Africa, will be used totreat Malawians living around this 350 mile lake.

DeSimone

Advanced Polymer Coatings (MarineLine)PO Box 269Avon, OH 44011 www.adv-polymer.com David Keehantel: 440-937-6218fax: 440-937-5046email: [email protected]: Cargo tank lining manufacturerProducts: MarineLine — high performance cargotank lining system

BioCoatings LLC1007 N Federal Hwy Suite 227Ft. Lauderdale, FL 3304 www.biocoatings.org Janet Simmonstel: 866-201-2877fax: 866-201-2877email: [email protected]: BioCoatings is a marketer of environmentallyfriendly VOC compliant “green” products - primers,paints, coatings and sealers for concrete, wood andrubber — for marine, industrial, commercial andhome improvement markets

Blastech Mobile LLC12400 Highway 43 NorthAxis, AL 36505 www.blastech.com Tervor Nealetel: 519-754-3722fax: 519-753-1453email: [email protected]: Specialist applicator of protective coatingsand liningsProducts: Blast and primed steel plate

Calico CoatingsP.O.Box 901Denver, NC 28037 www.calicocoatings.com Tracy Trottertel: 704-483-2202fax: 704-483-2145email: [email protected]: Calico Coatings is customizing coating solu-tions that reduce friction and wear, save fuel and in-crease performance for their clientsProducts: Applies performance coatings to a widearray of items ranging from bearings to wrist pins

Coating Systems and Supply, Inc.11479 Darryl Dr.Baton Rouge, LA 70815 www.coatingsystemsandsupply.com Mike Leatel: 800-867-3127fax: 225-272-6385email: [email protected]: Supplier of high performance marine, indus-trial and specialty coatingsProducts: Epoxies, enamels, urethanes, cargo tanklinings, lead abatement materials

The Columbia Group-Rosenblatt ShipDesign Division1201 M St. S.E., Suite 020Washington, DC 20003 www.columbiagroup.com John Dellertel: 202-608-8443fax: 202-544-5645email: [email protected]: TCG supports the U. S. military in acquisi-tion, program and financial management, logistics,engineering, and design, fabrication and testProducts: TCG-RSDD provides ship coatings solu-tions for underwater hull, tanks and non-skid, includ-ing the selection of speciality coatings; devolpsspecs and performs 3rd party evaluations

ComCor Tech, LLC30529 East Mill RunMilton, DE 19968 www.comcortech.com Christopher Mooretel: 302-644-14535fax: 302-644-1437email: [email protected]: ComCor Tech provides tank cleaning, sur-face preparation and coating services to the com-mercial marine and cruise ship industriesProducts: Provider of tank cleaning of all types,water blasting, slurry blasting, high solid paint appli-cation

DeFelsko Corporation802 Proctor Ave.Ogdensburg, NY 13669 www.defelsko.com Terry LaRuetel: 315-393-4450fax: 315-393-8471email: [email protected]: U.S. manufacturer of coating thickness gagesand inspection instrumentsProducts: PosiTector, PosiTest, PosiPen

Ecorr Systems, Division of Root Interna-tional, Inc.288 Cindy Lou PlaceMandeville, LA 70448-4632 www.ecorrsystems.com Roland Ledet, VPtel: 985-624-9782fax: 985-674-5370email: [email protected]: Distributor of corrosion control products

Epmar Corporation/SynDeck13240 Barton CircleWhittier, CA 90605 www.epmar.com tel: 562-236-1175fax: 562-944-9958email: [email protected]: Full line of ultra lightweight underlaymentsand systems to meet the toughest performancestandardsProducts: Underlayments, Membranes, Coatings,Bond Coats, Grouts, Adhesives, Sealers

Elzly Technology Corporation833 Wesley AveOcean City, NJ 08226 www.elzly.com Pete Aulttel: 609-545-8751fax: 609-545-8752email: [email protected]: Corrosion and coatings consultantsProducts: Consulting engineering services, inspec-tions, surveys

Hempel USA Inc.600 Conroe Park North Dr.Conroe, TX 77303 www.hempel.com tel: 936-523-6000fax: 936-523-6073email: [email protected]: Hempel USA Inc manufactures and commer-cializes marine and industrial coatingsProducts: Silicone, antifoulings, ballast tanks, cargoholds, cargo tanks, epoxies, shop primers and more

Interbay Coatings, Inc.3209 E. 3rd. Ave.Tampa, FL 33605 www.InterbayCoatings.com Scott Lancastertel: 813-242-4100 email: [email protected]: Distributor for International Paint Co.Products: Marine coatings

International Paint LLC6001 Antoine Dr.Houston, TX 77091 www.international-marine.comJohn Kellytel: 713-684-1221email: [email protected]: International Paint has over 800 qualifiedtechnical staff around the world, many qualified toNACE Coating Inspector Level II, FROSIO InspectorLevel III or equivalent; Backed up by 16 manufactur-ing plants, operations in 60 countries, 13 specialistmarine laboratories and over 500 delivery pointsworldwide

Jotun Paints Inc.P.O.Box 159, 9203 Highway 23, Belle Chasse, LA 70037 Tel: 800 229 3538Fax: 504 394 3726E-mail: [email protected] Over 15,000 vessels protected by Jotun Jotun offers sophisticated products that effectivelyprevent corrosion and fouling on any vessel. Morethan 600 coating advisors are on hand to ensureoptimum results.

NGF Canada Ltd255 York Rd.Guelph, ON N1E3G1 Canadawww.ngfcanada.com Jason Martintel: 519-823-7323fax: 519-836-4052email: [email protected]: Manufacture/distribution of glass flake addi-tiveProducts: Microglas glass flake as paint/coating ad-ditives for enhanced corrosion protection

Ocean and Coastal Consultants35 Corporate Drive, Suite 1200Trumbull, CT 06611 www.ocean-coastal.com Dan Kinardtel: 203-268-5007fax: 203-268-8821email: [email protected]: Marine and coastal engineers with on staffprofessional engineer diversProducts: Corrosion evaluation and consulting

PEL Associates1084 Shennecossett Rd.Groton, CT 06340 www.pelassociates.com Mort Wallachtel: 860-448-6522fax: 860-448-6522email: [email protected]: New product developmentProducts: Sensors & coatings, antifouling systems

Platypus Marine Inc.102 North Cedar St.Port Angeles, WA 98363 www.platypusmarine.com Charlie Cranetel: 360-808-4303fax: 360-452-9881email: [email protected]: Full service shipyard-Products: Painting, modifications, steel, wood, fiber-glass, aluminum

Port Supply500 Westridge Dr.Watsonville, CA 95076 www.portsupply.com Steve Hylandtel: 800-621-6885 ext. 4436fax: 831-768-5436email: [email protected]: Wholesale marine items at competitivewholesale pricingProducts: Specialty antifouling and bottom paints

Seacoat Technology, LLC11215 Jones Rd. West, Suite HHouston, TX 77065 www.seacoat.com John Bowlintel: 832-237-4400fax: 832-237-4414email: [email protected]: Siloxane foul release coatingsProducts: Sea-Speed V5

Sea Shield Marine Products17907 Arenth Ave.City of Industry, CA 91748 www.seashieldmarine.com Gregg Macellventel: 800-638-2577fax: 626-854-0931email: [email protected]: ManufacturerProducts: Zinc, aluminum & magnesium anodes

Sherwin-Williams101 Prospect Ave.Cleveland, Ohio 44115 http://protective.sherwin-williams.com/coatingstel: 800-524-5979fax: 440-826-1989email: [email protected]: Sherwin-Williams offers a full line of top-side, ballast and hull coatings

SIPCO Surface Protection, Inc.2798 East Harbor Dr.San Diego, CA 92113 www.sipcosp.com Peter Lignos

tel: 619-807-6504fax: 619-595-0112email: [email protected]: Corrosion control, blasting, painting, generalservicesProducts: Abrasive blasting, water-jetting, protectivecoatings, general maintenance painting

Substructure, Inc.P.O. Box 4094Portsmouth, NH 03802 www.substructure.com tel: 603-436-1039fax: 603-431-1032email: [email protected]: Substructure, Inc. provides marine industrialservices to commercial and government organiza-tions worldwide; Underwater capabilities includeultra-high-resolution hydrographic surveying andmapping, epoxy marine pile encapsulation and cor-rosion control for structures and vessels

Thermal Spray Solutions, Inc.1105 International Plaza, Suite BChesapeake, VA 23323 www.thermalsprayusa.com Chris Nicholstel: 757-673-2468fax: 757-673-3128email: [email protected]: Thermal Spray Solutions, Inc. is a full-servicethermal spray facility featuring rotating equipmentrepair, corrosion control and HVOF coatings as hardchrome replacement on hydraulic cylinder rods

Whitehall Management Int’l, Inc.6 Village Dr.Mahwah, NJ 07430 www.fujihuntsmartsurfaces.com Jim Bambricktel: 210-819-5274fax: 210-825-2740email: [email protected]: FUJIFILM Hunt Smart Surfaces, LLCProducts: Duplex foulant release silicone hull coat-ing system

Wilson Walton International3349 Route 138, Bldg. B, Suite BWall, NJ 07719 www.wilsonwalton.com Patrick Robinsontel: 732-681-0707fax: 732-681-6118email: [email protected]: Marine corrosion control specialistsProducts: Sacrificial anodes, impressed current ca-thodic protection (ICCP), marine growth preventionsystems (MGPS)

Xiom corp.78 Lamar St.West Babylon, NY 11704 www.xiom-corp.com Jeff Zerotel: 631-643-4400fax: 631-643-4111email: [email protected]: Manufacture of environmentally friendly poly-mers for thermal spraying and portable equipmentfor applying polymer powder coatings on site with-out the need for ovensProducts: Marine vessel hull protective coating,chemical protection coating, polyethylenes, poly-esters, nylons, thermal spray equipment

ZRC Worldwide145 Enterprise Dr.Marshfield, MA 02050 www.zrcworldwide.com Lorraine DeWaldtel: 781-319-7211fax: 781-319-0404email: [email protected]: Manufacturer of high-quality zinc-rich, anti-corrosion coatingsProducts: ZRC, Galvilite, ZRC-221 cold galvanizingcompounds; ZRC Zero-VOC water-based zinc coat-ing

DIRECTORY COATINGS & CORROSION CONTROL



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


Employment/Recruitment • wwwMaritimeJobs.com


Professional ● www.MaritimeEquipment.com


Professional ● www.MaritimeEquipment.com


Products & Services ● www.MaritimeEquipment.com


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

27 Jeppesen Marine (Norway) . . .www.jeppesen.com/marine . . . . . . . .47 51 46 47 00

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

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

27 Loipart . . . . . . . . . . . . . . . . . . . .www.loipart.com . . . . . . . . . . . . . . . . .0 32 2 668 385

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

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

7, 9 Military Sealift Command . . . .www.sealiftcommand.com . . . . . . . . .(888) 228-5509

17 MTU Detroit Diesel . . . . . . . . . .www.mtu-ironmen.com . . . . . . . . . . .(313) 592-7000

54 NEVA 2011 . . . . . . . . . . . . . . . .www.transtec-neva.com . . . . . . . . .44 1449 741 801

39 Oceanic Consulting . . . . . . . . .www.oceaniccorp.com . . . . . . . . . . . .(709) 722-9060

10,56 OceanTechExpo . . . . . . . . . . . .www.oceantechexpo.com . . . . . . . . .(561) 732-4368

41 Pima Valve . . . . . . . . . . . . . . . .www.pimavalve.com . . . . . . . . . . . . . .(520) 796-1095

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

22 Rustibus . . . . . . . . . . . . . . . . . . .www.rustibus.com . . . . . . . . . . . . . . . .(832) 203-7170

3 Scania USA . . . . . . . . . . . . . . .www.scaniausa.com . . . . . . . . . . . . . .(210) 403-0007

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

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

53 Smith Maritime . . . . . . . . . . . . .www.smithmaritime.us . . . . . . . . . . . .(904) 284-0503

C3 SNAME . . . . . . . . . . . . . . . . . . .www.snameexpo.com . . . . .Please visit our website

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

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

11 Ward's Marine Electric . . . . . . .www.wardsmarine.com . . . . . . . . . . .(800) 545-9273

52 Washburn Doughty . . . . . . . . .www.washburndoughty.com . . . . . . . .207-633-6517

33, 35, 37 Wilhemsen Ships Equip. . . . . .www.wilhelmsen.com . . . . . . . . . . . .47 67 58 40000

26 WQIS . . . . . . . . . . . . . . . . . . . .www.wqis.com . . . . . . . . . . . . . . . . . .(212) 292-8700

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

Page# Advertiser Website Phone # Page# Advertiser Website Phone #10 ABS . . . . . . . . . . . . . . . . . . . . . .www.eagle.org . . . . . . . . . . . . . . . . . . .(281) 877-5861

14 Alaska Ship and Drydock . . . .www.akship.net . . . . . . . . . . . . . . . . . .(907) 225-7199

13 Alfa Laval Tumba AB . . . . . . . .www.alfalaval.com . . . . . . . . .Please visit our website

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

23 Boll Filter Corporation . . . . . . .www.bollfilter.com . . . . . . . . . . . . . . . . .800- 910-2655

29 Brunvoll A/S . . . . . . . . . . . . . . . .www.brunvoll.no . . . . . . . . . . . . . . . . . .47 71 21 96 00

47 C.M. Hammar AB . . . . . . . . . . .www.cmhammar.com . . . . . . . . . . . .(800) 828-1131

53 Click Bond . . . . . . . . . . . . . . . . .www.clickbond.com . . . . . . . . . . . . . .(775) 885-8000

2 CMA Shipping 2011 . . . . . . . . .www.shipping2011.com . . . . . . . . . . .(203) 406-0109

25 ComRent International . . . . . . .www.comrent.com . . . . . . . . . . . . . . .(888) 881-7118

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

20 DBC Marine . . . . . . . . . . . . . . .www.dbcmarine.com . . . . . . . . . . . . .(604) 278-3221

39 Delta Wave Communications, Inc.www.deltawavecomm.com . . . . . .(966) 650-9283

41 Diamond Sea Glaze . . . . . . . .www.diamondseaglaze .com . . . . . .(800) 770-0455

19 Donald Sutherland Photo Contestwww.maritimephotographs.comPlease visit our website

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

27 ENWA WaterTreatment AS . . .www.enwa.se . . . . . . . . . . . . . . . . . . . .47 51 63 4300

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

14 GEMAK Shipbuilding Industry & Trading S.A.www.gemak.com . . .90 216 581 2300

4 Governor Control Systems . . .www.mshs.com . . . . . . . . . . . . . . . . . .(954) 763-3660

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

22 IMTRA Corporation- Imtra Advertising..www.imtra.com . . . . . . . . . . .(508) 995-7000

1 Infosat Communications . . . . .www.infosat.com/marine . . . . . . . . . .(888) 524-3038

5 Intellian Technologies . . . . . . . .www.intelliantech.com . . . . . . . . . . . .(949) 727-4498

C2 Japan Radio Company . . . . . .www.jrcamerica.com . . . . . . . . . . . . .(206) 654-5644

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 RaymondC. Pecor

Karl Senner, Inc.supplied Two (2) ReintjesWAF 665 reverse reduc-tion gears, with ratios of4.081:1 for this new con-struction recently added tothe Lack ChamplainTransportation fleet.

Shipyard: EasternShipbuildingPanama City, FL

Owner: Lake ChamplainTransportationBurlington, VT

Azimuthingthrusters

MarineTransmissions

Controllable Pitch Propellers andBowthrusters

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

maritimereporter and engineering news (feb 2011)

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