78746232 maritimereporter january 2012

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

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

J A N U A R Y 2 0 1 2

“We BuildComposites”

Navy’s DDG 1000 deckhouse takes shape at HII

Ship RepairASRY Lays Foundation forGlobal Expansion

Eye on DesignThe Impact of Ships

Technical/LegalBallast Water ManagementTechnologies

OffshoreBergen Bound

InsuranceShipyards: Hotbeds ofIngenuity & Risk

MARITIMEREPORTER

ANDENGINEERING NEWS

COV1 MR Jan.12:COV1 MR May09.qxd 1/9/2012 9:55 AM

PRIME MOVER CONTROLS INC.3600 GILMORE WAY, BURNABY B.C. CANADA V5G 4R8

TEL (604) 433-4644 FAX (604) 433-5570 www.pmc-controls.com

A World Leader in Propulsion Controls

Propulsion Controls for Fixedand Controllable Pitch Propellers

DCH

PCH

MCH

SCH

In Control

0.0 0.0Sync Off

Eng rpm700 7000 026 26185 185

Shaft rpmEng LO psi

JW °F

Idle 700

NEXTSCREEN7ENGINE

MODE

PRIME MOVER CONTROLS INC.

STATIONTRANSFER

RD

DCH

MPC-CP

MPC-XCPMPC-D

COV2,C3&C4 MR June 11:COV2,C3&C4 MR May.09.qxd 6/10/2011 2:08 PM

MR Jan.12 # 1 (1-9):MR Template 1/9/2012 11:29 AM Page 1

contents

2 Maritime Reporter & Engineering News

8 ICEBREAKER FOR SHELLEdison Chouest Offshore completes an icebreaker for oil major Shell,as it seeks to expand drilling ops in Alaska’s Chukchi Sea.

by Susan Buchanan

12 SHIPYARDS: HOTBEDS OF INGENUITY & RISKWhile modern ship fabrication and repair facilities are replete with high-technology, they are also hot spots for risk hazards.

by Ray Martino

14 THE IMPACT OF SHIPSNumerous research projects ongoing simultaneously at MARIN in TheNetherlands study the impact of ships on the world’s environs.

by MARIN Staff

15 CALL TO ELECTRICAL ENGINEERSThe effort to update and rewrite the IEEE-45 Standard for Electrical In-stallations requires more experienced electrical engineers.

by Edward Lundquist

16 ARE BALLAST WATER STARS ALIGNING?With new BWTS mandated globally comes one of the most significantcommerical marine upgrade programs in a generation.

by Dennis Bryant

18 ASRY TURNS 35As Bahrain’s ASRY turns 35, MR tours the yard and meets with man-agement to discuss its massive investment plan to diversify.

By Greg Trauthwein

22 BWTS: CHALLENGES FOR INSTALLATIONA new book called Ballast Water Management: The Guide, examinesinstallation engineering challenges.

24 BERGEN (NORWAY) BOUNDBergen, Norway is home to a cluster of 124 maritime and subseatechnology companies, the gateway to the Norwegian ContinentalShelf. By Clare McIntyre

26 THE LARGEST COMPOSITE STRUCTURE ... EVERThe U.S. Navy’s DDG1000 will feature a composite deckhouse, thelargest composite structure ever built from HII’s Gulfport Center.

by Edward Lundquist

32 ABB TURBOCHARGING GROWS IN CHINAAt Marintec 2011, ABB Turbocharging outlined its plans to start pro-duction in China.

Bahrain BeautyBahrain is home to some of the more modern and innnova-

tive architecture in the Middle East, including its WorldTrade Center which sports 3 large wind turbines.

Oh, and it also features one of the world’s more pro-gressive and aggressive ship repair facilities, the

Arab Shipbuilding & Repair Yard, which counts theUnited States Navy as one of its very good clients.

ASRY recently turned 35 and announced major new facilityinvesment and upgrades, geared toward expanding its

expertise in the Offshore and Power Barge marketsand laying foundation for Bahrain as a Global Maritime Hub

and the Gateway to the Gulf. Full story starts on p. 18

ALSO IN THIS EDITION

6 EDITORIAL14 EYE ON DESIGN16 GOVERNMENT UPDATE29 MARINE PROPULSION UPDATES36 PRODUCTS38 PEOPLE & COMPANY NEWS41 BUYER’S GUIDE42 CLASSIFIEDS48 ADVERTISER’S INDEXSUBSCRIPTION INFORMATIONOne full year (12 issues) $73.00; two years (24 issues)$105.00 in U.S. (Canada & Mexico also)Rest of world one year international $120.00; two years$174.00 including postage and handling. For subscrip-tion information:

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

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

ON THE COVER

26The largest compositestructure ever built, theDDG1000 destroyer deck-house, is taking shape atHII Composite Center of Ex-cellence at Gulfport, Miss. Edward Lundquist reports.

(Pho

to: G

reg

Trau

thwe

in)

MR Jan.12 # 1 (1-9):MR Template 1/9/2012 3:51 PM Page 2

MR May 11 # 1 (1-9):MR Template 4/26/2011 2:21 PM Page 3


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

Tel: (212) 477-6700; Fax: (212) 254-6271e-mail: [email protected] • Internet: www.marinelink.com

FLORIDA • 215 NW 3rd St., Boynton Beach, FL 33435Tel: (561) 732-4368; Fax: (561) 732-6984

MARITIMEREPORTER

ANDENGINEERING•NEWS

PUBLISHERS John E. O’Malley

John C. O'Malley • [email protected]

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

Contributing Editors Dennis L. BryantEdward Lundquist

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

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

PRODUCTIONProduction Manager Oksana Martemy • [email protected]

Production Intern Nicole Ventimiglia • [email protected]

CORPORATE STAFF Manager, Accounting Services Esther Rothenberger • [email protected]

Manager, Public Relations Mark O’Malley • [email protected] - Marketing Jocelyn Redfern • [email protected]

Manager, Information Vladimir Bibik • [email protected] Services

CIRCULATIONCirculation Manager Kathleen Hickey • mrcirc@ marinelink.com

SALES

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

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

Classified Sales Manager Dale L. Barnett • [email protected]; Tel: (212) 477-6700

Advertising Sales Managers

National Sales ManagerJack Bond

[email protected]: (561) 732-1659Fax: (561) 732-8063

Lucia Annunziata Dawn [email protected] [email protected]

Tel: (212) 477-6700 Tel: (631) 472-2715Fax: (212) 254-6271 Fax: (631) 868-3575

Mike Kozlowski Perry Grant Terry [email protected] [email protected] [email protected]

Tel: (561) 733-2477 Tel: (561) 732-0312 Tel: (561) 732-1185Fax: (561) 732-9670 Fax: (561) 732-9670 Fax: (561) 732-8414

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

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

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

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

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

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

POSTMASTER: Send address changes to: Maritime Reporter 118 East 25th Street, New York, N.Y. 10160-1062. Maritime Reporter is published monthly by Maritime Activity Reports Inc. Periodicals Postage paid at New York, NY and additional mailing offices.


MR March 11 # 2 (9-16):MR Template 3/1/2011 11:00 AM Page 15


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

Maritime Reporter/Engineering News is published monthly by Maritime Activ-ity Reports, Inc. Mailed at Periodicals Postage Rates at New York, NY 10199and additional mailing offices.

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

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

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

ISSN-0025-3448USPS-016-750

No. 1 Vol. 74

Member

Business Publications Audit of Circulation, Inc.

www.marinelink.com

MARITIMEREPORTER

ANDENGINEERING•NEWS

All rights reserved. No part of this publication may be reproduced or transmitted in anyform or by any means mechanical, photocopying, recording or otherwise without theprior written permission of the publishers.

EDITOR’S NOTE

Having served as editor of Maritime Reporter & Engineering

News for what is now closing in on 20 years, I am to this day

still amazed by the continued contradictory nature of this

business. Perfect example is this month’s cover which depicts the deckhouse of

DDG1000 —the largest composite structure ever built — a massive structure being constructed and

handled with seemingly the greatest of ease at Huntington Ingalls Industries Composite Center

of Excellence in Gulfport, Miss.

The contradiction?

While there is an amazing infrastructure and effort to make this next-generation technology pos-

sible, it is precisely this type of innovation and infrastructure that is in the budgetary crosshairs, as

the White House is prepared to announce a sweeping change in the way in which it spends on the

military infrastructure, meaning a significant reduction in military spending for the generation to

come.

Don’t get me wrong, as a taxpayer I surely appreciate the need for fiscal control across all cate-

gories. But having just returned from a quick trip to the Middle East, and watching the price of oil

spike in tandem with Iran’s attempt at flexing its naval muscle buds, I find it hard to fathom that our

U.S. Navy — which is already stretched perilously thin on both personnel and physical assets —

will again be asked to do more with less.

While my recent trip was to the Middle East, it was hardly an arduous mission, rather a comfort-

able run to and from Bahrain just before the Christmas holiday. The Arab Shipbuilding & Repair

Yard (ASRY) recently celebrated its 35th anniversary in business, and this, in conjunction with the

inauguration of its $188m, 1.38km Repair Quay Wall, was cause for invite and celebration. ASRY is

an interesting case study, born from and today still owned by the countries that make up the Organi-

zation of Arab Petroleum Producing Countries (OAPEC), including: Bahrain, the Kingdom of Saudi

Arabia, United Arab Emirates, Kuwait, Qatar, Iraq and Libya. In addition to physical structure,

Bahrain has a number of interesting initiatives — from training & education to finance to port infra-

structure — which is geared toward making the Kingdom a global maritime and logistics center by

2030. The report on ASRY and the region starts on page 18.

While in Bahrain — as with an earlier 2011 trip the United Arab Emirates — I was able to wit-

ness first-hand the amazing amount of maritime work and infrastructure building. The region has of

course been impacted by the global economic downturn, and there is the looming presence of politi-

cal unrest in the region. But as a whole, the Middle East presents a compelling business case for

anyone in the global maritime market selling product or service, as the ship repair business is pick-

ing up steam with renewed competition, the offshore oil and gas business is growing in earnest, and

the surrounding ports and infrastructure is rapidly emerging as a key logistics hub, for the Middle

East, India and Asia, and Africa.


MR Oct. 10 # 1 (1-8):MR Template 10/7/2010 2:33 PM Page 3


by Susan BuchananThe M/V Aiviq icebreaker, contracted

by Shell Oil to support drilling inAlaska’s Chukchi Sea, is scheduled to becompleted by Louisiana-based EdisonChouest Offshore in early 2012. The ves-sel, ordered in July 2009, is on track forApril 1, 2012, delivery in Galliano, La.,and will then head north, according toShell Oil spokesman Curtis Smith.

The $200m Aiviq is the largest vesselever built by Chouest, and will be amongthe most advanced and powerful, non-military icebreakers on the waters. Lon-nie Thibodeaux, Chouest spokesman,said the vessel's hull was scheduled toleave the company's North AmericanShipbuilding yard in Larose, La. on Dec.20 for its LaShip yard in Houma, wherethe bridge is being built for final assem-

bly. The Aiviq will travel though thePanama Canal to Alaska this spring.

In order for a ship to be “ice class,” thehull must be thick, and extra girders,beams and bulkheads are needed forstructural integrity. The Aiviq is designedto American Bureau of Shipping A3 ca-pabilities to operate in frigid, minus-40-degree Fahrenheit temperatures, and canslash through a meter of ice with 20 cen-timeters of snow at 5 knots, Smith said.Crafted specially for harsh winter condi-tions, the ship can also work in Alaskathe rest of the year.

The vessel is being built to Interna-tional Maritime Organization's PolarCode 3, and measures 111.8 m long, witha 22-m beam and 22-m draft. “It has hy-brid generators, noise-reduction equip-ment, and meets or exceeds the U.S.

Environmental Protection Agency's Tier4 emission standards,” Smith said. TheAiviq can hold thousands of barrels ofoil. And because it will be stationed farfrom medical facilities, the vessel willhave a hospital on board.

Building the icebreaker has kept morethan 600 workers busy in southLouisiana, helping a region hit hard by anoffshore drilling moratorium in the sum-mer and fall of 2010, following the BPspill. And the Aiviq is expected to createover 100 jobs in Alaska, according toShell.

“Like other vessels in the Chouest fleet,we designed the Aiviq, built it and willoperate it,” Thibodeaux said. “We willcrew the Aiviq, and personnel from Shellwill be on the vessel too.” The icebreakercan accommodate 65 staff in cruise-ship-

like quarters.While South Louisiana, which seldom

sees snow, may be an unlikely place toproduce icebreakers, Thibodeaux said“we built the Nanuq ice-class supply ves-sel for Shell in 2007 and have also builttwo icebreakers for the National ScienceFoundation.” The Nanuq was outfittedwith oil-spill-response capabilities wellbefore the 2010 Macondo spill in theGulf, he noted. The Aiviq is designed towork in tandem with the Nanuq.

Thibodeaux explained that Aiviq meanswalrus in the Inupiaq language, and wasnamed by a 12-year-old girl in Nuiqsut,Alaska in a contest sponsored by Shell.Prior to that, the Nanuq, meaning polarbear in Inupiaq, was named by residentsof the village of Kaktovik.

The Aiviq is designed with the habits of

Chouest To Deliver Icebreaker To Shell

(Pho

to C

ourt

esy

Shel

l)NEWS PROJECT UPDATE

Though located in “snow-less” Louisiana, ECO has good experience building ice-class vessels, including Nanuq (pictured below) ice-class supply vessel for Shell in2007 and two icebreakers for the National Science Foundation.


January 2012 www.marinelink.com 9

marine animals in mind. “We're being asproactive as possible in an effort to re-duce our overall sound footprint,” Smithsaid. “Insonification is a significant issuefor stakeholders who rely on marinemammals for subsistence hunting.” Man-made noises disrupt mammals communi-cating via the emission of sounds inwater, often at great distances.

Smith said Shell has long worked withthe assistance of ice-class vessels off-shore. “Shell drilled the majority of thewells in the Beaufort Sea in the 1980’sand 1990’s, and drilled four of the fivewells ever drilled in the Chukchi duringthat same period,” he said.

Shell Poised For More Arctic DrillingShell plans to drill new wells in the

Beaufort and Chukchi seas in 2012 and2013. The company has invested bil-lions in Arctic leases since 2005 but raninto opposition from environmentalistsand native Alaskan groups. Last August,however, Shell received a Bureau ofOcean Energy Management conditionalpermit to explore for oil in the BeaufortSea, east of the Chukchi. In October, theEPA issued a final air-discharge permitsought by Shell to drill in the BeaufortSea. With that air permit, Shell can useits Kulluk rig for 120 days a year in Arc-tic waters, the agency said. In mid-De-cember, BOEM conditionally approved a

revised, Shell plan to drill six, oil-explo-ration wells in the Chukchi Sea next year.

Together, the Beaufort and Chukchiseas could hold 27 billion barrels of oiland 132 trillion cubic feet of natural gas,according to the U.S. Geological Survey.In comparison, 17 billion barrels of oilhave flowed out of Alaska's Prudhoe Bayfields in the past 30 years.

Icebreaking in the U.S. dates back tothe 1830's for clearing harbors in EastCoast ports. After the U.S. purchasedAlaska in 1867, the Coast Guard --thencalled the Revenue Marine or RevenueCutter Service--began to deal with icyAlaskan waters. In this decade, as climatechange causes polar ice to melt, moretraffic is expected in Arctic waters.Global warming has opened up the Arc-tic in the summer, expanding the timethat drillers and international shipperscan operate without risking ice collisions.

Last summer, Coast Guard comman-dant Admiral Robert Papp warned that ifa big oil spill were to occur in the Arctic,the U.S. lacks the infrastructure andequipment to respond quickly. The CoastGuard says that it needs more heavy- andmedium-duty icebreakers though payingfor them is a challenge. Companies needmore vessels to smash through ice too.For now, foreign vessels are allowed towork in frigid U.S. waters under a JonesAct exemption that expires in 2017.

(Pho

to C

ourt

esy

Shel

l)

Work continues on the M/V Aiviq icebreaker, contracted by Shell Oil to supportdrilling in Alaska’s Chukchi Sea. It is scheduled to be completed by EdisonChouest Offshore in early 2012.



NEWS VESSELS

Groen Orders Two SeismicResearch Support Vessels

Dutch Shipping Company Groen has or-dered two Seismic Research & SupportVessels (SRSV’s) with Maaskant Ship-yards Stellendam (Netherlands), part of theDamen Shipyards Group. Maaskant hasbroad experience in maintenance and re-pair of Offshore Support Vessels. However,an order for SRSV-newbuilds is a first.

The vessels have been designed in coop-eration with Saltwater Engineering(Netherlands) to meet the needs and expe-riences of Shipping Company Groen. Thevessels’ all-weather chase and supporttasks will focus on seismic activity re-search. Both SRSV’s will be 40 m longwith a 9.3 m beam. Two Caterpillar propul-sion units of in total 1940kw (2640pk) willgive the vessels a design speed of 14 knots.They can be deployed worldwide and haveaccommodation for 14 people.

Rolls-Royce, BestwayDebut New Ship Design

Rolls-Royce and China’s Bestway Engi-neering, one year following their an-nounced collaboration on a Joint ProjectTeam (JPT), have unveiled a range of en-ergy efficient ship designs which have beenproduced to meet the future requirementsof the global merchant shipping industry,tailored specifically to meet the needs ofmerchant shipping, where low emissionsand reduced operating costs are key driv-ers. The vessel types include LiquefiedNatural Gas (LNG) carriers, container ves-sels and general cargo ships, all designedto comply with and exceed future emissiontargets. Those designs featuring Rolls-Royce gas engines already meet IMO TierIII requirements on NOx, SOx and CO2emissions, which come into force in 2016.

The new JPT vessel range from 2,500 to37,000 dwt.

Knud E. Hansen A/S and JV partnerABB developed what is described as ahighly fuel efficient 2000 TEU Con-tainer Feeder Vessel, a vessel’s whosemain dimensions have been optimizedfor calling in Bangkok. Propulsion effi-ciency is boosted by an electricallydriven counter rotating ABB Azipodunit, which is fitted behind the directlydriven main propeller. The power bal-ance between the main propeller and theAzipod is approximately 65/35%, andas the Azipod can be turned 360 de-grees, the vessel will have state of theart maneuverability. Compared to a ves-sel with a conventional diesel-directpropulsion system the main engine hasbeen down-sized, and with a corre-spondingly smaller propeller diameterin combination with a low shaft line,ballast water to submerge the propellersin light loaded conditions is generallynot necessary. At 18 knots the main en-gine with its shaft generator will deliverthe entire propulsion power includingthe electrical power for the Azipod unit,the hotel load and the reefer containers.Additional auxiliary power is only nec-essary if higher speeds (up to 21 knots)

are required or if an exceptionally largenumber of reefer containers are carried.

Three auxiliary engines with a totalelectrical power output of approxi-mately 8000 kW are arranged in an aux-iliary engine room, which is completelysegregated from the main engine room.With the main engine stopped, the ves-sel is able to navigate with a speed ofmore than 13 knots on auxiliary powerand the Azipod alone, which provides avery high degree of redundancy andmore than sufficient “return to port” ca-pability.

The vessel has an overall length of172m and a beam of 30m. Deadweightat the Bangkok-max draft of 8.2m is ap-proximately 18,300 tons, while it is ap-proximately 28,400t at the fully loadeddraft of 10.5m.

HFO tanks have been arranged in asimple, square block below the deck-house in order to minimize the need fortrim compensating ballast water andchanges of trim during a voyage. Addi-tionally, the tanks are segregated fromthe sides and the bottom in preparationfor Clean Design Class notation. Spacehas also been prepared in the engine

casing for scrubbers or a SCR system sothat the vessel can be adapted for navi-gating in Emission Control Areas. Thevessel is even prepared for zero-emis-sion port calls, because containers hold-ing batteries can be stored on the aftdeck and connected to the DC grid.

Five tiers of high-cube containers canbe stacked in the holds and six on thehatches. In the gearless version the ves-sel will carry up to 1,448 TEU on deckand 668 TEU in the holds correspon-ding to a total high-cube capacity of2,116 TEU.

As designed, the reefer capacity belowdeck is 438 TEU (or 258 FEU), andwith three tiers on the hatches and fouron the aft deck the capacity on deck is746 TEU (or 370 FEU), giving the ves-sel a total potential reefer capacity of1184 TEU (or 628 FEU).

But with 8000 kW of auxiliary powerinstalled, access to the reefer units ispractically the only limiting factor forthe number of reefers that can be car-ried, so the capacity on deck may be fur-ther increased by higher lashing bridgesaft and/or lashing bridges between thehatches.

BANGKOK-MAX:

Innovative 2000 TEU Container Feeder Vessel


GPA Wins Deisgn Deal forT-AGOR 27

Guido Perla & Associates, Inc. (GPA)won a contract to deliver the RegulatoryDesign and Detail/Production Design forthe T-AGOR-27 Ocean Class ResearchVessel. The basic design was developedby GPA during a NAVSEA sponsored de-sign competition while under contractwith Dakota Creek Industries (DCI) andpartnered with leading marine industryequipment vendors. The Navy-ownedvessel will be operated by the WoodsHole Oceanographic Institution.

GPA will support DCI, a shipyard inAnacortes, WA, near Seattle, throughoutthe construction and delivery of the ves-sel. GPA was hired by DCI to provide abasic design during the Phase I NAVSEAdesign competition. This phase requireddevelopment of an original design of thevessel including hull form, structure,arrangements and systems, and integra-tion of equipment from vendors through-out the marine industry to meet ademanding government specification andlimited budget. GPA’s unique hull formwas optimized for sonar operations andfuel efficiency and was model tested dur-ing this phase to verify conformationwith Navy requirements. This year longprocess involved multiple design reviewsto U.S. Navy and other government or-ganizations and some ABS regulatory re-view. The T-AGOR-27, an advancedoceanographic research vessel, will havethe capability of carrying sufficient sup-plies and support systems to stay at seafor up to 40 days, covering up to 10,000nautical miles and withstanding high seaand wind conditions. These capabilities,combined with the ability to operate 75%of the time during the Pacific Northwestand North Atlantic’s winter months andpowerful ocean exploration equipmentand instrumentation, will provide for su-perior operations. The highly developedequipment includes:• A multibeam seafloor mapping sys-tem for deep and shallow water• A sub-bottom profiler to map sedi-ments below the seafloor• An acoustic doppler current profilerto map currents in the water column• Precise navigation tools for trackinginstruments in the water beneath the ship

• An array of networked sensors tomeasure atmospheric and ocean proper-ties.

The total variable science load, in partstored in up to 2,000 sq. ft. of internallabs and facilities, is 100-200 long tons.These facilities will include a wide vari-ety of lab types with reconfigurable

benches, cabinetry and special electricalrequirements, storage for hazardous ma-terials, repair facilities for equipment andsystems providing uncontaminated sea-water. Besides the indoor facilities, thescientists require a 2,000 ft2 workingarea in the stern up top that can handle arange of temporary equipment, 80 ft2 of

clear deck area alongside one rail, as wellas a range of recovery equipment, in-cluding winches, wires, cranes, frames,booms and others. Other deck areas willbe used to handle incubators, vans, work-boats and other temporary equipment.

The T-AGOR-27 is scheduled for de-livery in late 2014.



By Ray Martino, President,Travelers Ocean Marine

A typical driveway mechanic can openup the hood, dive into a car’s guts andemerge hours later with an understandingof what is wrong. Even if the mechaniccan't get the engine to purr, the situationusually ends up no worse than when hestarted.

A ship repairer has a much trickierchallenge. Whether in a huge marine re-pair facility, sharing his duties with thou-sands of other employees, or on his own,traveling from marina to marina per-forming maintenance and repairs, he usu-ally is dealing with a vessel that was notdesigned for attention on land.

In addition, unlike automobiles that rolloff an assembly line, each essentially likethe others manufactured in that plant,vessels come in all shapes and sizes –each with their own idiosyncrasies. Aship repair professional must often be in-novative in his approach to repairs, de-vising an alternative solution to fit thespecific problem he is facing.

This aspect of shipyard work, while at-testing to the skills and ingenuity of thosewho repair vessels, introduces an elementof uncertainty at shipyards both large andsmall, with danger always only a misstepaway. Fire is a threat, but many other fac-tors add risk as well, ranging from theevolving scope of repairs to the expertiseof subcontractors to the effectiveness ofemergency response plans.

To avoid the pitfalls, shipyards can in-stitute best-practice policies that addressthe issues they face in their day-to-dayoperations. By working with their agentand insurance company, they can tap intoresources that may help them determinethe most effective ways to manage risk.

EMBRACING BEST PRACTICESEach shipyard’s situation – its location,

capacity, scope of work, etc. – is differ-ent. As a result, creating the best plan tomitigate risk begins with a thorough as-sessment of a specific shipyard: its phys-ical plant, the type of vessels handled, thesafety programs in place, the past trackrecord of performance and much more.

A number of issues, however, cutacross all sizes of shipyards and types ofvessel repair work. The following sec-tions highlight several key areas to con-sider when seeking effective riskmanagement.

FIRE SAFETYWhen asking the general public what

can go wrong with ships, the response islikely to refer to the sinking of the Titanicor a headline-grabbing issue with an oiltanker. But based on Travelers’ consider-able experience in the industry, fire islikely the single most important risk thatshipyards should manage to avoid signif-icant losses.

Fire not only injures people, disablesequipment and damages ships already inthe yard for repair, but it can also destroythe capability of the shipyard to continueas a viable business. If the physical plantis rendered unusable for a lengthy periodof time, it can be all but impossible to ful-fill contracts for future work.

When performing welding or other“hot” work, an effective fire-watch pro-gram is critical – and that means not onlytraining employees in the process, butalso making sure that the assignment istaken seriously and that the program isfollowed rigorously. A required two-hourwatch after hot work has been completedmight make the difference between aspark that is spotted and extinguished ora smoldering area that bursts into flamesbecause the watch period is cut short.

CONTRACTUAL PROTECTIONWhen a ship is dry-docked for repairs,

a contract usually spells out what workwill be performed and who is responsiblefor the damage to the vessel during therepair process. During the course of workon the vessel, the scope of the agreed-upon repairs may change. The ownermay request additional work, or the dam-ages may be more extensive than knownat first, requiring more repair tasks in dif-ferent areas. All of this is a common oc-currence for shipyards.

Unfortunately, it is also common forcontract provisions to lag behind thechanges in the work being done. If thepaperwork is ignored and proper adden-dums are not completed when the scopeof work changes, gray areas may emergeif something goes wrong. A contract thatinitially provided ample protection forthe shipyard’s interests may suddenlyhave holes big enough for a damagedship to fall through, presenting the ship-yard owner with unexpected liability andcosts.

Contracts, whether they are with theship’s owner or with subcontractors whoare performing specialized work during

the course of repairs, should include ef-fective provisions for transferring risk. Ashipyard’s legal advisors can determinethe most effective way to indemnify theowners and transfer liability risks. How-ever, it is the shipyard that must makesure contract modifications occur beforeadditional work is authorized.

SAFETY PROGRAMSActivity at a shipyard can remind ob-

servers of an anthill, with large numbersof workers moving quickly in all direc-tions, each busy with a specific task orcollaborating on part of a larger project.But at any moment, equipment can mal-function, a part can come loose and fall,an accident can occur, a vessel can bedamaged or a worker can be injured.

Safety can be – and should be – ad-dressed across the multiple dimensions ofwhat occurs in a shipyard:• Training and orientation. Workersmust have adequate training for the tasksthey are performing, and they should bewell-versed in the appropriate safety pro-cedures. New hires should complete anorientation program so they understandthe scope of the activities in the shipyardand the protocols for ensuring safety.

• Emergency procedures. The shipyardshould have a documented plan for re-sponding to emergency situations that isshared with all employees, reinforced ona regular basis with refresher training,and easily accessible when needed. Theplan should cover circumstances rangingfrom employee injuries to evacuating thepremises in the case of fire to securingthe property and vessels in the face of anapproaching hurricane.

• Equipment maintenance. Accidentscan happen at any time, but they are lesslikely to occur when equipment is well-maintained and working properly. Acrane that malfunctions, resulting in adropped vessel, not only causes a costlydelay but also damages the reputation ofthe shipyard as a reliable custodian of thevessels in its care.

• Control of premises. Subcontractors,delivery personnel, crew from ships un-dergoing repairs – any number of out-siders have reason to enter a shipyard. Ifcontrols are not placed on who comesand goes, with identification required forentry, the shipyard can leave itself open

to liability. A shipyard owner can learnthis the hard way when, for instance, hisworkers help a driver load a truck andwatch him drive away, only to discoverlater when another truck comes for thesame load that the first driver was a cleverthief.

INSURANCE STRATEGYA shipyard may need a variety of ma-

rine insurance coverages, such as hull andliability for workboats, inland marine forequipment, bumbershoot for excess lia-bility, and property coverage for piers andwharves. It may also need all of the cov-erages that any other business requires,including general liability, property, andcommercial auto, to name some of themost common.

While coverage can be obtained piece-by-piece from a number of insurancecompanies, a more effective strategymight be to identify a single companythat can cover most if not all of the in-surance needs the shipyard has. One keyadvantage of this approach is having onlyone company and one team of adjustersif a claim is filed, rather than having mul-tiple insurance companies involved. Thiscan also help to reduce disputes regard-ing which policy is responsible for vari-ous claim expenses. Shipyards will alsowant to weigh the value of business con-tinuity insurance. If a fire puts a yard outof commission, such coverage can helpspeed repairs, pay for the cost of obtain-ing alternative repair facilities, tide acompany over when its cash flow disap-pears, and make the prospects for busi-ness recovery much greater.

A FISH OUT OF WATERWhen a vessel comes in for repairs, a

shipyard faces a delicate task, despite thehardy materials and vast tonnage in-volved. Ships are meant to be afloat.Much like a fish out of water, when theyare not in their element, a lot can gowrong.

Shipyards that adopt best practices,from their handling of fire danger andcontractual obligations to their safetyprograms and insurance strategy, canlimit the risks involved in vessel repair.By working closely with their agent andinsurance companies, shipyard ownersand managers can identify the most ef-fective ways to protect their business andstay afloat, even when the unexpectedhappens.


INSURANCECOLUMN

Shipyards: Hotbeds of Ingenuity & Risk


Wärtsilä will supply the design andpropulsors/positioning system for a se-ries of two new flexible pipe laying ves-sels (PLVs) for advanced operations. Thevessels are to be built at the DaewooShipbuilding & Marine Engineering(DSME) shipyard in Korea. The ownerand operator of the vessels is a joint ven-ture formed between France-based en-ergy industry company, Technip and the

Brazilian oil & gas industry company,Odebrecht Óleo & Gás (OOG). The ves-sels will work on a long-term charter inBrazilian waters for Petrobras.

The contract is a breakthrough forWärtsilä Ship Design in Brazil, and thenew VS 4146 PLV design has been tai-lored to the stringent requirements ofboth the owners and Petrobras. The ves-sels, which have a high pipe lay tension

capacity of 550 tons, are designed toachieve optimal fuel consumption in thedesign conditions, and to meet the needfor efficient flexible pipe laying opera-tions.

They will be utilized mainly to installumbilical and flexible flow lines and ris-ers to connect sub-sea wells to floatingproduction units in waters more than2,500m deep.


Metal Trades CompletesNavy Fuel Barge

Metal Trades completed two doublehull Fuel Barges for the U.S. Navy as asub-contractor to Maybank Industries.The ABS-classed 7,000 barrel bargesare designed to carry diesel and JP-5fuel in four cargo tanks within a 180 x44 ft. hull. The two barges (YON-332and YON-333) were designed by Bris-tol Harbor Group. Metal Trades will belaunching two more double hull bargesin 2012 for the same customer, withfinal delivery to U.S. Naval facilities onthe East Coast.

www.metaltrades.com

Wärtsilä to Design Brazil Pipe Lay Vessels


MARIN (Maritime Research InstituteNetherlands) is involved in several proj-ects examining the effects of passingships. Here we present the many waysMARIN helps to shed light on this phe-nomenon.

BASIN TESTS MARIN’s Shallow Water Basin facili-

tates a wide range of model testing. A re-cent ship passing study again showed thisversatility when two complete harbourswere modelled, including more than4,000 m of their surrounding shoreline.This ship passing study aimed to investi-gate the feasibility of two possible newbarge dock locations at an existing termi-nal in Beaumont. The main objective wasto assess the mooring line loads on twobarges moored in the dock when a vesselpasses. Model testing of passing ship ef-

fects in narrow waterways requires spe-cial attention. Modelling the approach ofthe passing vessel is one of the points thatneeds additional care. When the passingvessel is not accelerated appropriately inthe basin, unwanted shock-type wavespropagate in front of it. For the Beaumontterminal study the model setup of around4,000 m ensured that no shock-typewaves were generated.

An additional point of interest is themodelling of the mooring system.Monopiles, fenders and mooring linescan all be modelled in the basin. How-ever, for this project a numerical modelwas set up for the mooring system of thebarges. The barges were rigidly mooredin the basin and the measured (time-de-pendent), total mooring forces were usedas input for the numerical model. Thismeans different mooring layouts could be

studied without carrying out additionalmodel tests. By changing the harbourdepth and the speed and dimensions ofthe passing vessel in the basin tests andby varying the mooring layout in the nu-merical simulations, a complete series oftests was performed that provided thecustomer with the information theyneeded to continue the project.

Joop Helder & Willemijn Pauw,[email protected]

NUMERICAL TESTS The effects of passing ships on moored

vessels can also be investigated numeri-cally. An investigation was made into theapplicability of MARIN’s in-house toolsto predict passing ship effects. A distinc-tion was made between the flow aroundthe passing ship and the effect of thisflow on the moored ship. When the pass-ing ship sails under a drift angle, or whenthe keel clearance is small, viscous ef-fects are expected to be important. There-fore, the flow around the passing shipwas analysed by the RANS code Re-FRESCO which accurately takes into ac-count the viscous boundary layer and lifteffects on the hull.

The effect of the flow on the mooredship and the resulting forces were thenanalysed using the linear diffraction codeDIFFRAC. For this purpose, a couplingbetween the two codes was made. Pass-ing ship model tests in the Shallow WaterBasin were then used for the validationof the coupled tools. This validationshowed that viscous effects are indeedimportant in the case of drifting ships.Forces on the moored ship can be com-puted with satisfactory accuracy up todrift angles of at least 15 degrees (see fig-ures) and a considerable improvementwas obtained compared to a full potentialflow approach. For small drift angles, apotential flow solution for the passingship turned out to be sufficient.

Serge Toxopeus & Tim Bunnik,[email protected]

COMPUTER MODELLING ANDFULL-SCALE MONITORING

Existing ports have to accommodateships with ever increasing sizes. ROPES,

a new Joint Industry Project, is develop-ing reliable computer models to predictmotions and the mooring loads ofmoored ships and at the same time, it iscontributing to innovative, dynamic berthsystems. Moored ships experience suc-tion effects from passing ships and thisincreases in relation to the restriction ofthe waterway and the size and speed ofthe passing ship. The passing distance isobviously a critical variable. Passingevents can threaten loading and discharg-ing operations in both a safety-relatedand economical sense; excessive motionsmay lead to interruptions, damage andeven to dangerous situations. ROPES isdeveloping a numerical predictionmethod to quantify these effects for arbi-trary ship and port geometries. To inves-tigate the physics of the real world and tovalidate the numerical model an exten-sive, full-scale monitoring campaign isbeing conducted by MARIN.

On May 2, the first series of full-scalemeasurements started at ECT’s Delta Ter-minal in Rotterdam. In close cooperationwith the Port of Rotterdam and the pilotsand boatsmen, MARIN’s Trials & Moni-toring team instrumented the mooringlines with load cells and installed a mo-tion sensor set on each vessel calling intothe terminal around the clock for a periodof two weeks. While building a databaseof passing vessels in the busy harbour ofthe Maasvlakte, moored ships’ motions,line loads, and the metocean conditionswere measured from the moment of ar-rival to departure.

This first series of measurementsspanned six ships being passed by morethan 30 vessels, ranging from feeders tothe very largest container carriers. Whileanalysis continues, the ROPES monitor-ing campaign will continue at three morejetty locations, including a riversidemooring and a ship-to-ship offloadingsite. In phase II the potential of dynamicberthing systems, where the mooring isdynamically controlled from shore, willbe investigated and a control algorithmfor such systems will be developed.

The ROPES JIP is still open for newparticipants. Henk van den Boom &

Eric Wictor, [email protected]

EYE ON DESIGNCOLUMN

The Impact of Ships


ROPES, a Joint Industry Project, is developing reliable computer models to predict motions and the mooring loads of moored ships and at the same time,contributing to innovative, dynamic berth systems.

Passing in theNight (or Day) ...


By Edward LundquistIt’s been a year since we first told you here in Mar-

itime Reporter about the effort to update and rewritethe IEEE-45 Standard for Electrical Installations onShips. At that time, we urged qualified experts tooffer suggestions and volunteer to join in the effortas members of the committee. Thanks to those whoagreed to support the committees work, a great dealof progress has been made, says Moni Islam, chairof the IEEE-45 Standard Coordinating Committee.However, he says, there is still important work to bedone and volunteers are still needed, especially nowthat some of the work is coming to a conclusion.

The IEEE-45 standard was first released in 1920.Although periodically updated—the last time was in2002—the current update is looking at many issuesthat come under the standard, such as design, con-trols, integration, testing and others. “In the processof standards development, we are initiating funda-mentals of design changinghow we will design electricalsystems in ships in the future,”Islam says. “We have a superbteam of experts who are under-taking this very large task, butmore engineers are needed. Wewant to encourage more peopleto help with this effort.”

There are science and tech-nology challenges. New designs for naval shipsmust address power continuity, survivability, safetyand reliability. Managing life cycle costs must beconsidered at the outset. Common architectures,common design tools and standard interfaces willpermit technology upgrades and maintainability andinformation sharing. “This will require us to edu-cate the engineers about these standards and how tobest employ them,” Islam says.

A large number of standards are currently underdevelopment, says Paul Bishop of the Bishop Group,who chairs the P45.3 Systems Integration and P45.4Mission Systems standards teams as well as theIEEE Power and Energy Society’s Marine SystemsCoordinating Committee. Bishop says, “We are in-volved in a new, emerging and rapidly changingtechnology. We are bringing an old technology—electric power—into a new world environment.These standards are establishing the rules for theelectric transfusion.”

Today’s electric ships are so radically different—from power electronics to higher voltages to stan-dard interfaces and superconducting systems—theIEEE standard that governs them has to be totallyrewritten.

The new breed of electric ships must be safe, reli-able and survivable in combat and harsh operatingenvironments. Power continuity, frequently shiftingloads and finite power generation capacity are im-portant factors, and affordability must be balancedwith capability. Total life cycle costs must be de-

signed into the system. Open architectures, com-mon design tools and standard interfaces will per-mit technology upgrades and maintainability andinformation sharing. That’s a big reason why theNavy wants to be involved in the development ofstandards that will have an impact on its future ships,and is embracing this effort wholeheartedly.

“IEEE 45 is the foundation for guiding an engi-neer in the design of a shipboard power system,”says Dr. Norbert Doerry, a technical director at theNaval Sea Systems Command. “Power systems on-board ships have evolved considerably over the re-cent past with the increased use of integrated powersystems, power electronics, and advanced controlsystems. The traditional 60 Hz. AC450 volt 3 phaseungrounded distribution system is no longer the fa-vored option for many ship designs. The ongoingupdate of IEEE 45 recognizes these changes havehappened.”

Doerry says the Navy is in-terested in ensuring IEEE 45remains relevant to warship de-sign principally to reduce de-sign risk and to reduce costs.“If IEEE 45 is written to applyto naval warships, design engi-neers will not need to learnmultiple ways of designingshipboard power systems for

different markets. Likewise, a common set of rulesfacilitates using the same equipment onboard navalships and other ships.”

The standard can also apply to any power man-agement system at sea, such as drill rigs, which arevulnerable to blackout conditions in much the sameway as ships. “I appreciate the offshore industry per-sonnel coming forward with issues which must beaddressed by various communities, such as researchentities, equipment manufacturers, and systems ofsystem designers. We need more work in systemprotection coordination, and then it needs to be sim-plified to meet the guidelines expressed through theIEEE standards. This research must be done beforeit can be addressed at the standard developmentlevel,” Islam says.

Islam is looking to the research community to en-gage and address the offshore issues, provide data,and express the results in a form for practical appli-cations.

He is looking forward to ONR-sponsored Ad-vanced Electrical Power System (AEPS) engineersto share the challenges they are facing to addressprotection coordination issues. He is also lookingto hear from the Variable Frequency Drive (VFD)manufacturers so they can share their issues relatedto the system-level protection challenges.

Islam says the engineers who have worked on thenew standard so far have done an outstanding job.“They have made a real contribution to the profes-sion,” Islam says.

ENGINEERINGCOLUMN

About the AuthorCaptain Edward Lundquist, U.S.Navy (Ret.) is a principal sciencewriter for MCR Federal, LLC.

Navy, IEEE Keep Electrical Ship Standard Current

Call to Electrical Engineers

Qualified electrical engineers and in-dividuals with experience in electri-cal systems in maritime and navalapplications are urged to participatein this important effort to updateIEEE-45.

Contact: Moni IslamEmail: [email protected];

Tel: 504-333-5004



By Dennis L. BryantBallast water was first recognized by

the scientific community as a vector fortransfer of potentially invasive marinespecies more than 30 years ago. It took anumber of years, and acceptance thatzebra mussels had reached the GreatLakes in the ballast water of ships arriv-ing from the Black Sea, before the mar-itime industry generally acknowledgedthat they were part of the problem. Ini-tially, high seas ballast water exchangewas the only available means for remov-ing potentially invasive species from thetanks. That methodology presented risksto the stability of the ship (and the safetyof the crew), as illustrated by the near-loss of the car carrier Cougar Ace in 2006in waters of the North Pacific Ocean justsouth of the Aleutian Chain.

The search for alternative means of re-ducing the risk of introduction of invasivemarine species commenced immediately,but problems quickly arose. Environ-mental advocates could not agreeamongst themselves as to how low therisk should be and what methodologiesshould be acceptable. Some environ-mentalists contended that the ballastwater should be sterilized before dis-charge, making it much more pure thancommon tap water. Some in the marineindustry tried to deny that a problem ex-isted or that, if it did, existing vesselsshould not have to be altered. Some na-tions (and in the United States, some

states, and one city) adopted independentstandards, resulting in a patchwork of re-quirements that continue to vex the ma-rine industry.

Finally, on February 13, 2004, PartyStates approved the International Con-vention for the Control and Managementof Ships’ Ballast Water and Sediments,2004 (BWM Convention). There is a bigdifference, though, between getting at-tendees at an international conference tosign a document as they head out the doorand getting the governments that sentthem to formally ratify and agree to be

bound by a new convention. This hasbeen particularly true with the BWMConvention, where many of the provi-sions were aspirational in that technologyfor achieving the goals of the Conventiondid not exist in 2004.

The BWM Convention did, though, es-tablish standards for measuring the ac-ceptability of ballast water controldevices. As a result, engineers now had aclear goal and began the process of de-signing and testing various technologiesfor meeting those control standards. Ittook several more years, but technologies

were finally shown as meeting the BWMConvention standard. Now, there is acritical mass of approved technologies,providing ship owners an opportunity toselect the system that works best in theirparticular situation. As of August 9,2011, 34 ballast water management sys-tems that make use of active substanceshave received basic approval under theBWM Convention approval process and20 such systems have received final ap-proval.

There is a fly in the ointment of theBWM Convention. Seven years after itspromulgation, the Convention is still notofficially in force. The Convention pro-vides that it will come into force 12months after the date on which not lessthan 30 states, the combined merchantfleets of which constitute not less than35% of the gross tonnage of the world’smerchant shipping, have ratified or oth-erwise accepted the Convention. As ofNovember 30, 2011, the BWM Conven-tion has been ratified by 31 states with26.44% of the required gross tonnage.There are strong indications, though, thatthe threshold for implementation will bemet during 2012, such that the Conven-tion can officially come into force during2013. Based on this expectation, shipowners increasingly are installing ap-proved ballast water management sys-tems in their existing vessels and newvessels are being designed to includethose systems.

COLUMN GOVERNMENT UPDATE


CleanBallast from RWO GmbH - Marine Water Technology, Veolia Water Solutions & Technologies

Are the Ballast Water Stars Aligning?

Ballast Water Management Systems that Use of Active Substances, Received IMO Final Approval Name Country Manufacturer Date of Final ApprovalPureBallast System ...............................................................Norway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alfa Laval/Wallenius Water AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 13, 2007SEDNA .................................................................................Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Degussa GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 4, 2008Electro-Clean ........................................................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . Techcross Ltd. & KORDI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 10, 2008OceanSaver..........................................................................Norway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MetaFil AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 10, 2008CleanBallast..........................................................................Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RWO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 17, 2009NK-O3 BlueBallast System .....................................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . NK Company Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 17, 2009ClearBallast ..........................................................................Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hitachi Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 17, 2009Greenship Sedinox ...............................................................The Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . Greenship Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 17, 2009GloEn-Patrol Ballast Water Mgmt. System................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . Panasia Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 2010Resource Ballast Technologies System ...................................South Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resource Ballast Technologies. . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 2010JFE BallastACE......................................................................Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JFE Engineering Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 2010EcoBallast ............................................................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . Hyundai Heavy Industries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 2010SP-Hybrid BWMS Ozone Version .............................................Japany. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mitsui Engineering & Shipbuilding . . . . . . . . . . . . . . . . . . . . . . . . October 1, 2010ARA Ballast ...........................................................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . 21st Century Shipbuilding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 1, 2010BAlChlor ...............................................................................China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Qingdao Sunrui Corrosion & Fouling . . . . . . . . . . . . . . . . . . . . . . October 1, 2010OceanGuard .........................................................................Norway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Qingdao Headway Technology . . . . . . . . . . . . . . . . . . . . . . . . . . October 1, 2010BalPure ................................................................................Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Severn Trent De Nora . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 1, 2010HiBallast ...............................................................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . Hyundai Heavy Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 15, 2011Purimar ................................................................................Republic of Korea . . . . . . . . . . . . . . . . . . . . . . . . Samsung Heavy Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 15 2011

Source: International Maritime Organization



In the meantime, the US Coast Guardworked to develop a standard for vesselsoperating in US waters. The political willnecessary for the United States to ratifythe BWM Convention was lacking. Aftermuch consensus building, the CoastGuard finally proposed a domestic stan-dard consistent with the internationalstandard, with the proviso that the do-mestic standard would be tightened whenit was shown that technology had im-proved to a significantly higher level. Asof the writing of this article, the CoastGuard final rule is undergoing review atthe Office of Management and Budget(OMB) with publication in the FederalRegister expected for early 2012.

After a federal court ordered the Envi-ronmental Protection Agency (EPA) toregulate ballast water discharges throughits National Pollutant Discharge Elimina-tion System (NPDES), some commenta-tors lost hope that the federal governmentcould develop an internally unified stan-dard. After much consideration, though,the EPA recently proposed that, com-mencing in 2013, covered vessels imple-ment as part of the Vessel General Permit(VGP) program the same standard as thatproposed by the Coast Guard.

Things are not quite as smooth at thestate level. The good news is that Wis-consin recently changed its position andwill only enforce the standard found inthe BWM Convention. California con-tinues to cling to its very high standard,despite evidence that that is no technol-ogy in existence that can achieve the re-quired level of purity. California, though,has extended its deadline in the past andis expected to do so in the future unlessand until a technological breakthrough isachieved. New York State is now thelightning rod on the ballast water man-agement issue. It conditioned the state’sapproval of the EPA VGP program on theinclusion of a ballast water dischargestandard for New York waters similar tothat of California but with a harder dead-

line. New York has grudgingly grantedone brief extension of deadline, but willprovide no signal that further deadlinesshould be anticipated. Meanwhile, de-spite all the evidence to the contrary, itcontends that there is technology avail-able to meet its very high ballast waterdischarge standard.

Some members of Congress have fi-nally decided to address the issue di-rectly. The Coast Guard and MaritimeTransportation Act of 2011 (H.R. 2838)as approved by the House of Representa-tives on November 15, 2011, includes aprovision that would limit the ability ofthe individual states to impose morestringent ballast water discharge stan-dards on commercial vessels than thoseimposed by the federal government. Thebill is now under consideration by theSenate.

It is possible, albeit unlikely, than noneof the potential breakthroughs discussedabove will come to fruition in 2012. It ismore likely that the BWM Conventionwill acquire that requisite ratifications toallow it to come into force; that the USCoast Guard will promulgate its ballastwater management regulation mirroring,in large part, the BWM Convention stan-dards; and that the EPA will publish its2013 VGP program standards followingthe Coast Guard lead with respect to bal-last water management. The fate of theCoast Guard and Maritime Transporta-tion Act is less certain. The coming yearwill see a highly contentious nationalelection campaign, which may provokelegislative gridlock on Capitol Hill. De-velopments at the state level are even lesspredictable. Over all, though, 2012 maybe the year in which stars align for bal-last water management and things finallyget beyond top dead center. These devel-opments will result in even more vesselsinstalling modern ballast water treatmentequipment and will encourage manufac-turers to develop improved ballast watermanagement technology.

About the AuthorDennis L. Bryant, Maritime Regulatory Consulting, Gainesville,FL, Tel: 352-692-5493Email: [email protected]

With the adoption of Ballast Water Treatment (BWT)

systems, market demand is estimated for installations in the

neighborhood of 39,000 ships globally in the next five years



FEATURE SHIP REPAIR

While small in stature at just 760sq. km. with a population of1.2 million, the Kingdom of

Bahrain, an archipelago in the PersianGulf just east of and connected by cause-way to Saudi Arabia, seeks to grow itsstature in the world marine market to be-come a global maritime and logistics cen-ter by 2030. The Arab Shipbuilding &Repair Yard Co. (ASRY), which is cen-tral to this success, last month celebratedseveral key milestones, including the an-niversary of its 35th year in business andthe opening of its new 1.38km RepairQuay Wall, the cornerstone of the ship-yard’s $188 million facilities expansioninvestment program and a signal of theyard’s intent to diversify its operations.While the ASRY event was high-profile,including the official inauguration of thenew Repair Quay Wall by Bahrain’sDeputy King HRH Prince Salman binHamad Al Khalifa, the investment inASRY is just one plank in Bahrain’s 2030strategy which is intent on creating in theKingdom a Global Maritime and Logis-tics Center. “Our major objective is tomake Bahrain a strategic gateway andshipping hub to the northern gulf, whilefurther strengthening ASRY’s role as amajor global player in the offshore, off-

shore repair and other related services tothe shipping industry,” said ASRY’sChairman, Shaikh Daij bin Salman binDaij Al Khalifa.

ASRY’S LONG HISTORYASRY was created as the first ship re-

pair yard in the Arabian Gulf designedspecifically for the dry docking and re-pair of super tankers, and with a single500,000 dwt graving dock, ASRY openedfor business in 1977. ASRY was origi-nally conceived, and to this day is stillowned, by the countries that make upOAPEC (Organization of Arab PetroleumProducing Countries), including Bahrain,Kingdom of Saudi Arabia, United ArabEmirates, Kuwait, Qatar, Iraq and Libya.

ASRY has steadily built its business inthe Gulf and its global reputation, but ithas not been immune from the cyclicalnature of the ship repair business, and haswatched ship repair sales suffer in recentyears in parallel with the ailing globaleconomy and ship owner’s penchant forspending fewer dollars on the upkeep ofships. “I think we have to be optimisticbut we have to be realistic,” said ShaikhDaij. “The market has not rebounded yet,but it will rebound. Ships must be re-paired and maintained.”

Despite the recent and prolonged globaleconomic downturn, though, ASRY faredrelatively well in 2010, repairing 210ships and rigs – a record number – com-pared to 168 the previous year.

According to Chris Potter, ASRY’sCEO for nearly two decades, traditionallythe shipyard maintains an even keel in itsbusiness source, with 50 percent comingfrom the seven Arab owners of the ship-yard; and 50 percent from the interna-tional market. In 2010 that ratio wasskewed more heavily (65%) to the inter-national business; while this year it hastaken a turn (65%) toward Arab owners.

“ASRY was the first ship repair yard inthe Middle East and since its inceptionhas established itself as a leader both inthe region and internationally,” saidASRY’s Chairman, Shaikh Daij binSalman bin Daij Al Khalifa. “I’m de-lighted to say that the baby of the ship re-pair industry in 1977 has matured intotruly a world leader.”

ASRY’s original 500,000dwt capacitygraving dock today is complemented bytwo floating docks capable of accommo-dating vessels up to 80,000dwt and120,000dwt respectively, two of thelargest slipways in the region and 15 re-pair berths. “ASRY has also moved on

from being just a Super Tanker repairer,although VLCC and ULCCs still providea large slice of the yard’s annual work-load, and today you will see every con-ceivable type of commercial vesselundergoing repair, from tugs and offshoresupport vessels, through dredgers, gen-eral cargoships, bulk carriers, and con-tainerships to gas tankers. In recent yearsASRY has diversified even further, espe-cially into the offshore oil and gas mar-kets, especially for the repair of jack-uprigs, and into the technically demandingnaval repair sector,” said Shaikh Daij.“ASRY is truly a world-class ‘one-stop-shop’ for owners’ repair and maintenancerequirements.”

In addition to routine repair, ASRYlooks to the refit business coming withthe adoption of Ballast Water Treat-ment (BWT) systems, a market de-mand that is estimated at 39,000 shipsin the next five years, to help smooth thetraditional troughs inherent to the ship re-pair industry.

Today ASRY is much more diversifiedthen when it opened shop in 1977. Whileship repair remains its staple, it today hasbuilt strong additional business lines in-cluding: the repair of military ships, no-tably garnering a significant share of U.S.

ASRY35 Years Strong & the Cornerstone in Bahrain’s Push to become a Global Maritime Power

by Greg Trauthwein, editor

(Pho

to: A

SRY

)



Navy ship repair business in the region;expanded of its ASRY Offshore Services(AOS) and efforts to service the region’sburgeoning offshore oil and gas businesson both the rig and offshore service ves-sel sides of the business, via the afore-mentioned Repair Quay Wall and200,000 sq. m of offshore fabrication andload-out area; and ASRY recently an-nounced a Joint Venture with U.K.-basedCentrax to design and build a new line ofpower barges to serve growing powerneeds in developing countries globally.

THE NEW REPAIR QUAY WALLASRY’s new 1.38km Repair Quay Wall

is located north east of the existing yardin an area known as the ASRY Basin, andwill essentially fast-track the companyinto the lucrative outfitting and repair ofoffshore structures. The Quay Wall wasdesigned by the UK’s Royal Haskoningand built by Nass Contracting. With analongside water depth of 12m, the newfacility is capable of accommodatingthree 300,000 dwt vessels simultane-ously. Craneage, when installed in March2012, will comprise two level-luffingcranes, running on rails, designed andbuilt by Germany’s Ardelt. The cranes,of the company’s Kranich range of sin-

gle-jib cranes, are lightweight, flexibleunits, offering extremely low mainte-nance and tailored for the demanding re-quirements of shiprepair as well asoffshore rig repairs and installation work.One of the cranes will be a Kranich 1000-47, the other a Kranich 1000-28, bothwith a maximum lift of 30 ton swl.

ASRY’s facilities expansion program isnot just about the new Repair Quay Wall.The investment also includes the con-struction of a 200,000 sq. m. hard stand-ing offshore fabrication area, with loadout quay. “There is a lot of competitionfor small (offshore) vessels in the Gulf,and it takes significantly more marketing,but it is starting to pay off,” CEO Pottersaid.

POWER BARGE BUSINESSIn an attempt to further expand its busi-

ness lines to help smooth the curves ofthe ship repair market, ASRY earlier thisyear joined forces with UK-based powergeneration packaging specialist Centrax,to form a joint venture company ASRY-Centrax Ltd., a joint venture that will todesign and build Power Barges. ASRYhas designed the barges itself, and willbuild them on its two large slipways.ASRY-Centrax’s initial offering is the

TPB125, a self-contained modular elec-tricity generating system which features apair of Rolls-Royce Trend gas turbinestogether producing 125MWe, and indi-vidual barges can be linked together inmultiples and supplied with a a tankerbarge or barges configured for the stor-age of liquid or LNG fuels. Particularcare has been paid to ensuring the envi-ronmental aspects of the operation, andthe barges are designed with double skinfuel and oil tanks, as well as an 80 dBA atone meter sound attenuation.

Prospects for the power barge businessare expected to grow rapidly, particularlyin developing nations where it is increas-ingly difficult to insure and finance land-based structures due to the possibility ofinsurrection attack. Placing the powerstation on barges offshore helps to trans-form the economics of the power project,as the system is further from harm’s way,and can be pulled out altogether in theface of real danger. To accommodate theneeds of developing countries, the 125MWe system size was chosen as optimalprimarily because it enable a relativelyshallow draft (2.6 m) barge, enabling itgreater lanes of access when dredging isnot practical or possible. While companyofficials were hesitant to provide a global

projection for the business in terms ofpower or pricing, they did admit that aparticular Nigerian developer is mullingthe acquisition of “double digit” numbersof barges, and world areas such as the re-building of Iraq will present opportuni-ties.

Depending final outfitting, particularlythe inclusion of key security elements,night vision and helidecks, for example,the 125 MWe power barges will sell forbetween $100m and $125m.

BAHRAIN’S PORT EXPANSIONThe recent opening of the Khalifa Bin

Salman Port (KBSP) is a modern con-tainer port operated by APM Terminals,and another plank in Bahrain’s drive tosolidify it as a global maritime hub. Inparticular, it is seen as a potential hub oftransport to the region, particularly fordestinations in the Upper Gulf.

The Khalifa Bin Salman Port (To datethe port handles about 340,000 TEU peryear (including a call recently from thelargest containership to ever call Bahrain,the 7500 TEU APL Portugal) with a ca-pacity for 1.1 million TEU, and the abil-ity to expand on the current location tomore than 2.5 million TEU/yr. shouldconditions prove right for expansion.

Central to ASRY’s push into the lucrative outfitting and repair of offshore structures is its $188m investment in its new 1.38km Repair Quay Wall which is locatednorth east of the existing yard in an area known as the ASRY Basin,

ASRY’s Repair FacilitiesDock 1 (Graving Dock)Length o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .375mLength o.a keel blocks . . . . . . . . . . . . . . . . . . . .375mWidth o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75mMaximum depth above keel blocks . . . . . . . . .8.85mMaximum crane capacity . . . . . . . . . . . . . . .100 tonsMaximum size of ship . . . . . . . . . . . . . .500,000 dwt

Dock 2 (Floating Dock)Length o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252mLength o.a. keel blocks . . . . . . . . . . . . . . . . . . .235mWidth o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53mClear width between wing walls . . . . . . . . . . . . .44mMaximum depth above keel blocks 9.7mMaximum crane capacity . . . . . . . . . . . . . . . .12 tonsDock lifting capacity 33,000 tonsMaximum size of ship . . . . . . . . . . . . . .120,000 dwt

Dock 3 (Floating Dock)Length o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . .227mLength o.a. keel blocks . . . . . . . . . . . . . . . . . . .210mWidth o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49mClear width between wing walls . . . . . . . . . . . . .40mMaximum depth above keel bocks . . . . . . . . . .9.7mMaximum crane capacity . . . . . . . . . . . . . . . .12 tonsDock lifting capacity . . . . . . . . . . . . . . . .30,000 tonsMaximum size of ship . . . . . . . . . . . . . . .80,000 dwt

SlipwaysDry berth length . . . . . . . . . . . . . . . . . . . . . . . .255mMaximum length between blocks . . . . . . . . . . .140mDraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.50mMaximum size of ship . . .to 5,000 tons displacement

(Pho

to: A

SRY

)



FEATURE SHIP REPAIR

While business demand has not yet material-ized, it is envisioned that the region is poised forrapid near and long-term expansion, driven by aresurgent boom for offshore oil and gas business,and also for the continued reconstruction of Iraq.While KBSP continues to expand, there are anumber of additional port and infrastructure proj-ects in the country that are designed to providean overall positive impact, including:• the construction of a 25km causeway that

will connect Bahrain with Qatar; • the construction of an LNG terminal; • the construction of a building materials

terminal at the old port facility; and • deepening of its navigation channel to 15m.

FUTURE GROWTHASRY’s growth plan for the future will not di-

verge much from its steady, conservative plansince its inception 35 years ago. “We are readyfor opportunities when the time is right,” said saidASRY’s Chairman, Shaikh Daij. “It’s all aboutmarket conditions and timing. The market condi-tions today are not optimized for us to expand, asship repair sales are down while the offshorebusiness is up.”

While he would not supply specific details onwhat, exactly, would constitute the ‘right’ condi-tions, he did admit that the organization is con-sistently evaluating opportunities in the regionand abroad.

Four New Shipyard Tugs to be DeliveredASRY does not engage in the construction of new vessels, as its CEO Potter put it succinctly: “Itis very simply, really: We have found that there has been more money to be made repairing shipsand rigs than building them.” But it does build for its own account, and today it is building a se-ries of four new tugs, delivering the first at the end of 2011. The tugs are a design from Singapore’sSeaTech Solutions International, with a materials package provided by Singapore’s Pacific OceanEngineering & Trading (POET). They replace the yard’s aging fleet of six 32-ton bollard pulltugs, which have been in service since 1977.The tugs meaure 25.8 x 9 x 5m with a molded draft of 4m, and feature Azimuth Stern Drive (ASD)generating a bollard pull of 40 tons with speed, at half load, of 11 knots. While the four boatswere designed for docking and berthing operations within the shipyard, they are also able to per-form coastal offshore towing operations. They feature a compact deckhouse placed well inboard,with spacious aft and fore decks. The wheelhouse provides a 360 degree view, while sky windowsare fitted for enhanced ship handling operations. The hull is constructed of a double chine designwith inclined transom stern and tapered bow. A double-plate skeg provides for good directionalstability. The tugs have a low air draft, enabling them to provide assistance to highly raked shipswhen docking and undocking, as well as maneuvering under mooring lines. The hull is divided intofour watertight compartments, while a heavy sheer strake around the hull, coupled with cylindri-cal fenders at the bow and the stern, provide for enhanced hull protection. Towing bits are locatedforward and aft, plus a combined hydraulic anchor/towing winch on the foredeck. Propulsion isvia two Schottel SRP 1010 CP steerable rudder propeller units with CP inward rotating propellersin nozzles driven by two 1,324kW Yanmar 8N21 resiliently-mounted diesel engines, via cardanshafts, flexible couplings and clutch. Auxiliary machinery comprises two 99kW Volvo Penta dieselgenerators and two 20 cu. m./hr. bilge pumps. Each tug has accommodation for a crew of eight.

(Pho

to: G

reg

Trau

thw

ein)

Shaikh Daij binSalman Al Khalifa Chairman, ASRY and the General Organization of SeaPorts, Kingdom of Bahrain

Shaikh Daij bin Salman AlKhalifa is Chairman of theASRY and GOP Board and Un-dersecretary for Ports Affairs atthe Ministry of Finance. He heldthe position of President of Cus-toms from March 2006 untilJune 2008 and prior to that

Shaikh Daij was Assistant Undersecretary for Foreign Trade atthe Ministry of Industry and Commerce. Other positionspresently held by him include: Chairman of Asry MarketingServices Ltd. (ASRYMAR) and Board Member, United ArabShipping Company and Bahrain Convention and Exhibition Au-thority. Previous positions held by him included: Chairman ofBahrain Airport Company and GCC Patent Office, DeputyChairman, Bahrain Promotions & Marketing Board, and BoardMember of Tender Board, Aluminium Bahrain (ALBA),Shaikha Hessa Girls School and King Fahd Causeway Author-ity. Shaikh Daij holds a BSBA in International Business fromthe American University, Washington, D.C. and a LeadershipManagement Diploma (Gulf Executive Program) from the Uni-versity of Virginia.

The Maersk Idaho, which carries a lot of gear for the U.S. mil-itary in the Middle East, was in ASRY’s massive drydock re-cently for 30 days of general repair.

(Pho

to: G

reg

Trau

thw

ein)



(Pho

to: G

reg

Trau

thw

ein)

ASRY’s Time Line

Bahrain is connected to oil-rich Saudia Arabia via causway,and plans are underway to build a 25 km causeway con-necting Bahrain to the gas-rich nation of Qatar, forwardingthe Kingdom’s ambition to be a leading regional and globalmaritime hub.

•1974 - Dredging and land reclamation for the construction of ASRY starts– costing US $340m

•1977 - Yard officially opened by the late Emir H.H. Shaikh Isa BinSalman Al Khalifa

•1979 - Dock 1 accepts then the world’s largest tanker – World Petronas

•1981 – 1st LNG carrier repaired – 22,041dwt Venator owned by Nor-way’s Peter Smedvig

•1982 – Yard fits world’s largest propeller (11m diameter, weighing 70tons) to the 357,632dwt tanker Wind Escort, owned by Norway’s LarsKrogh

•1988 – ASRY taps fresh water spring on sea bed, a world technologyfirst!

•1991 – ASRY buys two floating docks from US repairer JacksonvilleShipyards and dredging work starts for the arrival of the new docks. At the

same time a new compressed air and service building is built for the float-ing docks

•1992 – The two floating docks arrive in Bahrain after a 70 day tow fromthe East Coast of the USA, via the Suez Canal

•1993 – Seafarers Center opened

•1995 – ASRY becomes the world’s first shipyard to be awarded ISO 9002Quality Certification

•1996 – Yard enters Floating Storage & Offloading (FSO) conversionmarket, with work on the tanker Knock Taggart

•1997 – ASRY opens Sludge Treatment Plant, the first shipyard in theArabian Gulf to do so

•1998 – Successfully drydocks the ULCC Sea Splendour, despite the ves-sel being 7m too long for Dock 1. This tanker spent 155 days undergoingrepair

•1999 – Yard enters the newbuilding market with the construction of theworkboat Shadeed for Kuwait Oil Tanker Co (KOTC)

•2001 – Becomes the first shipyard to achieve ISO 9001:2000 QualityAccreditation

•2006 – Starts construction of new slipways – the largest of their type inthe region

•2008 – ASRY forms new offshore division; ASRY Offshore Services(AOS), to specifically handle oil and gas related work. Opening of newslipways.

•2010 – ASRY becomes first shipyard in the Middle East to achieve ISO28000 & ISO 20858:2010 Quality Certification

•2011 – Sets up joint venture ASRY-Centrax Ltd to tackle the PowerBarge newbuilding market. December sees the official opening of theyard’s new 1.38km repair quay wall and the delivery of the first of fournew shipyard tugs.



Many of the challenges related to en-gineering the actual installation of a bal-last water treatment system have beennoted in the sections describing thetreatment technology factors above.These challenges can be especially acutewhen installing a system on an existingvessel.

Finding solutions to treatment systemback pressure and potential f low rate re-ductions, power consumption demands,control system integration and space re-quirements, as well as access for instal-lation, can be difficult and costly.

While these are worked out with thevendor, design engineer and class soci-ety, the following additional factorsshould also be taken into consideration.

INTAKE/DISCHARGEISOLATION: CROSS-CONTAMINATION

Care must be taken when designingthe piping system modification requiredfor treatment system installation to pre-vent any accidental cross-contaminationof intake and discharge water – a partic-ular concern for systems that redirect themain ballast f low.

Cross-contamination can occur if con-taminated water, either from the seachest or a tank which may require treat-ment prior to discharge, passes througha pipe that is shared by the treated bal-last water being discharged. Valveswhich do not provide a reliable seal mayalso allow some contamination oftreated ballast.

Isolation of intake and discharge flowsis not always possible.

However, in two-pump ballast systemswhere flexibility in the ballasting/debal-lasting time is acceptable, it is recom-

mended that one pump be dedicated forballast intake and one for discharge.Transfers between tanks should be doneby the ‘discharge’ or ‘clean’ pump un-less

SAMPLING AND IN-SERVICE TESTING

Designing proper and convenient sam-pling and testing facilities is an impor-tant part of the installation engineering.Port State Control and other authorizedregulatory officers may, at any time forthe purpose of determining whether theship is in compliance with the dischargerequirements, come on board and takesamples of the ballast water. IMO G2‘Guidelines for Ballast Water Sampling’call for the sampling to be a simple andspeedy process, applicable at the pointof ballast discharge and safe to the shipand crew. The sample volume andmethod for biota collection are key tothe design of the sampling facilitieswhich should include flexible hoses,holding tanks and work area. Unfortu-nately, with the sampling port requiredto be near the discharge that is often lo-cated in the engine room where space islimited, handling of significant quanti-ties of water may be difficult to arrangeor simply impractical.

MAINTAINING BALLASTINGFLEXIBILITY

Full ballast system operational flexi-bility can be maintained with treatmentsystems. However, it may not be neces-sary or cost effective for particular shipsto provide for the treatment of all iso-lated ballast systems on board, maintainmaximum flow rates at all times andprovide for stripping systems (eductors)to continue to be used.

Examples1. A vessel that does not move signif-icant ballast during normal operationsmay not need the treatment system tohandle full pumping f low rates.2. Eductor-based stripping systemsmay not need special attention if the fulltreatment course is completed in thetank before discharge, or if the eductorpower water can be taken from a treatedsource.3. Dedicating ballast pumps for intakeand discharge may reduce f flexibilitybut may simplify piping connections

and lower the risk of cross-contamina-tion.

MAINTAINING BALLASTINGFLEXIBILITY

While for most existing vessels, de-tailed as-built drawings of the ship’s bal-last piping system and engine roomarrangement may not be readily avail-able, gathering of certain relevant infor-mation is important to a smoothinstallation (as well as possible treat-ment selection decisions) and should notbe overlooked. Detailed dimensional in-formation is required for all vessel sys-tems and outfits that may be impactedby the new equipment in order to prop-erly evaluate locations for equipment in-stallation and piping runs and avoidinterferences.

Further, installation sequence planningrequires a detailed understanding ofroutes for equipment access and theminimum clearances available. Avail-ability of suitable equipment liftingpoints also needs to be documented. Ad-vanced techniques using 3-D laser scan-ning technology may be useful in thisregard.

SEDIMENT CONTROLBallast water tanks and their internal

structure should be designed to mini-mize accumulation of sediments andpermit for easy cleaning and mainte-nance. Design guidance of ballast tanksand other design enhancements given inthe G12 Guidelines are to be adhered toas far as practicable. There are also prac-tical steps or procedures that can be im-plemented in the ballast water operationfor sediment control. The recommenda-tions given in the G4 Guidelines, Part A,Section 1.3, are to be adhered to as far aspracticable. Details of the methods andoperational procedures for the sedimentmanagement on board the vessel, in-cluding the disposal of sediments andthe associated safety considerations,etc., are to be documented in the vessel’sballast water management plan(BWMP). The remainder of Chapter 5sets out the installation criteria that mustbe met in order for a ship to gain the op-tional BWT or BWT+ notation fromclass society ABS. These are included todemonstrate the range of technologicalfactors that operators must consider.

FEATURE BALLAST WATER TREATMENT TECHNOLOGY

Ballast Water Treatment Systems

Challenges for Installation Engineering

The following is an excerpt fromChapter 5 - “Ballast WaterTreatment” from “Ballast WaterManagement: The Guide” pub-lished by Fathom, the leadingprovider of market intelligenceproducts and services for themarine and energy industries. The guide has been compiledwith the support of ABS, extend-ing their current publicationsaround ballast water manage-ment. In addition “BallastWater: The Guide” providescompany profiles and criticalanalysis of ballast water treat-ment systems.‘Ballast Water: The Guide’ isavailable to pre-order atwww.fathomshipping.com/Guides and Amazon priced at £95from December 12th. Email:[email protected]



The Hanseatic trading city of Bergen,on the edge of the Norwegian North Sea,has a long maritime tradition. From ship-ping to aquaculture to offshore oil andgas, this is a city whose economic iden-tity is defined by its ties to the sea. Thecity is by far Norway´s largest port, withmore than 13 million metric tonnes ofcargo transported to and from Bergen in2010. Bergen is also the country´s largestcenter for aquaculture and marine scienceresearch, and is home to the Institute ofMarine Research and an active marinescience research centre at the Universityof Bergen.

In addition, since the 1970s, Bergen hasbeen a region of focus for Norway´s off-shore oil and gas industry, given its strate-gic location close to several of Norway´sNorth Sea oil and gas fields. While Sta-vanger remains the Norwegian oil indus-try´s administrative hub, the Bergenregion has established itself as a key op-erational base - today, the Bergen regionis home to 60% of Statoil operations forthe Norwegian Continental Shelf (NCS).

In particular, the Bergen region today isa leader in the field of subsea technology– companies here compete and collabo-rate to drive the development of new so-lutions for subsea oil and gas operations.

Though the term “cluster” is regularlybandied about around the world, the ver-

sion created and touted in Bergen is trueto the send of the work, part of a govern-ment investment in 12 regional groupingsdesignated as Norwegian Centers of Ex-pertise (NCE).

Known as NCE Subsea, the Bergencluster´s activities support innovation, in-creased capacity and internationalization.Because the Bergen region has specificstrengths in after-market activities, NCESubsea is also highly specialized, focus-ing on maintenance, modification and op-erations (MMO).

The cluster is jointly administered byInnovation Norway, SIVA (the IndustrialDevelopment Corporation of Norway),and the Research Council of Norway.

In total, 124 companies and organiza-tions are members of the NCE Subseanetwork, which is led by a board repre-senting the entire Bergen region, as wellas most of the key players in the Norwe-gian offshore and subsea sectors. Statoil,Aker Solutions, FMC, Coast Center Baseand the research organization SINTEFPetroleum Research are all included onthe board, which is led by Chair Mr. ToveOrmevik, OIM at Skarv FPSO for BP.The cluster benefits from the presence ofthe many large oil and gas companies inthe Bergen area. companies like Aker So-lutions, FMC, Statoil and DNV have amajor presence here, alongside local

companies with international reach suchas Framo Engineering and DOF Subsea.Many of these companies are expandingtheir presence and facilities in and aroundBergen.

The financial infusion that comes withbeing named an NCE has also helped thecluster to develop: the cluster organiza-tion receives $900,000 from the Norwe-gian government, for 12 years. NCESubsea also benefits from project fund-ing to supplement its operating budget.

Thanks to this support from the Nor-wegian government and additional con-tributions by members, the clusterorganization itself is not profit-driven.But it is very clearly business-driven, andfocussed on creating economic opportu-nities for members and partners.

EXPANDING INFRASTRUCTUREThe official designation of the cluster

in 2006 gave new profile to the Bergenregion´s strengths and has encouragedcompanies to invest and develop in theregion. Many companies are undertakingaggressive expansion programs, display-ing their strong confidence in continuedoil and gas-related activity on the Nor-wegian continental shelf.

Twenty minutes outside of Bergen, thebenefits of geographical co-locationwithin the cluster are on display. The

Ågotnes industrial estate, just west of thecity, is home to NCE Subsea´s offices,and also houses facilities of key playersincluding Aker Solutions and Statoil.

Statoil´s main Bergen offices are atSandsli, but its Subsea Pool, which man-ages Statoil´s tools for subsea productionon the Norwegian continental shelf,maintains a facility at Ågotnes.

Aker Solutions´ expanded Ågotnes fa-cility opened in 2009, and is the com-pany´s largest subsea service andmaintenance base worldwide. Ågotnesfocusses on the refurbishment and up-grade of christmas trees used on subseainstallations on the Norwegian Continen-tal Shelf.

Coast Center Base (CCB), which is a50% owner of the Ågotnes estate, alsohas a major facility here for logistics,maintenance and supply activities forNorth Sea oil and gas fields includingTroll – the world´s largest subsea devel-opment – as well as Statfjord, Gullfaks,Veslefrikk, Huldra and Kvitebjørn.

Across the water from Ågotnes, FramoEngineering´s extensive new facility atHorsøy is visible. Framo is a Bergen-based product developer, supplier andsystem supplier, with three main productgroups – pumps and subsea systems,multiphase metering, and swivels andmarine systems.

FEATURE OFFSHORE

Bergen BoundThe Bergen region is home to 60% of Statoil operations for the Norwegian Continental Shelf

by Clare McIntyre

The semi-submersible SongaDelta rig at Coast Centre Base,near Bergen, Norway, for regu-lar 5-year maintenance in No-vember 2011.


Framo, which was fully acquired bySchlumberger in July 2011, purchasedthe former fish-processing site in 2007,and in 2008 began a $171m infrastructuredevelopment. The Horsøy site includes aharbor, a logistics worksite, R&D facili-ties, assembly, and testing, including thefull-scale pressure testing of large sys-tems. At a total of 750 000 sq. m., the sitealso has the potential for co-location ofFramo´s sister and partner companies inthe Bergen cluster.

INNOVATION, COLLABORATIONCompanies in the cluster benefit from

collaboration on subsea technology de-velopment, in many cases supported byStatoil. The Norwegian oil giant, whichFortune Magazine recently named one ofthe world´s 10 most innovative compa-nies, is a major driver of innovation in thesubsea sector, and is collaborating withseveral cluster members on new subseatechnologies.

Statoil has an ambitious goal of achiev-ing production of at least 20.5 millionbarrels per day by 2020. At least a thirdof this new production is projected tocome from current wells, through bothincreased oil recovery and the extensionof their productive lives.

Ove Magne Kallestad, Statoil´s VicePresident of Subsea Technology & Oper-ations, said that technology is essential tomeeting this target. According toKallestad, Statoil is focussed on both thereliable operation of existing wells andthe development of new technology forthe subsea.

Continued operation of existing wellsrequires upgrading and refurbishment ofexisting subsea technology. In Bergen, amajor source of aftermarket activity is theongoing need to refurbish of subseachristmas trees, which control the flow ofsubsea oil and gas.

While the average lifespan of a christ-mas tree is around 20 years, maintenanceof either the tree or the well is typicallyrequired between 5 and 10 years after in-stallation. Many of the trees in use todaywere installed in the 1990s, and now re-quire maintenance and upgrading.

In Bergen, both FMC and Aker Solu-tions have facilities for christmas tree re-furbishment at Ågotnes. Trees can bereturned to their former operating capac-ity, and also upgraded to include new fea-tures and capabilities that have beendeveloped in the past 20 years.

New technology is also critical, andsince 2009 Statoil has been working withFramo Engineering on a subsea boostingsystem which uses Framo´s wet gas com-pressor technology to increase subsea gasproduction.

The compressor, which allows forboosting of gas containing both water andcondensate, is as efficient as a conven-tional compressor and eliminates theneed for upstream treatment of gas. Sta-toil is considering the technology as anoption to maintain production on Gull-faks C beyond 2013, and to increase totalrecovery from the reservoir.

Framo has been working on this tech-nology for ten years, and entered into apartnership and funding arrangementwith Statoil in 2009. The compressor ispresently undergoing testing at Framo´sFusa facility, near Bergen. A decision isexpected in early 2012 as to whether toadopt this technology concept for theGullfaks C field.

Aker Solutions is also working withStatoil to bring to market with a newproduct aimed at improving recoveryfrom mature fields.

Their power and communications sys-tem, known as PodEx, can be used to pro-vide extra power and communicationsability to existing subsea installations,without a wholesale upgrade.

This allows new tools and sensors to beinstalled on existing wells, without dis-ruption. The first PodEx system is cur-rently undergoing integration testing forStatoil's Njord field on the NCS, andAker is expecting that it will be installedin 2012.

Meanwhile, smaller companies, such asindependent Bergen company ClampOn,are also contributing to subsea technol-ogy innovation. ClampOn specializes insubsea ultrasonic sensor technology,building each sensor by hand in their

Bergen facility. Their sensors help com-panies increase oil recovery by providingadditional information to manage theflow of oil and gas.

Their products are non intrusive (they“clamp on” to an existing installation),and can be moved around without the riskof leakage.

ClampOn recently launched its Corro-sion-Erosion Monitoring System (CEM),which allows for observation and man-

agement of corrosion and erosion in sub-sea pipes. This is particularly importantwhen trying to safely extend the life ofexisting wells. The CEM has been in de-velopment for 10 years and uses acoustictransducers to send information about thecondition of a section of pipe. ClampOncurrently has two major orders for thisproduct, one for a BP field life extensionproject in the Gulf of Mexico and one forTotal in the North Sea.


Companies in the cluster benefit from collaboration on subsea technology development, in

many cases supported by Statoil. The Norwegian oil giant, which Fortune recently named one

of the world´s 10 most innovative companies, is a major driver in the subsea sector.

Statoil has a goal of achieving production of at least 20.5 million barrels per day by 2020.



NAVY REPORTFEATURE

Composite materials are used tomake cars, planes and boats, andhave been used to build

minesweepers and small surface combat-ants. Now, the largest composite struc-ture ever built—the DDG 1000 destroyerdeckhouse—has been fabricated in Mis-sissippi and is being shipped to Maine forassembly aboard the future USSZumwalt (DDG 1000).

In this dramatic example of a “sharedbuild,” General Dynamics Bath IronWorks is the lead yard, but the super-structure and hangar are being built atHuntington Ingalls Industries (formerlyNorthrop Grumman Ship Systems) Com-posite Center of Excellence at Gulfport,Mississippi. The composite deckhouse,which sits upon a steel base fabricated atHII’s Pascagoula yard, will be placed ona barge and transported to Bath by sea, atransit of more than 2,000 nm. The deck-house is being built at HII to take advan-tage of the Gulfport facility’s uniquecapabilities with composites.

“We’re a fabrication yard,” says DonnyDorsey, director of operations at Hunt-ington Ingalls Industries Composite Cen-ter of Excellence in Gulfport, Miss. “We

don’t build ships. We build composites.”Dorsey says the facility builds large

ship structures using fiberglass and car-bon fiber, as well as core materials suchas balsa wood.

According to Jay Jenkins, the HII sitedirector at Gulfport, the company is usingthe Vacuum Assisted Resin TransferMolding (VARTM) process for the DDG1000 deckhouse involving carbon fiberfabric, balsa wood, synthetic foam and aresin system.

“We place layers of carbon fiber clothover the balsa core, then seal with a plas-tic vacuum bag connected to the resinsystem. When we evacuate all the air andpull a vacuum on the bag, it draws resinin,” says Jenkins. “When the material issaturated the resin undergoes a chemicaltransformation and cures while inside thevacuum bag.”

Jenkins says this process can be usedfor various sized objects. “We can do bigdecks, including 150x50 foot flat panels.We can use curved molds, or create ver-tical structures. We can build a hull up to300 feet with composites.”

He says composite structures with thesame strength are half as heavy as steel

and a quarter to a third as heavy as alu-minum. Less topside weight improvesstability and has speed and fuel efficiencybenefits. Plus, it doesn’t fatigue andwon’t crack or corrode, and you don’thave to paint it. “Lifecycle costs are dra-matically less,” Jenkins says.

“The biggest benefit is weight,” Dorseysays. “Composites also allow a lot of op-tions for shapes, and gives you the abilityto place systems in the structure, such asantennas, as you fabricate it. You can’tdo that with steel or aluminum.”

In fact, a main feature of the DDG 1000deckhouse is that the antennas—or aper-tures—are embedded directly in thestructure itself.

The deck house is covered with radarabsorbing material. Altogether, with themany ways the DDG 1000 design re-duces signatures, this 14,000-plus tonship has the radar cross section of a smallfishing boat.

VERSATILE CAPABILITY“We can make large units from com-

posites. We build them inverted, so we’reworking hands down, which is best forthe craftsman,” Jenkins says. “The deck-

house will be about 900 tons. Thehangar will be almost 200 tons and is60 feet from side shell to side shell. Thehangar is the largest unsupportedspace ever built for a ship. When com-plete, we turn them over and get themready to be shipped to Maine.”

When major sections of a ship are builtat two different yards, it’s important thatthe modules are fabricated to exactingspecifications to ensure a proper fit.

“Working with composites allows us tobe very precise and accurate,” he says.“We build to a tolerance of 3 mm or less( 1/8th in.). Steel ships have precision toabout a half inch. Our accuracy controlpeople are very busy measuring withlasers.”

The Gulfport facility has built minehunters for the U.S. Navy as well as com-posite masts.

Jenkins says the Gulfport facility isuniquely capable and qualified to buildlarge modular structures, such as deck-houses for combatants.

“We are also building the forward andafter masts for theUSS San Antonio-class(LPD 17) of amphibious ships. These areessentially radomes, where the antennas

DDG 1000 composite deckhouse nearing completion. by Edward Lundquist

“We Build Composites”

(Pho

to: H

untin

gton

Inga

lls In

dust

ries


are inside instead of outside,” Jenkinssays.

USS Arthur W. Radford (DD 968) re-ceived the prototype composite Ad-vanced Enclosed Mast/Sensor System(AEMS) in 1997, upon which the LPD17 masts are based. That mast was fabri-cated at the shipyard facilities inPascagoula, Miss.

“Composites uses different types ofmaterials combined together to achievethe properties and characteristics youwant it to have,” Jenkins says.

“We use the same process to buildthem as we use for DDG 1000, but weuse a foam core and E-glass cloth in-stead of carbon fiber. It’s less expen-sive. The core is ‘frequency selective’foam that allows energy of specific fre-quencies to pass in and out of the mast.For example, energy in the wave-lengths of the SPS 48 3-D air searchradar in the after mast can pass throughthe mast, but other frequencies are keptout. This contributes greatly to thestealth attributes of the ship, not men-tion cutting down on maintenance andprolonging service life of the radar be-cause it’s protected from the harsh ele-ments.”

Jenkins says there are currently shipsin the fleet with stacks that have crack-ing and corrosion. “We could replacealuminum stacks, hangars or super-structures with composites. It’s lighterthan aluminum, and doesn’t crack orcorrode.”

Such a replacement program wouldbe a major undertaking, Jenkins says.But why not build the next generationof Arleigh Burke destroyers—knownas DDG 51 Restart—with compositedeckhouses and hangars?

COMPOSITES VS. OTHER MATERIALS

Unlike steel, composites do not con-duct electricity and does not have amagnetic signature.

The deck house is covered with radarabsorbing material. Altogether, withthe many ways the DDG 1000 designreduces signatures, this 14,000-pluston ship has the radar cross sectionof a small fishing boat.

The drawback for composites is ac-quisition cost. Since buying ships andmaintaining ships are funded by differ-ent budgets, paying a premium to buya ship that has better total ownershipcosts usually doesn’t work out. And,Jenkins says, the steel shipyards buyready-made material, where everythingHII uses at Gulfport must be createdfrom scratch. “We build our own‘steel.’”

Composite can burn, and there is a

toxicity of the resins in the cloth system.But the balsa core acts as an insulator.Balsa will char but it doesn’t really burn,and altogether the composite structuredoesn’t transfer heat the way metal does.On a steel ship, if there is a fire in onespace, the adjoining space will heat up

quickly. But composite acts as an insu-lator and will confine the fire, and basi-cally self-extinguishes itself once the heatsource is removed.

If you held a piece of the compositematerial in your hand, you might think itwould be vulnerable to attack. But, Jenk-

ins says the current structure used onDDG 1000 is comparable to a metallicstructure for ballistic protection. If spec-ified, an aramid fiber like Kevlar could beincorporated into the composite forgreater protection.

The balsa used for the core isn’t a spe-

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

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

SMITH BERGER MARINE, INC.OFFERS A COMPLETE LINE OF

SHARK JAWS • TOWING PINS • STERN ROLLERS

Smith Berger Marine, Inc. 7915 10th Ave., S., Seattle, WA 98108 USATel. 206.764.4650 • Toll Free 888.726.1688 • Fax 206.764.4653

E-mail: [email protected] • Web: www.smithberger.com

SAFE - RELIABLE - ECONOMICAL




NAVY REPORTFEATURE

cial kind of wood. It is imported fromEcuador, and comes in different densi-ties—12, 15 and 20 lbs. per cubic foot.“We use the denser wood where we needgreater stress resistance,” Jenkins says.

“We can make large units from com-posites. We build them inverted, so we’reworking hands down, which is best forthe craftsman,” Jenkins says. “The deck-house will be about 900 tons. The hangarwill be almost 200 tons and is 60 feetfrom side shell to side shell. It’s thelargest unsupported space ever built for aship. When complete, we turn them overand get them ready to be shipped toMaine.”

“Working with composites allows us tobe very precise and accurate,” he says.“We build to a tolerance of 3 mm or less( 1/8th in.). Steel ships have precision toabout a half inch. We do a lot of work

with our accuracy control people meas-uring with lasers.”

Because the carbon fiber is black, it’snot possible to see imperfections such asbubbles or a place where the cloth didn’tbond, Jenkins says every item fabricatedat the plant is inspected with ultrasound.

LARGE SCALEThe HII Gulfport facility is an environ-

mentally controlled facility. “To buildcomposites you need to control tempera-ture and humidity,” says Dorsey. “But’salso a great work force benefit, becauseit can be hot and humid in Alabama, es-pecially in the summer.”

It’s like any other composites facility,Dorsey says, but to a large scale. For ex-ample, the center boasts the world’slargest computer numerically controlled(CNC) saw.

HII found that qualified workers forcomposite structures were not easy tocome by. All employees receive threeweeks of classroom training, and they’retested before they are allowed out ontothe shop floor.

The company also established a U.S.Department of Labor Certified Compos-ite Apprentice Program.

“You can find people with the right skillsets, but if you’re doing something thathasn’t been done before you can’t just gohire them,” Dorsey says. “You have totrain them.”

When the company had difficulty find-ing people with experience fabricatingship sections, they realized they had anuntapped market. Since much of thework with composite structures involvesthe wood core, HII started recruiting peo-ple with carpentry experience. Since the

housing market was depressed in the GulfCoast region, people who were skilledwith working with wood were available.

The first two DDG 1000 deckhouse andhangar assemblies are in production, withthe third—DDG 1002—now under con-tract.

The future of the facility is unclear.Originally planned as a class of 32 ships,then 24, then 7, the Navy finally decidedto build just three Zumwalt-class de-stroyers.. “The business case for this fa-cility is seven,” says Dorsey.

"The Gulfport facility is a national assetin terms of composite capability and ca-pacity,” says Karrie Trauth, Ingalls Ship-building's DDG 1000 program manager.Our shipbuilders continue to prove thison a daily basis with the significant workthey are performing in composites forU.S. Navy shipbuilding programs.”

(Pho

to: H

untin

gton

Inga

lls In

dust

ries


Posted by Keith Henderson, December 20, 2011

MAN Diesel & Turbo energy savingcombination of high efficiency tur-bochargers with power turbine generatorshas already been in use in shore basedpowergen applications. In a recent an-nouncement, shipping line ReedereiHorst Zeppenfeld, Germany has orderedthis system in its first marine application.It will be installed in two 4,700 TEU con-tainer ships presently building by SamjinShipbuilding, Weihai, Shandong, China.The vessels, scheduled for delivery mid2013,. have a LOA of 823 ft (251 m), andare powered by a single MAN B&W6S80ME-C9.2 low speed two stroke en-gine with power output of 27MW.

The increasing efficiency of modernturbochargers means that there is a por-tion of unused exhaust energy available.The Turbo Compound System PowerTurbine and Generator (TCS-PTG)makes use of that excess exhaust energy.

The system diverts excess exhaust, upto 13 percent of exhaust gas flow, fromthe exhaust gas receiver to a power tur-bine that is inserted parallel to the tur-bochargers. The turbo performance andmain engine output is not affected by theuse of the PTG which can extract up tofive per cent of additional power with amaximum of 4,700 kW, depending on thesize of the main engine.

The power turbine drives a generatorvia a reduction gearbox that produceselectrical energy at 50 or 60 Hz. Depend-ing on the ship’s energy requirements, thePTG can supplement or replace onboard

auxiliary gensets.MAN Diesel & Turbo recommend the

TCS-PTG system for marine applicationswith main engines above 20 MW andwhere the electrical power requirement inmore than 10 percent of main enginepower. A payback period for the systemcan be as short as 3 to 5 years, dependingon usage and of course fuel prices.


BLOGS FROM MARITIMEPROPULSION.COM

Join the conversation @ MaritimePropulsion.com— the largest maritime group on the internet which specifically targets the topicof commercial marine propulsion trends and technologies.

VLOC Vale Beijing Next Destination Dry-dock Posted by George Backwell, January 01, 2012Good news and bad for Vale as the Old Year gave way to the New. First the goodnews: after a six month delay since these columns told of the maiden voyage ofVLOC Vale Brasil at long last a Valemax VLOC (Berge Everest) gained China entryto discharge iron ore from the Vale conglomerate’s Brazil minefields. The bad news,also coming before Christmas, concerned another of their juggernauts, Vale Beijing.A few days ago VLOC Vale Beijing was towed off the berth to avoid risk offoundering alongside the Vale iron ore loading terminal at Ponta Madeira, havingearlier reported ingress of water to a partly loaded cargo hold. According to Lloyd’sList a full hull scan by robot device confirmed cracks to the hull with the ship’sthree ballast pumps working around the clock to contain the flow. What is the ex-tent of the damage to Vale Beijing?

Vale Beijing Structural DamageIn a few words, the hull plating was found to have cracked in the vicinity of a waterballast tank, and from there water was making its way into a cargo hold. Vale Bei-jing is classed by DNV whose preliminary inspection reportedly described (in ad-dition to the crack in outer hull plating) fairly substantial internal damage to webframes and longitudinals in the vicinity of the water ballast tank. Informed opinionconsiders such damage a likely consequence of excess localized stresses in the hullstructure sustained while loading the heavy ore. An available dry-dock capable ofhandling the 362 m (1,188 ft) long VLOC is being sought.

Power Turbine Generatorfor Marine Applications

Imag

e C

redi

t: M

AN D

iese

l & T

urbo

SE

Individual parts of the PTG. The system can extract up to 5% of additionalpower with a maximum of 4,700 kW, depending on the size of the main engine.



ABB Azipod Efficiency Gains 2%One of the original creators of podded

propulsion solutions for the maritimemarket announced another breakthroughwhich improves efficiency further. ABBreports that recent modifications to itsAzipod propulsion unit frame designhave seen hydrodynamic efficiency im-proved by more than two percent. Themodifications include a newly optimizedAzipod fin shape and a new pod capstructure, called Xtail. The revised finstructure receives water flow from thepropeller at a new, less acute angle, andits new curved design redirects the flowmore efficiently. The unit’s new X-tail,installed for the pod cap structure,straightens water flow on ejection fromthe Azipod propulsor, minimizing waterswirling.

Royal Caribbean International’s Radi-ance of the Seas was the first cruise shipsto benefit from the new fin shape and X-tail. The modifications to Azipod werecompleted during its drydock visit inMay 2011. Her sailings from May toSeptember witnessed the benefits whencompared to a sister vessel and her pre-vious operational portfolio: more than 2percent in hydrodynamic efficiency im-provement was achieved.

Based on the positive result from thetest, ABB will now include its new fea-

tures in new Azipod XO units and pro-vide refitted services to existing vesselsequipped with older Azipod VO and XOunits.

At the beginning of 2011 ABB togetherwith Eniram introduced Azipod DynamicOptimizer (ADO), a software tool whichoptimizes the Azipod toe angle. The toolhas helped to improve unit efficiency andinitial results from the trial installation onHolland America Line’s Noordam indi-cate that 1.5 percent savings may beachievable on this vessel.

When the Azipod propulsion systemwas first introduced to the cruise marketin 1990s, around an eight percent rise inefficiency was recorded compared to ex-isting ships, in terms of shaft line effi-

ciency, according to the manufacturer.After that, step by step improvementswere made to the Azipod shape, resultingin about another seven percent efficiencyimprovement. Two years ago, when ‘nextgeneration’ Azipod - Azipod XO unitswere launched, another two percent im-provement was achieved. Thus combin-ing this to the recent improvements,Azipod hydrodynamic efficiency has to-tally been improved by more than 12 per-cent compared to the first cruise vesselapplication.

To date, over 100 vessels have beenequipped with Azipod propulsion unitsand more than 240 Azipod units havebeen delivered or are on order.

www.abb.com

MARINE PROPULSON UPDATESTECHNICAL

Azipod with X-tail and optimized fin.

Caterpillar Launches Cat C175-16 MarinePropulsion Engine

Caterpillar introduced the Cat C175-16, the latest in a line of high perform-ance engines designed to meet IMOTier II emissions requirements. TheC175-16 is rated at 2001 – 2168 bkW@ 1600 rpm and 2239 bkW - 2550bkW @ 1800 rpm. The new propulsionengine extends Caterpillar Marine’shigh-speed engine power range beyondthe 3516C-HD engine.

The C175-16 uses ACERT Technol-ogy. Cat ACERT engines feature opti-mized turbocharging and aftercoolingto provide reliable maximum poweroutput. Efficient combustion reducesengine wear and maximizes fuel, driv-ing the C175-16 to pull the maximumamount of energy from each injectionevent.

With a bore of 175 mm (6.9 in) and astroke of 220 mm (8.66 in), the C175-16 features include:

• Turbocharged and aftercooled aspiration

• MCS approved monitoring, alarm, and protection system

• Cross-flow head design• Simplified electrical system

www.marine.cat.com


Imtech Marine won a contract to sup-ply the hybrid propulsion system, con-sisting of diesel electric in combinationwith battery technology to the world’sfirst diesel electric, hybrid seagoing fer-ries. Owned by Scottish company Cale-donian Maritime Assets Limited(CMAL), the two vehicle and passengerRoRo ferries will be built by FergusonShipbuilders of Glasgow. The vesselswill be powered by diesel generator sets,feeding power to a 400 Volt switchboard,which will supply power to permanentmagnet propulsion motors. Innovativegreen technology supplied by ImtechMarine includes two lithium batterybanks of approximately 700kWh, reduc-ing fuel and CO2 consumption by at least20%. The ferries will be operated byClyde and Hebrides Ferry Services, Cal-Mac Ferries, and will be designed for themany short routes around the Clyde andHebrides. With a service speed of nineknots, the hybrid ferries will be able toaccommodate 150 passengers, 23 cars ortwo HGVs.

The vessel design and power configu-

ration additionally realizes 19-24% sav-ings of power input to the propulsionunits over a conventional diesel mechan-ical solution. When in port, the ships willcompletely switch off the propulsion andswitch to batteries and ultimately shoreconnection, which will result in signifi-cant cost savings and further reduction ofthe carbon footprint. Next to a substan-tial reduction in fuel consumption andCO2 emissions, noise levels will also bereduced. The ferries will charge

overnight and in the future the CMALaims to use energy from wind, wave orsolar systems for charging the batteries,making the vessels even more environ-mentally friendly. The ferries will un-dergo a week of sea trials and this will befollowed by an additional 21 days to testthe vessels on all of the routes operatedby CMAL.

The first vessel is expected to be deliv-ered in the summer of 2013 and the sec-ond a month later.

Imtech

Hybrid Propulsion System for Ferries


Volvo Penta IPS Powerin Russian Pilot Boats

Russian state owned company Ros-morport ordered six 14m pilot boatspowered by Volvo Penta´s Inboard Per-formace System (IPS) drive system.Volvo Penta launched its IPS six years.With forward facing propellers andsteerable drive units, IPS is designed todeliver improved performance, reducedfuel consumption and increased on-board comfort. The semi-planing Ros-morport pilot boats will be equippedwith twin IPS450 packages with slowpropellers providing maximum speedof 22 knots. The pilot boats are de-signed by MT-Shipbuilding and will bebuilt by Moscow Shipbuilding &Shiprepair yard. The majority of theboats will be located in Azov and BlackSea area of Russia providing pilot serv-ice in river deltas.


MARINE PROPULSON UPDATESTECHNICAL


At the Marintec 2011 marine tradeshow in Shanghai, ABB Turbochargingannounced its latest move: the start ofproduction in China of its most modernhigh pressure single stage turbochargerfor low speed 2-stroke engines, the A100-L. ABB Turbocharging’s involvement inthe Chinese market started in December1978 with the conclusion of a licenseagreement with the organization that sub-sequently became its joint venture part-ner, Chongqing Jiangjin Turbo & ChargerMachinery Co., Ltd, a subsidiary of theChina Shipbuilding Industry Corpora-tion. In parallel, on the after-sales side aservice network was installed, mainly forturbochargers on the ships of Chineseowners. The ABB Jiangjin Turbo Sys-tems Co., Ltd, joint venture was forgedin 2006 and, as the next step, 2009 sawthe opening of the state-of-the-art tur-bocharger factory in Jiangjin, close to theprevious place of manufacture.

“The driving force behind this progres-sively increasing commitment has beenour strategy of always providing Chineseengine builders and end users full accessto the new products and service offeringsthey need,” said Oliver Riemenschneider,head of the global ABB TurbochargingBusiness Unit. “To get this right, we haveto fully connect with the engine buildersof China, supporting their developmentefforts with our local team of applicationengineers, dedicated to the Chinese mar-ket and constantly in contact with it.”

The feedback gathered from these con-tacts and extensive market researchpointed in the same direction: the timehad come to localize the A100 tur-bocharger generation. “This is triggeredby the expansion of licensed productionof 2-strokes as a result of China’s inten-tion to be the global number one in ship-building,” Riemenschneider said.

The first A100-L turbocharger to leavethe Jiangjin factory “is an example of theA165-L, the smallest A100-L model, andwill be fitted to one of the first examplesof a new, small bore 2-stroke engine to beproduced at the brand new factory of abrand new player in the 2-stroke enginemarket,” Riemenschneider said. “I amtalking about a 6 cylinder model of Wärt-silä’s new 35 cm bore RT-flex35, from aseries being built by Yuchai MarinePower Co. at its recently completed fac-tory in Doumen, in the southwest ofChina.” The engines will be used in a se-ries of 20,000 DWT bulk carriers beingbuilt at a shipyard in Fujian province.

A100-L “During its final development stages an

A190-L turbocharger for low speed 2-stroke engines set a new efficiency recordfor an ABB turbocharger of well over75%,” Riemenschneider said. “Signifi-cantly, the record was achieved at ahigher pressure ratio than the previousbest – the A100-L is capable of produc-ing pressure ratios in the range 4.7 to5.1.” This combination of high pressureratios and high efficiency enables manu-facturers of low speed 2-stroke diesel en-gines to reduce the effects of theso-called “NOx-SFC trade-off”. This isprincipally achieved by transferring thework of compressing the combustion airfrom the piston to the turbocharger, sothat more useful power is available at thecrankshaft. “In daily commercial opera-tion, fuel savings as high as 2 g /kWh arebeing achieved aboard a wide range ofvessel types. For a 50 MW rated low-speed engine burning heavy fuel oil(HFO), and assuming a fuel price of $500per ton, this amounts to savings of $300,000 over a typical 6000 hour operat-ing year,” Riemenschneider said.

Local production of the A100-L meansthe Jiangjin factory now manufacturesmodern turbochargers for both 2-strokeand 4-stroke engines. While growth inshipbuilding is currently the major con-tributor, China is positioning to becomethe most important market for large en-gines in the world overall.

“The diversification we will see in thedemand for turbochargers will set the pat-tern for the future and is mirrored in theunique combination of ownership and de-sign bases we need to supply in China,”Riemenschneider said. “These compriselicensees like Yuchai Marine Power Co.;local Chinese engine builders; joint ven-ture companies bringing together localproducers and western manufacturers;and implants by the leading internationalengine builders. There will be big de-mands on engine system and componentsuppliers like us to cover whole rangesof, predominantly, four stroke applica-tions.”

Looking at specific 4-stroke growthsectors, considerable demand is forecastfor the coastal and inland waterways ves-sels which play such a big part in China’s

transport infrastructure. “As in severalsectors in China, renewal of engines andengine technology will be strongly de-pendent on the introduction of emissionslegislation,” Riemenschneider said.“Judging by the preparations we are see-ing, this will certainly happen and lowemissions engines with acceptable fuelconsumption will require the latest tur-bocharging technology.

In fact, there is even the possibility ofthe Chinese engine industry doing a dou-ble step on engines powering inland andcoastal ships, straight from older dieselsto the latest gas and dual fuel engine tech-nology, given that new reserves of gashave been found in China and a supplyinfrastructure is being installed.”

ABB Turbocharging

Prepping for Growth in China

Oliver Riemenschneider, head of theglobal ABB Turbocharging BusinessUnit.

The factory of ABB Jiangjin Turbo Systems Co., Ltd. is one of the most modernturbocharger facilities in the World.

A100 turbochargers cover a full spec-trum of high, medium and low speedengines. The A100-L (L=low speed)addresses 2-stroke engines with boresfrom 35 cm ( A165-L) to multiple tur-bocharger systems on the largestbore 2-strokes in existence ( A190-L).



Northern Lights, Inc. (NLI) is seekingto redefine the traditional engine roomwith its hybrid-marine solution. NLIcombines its high-performance Luggerpropulsion engines with BAE Systems’HybriDrive Propulsion System.

The system uses a Propulsion ControlSystem (PCS) to efficiently direct powerproduced from the electric generator forimmediate use, or holds it in the EnergyStorage System (ESS) to provide clean,quiet power without the engine, while thepropulsion motor provides power to theprop. The system can be customized to fita myriad of marine applications.

“The entire package is designed to beclean, quiet and environmentally respon-sible,” said NLI vice president MikeMaynard. “Our hybrid-marine solution isdesigned for continuous duty usage andwill reduce both energy waste and fuelcosts.”

With its components fully scalable, theNLI hybrid-marine system is designed toprovide flexibility in engine room layout.It will run not only as a standard electricpropulsion system, but can be configuredinto an auxiliary power kit to provide allof the ship’s service AC power without

the waste and pollution associated withunderloading. The hybrid system caneven be outfitted for accessory power for

modern vessels’ complex systems ofthrusters and winches.

www.northern-lights.com

Northern Lights, BAE Offers Hybrid Propulsion Solution Patent Protection for Hybrid Prop System

Aspin Kemp & Associates (AKA)and Foss Maritime Company with theirtechnology partner XeroPoint Energy,have received U.S. patent protection forits hybrid propulsion and energy man-agement system. AKA, a Canadian sys-tem integrator and marine engineeringcompany partnered with Foss, whichowns and operates one of the largesttug and barge fleets on the U.S. WestCoast, in developing this technology."Diesel engines are designed to opti-mally perform at or near their full loaddesign point," said Paul Jamer, VP ofCorporate Development at AKA."However, many marine vessels oper-ate under variable load requirements.Our system provides operators with theflexibility of a diesel electric systemand the simplicity of a conventionalsystem, without the cost or footprint ofa traditional full diesel electric installa-tion."

The hybrid propulsion and energymanagement system is patented underU.S. Patent 8,062,081 and additionalinternational patents are pending.


TECHNICAL MARINE PROPULSON UPDATES


By Steffen Nyman, C.C. Jensen, Inc.Can your vessel continue operation despite of

water ingress in a thruster?Water in thruster oil systems is a serious problem

costing marine and offshore vessel owners millionsof dollars every year for thruster repairs, oilchanges, down time and dockings. According to anIMCA survey thruster malfunctions accounted for15% of all lost positions from 1991 to 1994 (not in-cluding computer and electrical failures). Anotherlater survey proved that azimuth thrusters failed anaverage of 7.7 times per year and tunnel thrustersfailed an average of 2.8 times per year. This paperdescribes the reasons for water ingression inthrusters, solutions and cases. The main focus is onwater in the gear oil, since this account for the ma-jority of thruster breakdowns. It is not necessary toaccept the problems as unavoidable, as there areproven, efficient methods of removing water fromthe oil, making it possible to continue operating thevessel despite of water ingress in the thruster!

Reasons for water ingression in thruster oilWater ingress occurs mainly as a result of leakage

of the main propeller shaft seal of the thruster, al-though there has been an impressive effort in recentyears by the seal manufacturers to develop meansto prevent this from occurring.

In theory the header tank should prevent waterseepage into the thruster oil, but in reality the watercontamination remains a major problem for the fol-lowing reasons: 1. When the thruster is operating, the shaft seals canperform a pumping action that will overcome thestatic pressure from the header tank. This is gener-ally known, but the mechanics of how it occurs hasnot been investigated fully.

2. The dynamic water pressure created by the pres-sure pulses from the propeller blades on the seal canbe higher than the static head pressure on the oil,causing the water to ingress through the shaft seal.3. Vibration in the ship can cause a slight curvaturein a propeller shaft which will enable water to passthe shaft seal.4. Fishing gear, rope or wire can get caught on thepropeller shaft and destroy the seal.5. If the seal is old, worn or otherwise damaged,water will ingress through it due to the loss ofheader pressure caused by the periodic heaving ofthe vessel in heavy seas.

Shaft seal wear is often caused by particle con-tamination in oil. Even particles less than one mi-cron in size can have an abrasive effect on the seal,since its dynamic tolerance is less than 0.5 micron.

This is an often overlooked factor that will shortenthe expected lifetime and reduce the performanceof the seal.

Though much effort has been put into improvingthe thruster shaft seal, the complexity of the associ-ated problems means that developing the “perfectseal” is still in the future.

Due to lack of solutions, the thruster OEM’s andmany vessel operators have more or less acceptedthe problem of water contamination in thruster oiland the associated maintenance costs. However,water can be removed from thruster oil utilizing asimple, but highly effective solution.

Offline filtrationAn effective offline filter, also referred to as a kid-

ney loop filter, can make a huge difference.Offline filters specifically designed for thruster

gear oil are capable of removing both submicronparticle, varnish deposits and most importantly toseparate water from oil continuously without theneed for replacing blocked filters when a major leakhappens.

Offline thruster filters are incorporating their ownpump which should operate 24/7, typically turningover 10% of the sump capacity per hour, meaningthe whole oil volume is filtered 2-3 times per day.

Most units are fitted with electrical preheaters forenhanced filtration and water separation from theoil when the vessel operates in cold waters, as wellas a by-pass valve/pressure switch for safety whenthe insert need to be replaced. A drain tank is con-venient and should be considered for larger filters.

Many marine and offshore vessel operators world-wide vouch for the performance of offline thrusterfilters since they have experienced reduced mainte-nance costs after less than 6 months operation.

More importantly, a good thruster filter will allowthe vessel to continue operation, despite of water

Thruster Oil & Water Don’t Mix

CJC PTU2 Thruster Filter installed.

Sour

ce: C

.C. J

ense

n



ingress. The optimum is to remove sea water con-tinuously without the need for changing out nu-merous water-logged filter inserts, and to avoid thesalt concentration building up in the oil, which canoccur if evaporative equipment is utilized.

Continuous water separation from thruster oilmay be the edge needed to allow the vessel to con-tinue working and defer the docking to a later date,especially for supply vessels and anchor handlingtugs, this could mean the difference of being ableto complete a delivery/contract without the need tocome off-hire to fix the leak, as this usually meansdry-docking the vessel.

As an extra benefit, a good thruster oil filter willalso take care of the particle and varnish contami-nation in the oil, extending the life of the oil, theshaft seal(s), the gears, bearings and all other com-ponents in the system.

On most thrusters the oil pressure in the voidspace and the lower gearbox is not very high, butthe operation draft can vary 5 – 15 meters on sometypes of vessels and drilling rigs, which will requirehigher pressurized gravity lines to compensate forthis. Ask the thruster manufacturer if in doubt.

This will necessitate the requirement for a higherpressure filter unit.

How offline filters are installed on thrustersThe ideal solution is to take suction from the low-

est part of the lower gearbox. With fixed thrusters,such as tunnel thrusters, this is possible, but with

azimuthing thrusters it is difficult due to the fact thatthey can rotate 360 degrees. However, the circula-tion of the oil is often enough to pick up dirt andwater so that it can be removed with an offlinethruster filter connected to the void space in the top.

The design of some azimuth thrusters do facili-tate the connection of a continuous operating offlinefilter unit to take suction from the lower gear sec-tion where the build up of particles and water occurwhen the thruster is not running.

What can be expected when installing a qualityoffline thruster filter?

Continuous operation will typically be able tokeep the oil cleanliness in regards to particle con-tamination below ISO code 16/14/12 (NAS 5), andthe water level in oil below 500 ppm (0.05%), de-pending on the efficiency of the installed offline fil-ter system.

In many cases water levels lower than 500 ppmcan be achieved, but here the rate of water ingressand the demulsibility of the oil plays an importantrole (the oil’s ability to shed water).

ConclusionIf thruster reliability is important for the opera-

tion of your vessel, then do not hesitate - find aquality and purpose built offline thruster filter andget peace of mind !

Please see attached application stories for resultsobtained in thruster oil systems utilizing offline fil-tration

An azimuth thruster with the ca-pability of installing the suctionfor the offline filter reachingdown to the lower gearbox toallow improved oil circulationduring static conditions of thethruster. This solution may bepossible on the larger thrusters,and some OEM’s have decidedto pre-install oil lines for instal-lation of offline filters.

Source: Rolls-Royce


TECHNICAL PRODUCTS


Omega's New Horizons in Automation Version 30Contains over 100 full color pages of the latest products from Omega’s automa-

tion line: programmable logic controllers, smart relays, enclosures, process meas-urement and control devices, motion control sensors, human machine interface,pushbuttons, proximity sensors, relays and timers, wire connection and more! Acouple of Omega’s popular automation products include the OSC XL “all-in-one”controller and the SCE-3RV series of weatherproof enclosures. A user-friendlyindex is available for easy product search, economical choices, popular modelsand accessories.

Email: [email protected]

AVEVA Space ManagementAVEVA released AVEVA Space Management 12.1, part of the

AVEVA Marine portfolio. AVEVA Space Management automati-cally creates and manages layout drawings that document the sub-division of the ship into spaces with their functional designproperties. It reduces risk in the design of more complex ships suchas cruise ships, naval surface vessels, submarines, ferries and off-shore supply vessels. AVEVA Space Management generates a fullship wide, room-oriented functional definition of the ship design,which can be reused in other design disciplines. As the design evolves decisions regarding the shape andfunctional properties of spaces are recorded and refined in AVEVA Space Management. It supports de-sign decision making for spaces at the whole ship level. This means that the interrelationships betweenthe functional needs of adjacent spaces can be easily handled to ensure that the overall ship design is safe,complies with regulations and is cost efficient.

www.aveva.com/marine

ZAZZ Engineering ATC’s Touch InterfaceZAZZ engineering’s ATC's touch interface, for engine room ven-

tilation control, was conceived from the start to have vibrant graph-ics, intuitive design and the look and feel of easy-to-use, touch-basedconsumer electronics. The ATC (Automated Touch Control) auto-matically controls engine room ventilation monitoring inside andoutside temperature, fan speed and engine room pressure. Poweredby an integrated 24V DC supply, the ATC touch interface isequipped with an Ethernet Port for easy connection to the CPU. Available in two standard screen sizes,8.4" and 10.4” other sizes are available.

Email: [email protected]

New Welding Machine from WSSWilhelmsen Ships Service (WSS) has launched a new, welding machine

that allows operation of three separate welding processes within one unit.The Unitor UWW-161 MP(Unitor Wire Welder- 161 Multi Process) allowsusers to carry out stick-electrode welding, wire welding (MIG/MAG) andTIG welding using a 230 volt single-phase 16 amp slow fuse. Weighing just12 Kg, the machine is fully portable and has been manufactured in compli-ance with CE directives and standards of conformity, with a “touchable”Open Circuit Voltage of only 10 volts, making it extremely safe for ship-board use.

www.wilhelmsen.com/shipsservice

WPT Power Adds Hydraulic Pump DrivesWPT Power announced a new line of Hydraulic Pump Drives. The WPT

Power Pump Drives (PPD) will better equip WPT to meet a more extensiverange of engine driven application needs and extend our ability to work onbroader application requirements. The Power Pump Drives are available forindirect or auxiliary drives, which make them suitable for off highway andmobile equipment. The Power Pump Drive mounts between the engine andthe rugged WPT Power Take-Offs and provides for multiple live or clutchedpumps. The pump drive is self-contained and does not require external lu-



brication or pumps. Internal heat exchangers can be added where required and a variety of options, in-cluding PTO clutches, are available. The WPT Power Pump Drives are available in four different sizes withmaximum torque capacities from 413 lb-ft [560Nm) through 4650 lb-ft [6300 Nm] and operating speedsfrom 2,100 rpm to 3,000 rpm. All units mount to standard SAE housings and provide up to 8 pump mount-ing faces. All Power Pump Drives are provided with flexible couplings on the input side for torsionaldampening.

www.wptpower.com

PPG Debuts PSX ONE CoatingPPG Industries' protective and marine coatings business has introduced PSX(R) ONE coating in the

U.S. for use in protective and marine project applications. As a one-component acrylic-siloxane coating,PSX ONE coating is designed to provide outstanding color and gloss retention in a durable, lower-volatileorganic compound (VOC) formulation that can be applied by brush, roller or spraying. Engineered for in-land marine, petrochemical, water, wastewater and other application segments, PSX ONE coating is ahigh-gloss, non-isocyanate product that complements PPG's existing line of siloxane coatings, includingepoxy-polysiloxane PSX 700 coating, which has more than a decade of proven performance.

www.ppgpmc.com/northamerica

OMNIPURE Marine Sewage Treatment Systems The OMNIPURE Series 55 marine sewage treatment system from Severn

Trent De Nora has been selected for use on four new ultra-deepwater drill-ships being constructed for a subsidiary of Noble Corporation by HyundaiHeavy Industries at its shipyard in Korea. Hyundai Heavy Industries pur-chased eight customized OMNIPURE systems to treat black and gray wateronboard the drillships. Each drillship will be fitted with two OMNPUREsystems, accommodating a total personnel capacity of 210 per drillship. Thefirst set of OMNIPURE systems will be delivered in December 2011, withthe second set due for delivery in April 2012, the third set in November 2012 and the fourth in April 2013.The OMNIPURE Series 55 systems have received Bureau Veritas certification per IMO ResolutionMEPC.159(55) and USCG Certificate of Approval to MEPC.159(55).

www.severntrentdenora.com

Nitrogen Membrane Technology for the Prelude Project

Shell has appointed Norwegian-based AirProducts to deliver Nitrogen Membrane Tech-nology for its Prelude LNG Project to belaunched outside Australia. “Currently, we feelan increasing focus on gas and we are proud to beone of the preferred suppliers in this area, bothfor shipping companies as well as for the pro-cessing industry,” said Tom Cantero, MD AirProducts. More than 60 gas tankers are currentlyon order, leading to the need of large-scale pro-duction plants. Shell is taking a lead and showsan innovative and future oriented approach,which has lead to the decision to move storageand processing facilities close to the fields rather than transporting unprocessed gas over large distances.The new production facility is to be built into the world’s largest vessel, measuring 488 m in length and74 m in width, displacing some 600,000 tons when fully loaded, of which 260,000 tons are steel. Gasproduction is to commence in 2017 and the vessel is expected to stay moored at location for 25 years.The production is estimated to be at least 3.6 million tons of LNG per years as well as Liquid PetroleumGas and condensate for export.

“The order to the Shell Prelude project results from several years of intense development. Air Prod-ucts invented the technology behind membrane-based nitrogen production and we have expressed a clearambition to continue leading the market. We are very proud to deliver to the world’s first floating LNGfacility and see this as an appreciation of our work, quality and products.” Cantero said.


WWS ORDERS FOUR PSVS FROM DAMEN

Newly founded offshore support com-pany World Wide Supply (WWS) or-dered four PSV 3300 CD’s with DamenShipyards. The PSV 3300 CD, built ac-cording to Damen’s E3 principles, is anewly designed PSV for servicing O&Grigs worldwide and is specifically de-signed to perform safely and economi-cally in adverse weather conditions. All

four vessels will be built at Damen Ship-yards Galati, Romania. First deliveryscheduled for early 2013, last deliveryend of 2013. The 80m long vessel has alarge, 720 sq. m. main deck. Damen ben-efited from design input from its Norwe-

gian client WWS and from operationalstudies carried out on Damen PSV’s op-erating in the North Sea and in Brazilianwaters.

A MILESTONE FOR N-KOM AND INTERSLEEK

September 2011 witnessed a milestonefor International Paint and N-KOM, theNakilat-Keppel Offshore & Marine Lim-ited, Erhama Bin Jaber Al Jalahma Ship-

yard, with the coating of three LNG ves-sels marking the application of 10,000liters of Intersleek foul release technol-ogy at the new Qatar facility in less thanfour months since opening. The Al Mar-rouna and Al Areesh, 151,700 cu. m. sis-ter ships operated and managed byTeekay Marine Management and the137,354 cu. m. Doha, which is owned bya Japanese consortium led by NipponYusen Kaisha (NYK Line) and managedby NYK LNG Shipmanagement Ltd.,were all repaired with the Intersleek700system within four weeks, completing theprojects ahead of schedule, with the timesavings afforded by the foul release sys-tem a key factor.

The Al Marrouna and Al Areesh, coatedwith the Intersleek700 scheme at new-building in October 2006 and January2007 respectively, needed only one fullcoat at this latest docking.

CHESAPEAKE TO BUILD 7THTUG FOR VANE

Chesapeake Shipbuilding Corp. of Sal-isbury, MD announced today that it hassigned a contract with Vane Brothers ofBaltimore, MD to build another newocean going tug. The new contract repre-sents the 7th tug that Chesapeake Ship-building will have built for Vane Brothersin just over five years. Construction hasalready begun.

The new tugboat, designated Hull 105,will be nearly identical to the previous sixtugboats built for Vane Brothers. It willbe equipped with twin Caterpillar 3512main engines producing a combined3,000 horsepower, and a single drum hy-draulic winch from JonRie of New Jer-sey. Similar to the previous tugs, the newboat will have comfortable accommoda-tions for seven crew members. The tugwill measure 94-ft. long with a 32-ft.beam, and a 13-ft. depth.

Each Chesapeake Shipbuilding tug isbuilt in a controlled indoor environment,before being moved and launched intoMaryland’s Wicomico River. ChesapeakeShipbuilding has recently made signifi-cant upgrades to its facility to increase itsproduction capacity and efficiency.

Chesapeake Shipbuilding designs andbuilds steel commercial and industrialvessels between 90 and 300 ft. The yardhas upgraded its production capacity sig-nificantly in recent years, by buildingthree new hull fabrication buildings andinvesting in automated equipment.

NEWS PEOPLE & COMPANIES




INGEMANSON PRESIDENT OF VOLVO PENTABjörn Ingemanson, 53, has been appointed new President ofVolvo Penta, as of April 1, 2012, when he will succeed thecurrent President Göran Gummeson, who will retire.

SKOU APPOINTED CEO OF MAERSK LINE Søren Skou was appointed CEO of Maersk Line effectiveJanuary 16, 2012. Skou was previously CEO of MaerskTankers and replaces Eivind Kolding, who leaves to becomeChairman of the Executive Board of Danske Bank.

GL NAMES NEW SVP GLOBAL SALESGermanischer Lloyd (GL) appointed Christian Freiherr vonOldershausen to the newly created position of Senior VicePresident Global Sales. In his new position, he will be re-sponsible for enhancing global sales

NOL CHAIRMAN RETIRESNOL Group said that its Chairman, Cheng Wai Keung, willretire from the NOL Board after its annual general meetingscheduled in April 2012. He will be replaced by Kwa ChongSeng, who was appointed as Director of the NOL Board witheffect from January 1, 2012.

SIGNAL ANNOUNCES PROMOTIONS Signal International announced the promotions of MichaelR. Cook to Vice President of Contracts and Technical Sup-port, Signal International and Andrew P. Veith to Vice Presi-dent of Engineering, Signal International.

HAUSMAN PRESIDENT, COO OF DELTA RIGGING Delta Rigging & Tools, said that Mitch Hausman has joinedthe company as President and COO.

EBDG ADDS STAFF Elliott Bay Design Group (EBDG) said that DarrenMonzingo has re-joined Elliott Bay Design Group, responsi-ble for developing concept and contract designs, feasibilitystudies and cost analyses for new vessel construction and ex-isting vessel modifications. Also, James Jennings has earnedstatus as a professional engineer.

DNV, KEMA CREATE ENERGY COMPANYDNV has acquired 74.3% of KEMA’s shares, creating a on-sulting and certification company within the cleaner energy,sustainability, power generation, transmission and distribu-tion sectors. DNV and KEMA will form an energy con-sulting, testing and certification company that can drive theworldwide transition towards a safe, reliable, efficient andclean energy ecosystem.

PAYNE, ENGELBRECHT JOIN GPA Joseph E. Payne, P.E. has joined Guido Perla & Associates,Inc. (GPA) as the Electrical Department Manager and ChiefElectrical Engineer. Eric Engelbrecht has joined Seattle-based Naval Architecture and Marine Engineering firmGuido Perla & Associates, Inc. (GPA) as a Project Manager.

TRANSAS MARINE & ECDIS TRAININGTransas Marine GmbH is the first among all German train-ing institutes to receive BSH Flag State approval for itsSTCW conform ECDIS training. BSH has issued a certifi-cate for Transas with an honorable number BSH-2011-921-001.

von Oldershausen

Ingemanson

Skou



NEWS PEOPLE & COMPANIES

Work Boats Exchange

A New Hosted Commercial Marine Buyer's Event

Regardless of industry, the ability tocontinually meet potential new clients isthe cornerstone to any company’s suc-cess. While the marine industry is wellarmed globally with traditional exhibi-tions, an emerging concept — theHosted Buyer Event — is gaining steamas a viable and productive means to earnnew business.

“Hosted Buyer Events are quite com-monplace on the automotive side of ZF’sbusiness,” said David Santos, ProductLine Manager – Commercial Craft,

ZF Marine LLC. “Our automotivecounterparts attend these events regu-larly and commonly point to them assome of the most successful meeting op-portunities they can have with both po-tential and existing clients. HostedBuyer Events put the right people fromboth sides face to face. It allows ZF topresent our technology to the peoplewho most need to hear about it, in a re-laxed and distraction free environment.”

Maritime Reporter & EngineeringNews is, for the first time, serving as ex-clusive media partner to Work Boats Ex-hchange, a hosted commercial marinebuyer’s event produced by Global Ex-change Events, a rising star in the cre-ation of industry-leading Hosted BuyerEvents market. The event is building asmall but exclusive list of executives invessel owning companies to meet with asimiliarly small and exclusive group ofmarine builders, equipment and serviceproviders, including Dometic Marineand ZF, scheduled for April 9-12, 2012at the Ritz-Carlton Fort Lauderdale.

“We see this as the perfect comple-ment to trade shows,” said Rob Ingra-ham, CEO of Exchange Events. “Afterparticipants have had a chance to reallysee what’s out there at the shows, ourevents offer a second round of very fo-cused one-on-one meetings betweenfleet owners and marine suppliers thatare ready to discuss new business devel-opment and close deals. It just works.”

Just because it’s more intimate, it doesnot mean that success is guaranteed just

walking in the door. Ed Todd, Directorof OEM Sales at Dometic Marine, par-ticipated in a similar event early in 2011to great success, and he advises on howto make the most of your investment.

“I think the main thing is focus, asyou don’t have a whole lot of time,”said Todd, “In a traditional trade showyou have a 40 x 60 with a lot of equip-ment and noise; this is one on one or twoon one, and it’s an intense, concise, con-centrated focus. When I first went in, Ididn’t go in with a canned speech, Imore or less used it as time to interviewpeople. You have to be astute and tar-geted.”

Maritime Reporter, will act as the ex-clusive sponsoring publication of WorkBoats Exchange. “The support of NewWave Media and their innovative publi-cations can’t be overstated,” said KarenKelly, EVP of the Work Boats Ex-change. “We know how valuable ourevents are for promoting partnershipsand we’re thrilled to be working withRob Howard (Senior VP, New WaveMedia/Marine Link) and his team on thecommercial marine industry’s newesthosted buyer event.”

‘In this industry trade shows will con-tinue to play an important role in themarketing mix, but there are limitations.The current economy dictates that com-panies can no longer afford to send allof the people they would have previ-ously sent to these shows,” said ZF’sSantos. “ The result is that the right peo-ple may not be there to see you, or see

your product offering. That representsmany potentially missed opportunitieson both sides. Also, trade shows arelarge and there are lots of distractions.Sales staff are being pulled in differentdirections and attendees are trying toknock out their “visit list” with only somany hours to attend the show. There’sjust too much going on to facilitatedeeper discussions. Work Boats Ex-change will take away the “noise” andcreate an environment for a clear ex-change of ideas.”

For more information, contact: Karen Kelly

Tel: 978-263-1334 Email: [email protected]

www.workboatexchange.com

“In a traditional trade show you havea 40 x 60 with a lot of equipmentand noise; this is one on one or twoon one, and it’s an intense, concise,concentrated focus.”

Ed Todd, Director of OEM Sales,Dometic Marine

Maritime Reporter will act as exclusive sponsoring publication for Work Boats Exchange at the Ritz-Carlton Fort Lauderdale

ZF Marine is a leading participant inthe Work Boats Exchange, scheduledto take place at the luxurious Ritz-Carlton Fort Lauderdale on April 9-12, 2012.

MPT Upgrades SimulatorMaritime Professional Training (MPT)

has upgraded its simulator, and the mar-itime training and education provider isclaiming that it will be world’s most vi-sually realistic maritime simulator train-ing experience. The system is a result ofMPT's plans to upgrade the visual pro-jection systems of the Main Bridge lo-cated at their S.M.A.R.T. (Simulation ForMaritime Assessment, Research andTraining) Campus in Fort Lauderdale.

This is the latest capital improvementin MPT’s Project 2010 and Beyond, anongoing campaign to upgrade virtuallyall of the facilities at their three FortLauderdale campuses. A DNV-approvedMaritime Training Center and an ISO9001:2008 company, MPT operates the

most complete full-service private mar-itime training school in the country. MPThas chosen NavSim Services as the PrimeVendor for the upgrade and ProjectionDesign as the hardware supplier. TransasUSA will continue as the softwareprovider. The installation will featurenewly upgraded F32 Projectors that sup-ply up to 8000 lumens each projectedonto a 120-ft. (36.5m) curved screen toprovide a visually immersive environ-ment that greatly improves on direct-view displays. The upgraded installationwill also feature Projection Design’spatented Multi Image Processors supply-ing image adjustments at the pixel level,which provides a level of realism un-matched in other display solutions.

www.MPTusa.com

ClassNK Establishes FirstEver Subsidiary

ClassNK has established a new wholly-owned subsidiary, ClassNK ConsultingService Co., Ltd., located in Tokyo. Thisnew company, ClassNK’s first ever sub-sidiary, heralds a new chapter in the sto-ried history of the Society, the world'slargest in terms of tonnage.

This development was made possibleby the Society’s change in legal status toa general incorporated foundation underJapanese law in April 2011, and promisesmuch in terms of cultivating new areas ofgrowth. This subsidiary in particular willallow ClassNK to broaden its activities inthe field of maritime consulting.

Speaking on this momentous occasionClassNK Chairman and President, Mr. N.

Ueda, said: “We firmly believe in devel-oping new ways to advance the globalmaritime industry. This new subsidiaryallows us to do just that by opening upnew possibilities for ClassNK, possibili-ties to provide customers with a newrange of services at the same high qualitythey associate with ClassNK.”

Subsidiary OverviewCompany name: ClassNK Consulting Services Co., Ltd

Address: 4-7, Kioi-cho, Chiyoda-ku, Tokyo, 102-8567, Japan

Representative: Mr. Noboru Ueda, CEO and President



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]

tionanrnteI,emoRnkalBenuevAerihpsmaHweN

277)202:(let,nyamrGe -c.emoRnkalB@llabmiKJ

006tionagitLiemtiiraMndalan,CDn,ngtoihsaW,WN,

- 277) 202:(xaf,0085 - ,8585moc

otrvAdoaR2:xfakraM

lnt VaasaelP.E0097on,tiautomAlaitrsnduIon 24661:2let,OH,encndepeendId, - 62t 1xe/0321

246612 - dum,7306 ontrva@yeks - contacmoc.aiontrvaw.ww,yekusD.Rk - htm.eniram/omc.ai

yell,36

t:c

ssneiusB5034,stcodurPnaraV03:5lte,28659 - 676 - 35:xaf,0777

c.tscoduprANRAV@nahrcatmc

AC,kraPon remaCevirDs03 - 676 - ,8977moc

F&lenneP:8lte,56492

nnep@acor

aNllandfLa784302lt

CSnt,asaent PlouM5961xoBO..P,.cnIpoil348 - 072 - 348:xaf,1914 - 388 - ,0003

moc.asulen

TCd,formatS,enuevAd ravrrvaH151,tionagiva ,5770

,

vAth 431175,neiraMG A158352:lte, - 52:xaf,2680

laicremmoCkciwunsrBwedgE,uenevAZ ngaeM

324)683:(lte - 3:xaf,0092c.kcwiunsbr@nfoiGPCB

nOm 1022,.ncIrtesuthriOnd,alevelC,78044o Ohi

369033:xaf,0136 - w,5236w,redmt WiurKt:caontc

iEiMltC

borraHgGi,rfloond2W Nev WA,15835 - 5680

024,stducont PremnrevGonda,ywaorN,deolML F,retwa

683 -423- ,7819moc

g,burnswiTyawkraPelcnaniP36903:3let,ASU,93144OH -

[email protected]

kPltC59902t

emaJ,.evA

PLOI4:+lte

apoil

ohrS8010

ohrtswww

MG A

soaC

tsewhrtoN0174,.cnI,selaSenriaMlateMnwotseASU,13433LF,notaRacoB

2n taaglltaeM/496xoB.O.P,BAT RAP - GNLIA,4xfa,06386622364 ,74773622364:+

et.srrtapiolt@rrta

,onnsoM,teetrSniaM821,yrneihcamboTurer2- 762)314:(lte,ASU,9880 - 76) 2314:(xaf,0950

,eohrSsamThot:[email protected].

r, orbaHgGir,oolfdn2W NevAht431175,enriaM

ywakraPltasaoC59902ntempquiEneiraMltas

dn2

,SAGS

AM7- ,2950

WA

y

A1082,ynapmoCgounY.M.R13:2let,IM,tyiC -946- :xaf,0893

omc.asuungoy@namrehsveA1082,nyapmoCungoY.M.R

13:2let,IM,tyiC - 649 - :xaf,0893omc.asuungoy@namrehsv

S,kcuttahS5703,edilsedTi/ISP:9lte 89- 596 - 989:xaf,6462 - 596 -2

omc.deilsdeit@auhlbam

ondLo,lOsn:iseciOff,nkilraMpangiS,iabmuM,ibauD,nstheA320723:+lte,n tousoHndaCD

@it nkil

esrevaTr,evirDkraPo re132 - 649 - ,2774

esrevaTr,.rDkraPore132 - 649 - ,2774

,IMw,angiaS,108teS,8462

,slesusrBg,burmaHn,onngtohisWao,yokT,epor

,7233233223:+xfa,02233

78430:2lte -

kralCdivaD:1lte - 008 - 92

evaWatleDtyiCn gaorM

405:(xfa 16)

otrsoBO..H6:2lte,ASU

hob@selasboshowww.

evWakhocSdiSenuevAes232txE

- 5770

,ASU,51610AM,retsecWor,45051xoBO P,k89 - moc.kralcdivda@selaS,5326

.E281wyH1008,.ncI,sonitacunimmoCe48) 3589:(lte,tyiCngaorM,08307AL,y - ,0014

71 - [email protected],3936

,68135WI ,ahsekuaW,.evAsseogrrP818,om,4873.245.262:xfa,2220.245.26

n,hecimeOekiMt:caontcmoc.omtrsobomc.motrs

neH4702,nsutioloSng itaeSon inspesuSe yr:1let,danaaC6S3L 8VCB,ydne - 052 - 656 - 5616

omcstaesevwakchos@nae

empquiEneiraMltasoaCfpGul 30593SMt, orrt - 7159

822:xfa -832- @selas,5767psgueWaphlaRt:caontc

quieeniramlatsoacwww.

051xoBOP,kralCdivaD:1lte - 008 - 892 - elaS,5326 s

wwwnt,etmrpaeDselaS

Onng,ireenngiEgaeOm953302:let,ASU,70960

[email protected].

,ywakraPltasaoC59902nt, e82:2let,ASU,7 - 238 - ,5567

omnt.cepmuiqeeniramltasoac@,kcap

omnt.cemp

,ASU,51610AM,retsecWor,450t:contacmoc.kralcdivda@s

moc.kraldcivda.

TCd,rofmatS,.rDagemOe- 869302:xaf,0661 - ,2917

t,iawKthyaKt:cant

soaCfpGul2:xfa

ontcwww

emaJ,.evA

emaJ,.evArThepmTe

7052utcH

ywakraPltasaoC59902nt,empquiEneiraMltas30593SMt, porrt - 82:2let,ASU,7159 - 238 - ,5567

822 -832- ntepmuiqeeniramltasoac@selas,5767,kcapsgueWaphlaRt:ca

eniramlatsoacw. omnt.cempquie



eniraMxam - naR5113,.ncI,stsilaicpeSlneaP g04331:8let,ASU,10567TX,epl - 31:8xfa,0493

n ohJt:contacomc.cpeslneap@xamreth,omc.eniramxamrthe.wwwon,snhic

,y

omt.c

dn2

dn2

,d.Rge462 -

[email protected] moc.nkilr

ggeL113,ygolonhceTteeFlT MBadanaC,ZB1

liauQ0011,.cnI,rseenignEACMASU,62629AC,hcaeBrt opweN

2W NevAht431175,enriaMG A

S,.rDyntrryEkraP11161,oncemI084)317:(lte,ASU - 09:xaf,7777

[email protected].

m

K2KON,atanaKr,Dteg

,,812etiuS,teertSl

rorbaHgGir,oolfdn2 WA,

,TXon,tsouH,001teS90 - 626 - ,6238

,nheoClAt:

es,232t.xE

SailatfsWe

n paSraelCdWinouthS

982 - d,1174

TteeFlTMBdanaC,ZB1

avEmixaMtporevehrS

www mixam.

omc.staesevwakchos@nae

JN,elathvorrtNt,ourCyawriFa001,torarape

d.vlBhctFinohJ5931,setuructrScibraF47060T C,ords 06:8lte, - 825 - 068:xfa,9111 -

moc.ketmraf@endemad

K2KON,atanaKr,DteggeL113,ygolonhceTad

,nueevAod nwoiL2076,CLL,storapor81:3lte,ALt, - 926 - 813:xaf,0642 -629- ,5642

moc.storaporavem

moc.gaemowww.

mikaL,OyaciBamakleH853:+lte,d nalnFi,08702

fi .acbiamaklhe@selas

In- 1183,gninihcaMecalPASU,21235

ntrEkraP11161,oncemI084)317:(lte,ASU - ,7777

[email protected].

FIANIRAAK,4tuakneheim -8-2- ,0078014

WI,eekuawliM,.tSnotloH.N

souH,001teS,.rDyr ,TXon,t909:xaf, - 626 - ,6238

,nheoClAt:caontc

rmeThpmTe

.M.CulFro

nemIASUoc.la

www

enriaMxam - egnaR5113,.cnI,stsilaicepSlenaP7TX,elp ASU,1056

aV23124,51nataGsrkaBtsuguA,Br AammaHnedewS,adnu

TXon,tsouH,001teS,.rDyntrryEkraP11161,onc084)317:(lte, - 909:xaf,7777 - 626 - ,6238

,nheoClAt:[email protected].

,.dR

artsa

,X

B.O.P,.ncI,ASUsretsamkLoc008:lte, - 164 - 05:8xfa,0260 - 419 -

moc.aussrtesamkcol@selas

IREMAEHTFOATNEPO OLVV,AV,ekapeasheC,evirDntaeP

[email protected],asaaV,1aujkuotiP,alitsrrtWa

co wwg,rebrekAacisseJt:cant

FL,ytiCamanaP,2352ox- ,4579

ovolV0031,CNISACI,01042837571:+lte

m00009070185311:0le

moc.alitsrrtawww.

CeblaCCCIN,et LeForrtaccci@mikjCeblaCCCI

N,et LeForrtaccci@mikjbaccciwww.

,104teuiSenuevArnteeC5212on,tiapororC284) 102:(let,J - 28) 4102:(xfa,0575 - ,1575

moc.elba,104teuiSenuevArnteeC5212on,tiapororC

284) 102:(let,J - xfa,0575 28) 4102:( - ,1575,miKngaJt:caontcmoc.elba

omc.ebl

Buyers Dir.Guide Page:MR Template 1/10/2012 3:37 PM Page 1


July Ad Close: June 2 August Ad Close: July 26 September Ad Close: Aug 23

Arctic Operations The Shipyard Edition Marine Propulsion Annual

Market: Oil Spill Response & Recovery Market: Maritime Communications ROUNDTABLE: Diesel Engine

Manufacturers

ROUNDTABLE: Coatings & Corrosion Technical: Maritime & Shipbuilding Tools Technical: Marine Salvage & Recovery

Directory: Training & Education –

Facilities & Systems

Directory: SMM 2012 Preview: New

Products & Technologies

Directory: Insulation, Pipes, Pumps &

Valves

Special Report: Brazil Special Report: Singapore Maritime Cluster

SMM Sept 4-7 Rio Oil & Gas Sept 17-20

January Ad Close: Dec 22 February Ad Close: Jan 26 March Ad Close: Feb 23

US Navy Report Cruise Shipping Annual The Ship Repair Edition

Market: Floating Production Systems Market: Ports & Logistics Market:Training & Education: Facilities &

Systems

Technical: Ballast Water Treatment Systems ROUNDTABLE: Satellite Communications Technical: Software Solutions

Directory: Marine Propulsion Equipment Directory: Marine Electronics Buyer’s Guide Directory: Coatings & Corrosion Control

Special Report: Germany

ASNE Day Feb 9-10 Seatrade Mar 12-15 CMA Mar 19-21

CIMPS-Europort April 25-27

April Ad Close: Mar 22 May Ad Close: April 26 June Ad Close: May 24

Offshore Deepwater Annual The Green Ship Edition Annual World Yearbook

Market: Offshore Wind & Renewable Energy Market: Patrol, Escort Craft & RIBs Market: Military Might: Innovative Designs

Technical: Offshore Service Vessels Technical: The Integrated Bridge:

Modern Bridge Technology & Technique

ROUNDTABLE: Information Technology

& Software Solutions

Directory: Deck Machinery, Winches &

Ropes

Directory: Posidonia 2012 Preview: New

Technology Guide

Directory: Maritime Fuels, Lubricants &

Additives

Special Report: The Netherlands Special Report: Middle East Maritime Cluster

OTC April 30 - May 3 RoRo May 22-24

MACC June

Posidonia June 4-8

Don Sutherland Photo Contest

October Ad Close: Sept 20 November Ad Close: Oct 25 December Ad Close: Nov 22

Marine Design & Construction Workboat Annual Great Ships of 2012

Market: Maritime, Port & Harbor Security Market: Offshore Service Vessels (OSVs) Market: Port & Harbor Dredging Annual

Technical: Deepwater Floating

Production Systems

ROUNDTABLE: Workboat Academy:

Training & Education

Technical: Maritime Fire & Safety

Products & Systems

Directory:CAD/CAM & Other Software Directory:Heavy Lifting: Deck Machinery

& Cranes

Directory: World Shipyards: Newbuild,

Repair & Conversion

Special Report:Turkey

SNAME Oct 24-26

MAST Americas Nov 14-16

Inmex China Nov 21-23

Int’l Workboat Show Dec 5-7

2012 Editorial Calendar

The worldwide source

for essential maritime

news - since 1939

* Please note that the publisher reserves the

right to alter this editorial calendar. All planned

features are subject to change in light of

changing industry trends and developments.

p.42 MR 0112:MR Template 1/10/2012 3:41 PM Page 1

Employment/Recruitment • wwwMaritimeJobs.com

U.S. & Interna onal Openings Available:Navy & Commercial

ShipbuildingOil, Gas & Petro- Chem Industry

Contact EileenNorton,[email protected]

800-525-7555 x1304 www.hirethinking.com

www.hornbeckoffshore.comwww.hornbeckoffshore.com

Employment SpotlightEmployment Spotlight

GLOBAL EXPANSION UNLIMITED POSSIBILITIES-Multiple Positions Available

Hornbeck Offshore

Click For More Information


CLASS MR January 2012:CLASS MR Aug. 2010.qxd 1/10/2012 10:25 AM Page 43

Professional ● www.MaritimeEquipment.com



Products & Services ● www.MaritimeEquipment.com



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

2 Jack-up Barges Available for Charter

100’ x 50’ 100 ton capacity

Fax your inquiry on other heavy marine rental needsEntire US & Canada

Phoenix Marine, 449 Washington Rd, Sayreville NJ 08872 • Phone 732-390-2800 • Fax 732-390-2833

• Email: [email protected]

Consultant fees paid for successful job leadsConsultant fees paid for successful job leads




11 Mide Technology Corporation .www.mide.com.com . . . . . . . . .(888) MIDEMARINE

11 MMLJ Inc. . . . . . . . . . . . . . . . . .www.dustlessblasting.com . . . . . . . . .(800) 727-5707

5 Parker Hannifin Corporation . .www.parker.com . . . . . . . . . . . . . . .(800) C-PARKER

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

C2 Prime Mover Controls Inc. . . . .www.pmc-controls.com . . . . . . . . . . .(604) 433-4644

C3 Radio Holland USA . . . . . . . . .www.radiohollandusa.com . . . . . . . . .(713) 378-2100

9 Raytheon Anshuetz GmbH . . .www.raytheon-anshuetz.com . . . . .49 (0) 431 30190

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

15 Schweitzer Engineering Laboratories..www.selinc.com . . . . . . . . . . .(509) 332-1890

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

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

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

38 SNAME . . . . . . . . . . . . . . . . . . .www.sname.org . . . . . . . . . . .Please visit our website

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

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

1 Wartsila . . . . . . . . . . . . . . . . . . .www.wartsila.com . . . . . . . . .Please visit our website

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

Page# Advertiser Website Phone # Page# Advertiser Website Phone #

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

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

27 Aurand Manufacturing . . . . . . .www.aurand.net . . . . . . . . . . . . . . . . .(513) 541-7200

31 C.C.JENSEN, INC. . . . . . . . . .www.ccjensen.com . . . . . . . . . . . . . . .(800) 221-1430

27 ClearSpan Fabric Structures . .www.ClearSpan.com . . . . . . . . . . . . .(866) 643-1010

33 Diamond Sea Glaze . . . . . . . .www.advancedmarinetechnlogy .com..(604) 607-0091

23 Donald Sutherland Photo Contest..www.maritimephotographs.com . . . .Please visit our website

31 Donjon Marine Co., Inc. . . . . . .www.donjonshipbuilding.com . . . . . .(814) 455-6442

25 Effort Group, LLC / The Workboat Exchange..www.workboatexchange.com . . .(978) 236-1334

34,35 Electronic Marine Systems . .www.emsmarcon.com . . . . . . . . . . . .(732) 382-4344

36,37 Electronic Marine Systems . .www.emsmarcon.com . . . . . . . . . . . .(732) 382-4344

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

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

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

13 Hyde/Calgon . . . . . . . . . . . . . . .www.hydemarine.com . . . . . . . . . . . .(724) 218-7001

17 In-Place Machining . . . . . . . . . .www.inplace.com . . . . . . . . . . . . . . . .(414) 562 -2000

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

MARITIMEREPORTER

ANDENGINEERING NEWS

The listings above are an editorial service provided for the convenience of our readers. If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]


MR January 2012 Ad Index:Layout 1 1/11/2012 10:01 AM Page 1

COV2,C3&C4 MRJan.12:COV2,C3&C4 MR May.09.qxd 1/11/2012 9:49 AM Page 2

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

M/V JohnBoozman

Karl Senner, Inc.supplied Blessey MarineServices two (2) REINTJES WAF 562reverse reduction gears,with vertical offsets andratios of 5.9:1 for thisnew construction added tothe Blessey Fleet.

Shipyard: VerretShipyard, Plaquemine,Louisiana

Owner: Blessey Marine

Services, Harahan,

Louisiana

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. Seattle, WA Mr. Whitney Ducker (425) 338-3344

E-MAIL•US [email protected] [email protected] [email protected]

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

KARL Senner MR January 2012:KARL Senner MR June09.qxd 1/9/2012 1:53 PM Page 1

78746232 maritimereporter january 2012

Documents

icc cable corporation

norwegian continental shelf

huntington ingalls industries

marine propulson updates

united arab emirates

pod cap structure

maritime activity reports

maritime reporter