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October 2015

MARITIME
REPORTER AND
ENGINEERING NEWS
MARINELINK.COM

Unmanned Ships
The Future is Now

Marine Firefighting
Training is the Answer

Sitting Pretty
Ergonomics @ Sea

Software Solutions
From Design to Ops

First Class
From the Human Element to Cyber Security to Big
Data, Christopher J. Wiernicki, Chairman, President
& CEO of ABS and Chairman of IACS discusses it all

COV1 MR OCT 2015.indd 1 10/3/2015 5:01:24 PM

COV2, C3 &C4 MR Oct 2015.indd 1 10/5/2015 11:46:08 AM
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T H E G L O B A L L E A D E R I N P L U M B I N G , H E A T I N G A N D P I P E J O I N I N G S Y S T E M S

MR #8 (18-25).indd 19 7/30/2015 2:12:00 PM

 CONTENTS NUMBER 10 / VO LUME 77 / O C TO BER 2015

24
Altair

Copyright: iStock image

34

TEEX | Emergency Services Training Institute

56

28
DNV GL

KVH

I N TH I S E D I T I O N MARINE DESIGN
8 THE UP [?] SIDE OF 22 BLACK MARKET REFRIGERANTS 16 ERGONOMICS @ SEA
CLIMATE CHANGE WSS contends that black market refrigerants pose a major
safety risk to shipping.
As ships get larger and crews get smaller, ergonomics is an
Climate change is no laughing matter, but the Galapagos Pen- increasingly important design consideration.
guines – and perhaps short-sea shipping – will benefit.
By Svenn Jacobsen By Thomas Ask
By Joseph Keefe

28 FIGHT FIRE WITH TRAINING 18 SOPHISTICATED ASSESSMENT

12 THE LAST TOURIST TRAP While technology to keep ships fire free have come a long way, Van Oord asked MARIN to perform a full assessment of the
As access to the North Pole becomes logistically easier, our advanced firefighting training is an ongoing need. hull lines of its new hopper dredger
author warns on the consequences of rushing up north.
By Greg Trauthwein By Luigi Francesco Minerva
By Dennis L. Bryant
56 OPENING THE AIRWAVES 24 INNOVATIVE LNG CONTAINMENT TANK
14 MAKING SENSE, TAKING RISKS KVH recently introduced the mini-VSAT Broadband 2.0 in its Tank design can reduce the cost of an LNG carrier 10%.
As software solutions proliferate throughout maritime, its impor- continuing quest to dominate the sector.
tant to take stock of human behavior in the shipping industry. By Thomas Lamb & Regu Ramoo
By Tom Mulligan
By Matti Bargefried
62 HARD PROBLEM, SOFT SOLUTION 34 UNMANNED VESSELS
20 THE COST-CONSCIOUS MANAGER More than ever, software solutions dictate maritime matters, The push for autonomous marine operations is picking up
As offshore and maritime companies wonder where to trim from design through daily operations. steam, and unmanned vessels will be a market reality.
costs, its time to look to the skies for billions of savings.
By Henrik Segercrantz
By Dag Kristian Amlaud

2 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (1-9).indd 2 10/2/2015 2:45:16 PM

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MR #9 (1-9).indd 3 9/9/2015 2:34:13 PM

 Contents MARITIME
REPORTER
AND
ENGINEERING NEWS
MARINELINK.COM

TH E C OV E R ISSN-0025-3448
USPS-016-750
Christopher J. Wiernicki is the Chairman, President & CEO of American No. 10 Vol. 77
Bureau of Shipping (ABS) and the Chairman of the International Association
of Classification Societies (IACS). He shares insights and analysis on a wide
range of critical maritime topics, starting on page 40. Maritime Reporter/Engineering News
(ISSN # 0025-3448) is published
monthly by Maritime Activity Reports,
Inc., 118 East 25th Street, New York,
NY 10010.

Mailed at Periodicals Postage Rates

at New York, NY 10199 and additional

First Class
Christopher J. Wiernicki sees Big Data and
mailing offices.

Publishers are not responsible for

the safekeeping or return of editorial
ultimately ensuring maritime Cyber Security as material. © 2015 Maritime Activity
Reports, Inc.
defining issues driving the maritime market.
All rights reserved. No part of this
By Greg Trauthwein publication may be reproduced or
transmitted in any form or by any
means mechanical, photocopying, re-
cording or otherwise without the prior
written permission of the publishers.

Editorial 6
Maritime Professional 8
Government Update 12
Paul Arthur Berkman

Software Solutions 14 POSTMASTER:

Electronic Service Requested
Eye on Design 18
Budgeting 20 Maritime Reporter is published monthly
by Maritime Activity Reports Inc.
Opinion 22
Profile: IRClass 46
New Generation Shipbuilding

Vessels 54
Products 66 SUBSCRIPTION INFORMATION
People & Companies 68
Europort 70 In U.S.:
One full year (12 issues) $84.00;
SNAME 72 two years (24 issues) $125.00

40
Buyer’s Guide 74
Rest of the World:
Classified 75 One full year (12 issues) $110.00;
Advertiser’s Index 80 two years $190.00 (24 issues)
including postage and handling.

Email: mrcirc@marinelink.com
Web: www.marinelink.com
t: (212) 477-6700
Schottel

f: (212) 254-6271
ABS

48 50 60
To the Fore Power Play Software
New CFD Method Scania Expands Validate FLNG
Foreship unveils a live project its Range Design Member
that factors in real sea states to Scania recently unveiled details on its new As the FLNG market emerges
CFD hull form optimization. marine power plant, a 16.4 liter engine from infancy, Suba Sivandran
with 1,000 hp. discusses FLNG design risk
Business Publications Audit
By Peter Pospiech assessment & mitigation. of Circulation, Inc.

4 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (1-9).indd 4 10/2/2015 2:45:41 PM

 AQUACULTURE

BUILT TO JUST KEEP GOING

SM A R T, SAF E A N D S US TA I N A BL E S O LUT I ONS. OUR

E X PE R I E N C E , I N V E S T M E N T I N R E S E A R CH & D EVELOP MENT
AN D A CU LT UR E O F I N N O VAT I O N DE LI VERS REA L RESULT S.

pr id e in de li ve ri n g yo u th e be st solution
We take
Arnout Damen

WWW.DAMEN.COM +47 51 22 84 40 REMKO.HOTTENTOT@DAMEN.COM

MR #10 (1-9).indd 5 10/6/2015 10:52:19 AM

 E D I TO RIA L

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Editorial

I
’ll never forget the “Hinge Ship,” a vessel concept If someone would have told me 20 years ago that ships would Joseph Fonseca - India
Claudio Paschoa - Brazil
that was designed to transform from a traditional be designed to generate and float on their own field of bubbles, Peter Pospiech - Germany

deep draft hull to a flat bottom inland waterways hull I would have thought it crazy. But with new an ever-tightening
Production
courtesy of an innovative “hinge” found on the bottom emission regulation and the resultant detailed analysis of Irina Tabakina tabakina@marinelink.com
Nicole Ventimiglia nicole@marinelink.com
of the vessel. I do forget the exact edition on which designing hulls to cut through the water more efficiently, this
it graced the cover of MR sister-publication Marine-
Corporate Staff
is a reality. Mark O’Malley, Public Relations
Esther Rothenberger, Accounting
News, but I will never forget the cavalcade of comments from Another idea many dub ‘crazy’ is the notion of Unmanned
Information Technology
near and far essentially questioning my mental stability for Ships. While I think it safe to say it will be a long time in Vladimir Bibik
Emin Tule
giving the concept such prominent play. Lo and behold, the coming, as most everything seems to be in maritime, trust
masses were indeed correct and there are not massive fleets when I say that autonomy on the waterways will do nothing Subscription
Kathleen Hickey k.hickey@marinelink.com
of “Hinge Ships” sailing the globe today. However, that’s not but grow. Autonomous vehicle use is prominent in the air and
Sales
really the point. on the land, but both the rigors and the unique operating con- Lucia Annunziata annunziata@marinelink.com
+1 212 477 6700
Having sat in this chair for now more than 20 years, report- ditions of vessels at sea make marine autonomous operations a Terry Breese breese@marinelink.com
+1 561 732 1185
ing on new marine designs, from the intuitive to the outland- bit more challenging. But autonomy on the world’s waterways Frank Covella covella@marinelink.com
+1 561 732 1659
ish, is easily one of my favorites. Innovation is the fuel that is starting to pick up steam, growing in tandem with Big Data Mitch Engel engel@marinelink.com
+1 561 732 0312
drives this maritime market forward, and innovation comes and the ability to push and pull information faster, cheaper Mike Kozlowski kozlowski@marinelink.com
+1 561 733 2477
from a variety of sources: the highest halls of academia to the and more reliably between ship and shore. Henrik Segercrantz Dawn Trauthwein dtrauthwein@marinelink.com
+1 631 472 2715
the corporate R&D centers to someone’s garage. Necessity is presents an update on Unmanned Vessels based on the final- Jean Vertucci vertucci@marinelink.com
+1 212 477 6700
indeed the mother of invention, and in the case of maritime ized joint European Research Project MUNIN starting on page
International Sales
(and most industries) new regulation is the driver of necessity. 34 of this edition. Scandinavia
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6 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (1-9).indd 6 10/6/2015 10:25:06 AM

 The Future is Clear
ME-GI dual fuel done right

MAN B&W MC/MC-C Engines MAN B&W ME/ME-C/ME-B Engines MAN B&W ME-GI/ME-C-GI/ME-B-GI Engines

The new ME-GI generation of MAN B&W two-stroke dual fuel ‘gas injection’ engines are characterised by
ENGCPCPFGHǣEKGPVICUEQODWUVKQPEQPVTQNYKVJPQICUUNKR6JGHWGNǤGZKDKNKV[CPFVJGKPJGTGPVTGNKCDKNKV[QHVJG
VYQUVTQMGFGUKIPGPUWTGIQQFNQPIVGTOQRGTCVKQPCNGEQPQO[
(KPFQWVOQTGCVYYYOCPFKGUGNVWTDQEQO

MR #10 (1-9).indd 9 9/30/2015 4:22:58 PM

 M A R I T IME PROFE SSION A L .COM
27,000+ Members: Join the largest networking group in the maritime industry

Joseph Keefe is the lead

commentator of
MaritimeProfessional.com.

with them. On another day, we got to visit some of the

islands that they call home. That’s another story.
Two days later, we all piled into the cruise ship’s ‘pan-
gas’ to motor ashore for a nature walk and scientific lec-
ture. As we approached the first island, I wondered what
kind of large rocks and boulders – all shining white –
were strewn all along the shoreline. I soon found out.
Stepping off the small boat onto the small island also
provided a massive assault on one’s olfactory system.
We found out quickly that the rocks actually were not
white, but instead, jet black in color. And our friends
the penguins sure knew how to throw a party. Every
single one of those rocks was covered with a coating of
about one-half inch of – well – you know what it was.
And, it was here that our guide decided to pause for a
15 minute lecture on the feeding, breeding and general

The Up [?] Side of

social habits of the local penguins.
It may have been the longest quarter hour of my life.
He began by admonishing us not to step off the path
into the penguin’s “sensitive ecosystem.” Um, not to

Climate Change
worry. There was absolutely no chance of that hap-
pening. I had never before – and certainly not since –
smelled anything remotely that bad.
Now, I mention all of that because the new study also
suggests that increases in global warming could aug-
ment the penguin’s numbers even more. The WHOI
It tuns out that climate change is real. I know this Home to the world’s only penguins residing in the press release also insists that the new study shows how
because a recently reported study led by scientists at Northern Hemisphere, the Galapagos Islands also hosts large-scale changes in the climate can act locally. Mi-
the Woods Hole Oceanographic Institute (WHOI) has an ecosystem like no other. Measuring just under two- chelle L’Heureux, a meteorologist with the National
offered that penguin populations in the Galapagos Is- feet tall, the black and white Galapagos Penguins were Oceanic and Atmospheric Administration’s Climate
lands have doubled because of it. The study, among put onto the endangered species list in 2000 when their Prediction Center in College Park, Maryland, contin-
other things, compared “sea surface temperatures with numbers fell to just around 300. But, the new research ued, “While it is important that we focus on the big pic-
endangered Galapagos Penguin population counts and infers that climate change have somehow moved the ture with climate change, it’s really the small scale that
found that the penguin population doubled while wa- Equatorial Undercurrent to the north. This in turn, say matters to the animals and plants that are impacted,”
ters cooled around their nesting islands.” In essence, scientists, probably increased algae and fish popula- she said. I couldn’t agree more.
then, global warming influences and shifts winds and tions in the area. Over the same time frame – roughly On the other hand, I’m going to continue to encourage
ocean currents, and this makes endangered Galapagos 30 years – the penguin population in the Galapagos has readers to embrace shortsea shipping as a means to get
Penguins happy. Me? I have to mull this one over. increased to more than 1,000 birds. those trucks off the highways. And, hey, let’s upgrade
Anyone who has ever been to the Galapagos knows Meanwhile, and back in 2007, we experienced some to Tier IV engines as fast as is humanly possible. SCR
that the waters surrounding this UNESCO World Heri- neat encounters with those very same penguins while as means to control engine exhaust emissions? I’m all
tage site are extremely cold. On a 2007 family trip to snorkeling off of our miniature (50 passengers) cruise for it. Otherwise (and I cannot even imagine what 2X
the islands, the Keefe family snorkeled and swam in vessel. While paddling along mostly in search of the the current population of sushi-eating Galapagos pen-
those waters and I can assure you that you had to dou- enormous sea turtles on one particular day, we were ac- guins would smell like) we’re looking at some serious
ble the thickness of the typical wetsuit just to be able costed and surrounded by a large group of these pen- aroma growth on those sacred islands, as well. And, no-
to bear the chilling waters for even a 30 minute swim. guins – all spinning, diving and playing in close prox- body wants that.
Hearing that climate change broadened that cold pool imity to us. The dive master encouraged us to stay as Travel tip for those on their way to the Galapagos:
of water that the penguins hunt for food and breed in long as we could stand the frigid waters, exclaiming, bring a mask – the penguins are apparently making
got me to thinking about that trip. “This is a very rare event.” And so it was. We had a ball a serious comeback. – MarPro.

8 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (1-9).indd 8 10/2/2015 1:46:51 PM

62-67 Prime Mover Controls - Marine Propulsion.indd 67 7/29/2015 2:22:10 PM
 VESSELS

Container
Feeder Design OHIO: Crowley Takes New Tanker
Deltamarin introduced a container Crowley Maritime Corp. took deliv-
vessel design A.Delta2300. The develop- ery of Ohio, the first of four new, Jones
ment work has been supported by AVIC Act, product tankers from Aker Phila-
Weihai Shipyard in terms of construction delphia Shipyard, Inc. (APSI). Crowley
friendliness, and has been reviewed and said the delivery is significant as the
commented on by DNV GL considering product tanker has been built with con-
the application of the latest rules and in- sideration for the future use of LNG for
dustry practices. Deltamarin and AVIC propulsion. The remaining three product
Weihai Shipyard are both members of tankers being built by APSI for Crow-
the AVIC Group. ley are currently under construction and
The A.Delta2300 provides a contain- have planned deliveries through 2016.
er capacity of 2,322 TEU in five cargo The new 50,000 dwt product tankers are
holds and on deck. The increased cargo based on a Hyundai Mipo Dockyards
hold breadth improves stability in the (HMD) design which incorporates nu-
fully laden condition. Together with the merous fuel efficiency features, flexible
ballast-free approach, this results in an cargo capability, and the latest regulatory
increased utilization rate of about 73% requirements. The vessel is 600 feet long
(1,700 TEU) of nominal container intake and is capable of carrying crude oil or re-
in the homogeneous loading condition fined petroleum products.
at scantling draft carrying a 14t TEU

Irving Starts Arctic Offshore Patrol Ship

container. In addition, intake can be op-
timized to a specific cargo profile and
even further improved by considering
route-specific loading.
Hundreds of employees gathered in Ir-
Extensive effort has been focused on
ving Shipbuilding’s new Assembly Hall
the A.Delta2300 hull form development
at the Halifax Shipyard to celebrate the Center section component of 1st
to ensure low resistance combined with
start of production of Canada’s first Arc- AOPS ship underway at Halifax Ship-
high propulsion efficiency. This included yard.
tic Offshore Patrol ship (AOPS). Produc- (CNW Group/J.D. Irving, Limited)
dozens of CFD calculations and three se-
tion has begun on two units for the center
ries of model tests at the Hamburg Ship
section of the first AOPS. Welders, pipe-
Model Basin (HSVA). As a result, the
fitters, marine fabricators and iron work-
vessel requires only low power at the
ers are among the trades involved in the
design speed compared to present ref-
process, using the new state-of-the-art
erence designs. The daily main engine
panel line. Delivery of the first HMCS
fuel oil consumption is decreased to 42
Harry DeWolf-class ship is expected in
t/day at a 19-knot service speed resulting
2018. The ship is the first of up to 21 ves-
in fuel efficiency of 0.033 t/TEU/day. A
sels that will renew Canada’s combatant
strikingly low deadweight per TEU ratio
fleet over the next 30 years under the Na-
of less than 16 DWT/14t TEU is thus
tional Shipbuilding Procurement Strate-
achieved, which is commonly gained
gy. The Canadian government and Irving
only in larger container ships. This ef-
Shipbuilding signed the $2.3b AOPS
ficiency decreases the EEDI (Energy
build contract earlier this year.
Efficiency Design Index) value to ap-
proximately 37% below the IMO refer-

Incat Crowther Designs 63m Ferry for Central America

ence line complying with Phase 3, which
enters into force in 2025.

Main Particulars of A.Delta2300

Length o.a.................................188.6 m Incat Crowther designed a 63-m monohull passenger ferry vessel for an operator in Central American. The main
Breadth .....................................30.95 m deck features a cabin with 286 first-class seats, 20 lounge seats and a children’s play area. The vessel is powered
Draft, design ............................. 8.75 m by five MTU 16V400M63L, equipped with ZF-7650 gearboxes, propelled by five Hamilton HM-811 jets. Two 150ekW
generator sets will provide the vessel with electricity and a 200hp bow thruster will allow for maneuverability and
Draft, scantling .......................10.00 m
stationing. A service speed of 37 knots and capacity for 650 passengers will provide efficient transportation.
Capacity ................................ 2,322 TEU
Image: Incat Crowther

Capacity at 14 t/TEU ...........1,700 TEU

Reefer plugs .................................... 500
Deadweight at 10.0m ............. 26,580 t
M.E. FOC ...................................42 t/day
Service speed (15% s.m.) ...........19 kn

10 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (10-17).indd 10 10/2/2015 2:27:50 PM

 Stena Imperial DƵůƟ&ƵŶĐƟŽŶŝƐƉůĂLJ
A new 50,000 DWT MR chemical and product tanker
based on the IMOIIMAX concept, Stena Imperial, was
ZĞĚĞĮŶŝŶŐŽĐĞĂŶŶĂǀŝŐĂƟŽŶ
named in Savannah, Ga. Built in China by Guangzhou
Shipbuilding International (GSI), Stena Imperial recently ǀĂŝůĂďůĞ ĂƐ ƌĂĚĂƌ͕ /^ Žƌ ĐŽŶŶŝŶŐ Žƌ Ă ĐŽŵďŝŶĂƟŽŶ ŽĨ ƚŚĞ
arrived in Savannah on the U.S. East Coast with a cargo of
palm oil. The ship is owned by a JV of which Stena Bulk ƚŚƌĞĞ͕ƚŚĞŶĞǁ:ZDƵůƟ&ƵŶĐƟŽŶŝƐƉůĂLJŚĂƐďĞĞŶďƵŝůƚǁŝƚŚ
and Indonesian Golden Agri Resources (GAR) each own
50%. It is the third of 10 vessels ordered by Stena Bulk for ĐĂƌĞĨƵůƉƌĞĐŝƐŝŽŶ͘/ŵŵĞĚŝĂƚĞůLJŶŽƟĐĞĂďůĞŝƐƚŚĞĐŽŵƉůĞƚĞůLJŶĞǁ
a total of $400 million with delivery to be completed by ƵƐĞƌŝŶƚĞƌĨĂĐĞ͕ƌĞĚĞƐŝŐŶĞĚǁŝƚŚĂƉƵƌƉŽƐĞƚŽĐƌĞĂƚĞĂŶĞdžƉĞƌŝ-
2017. The vessels are operated by Stena Weco and trade
within the company’s logistical systems, which now will ĞŶĐĞƚŚĂƚůŝǀĞƐƵƉƚŽƚŚĞ:ZƐƚĂŶĚĂƌĚŽĨĞdžĐĞůůĞŶĐĞ͘WĂĐŬĞĚǁŝƚŚ
include a fleet of some 60 tankers.
The IMOIIMAX concept was developed by Stena Teknik ƉŽǁĞƌĨƵůĐŽŵƉŽŶĞŶƚƐƚŚĞD&ŽīĞƌƐƐŵŽŽƚŚŐƌĂƉŚŝĐƐ͕ĨĂƐƚƉƌŽ-
together with GSI. The tanker has 18 tanks of the same
ĐĞƐƐŝŶŐĂŶĚĂůůͲƌŽƵŶĚƐĞƌŝŽƵƐƉĞƌĨŽƌŵĂŶĐĞ͘
size, each with a capacity of 3,000 cubic meters, which
allows for greater cargo flexibility. A large number of inno-
vative technical solutions have been implemented, which
together, when sailing at service speed, result in 10-20%
lower fuel consumption compared with other vessels of the
same size.

Captain Vinay Singh and godmother Kari McCormick.

Photos: Kristofer Hultén

Erik Hånell, President and CEO Stena Bulk with wife Ka-
tarina Hånell; captain Vinay Singh; godmother Kari Mc-
Cormick and Doug McCormick, Commercial Regional www.jrcamerica.com www.jrc.am
Manager, Chevron in Houston; Kristina Hagman and Carl-
Johan Hagman, CEO Stena Shipping, Drilling & Ferries

www.marinelink.com 11

MR #10 (10-17).indd 11 10/2/2015 1:33:12 PM

 G OV E R NME N T U PDAT E

North Pole
The Latest Tourist Trap
BY D ENNI S BRYANT

O
n August 16, 2015, the geo- in a hot-air balloon. One should not ex- until April 6, 1909, when Robert Peary, seafloor at the North Pole.
graphic North Pole was visited pect to see the iconic red and white diag- Matthew Henson, and four Inuit men ap- Russian (and Soviet) nuclear icebreak-
by a Russian surface ship for onally striped pole – Santa Claus took it parently arrived by dogsled. On May 9, ers have now visited the North Pole
the one-hundredth time. The Russian with him when he vacated the area some 1926, Richard E. Byrd and Floyd Bennett ninety-five times. The vast majority of
nuclear icebreaker 50 Let Pobedy (50 years ago as the locale started to attract apparently overflew the Pole in a Ford those visits have been with paying pas-
Years of Victory) carried 106 tourists attention. Tri-Motor airplane. On May 12, 1926, sengers on board. The first such North
from 16 different countries. This was Then, it is back onboard for a dash the airship Norge flew over the Pole on a Pole cruise was by the icebreaker Ros-
the icebreaker’s seventh cruise to the back to Murmansk, possibly with a short voyage from Svalbard to Teller, Alaska, siya on August 8, 1990. The nuclear
Pole just this season. Each voyage takes diversion for sight-seeing in Franz Jo- piloted by Umberto Nobile and carrying icebreaker Yamal has made 48 such voy-
just less than two weeks round trip, and sef Land. This uninhabited archipelago veteran polar explorers Roald Amundsen ages, the most by any individual surface
that includes a full day of partying at the was discovered in 1873 by the Austro- and Lincoln Ellsworth. ship, while 50 Let Pobedy has been to
top of the world. This is all available for Hungarian North Pole Expedition, who The nuclear submarine USS Nautilus the Pole 33 times, and counting.
a starting cost of $26,995 per person for named it for their Emperor. In addition (SSN 571) became the first watercraft According to various sources, surface
a basic two-person cabin with a standard to the sea birds, polar bears, seals, wal- to reach the North Pole when it surfaced ships from other nations have traveled to
twin bed, but does not include the $1,750 rus, and whales, Franz Josef Land also through the ice on August 3 1958. Vari- the North Pole a total of 19 times. Swed-
round trip air fare between Helsinki and supports a population of Arctic fox. ous other nuclear submarines of several ish vessels have made eight trips. Ger-
Murmansk or the cost of getting from The North Pole (or Geographic North navies have made similar surfacings man vessels have made four trips. Cana-
wherever you are to and from Helsinki. Pole, to distinguish it from the Mag- since then. dian vessels have made three trips. U.S.
Along the way, passengers may see netic North Pole) is where the rotational The first surface vessel to reach the vessels have made four trips. The ice-
polar bears, seals, walrus, and whales. axis of the Earth reaches the surface of North Pole was the Soviet icebreaker breakers Oden (Sweden) and Polarstern
But one should not expect to see animals the Earth in the Northern Hemisphere. Arktika on 17 August 1977. There have (Germany) were the first non-nuclear
at the North Pole, other than occasional While it is theoretically a fixed point, been five visits to the North Pole by non- ships to reach the North Pole, doing so
fish and sea birds. Upon arrival at (or it actually moves slightly (or wobbles) nuclear Russian surface ships: one by the on September 7, 1991. The USCGC Po-
near, depending upon ice conditions) the because the Earth is not a perfect and diesel-electric icebreaker Kaptain Dra- lar Sea and CCGS Louis S. St-Laurent
North Pole, passengers may climb down uniform sphere. This wobbling is in the nitsyn and four by the research vessel reached the North Pole on August 22,
onto the ice, drink champagne toasts, en- range of a few meters, so is only impor- Akademik Fedorov, including its 2007 1994 and were joined the next day by the
joy a barbeque, and form a circle around tant in instances requiring very precise trip (Arktika 2007) when, escorted by Russian nuclear icebreaker Yamal for
the Pole (or a facsimile thereof). For positioning. the nuclear icebreaker Rossiya, it used a the first three-ship rendezvous. The US-
added fees, passengers may take heli- The North Pole has been a quest for manned submersible to place a titanium CGC Healy and the Polarstern reached
copter rides or, weather permitting, ride centuries, but was not reached by man tube containing a Russian flag on the the North Pole together on September 6,

(Photo courtesy of Paul Arthur Berkman)

12 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (10-17).indd 12 10/2/2015 9:57:18 AM

 2001. The Russian nuclear icebreaker scientist landed at the Pole, made some generally. Cruise ships, cargo ships, and es to the North Pole continue apace.
Sovietskiy Soyuz and the Swedish ice- brief observations, and departed. On the occasional recreational vessels tran- For eons, the North Pole was a mythi-
breakers Oden and Vidar Viking stopped April 19, 1968, four U.S. and Canadian sit the Northern Sea Route across the top cal and mysterious place, often referred
at the North Pole on September 6-7, adventurers completed a 48-day over- of Eurasia and the Northwest Passage to as Thule. Now, it is just another loca-
2004 during the Integrated Arctic Ocean ice journey from Ellesmere Island to the across the top of North America. Fish- tion like Machu Picchu or Angkor Wat
Drilling Program. The Canadian Coast North Pole on snow-mobiles. In 1969, ing vessels are increasingly venturing where people go, have their picture tak-
Guard Ships Louis S. St-Laurent and four British nationals with the British into Arctic waters. Natural resource ex- en (often a selfie), and then brag to their
Terry Fox jointly reached the North Pole Trans-Arctic Expedition hiked, with the traction in the Arctic is growing apace – friends.
on August 27, 2014. Most recently, US- aid of dog sleds and airdrops from Bar- and it is not limited to oil and gas. It is The North Pole deserves more respect.
CGC Healy reached the North Pole on row, Alaska to Svalbard via the North getting so busy that a whale can hardly
September 5, 2015 while researching the Pole. Two individuals from the Trans- think.
western Arctic Ocean and its seafloor, globe Expedition 1979-1982 reached the Several years ago, I published a mani-
where it was met on September7 by the North Pole via foot and snowmobile on festo written by my good friend the Arc-
German icebreaker Polarstern research- August 4, 1982, becoming the first indi- tic fox. In that document, he encouraged
ing the eastern Arctic Ocean and its sea- viduals to complete a circumnavigation all Arctic animals to take action to deter
floor. of Earth by surface travel. On April 6, and deflect outsiders (i.e., all humans
Over the years, small groups have 1985, a ski-equipped twin-engine Otter other than local natives) from further in- The Author
found more innovative manners of reach- aircraft flew Neil Armstrong, Sir Ed- cursions into the Arctic. That effort has
ing the North Pole. On April 23, 1948, mund Hillary, Steve Fossett, and Patrick had limited success. Natural resource Dennis L. Bryant is with Maritime Regu-
three Soviet aircraft landed at the North Morrow from Ellesmere Island to the extraction efforts in the Arctic have latory Consulting, and a regular contribu-
Pole. The 24 individuals established a North Pole for a quick glass of cham- slowed from their previous rapid pace, tor to Maritime Reporter & Engineering
temporary camp and conducted two days pagne. This list goes on. but still continue. Use of the Northern News as well as online at MaritimePro-
of scientific observations before flying All of this going to and fro at the Sea Route this navigation season is sig- fessional.com.
back to the Soviet Union. On May 3, North Pole does not include the increas- nificantly less that in recent years. But t: 1 352 692 5493
1952, two U.S. Air Force pilots and a ing shipping activity in the Arctic Ocean other activities, such as excursion cruis- e: dennis.l.bryant@gmail.com

www.marinelink.com 13

MR #10 (10-17).indd 13 10/2/2015 9:58:06 AM

 S O F T WA R E SOLU T ION S

Making Sense and Taking Risks

Human Behavior in the Shipping Industry
BY MATTI BARG EF R I ED

The guide helps to identify counter- we give to it. This process is influenced lost per year, according to Lloyd’s Reg- sense-making was wrong as well as the
measures to avoid human errors and bad by a number of things, most importantly ister, and between 1995 and 2007 this communicational behavior of the crew.
decisions. Discover how to manage the culture, experience, social needs and amounted to 160 million gt.
human element on all levels – from the character. As in the office ashore, the The guide continues with a case study The Problem with Making Sense
engine room, to the bridge, to the shore. manager’s door might be open to wel- for sense-making: specifically that of a As we can understand from the ex-
From our summary of “The Human El- come everyone or it might be open in or- U.S. Coast Guard training cutter being ample, the patterns and situations that
ement – A Guide to Human Behavior in der to spy on his underlings. How do you rammed in 1978 by a vessel four times create a problem primarily exist in the
the Shipping Industry,” we examine the judge? It is one situation, but according the cutter’s size. (See story below “US- heads of people, hence they are unique.
chapters “Making Sense of Things” and to your perception of the person’s char- CGC Cuyahoga: The Last Voyage) Regulators today tend to close the ex-
“Risk Taking,” breaking down the most acter and attributes and to your experi- How did it happen? It happened when posed gaps with stricter regulation and
relevant information. Dirk Gregory and ence in other companies, your judgment the captain of the Coast Guard vessel no- new technical procedures. Therefore the
Paul Shanahan of the UK Maritime and alters. ticed an approaching ship. Both vessels rule books grow bigger, creating uncer-
Coastguard Agency developed the origi- To share the sense that we make of in- were running at full speed and quickly tainty and greater complexity. At the
nal guide. formation, we need empathy and com- closed up to each other. The captain saw same time, people become lulled into
munication skills; otherwise, we will not only two signal lights on the vessel, and a false sense of safety provided by the
Making Sense of Things be able to transfer reason and meaning. therefore assumed that it was heading in technical crutches. The guide quotes:
People are surrounded by vast amounts However, even when we can transfer the same direction as he was. His crew- “Automation creates new human weak-
of information and need to make sense this successfully, we might have been members saw three signal lights and nesses…and amplifies existing ones,”
of it all. We need that information to betrayed by our own minds and chosen knew the ship was coming towards them, reminding us that humans need to keep
support our goals and plans, as they can- the wrong thing to transfer. Our minds but did not attempt to communicate this, pace.
not withstand a changing world without are picky; they like to find evidence that as it seemed obvious. Meanwhile, the
adapting to the current situation. Never- supports our current assumptions and captain rationalized to himself the fast- Risk Taking
theless, before we can use information to decisions. Sense-making plays a vital closing speed (as seen on the radar) with In the last part, we learned that people
modify our plans, we need to choose the role in almost all shipping accidents. the simultaneous overtaking of a fishing have to make sense of things (informa-
information to process and the sense that On average there are 182 large vessels boat. Eleven men died. The captain’s tion) in order to make decisions or plans.

USCGC CUYAHOGA: The Last Voyage

At about 2100 hours on 20 October 1978, in an area about 3.5 miles northwest of Smith Point, which
marks the mouth of the Potomac River as it empties in the Chesapeake Bay, catastrophe occurred.
The Argentine coal freighter Santa Cruz II, a 521-foot bulk carrier, hit the Cuyhoga on her starboard side
between amidships and the stern. A consensus of accounts indicated that the cutter was dragged backwards
for a minute and then fell away from the tanker, rolled on her side, and sank within a couple of minutes. The
Santa Cruz rescued 18 survivors from the water and stayed on the scene until help arrived. The remain-
ing 11 men embarked on the Cuyhoga were lost. Four days after the accident, a Marine Board of Inquiry
convened in Baltimore, Maryland, at the Marine Safety Office to investigate the accident.
After some delay due to heavy seas and high winds, two massive floating cranes were used to raise the
Cuyhoga, which was in 57 feet of water. After an initial inspection, the ship was placed on barges and
towed 65 miles to Portsmouth for a full inspection.
The Marine Casualty Report, number USCG 16732 / 92368 and dated 31 July 1979, concluded:
The Commandant has determined that the proximate cause of the casualty was that the commanding
officer of the USCGC CUYAHOGA failed to properly identify the navigation lights displayed by the
M/V SANTA CRUZ II. As a result he did not comprehend that the vessels were in a meeting situation,
and altered the CUYAHOGA’s course to port taking his vessel into the path of the SANTA CRUZ II. The
Cuyahoga was later sunk off the coast of Virginia as an artificial reef.

(Source: US Coast Guard)

Photos: U.S. Coast Guard

14 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (10-17).indd 14 10/2/2015 9:59:59 AM

 This sense making is heavily influenced through all the options, thinking about means there is likely to be a tradeoff be- perception where thoroughness is valued
by a number of factors, such as culture, alternatives and interpreting all facts. tween safety (by thorough investigation) less and seamen feel the need to work as
past experience, ability to communicate, Therefore, decision-making is a very and profitability (by deciding quickly). efficiently and as quickly as they can. It
empathy and one’s character. time-consuming task and we need to de- In reality, companies need to be both at is difficult to consciously act against this
Even we make a decision we can never cide how efficient or thorough to be, as the same time. The company’s culture urge and people need adequate training
be certain that we have made the right time is a valuable and rare commodity in dictates which of the qualities is more in order to make proper decisions that
one and that we have interpreted all rel- shipping. favored. Pressure from the company’s determine when it is better to be more
evant data in the way that is favorable That presents a problem because it demand for efficiency leads to a shift in thorough.
for a positive outcome. This is partly
because we want our plan to work or
our decision to be right, hence, we are
tricked by our brain into selectively find-
ing assumptions and interpretations that
are good from our personal point of view.
This all involves risks and we need to
accept risks, but sometimes we know
that we do not have sufficient informa-
tion or we feel a false sense of safety and
still head for our conclusion / plan / deci-
sion.

What Affects Risk Taking?

Risks are determined by our feeling
about a given situation, which of course
can be easily wrong. The feeling might
be influenced by an incorrect perception
of control. This imagination of having
control is biased by thinking positively
about our skills, experience, technical
equipment, hard training and a familiar-
ity with the situation. People forget that
missing knowledge and over-estimation
can then lead to bad decisions.
“The Human Element – A Guide to
Human Behavior in Shipping Industry”
gives an example of a deckhand who
was washed overboard – he only secured
himself in heavy weather by wrapping
an arm around the pulpit rail instead of
using the harness. Therefore he took
Maritime risks are vast. So is our team to see you
a risk, and based on his perception his
decision was good enough, but it was
through them.
clearly proven otherwise. This situation
involved perceived familiarity, it was not Whether you provide marine services or transport goods, people or cargo, you face countless property
the first time the deckhand had secured and liability risks. When you work with Travelers Ocean Marine, you’ll be working with a team that has
himself like this; therefore the situation deep knowledge of the maritime industry – backed by the financial strength of the #1 commercial
seemed to be familiar and hence control-
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lable. Another point of influence is per-
ceived value – when something supports the unknown. But if the unfortunate should occur, you’ll be ready with the power of Travelers.
a higher goal and could bring one a big That includes a 12,000-person claim organization – with a catastrophe response team, ready to be
step closer to achieving it, so the more deployed at a moment’s notice – and the financial strength to handle major claims. You can rest easy
we desire it, the less risky it appears. knowing you’re not going it alone.
How Decisions are Made
To make a good decision based on the
information we have we need to work *Reported by SNL Financial

The Author
Matti Bargfried (M.A.) is Head of Market-
ing in the maritime IT-company “CODie
software products e.K.” Specialized in
Sales Management, Strategic Marketing
and SEO he serves the maritime indus- travelers.com

try since 10 years. CODie is Germany’s © 2015 The Travelers Indemnity Company. All rights reserved. Travelers and the Travelers Umbrella logo are registered trademarks of The Travelers Indemnity Company in the U.S.
and other countries. 15-OM-1837 Rev. 8-15
second biggest vendor for fleet, crew
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www.marinelink.com 15

MR #10 (10-17).indd 15 10/2/2015 12:17:39 PM

 M A R I N E DE SIGN : E RGON OMIC S

Ergonomics@Sea

E
BY TH O MAS AS K
rgonomics is the science Ergonomic design is not only easier and interface environment where small con- chology and interaction design. While
of designing for the hu- more comfortable to use but reduces trols operating enormous machinery. other elements of human comfort will
man body. The goal of injuries and accidents. Marine applica- The concepts behind ergonomics are not be discussed here, these include en-
ergonomic design is to tions need special care because of vessel rooted in a variety of disciplines such as vironmental issues such temperature,
allow interfaces to easily movement, unique hazards, multicultur- human dimensions (anthropometry), hu- humidity, draftiness, air quality, noise
connect with a human. al crew and the extreme human machine man movement (kinesiology), user psy- and vibration.
Fortunately, ergonomic design is sur-
prisingly straight forward – simply de-
sign human interfaces that put the body
in a neutral position. Injuries or discom-
fort increase when the hand, foot, arm,
back etc. are compelled to operate out-
side their neutral position. The second
element of design is to allow customiza-
tion of user interfaces. This customiza-
tion can be difficult in marine design
because much of the equipment and in-
terfaces are rigidly mounted; however,
it is an important to allow adjustments
where possible.
Anthropometric data are readily avail-
able for a wide array of demographics.
The figure below represents neutral body
posture based on NASA data (Anthro-
pometry and Biomechanics 1995).
Ergonomic design is based on data not
intuition. One must specifically avoid
the mistake of designing for oneself and
assuming it will be satisfactory for ev-
eryone else. Moreover, one should not
assume a design for the average person is
satisfactory for those at the outer ranges.
While many words and numbers are
presented in connection with ergonom-
ic design, for marine applications they
break down to the following design
guidance:
• Design for the neutral position
and the middle of the range of
motion.
• Empirically verify the effective-
ness of the design.
• Allow customization where pos-
sible.
• Recognize vessel movement re-
quires a range of angle be consid-
ered so as not to produce pinch
points or more subtle ergonomic
problems.
Nasa

16 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (10-17).indd 16 10/2/2015 1:21:43 PM

 Many rules of thumb (heuristics) have
been developed that guide designers, The Author
ranging from cockpit sight lines, exten- Thomas Ask is a professor of industrial and human factors design at the Pennsylvania College of Technology (USA).
sion to dexterity relationships and han- Ask earned a doctorate in industrial design and is a licensed Professional Engineer.
dle design.
Some correction factors that are help-
ful when dealing with raw anthropomor-
phic data include adding five percent to
values to account for light clothing.
People can stretch 10 percent further
than anthropometric data suggests by
twisting their torso and extending their
reach.
Mapping is another important interac-
tion design concept. Mapping describes
the relationship between visual cues and
function, such as scissor handle move-
ment mirroring the cutting blade action
or Z-drive controller orientation indicat-
ing thrust direction. In products and sys-
tems that are vital to safety, it is critical
to make the mapping as clear as possible
and work with graphical language suit-
able for international crews.
When designs are changed, traditional
mapping needs to be taken into account
so that a new design is approachable by
those who have experience with an old
design.
Affordances and constraints should
also be introduced to design to accom-
modate or constrain how a device is
used. An example of this is scissor han-
dle holes that are sized to handle either
the fingers or thumb.
More extensive ergonomic design
guidance includes:
• Work should be done by larges ap-
propriate muscle groups.
• Avoid overexertion of connective
tissues (muscles, tendons, tendon
sheaths) in wrist.
• Avoid compression of the median
nerve in the wrist’s carpal tunnel
and use a natural grasp angle of
60-70 degrees, limit movement to
15 degrees.
• When lifting is required avoid
wrist pronation (palm down) and
supination (palm up) when lifting.
Also ensure that the upper arms
can be close to body and elbows
operating around 90-100 degrees.
Ergonomic design is straightforward
and most people have an intuitive sense
for what works and what is comfortable.
However, primitive function often drives
designs and the process of making them
ergonomic can be viewed as a second
phase of the design process. The health
and safety of crew can be improved by
moving ergonomics to the early stage of
marine design.

www.marinelink.com 17

MR #10 (10-17).indd 17 10/2/2015 1:30:38 PM

 E Y E O N DE SIGN

Deep water

Complex Hull Shapes Require

Sophisticated
Assessment Shallow Water

Van Oord asked MARIN

to perform a full assessment
of the hull lines of its new
hopper dredger. Assessment of initial aft body using PARNASSOS (pressure
distribution on the hull) in deep water and shallow water.

T
win gondola aft bodies have been the aforementioned operational profile sistance can be quickly checked for the applied. The calculated flow characteris-
successfully applied to hopper of the ship. This emphasis on the opera- selected matrix of operational conditions tics were examined with respect to flow
dredgers for many years. This is tional profile during the design process separation and the generation of vortices
usually combined with a tunnel head box is increasingly requested by ship owners, Optimal Bulbous Bow in areas where they could negatively
combination above the propeller. The and for good reason. Realistically, a hull After the optimum bulbous bow was influence efficiency and vibrations.
tunnel leads the water to the propeller, design can never be 100% suited for ev- found in this way, the flow along the rest Similar to the aforementioned analysis,
while the head box supports the nozzle ery condition the vessel sails in. There- of the hull was examined using the vis- different loading and water depth condi-
and the rudder. However, this results in fore, a careful compromise, in close co- cous flow codes PARNASSOS and Re- tions were examined in accordance with
a very complex shape and consequently, operation with the client, has to be made. FRESCO. The PARNASSOS solver re- the selected matrix of operational condi-
complex flow characteristics. This requires regular meetings, in which quires a structured calculation mesh. The tions. The innovative hull design passed
On top of that the operation profile the results of all calculations are put on benefit of such a structured mesh is that the test with very good results, in both
of a hopper dredger is also challenging; the screen, and every benefit a hull form the iteration process is fast. However, to deep and shallow water. At the time of
sailing in deep and shallow water at two shape provides in a certain operational enable the use of such a mesh the hull writing this article the final validation by
completely different drafts i.e. fully lad- condition is weighted against the possi- geometry should not be too complex. means of model tests was about to start.
en and empty. The question arises about ble drawbacks in other conditions. Dur- The PARNASSOS tool has therefore During this stage, the performance of the
how to keep the flow under control in ing this process operational knowledge been used in the first stages of the aft hull will again be investigated in deep
all these conditions. Full knowledge of meets hydrodynamic knowledge which body assessment, where the hull was not and shallow water.
the characteristics of the flow around results in the best compromise. The proj- yet equipped with the tunnel head box
the hull is crucial when designing such a ect for Van Oord is a good example of combination. The flow characteristics
ship. CFD calculations can provide this this approach. obtained in this way, were used to align The Author
insight and are, therefore an essential The assessment and optimization of the tunnel head box combination with the
part of the design process. the hull lines has been conducted with the flow. In the next stage, when the aligned Luigi Francesco Minerva is Project Man-
aid of a variety of MARIN’s programs. tunnel head box combination was fitted ager of the Ships Department of MARIN,
the Maritime Research Institute Nether-
Operational Profile Vital For the optimization of the fore body the to the hull, the hull was examined again,
lands. MARIN offers simulation, model
Following Van Oord’s request for the potential flow code RAPID, which has but now the geometry had become so
testing, full-scale measurements and
assessment of the hull lines of its new been used at MARIN for a long time, complex that a viscous flow code, which
training programmes, to the shipbuilding
hopper dredger, both wave making re- was deployed. At the bow the effects of is capable of solving unstructured mesh-
and offshore industry and governments.
sistance and the viscous flow around the viscosity are still limited and the effect es had to be used. Therefore, for this
hull were analyzed, taking into account of bow variations on wave making re- stage, MARIN’s code ReFRESCO was

18 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (18-25).indd 18 10/2/2015 2:53:40 PM

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MR #10 (18-25).indd 19 10/2/2015 2:54:16 PM

 BUD G E T IN G

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Wondering What to Trim? Look to the skies:
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SG&A costs might be the wisest costs cal crew might only need to travel by he- shore Africa crew, the cheapest business 45. There are 856 drilling units world-
to shed without thwarting operations. licopter, 45 of the 210 onboard are expat class ticket round-trip and nonstop be- wide, so that would be … $8.56 billion
For offshore suppliers, the wisest SG&A tool-pushers, DP operators, subsea engi- tween Sidney and Luanda, the drillship’s in travel for offshore drilling alone. But,
costs to shed might just be travel costs. neers, chief electricians, to name a few, base, is $7,930. From Houston (one it’s not. Only about half of those rigs are
Examining SG&A for offshore outfits and they would need much more than the stop) it’s $8,357, and from Aberdeen actually in places as remote as Africa
produces some interesting travel num- helicopter journey offshore. The number (one stop) it’s $9,609. The average of from Houston, Aberdeen or Stavanger.
bers, starting with the tens of thousands of crew trips would quickly reach 90 for those is $8,632 per round trip. Multiply Yet, I know one drilling contractor with-
of people who work offshore and are flights in and out of area and shifts two- by 1,170 flights and you have a budget of out deep water commitments or remote
shunted around the world to liaise and weeks-on and two-weeks-off. The num- $10.1 million. Remember that number, operations whose travel budget is about
oversee. Whether you’re thinking macro ber of round trips soon hits 1,170 (see too. ATPI buys travel for clients using a $4.5 million.
or micro — the globe or your own back table 1.0). Remember that number. 100-location global-office footprint, so At ATPI, we like to say that managing
office — travel costs in the offshore en- So what are those travel costs, and how we pretty much demolish those fares. travel can cut travel costs by 10 percent
ergy business are staggering. They’re can they be cut back? We’ve heard oper- There’s also car service and other ex- and the administrative burden of travel

Photo: Shell

20 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (18-25).indd 20 10/5/2015 2:21:15 PM

 Graphic 1

crew capacity 210

minimal local crew travel, helicopter only 0
expat crew (toolpushers, DP operator, subsea engineer, chief electricians, etc.) 45
2 wks on/2 off, so it’s Luanda to Sidney/Aberdeen/ Houston etc. every 2 wks 90
round-trip flights (45 crew x 13 round-trip flights x 2 (rotating crews)) 1,170

Photo: Mackerel Press

by 30 percent. Consider half of that $8 sas or passports, even for multinational

billion, and the percentages suggest vast crews. Our Duty of Care travel standard
potential savings. In costs-conscious is in-line with the industry standard for
Norway — with its rising numbers of lo- keeping crews safe (sometimes by extri-
cally based worldwide energy industry cating them from harm’s way or divert-
suppliers — travel management is on the ing them out of danger).
rise, and ATPI’s new Oslo office bears So, travel might be the easiest part of
testimony to the new awareness of the SG&A costs to address, and the indus-
savings available in travel management. try needs to cut costs without affecting
Customers include drilling contractors, safety, stopping innovation or curbing
offshore vessels owners, midstream production. At $10 million per hypo-
players and a robust supply chain. thetical drillship, there’s about $4 billion
For oil independents and suppliers, in travel costs to target for drilling alone,
travel can be 30 percent of administra- and drill crews aren’t the only offshore
tive costs, or the “A” in SG&A, and for travelers.
upstream businesses, that can mean up to Offshore shipping, for one, has similar
$2 per produced barrel. This same cat- numbers for some vessels, and they’re
egory of costs can incur a six-percent hit some of our best clients. At stake for all
of total expenses, including all expenses suppliers, potentially, are day-rate losses
for key operations (see Table 2). For me- due to absent specialists; cancelled buy
dium-sized suppliers, travel can reach 16 paid for hotel stays, plus taxis, accidents,
percent of SG&A costs. kidnappings, etc., which our Duty of
Care and S5 partnerships address.
Savings & Safety As for operators, well … If you save
So what does ATPI do to cut indus- on travel, you might be able to drill some
try travel costs? Remember the African more wells or tackle some more projects.
Drillship’s “incidental” costs? We have
a new partnership with worldwide port
agent S5 aimed at eliminating many of
those hotel stays and incidentals for trav-
elling expats, be they managers, special- The Author
ists or crew. If S5 sees that a ship or rig
isn’t ready for crew (late, engine trouble, Dag Kristian Amland is Divisional Man-
testing kit, diverted to another port, etc.), aging Director of ATP Instone, part of an
then ATPI customers — using a travel- ATPI Group that earned over $1.78 bil-
management technology interface called lion in travel-management business in
ATPI CrewHub — know automatically 2014. About 40 percent of ATPI’s busi-
when not to book travel. Through Cre- ness is in oil and gas.
wHub, they also know of expiring Vi-

www.marinelink.com 21

MR #10 (18-25).indd 21 10/2/2015 2:55:05 PM

 O P I N I ON : R E FR IGE R A N T S

Black Market Refrigerants

pose a major shipping risk
BY SV ENN JAC O BS EN

I
n 2011, several refrigerated, reefer hoses, seals and compressors. At worse, to cut costs. However, the main reason Honeywell, Linde and Dupont, which
containers exploded, killing three they are highly toxic, and in the case of these refrigerants continue to circulate have taken legal action to crack down
port workers. While there has been the fatal accidents in Vietnam, China and is because of the continued existence on counterfeiters and changed packag-
no further tragedies since then, Brazil in 2011, highly volatile. of disposable cylinders. According to ing to discourage fakes, counterfeit re-
counterfeit refrigerants remain in circu- According to international insurer Svenn Jacobsen, Technical Product frigerants remain an industry menace.
lation and still represent a safety risk. TT Club, R-40 contamination accounts Manager, Refrigeration, Wilhelmsen Even elaborate precautions, such as ho-
Counterfeit refrigerant cylinders can for 0.2% of the world’s reefer contain- Ships Service, the absence of a world- lographic seals or cylinder stamps, are
consist of a dangerously unstable cock- er fleet, affecting about 2,500 reefers. wide ban has created a robust market easily copied in days rather than months.
tail of gases, blended to roughly mimic However, other counterfeit refrigerant for counterfeiters. “These cylinders are For Jacobsen, the only way to put an end
the most common refrigerant, R-134a. mixtures, such as those containing R-50, the container of choice for the counter- to this illegal and dangerous market is to
These cylinders are often loaded with R-744, R-22 or R-170, are also consid- feiter,” he says. “Cheap and untraceable, ban disposable cylinders.
rogue gases such as R-40. Though simi- ered unsafe, so the number of reefers af- no counterfeiter is ever going to get any “If the legitimate refrigerant suppli-
lar to R-134a, R-40 reacts with alumini- fected could be far higher. complaints from their customers using ers no longer provided refrigerants in
um to form trimethylaluminum, a highly this type of packaging”. disposable cylinders, the counterfeiters
volatile substance that, when exposed Disposables a Permanent Problem Jacobsen explains that counterfeit- would be out of business,” he says, not-
to air, can explode. At best, these fake Some operators may be unaware of ers offer what appear to be authentic, ing that WSS does not offer refrigerants
refrigerants perform poorly, are ener- the potential risk of using counterfeit re- trademarked refrigerants. Despite the in disposable cylinders. “We don’t sup-
gy-inefficient and are likely to damage frigerants, while others may be seeking efforts of leading manufacturers such as port their use and we believe a world-
wide ban is far overdue”.
Whether or not a global ban on dis-
posable cylinders will come into force
anytime soon is unclear. In 2007, the
European Union (EU) banned dispos-
able refrigerant cylinders in the EU and
on EU flagged vessels. Similar bans are
also in place in Canada, India and Aus-
tralia. However, disposable refrigerant
cylinders are still in use elsewhere in the
world.

Unintended Consequences
More recently new EU legislation,
introduced in January of this year, may
only exacerbate the issue. The new EU
regulation applies to the use of hydro-
fluorocarbon (HFC) R-134a. HFCs are
fluorinated greenhouse gases (f-gases)
with a relatively high Global Warming
Potential (GWP). So while R134-a is an
ozone-friendly, chlorine-free, energy-
efficient, low toxicity refrigerant, its
use accelerates climate change. The EU
regulation (EC517/2014) calls for the
total supply of HFCs across the EU to
be reduced to just 63% of the 2009-2012
baseline quantity by 2018, measured as
the total tonnes of carbon dioxide equiv-
alent (CO2e). This sustained reduction
in capacity will continue until it reaches
just 21% of the original baseline figure

22 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (18-25).indd 22 10/2/2015 2:55:45 PM

 by 2030. who insist on using disposable units, they
While Jacobsen applauds the EU’s bold should make sure a reputable company,
move to reduce the environmental im- which has been audited and approved
pact of R-134a refrigerants, he cautions by a licensed manufacturer, is supplying
that these regulations may inadvertently their refrigerants.
create a strong market for suppliers of Jon Black, Global Head of Chemicals
counterfeit refrigerants. “It is likely that and Refrigerants, Linde Gases, suggests
the reduction in the supply of EU HFCs that operators only source refrigerants
will lead to shortages and a sharp spike from well-known providers or compa-
in costs, meaning some operators will be nies who distribute the products for these
tempted to purchase lower-price refriger- main manufacturers. “If a new distributor
ants,” he says. “This regulatory change appears on the market, we recommend
will create an ideal market for counter- operators conduct a thorough audit before
feiters. Despite numerous warnings, acci- making a purchase,” he says.
dents and fatalities, many operators will Finally, if the price quoted for gases is
be more willing to take a chance on gases way below the market average, it is likely
packaged in disposable cylinders by un- to be a counterfeit. It may be a cliché, but
registered suppliers. We anticipate that you really do get what you pay for. So if
the counterfeiters of R-134a are going to you want a safe, consistent, and authentic
be very busy in the years ahead.” refrigerant you must be willing to pay for
it.
Too Good to Be True?
In the absence of a global ban, it is up to
operators to use common sense, coupled
with a healthy dose of scepticism. Be-
cause fake refrigerants are found exclu- The Author
sively in disposable cylinders, Jacobsen
recommends that operators only purchase Svenn Jacobsen is the Technical Product
refrigerants supplied in refillable, re-us- Manager at WSS.
able, traceable cylinders. For operators

R134a & Low

GWP Replacements
Operators active in the EU will have to manage the new regulations that apply
to apply to the use of hydrofluorocarbons (HFC). The so-called ‘drop-in’ re-
placement for R-12, R-134a is the most used refrigerant in refrigerated shipping
container units accounting for approximately 80% of the market.
Contributing to global warming when released to the atmosphere, R-134a has a
GWP value of 1430.

With GWP calculated as:

GWP = heat trapped per lb. of greenhouse gas
heat trapped per lb. of CO2

There are of course potential replacements for R-134a readily available such
as R-1234yf, which has a GWP of four or R-744 (CO2), which has a GWP
of one. However, switching to such ultra-low GWP alternatives will typically
require converting existing equipment or installing new equipment specifically
designed to use lower-GWP refrigerants. In addition, these low GWP refriger-
ants also currently come with a cost premium attached.

www.marinelink.com 23

MR #10 (18-25).indd 23 10/5/2015 2:25:36 PM

 M A R I N E DE SIGN : L N G CON TAINM ENT

Innovative LNG Containment Tank

Tank design reduces cost of LNG carrier 5 to 10%

The Cubic Donut Tank System (CDTS) was originally developed in 1973 and a patent was
awarded in 1976. The main design principle behind the initial design concept was the con-
struction of a near prismatic shape using 12 substantially identical cylinders that were inter-
connected to each other so that it would have the structural efficiency of a spherical tank and
the volumetric efficiency of a membrane tank. Unfortunately, this was the time when the U.S.
broke off diplomatic relations with Algeria cancelling all contracts to import LNG. Six new
LNG Carriers were immediately laid up and interest in LNG containment technology in the
U.S. waned ... until recently.

By Thomas Lamb and Regu Ramoo

Main Photo: Altair LNG Carrier Concept

(inset) Figure 1: Development of CDTS
24 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (18-25).indd 24 10/2/2015 2:58:55 PM

 I
n 2005, Altair Engineering, Inc. creased, thus increasing the need the Volumetric Efficiency to 0.56.] • Less installed power and thus fuel
was providing advanced structural for sloshing mitigation The major benefit of the CDTS is that savings in service
engineering analysis tools to Uni- • Altair identified and solved func- for the same LBP it offers 35% more • Utilizes a simple support system
versity of Michigan and applied tional and structural problems capacity than Spherical and 24% more • Better protection from side colli-
it to the CDTS, as a case study. with the original concept, and than a Membrane and IHI SPB ship, or sion damage – 4m versus 2.5 m
This in turn developed into an interest to patented the improved design a reduction in ship or platform length for for Membrane Ships and 3.25m
develop this Type ‘B’ tank concept fur- • The economics of transport costs equivalent Cargo Capacity; 12% com- for Spherical Tank Ships
ther resulting in the awarding of multiple make efficiency an even more pared to Spherical and 6% compared to • Better protection from bottom
improvement patents to Altair’s Product- significant economic opportunity Membrane ships. damage – 4m versus 2.75 m for
Design team in 2013, 2014 & 2015, and The marine transport of LNG is a ma- The use of the CDTS results in the fol- Membrane Ships
Approval-in-Principle (AIP) by ABS in ture technology that is almost 50 years lowing additional advantages: • Excellent Boil of Gas perfor-
March 2015. Since 2005, the develop- old. In the early years of LNG Car- mance
ment has been continuous, as shown in rier designs, a number of containment • Significant reduction in Gross • Internal Connectivity provides
Figure 1, with the design efforts focused systems were developed and the most Tonnage Natural Conductive Cool-Down
on the use of CDTS for both the marine successful were the Moss Rosenberg • Significant reduction in the over- Pathways – low pre-loading
transport (LNG Carriers) and Floating Spherical Tank and the Gas Transport all construction schedule com- spray down time with low spray-
LNG Processing and Storage Platforms Membrane Lining System. The CDTS pared to the membrane tank sys- in mass flow-rate
(FLNG). has much better volumetric efficiency tem Further, the CDTS can be constructed
Alcoa joined this effort in 2012 provid- (0.85) than the Spherical Tank (0.52) • Eliminates the restriction on par- using typical shipyard rolling and form-
ing material recommendations as well and close to the membrane system tial filling of tanks for sloshing, ing equipment. While the CDTS offers
as manufacturability assessments, and (0.88). This high hold space volumetric allowing multiple discharge loca- benefits just from the tank design, con-
Dongsung Finetec in 2014, providing efficiency coupled with the CDTS being tions struction and installation in the ship, it
insulation solutions. The details of the of an independent tank construction and • Reduced estimated cost of LNG also offers unique benefits in the design
CDTS have been presented at the Off- self-standing allows for higher utiliza- carrier by 10% compared to of the ship including significant reduc-
shore Technology Conference in 2009 tion of available space above and below Spherical and 5% Membrane tion in length, providing significant re-
and 2010 as well as LNG Conferences in the main deck resulting in a significantly • Provides ease of construction and duction in longitudinal bending moment,
London in 2009 and ICCAS 2009. Since smaller ship length for the same cargo ease of installation in the ship, which results in construction benefits in
the original concept was patented, the: capacity. [Recent development of the • Offers superior structural effi- reduced steel weight and less work con-
• The average LNG ship size has in- extended Spherical Tanks has improved ciency tent for the same capacity ship compared

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www.marinelink.com 25

MR #10 (18-25).indd 25 10/3/2015 5:05:23 PM

 M A R I N E DE SIGN : L N G CON TAINM ENT
with any other system. Figure 2 gives
isometric views of the CDTS and its in-
stallation in a ship.
The comparison of tank outlines are
shown in Figure 3 for the spherical,
spherical extended, membrane, SPB and
CDTS tanks of equal volume. Table I
shows the capacity benefit of the CDTS
over the other containment systems for
the same Length Overall (LOA) of 300 m
and within the new Panama Canal beam
Figure 2: restriction of 49 m. The spherical extend-
Isometric ed tank would enable the LNG Capacity
Views of to increase to 180,000 m3 within the 300
CDTS m LOA and 49 m Beam restrictions. Note
that the pure spherical tank LNG Carrier
would have a beam of 52 m and that the
largest total spherical LNG Carrier capac-
ity for the new Panama Canal would be
155,000 m3 compared to the CDTS LNG
Capacity of 210,000 m3.
Figure 4 shows a conceptual design for a
210,000 m3 LNG Carrier with the CDTS
Altair ProductDesign provided the
structural design expertise and technology
that was used to complete the develop-
ment of the CDTS design, and enabled the
Approval-In-Principle (AIP) from ABS.
Altair’s HyperWorks Suite of software
was used to ideate design solutions, and
subsequently to analyze and optimize the
CDTS tank. Altair’s HyperWorks suite is
a computer-aided engineering (CAE) sim-
ulation software platform that allows busi-
nesses to create superior, market-leading
products efficiently and cost effectively.
The HyperWorks platform offers model-
Figure 3: ing, visualization as well as ideation, anal-
Comparison of Outlines for the Five Containment Systems for Equal Volume ysis & optimization solutions.
Although the constituent parts, of the
CDTS comprise of simple shapes, the
overall geometry is structurally complex
with significant design improvement op-
portunities. Starting from 2005, the Hy-
perWorks suite of advanced structural de-
sign, analysis and optimization tools were
used to improve the design to meet the
structural objectives which could not oth-
erwise be attained by the proposed origi-
nal design. An earlier paper RAMOO,
2009 describes the finite element analysis
and optimization of the CDTS as applied
for LNG applications. The design tools
(software) used included:

• Optimization Techniques: Topology

Optimization, Free-Size Optimiza-
tion, Size/Gage Optimization
• RADIOSS Non Linear Transient
Dynamic Analyses for ALE & SPH
analyses to predict sloshing loads
• AcuSolve CFD Analyses for Fluid
& Heat Transfer analyses
• HyperStudy (MDO) was used to
Figure 4: develop the thermal management
CDTS 210,000 m3 Concept Design for 300 m LOA and 49 m Beam Restriction strategy such as position, locations,
and volume of LNG spray-in.

26 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (26-33).indd 26 10/2/2015 10:31:34 AM

 TABLE I: Design Comparisons for Restricted Length &
Draft of the Four Containment Systems

BY R EG U R AMO O BY TH O MAS L AMB

The Authors
Thomas Lamb retired from the University of Michigan in 2006. He
has over 50 years’ experience in ship design, ship production and
productivity, research and education.

Regu Ramoo, VP of Engineering, has 30 years of experience in us-

ing advanced CAE methods in structural design and engineering of
land vehicles and marine structures.

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MR #10 (26-33).indd 27 10/2/2015 10:31:59 AM

 M A R I N E FIR E FIGHT IN G
Texas A&M Engineering Extension Service (TEEX), Emergency Services Training Institute

Marine Firefighting:
Train to Survive

W
Fire onboard a boat or ship is generally considered the hile innovative new fire- ited, AFNI, Chief Operations Officer,
resistant materials and Maritime Professional Training (MPT).
most dangerous situation on the water. While advances advanced fire suppres- “Having well trained first responders
sion equipment onboard is vital as they can be pro-active and
in technology have helped to mitigate risk, ships and boats has helped to improve adaptable to each emergency.”
consistently investing to upgrade a crew’s firefighting fire security, technology alone is not a Firefighting training is a particu-
one-stop security blanket in the quest to lar point of emphasis at MPT, and the
training, skills and equipment is the best means to keep keep crew and ship free from harm in school has invested regularly and of-
crew, ship and cargo safe if disaster strikes. the case of a fire. ten to ensure that it has the tools and
“Ship operators are once again plac- teaches the technique that are necessary
ing a huge importance on fire fight- to keep modern vessels in ship shape.
ing training, an over-reliance on fixed MPT established the Marine Tech Fire
By Greg Trauthwein suppression systems can be dangerous Academy and uses that facility to run
and create a sense of false security,” more than 60 Fire Fighting classes a
said Capt. Ted Morley, Master Unlim- year, including STCW Basic Fire, Ad-

Practice makes Perfect: While there is no perfect in firefighting, continuous training in a controlled situation (left & center)
raises the odds of safety and success when faced with a real-world fire (right). Left & Center image: Texas A&M Engineering Extension Service (TEEX),
Emergency Services Training Institute. Image on right: T&T Salvage

28 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (26-33).indd 28 10/4/2015 8:40:56 PM

 MPT. SERIOUSLY S.M.A.R.T.
ONE SCHOOL. UNLIMITED POSSIBILITIES.

There is nothing like incredibly-real training to better prepare you for serious real-life
maritime situations. Our ongoing investment in S.M.A.R.T. simulation provides a visually
immersive level of realism that is simply not available in other programs. This is just
another reason why MPT is the most complete full-service private maritime training
school in the country.

OUR UP-TO-THE-MINUTE, INDUSTRY-LEADING TRAINING INCLUDES:

• Dynamic Positioning (DP) – State-of-the-art DP lab offers
fully integrated hardware training
• ECDIS hardware – real-world training on real-world equipment
• Over 150 Approved Courses that meet or exceed the IMO Standards
• Gap Closing training for Engineers and Deck officers

For training that can create serious real-life opportunities,

call us or visit MPTusa.com today.
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MR #10 (26-33).indd 29 10/5/2015 5:14:44 PM

 M A R I N E FIR E FIGHT IN G

“Incorporating that technology and topics such as advanced methods of

ventilation into fire training classes is equally vital. The methods and
techniques that were taught when I first entered the industry seem
almost prehistoric when compared to what is available today.”

Capt. Ted Morley, Chief Operations Officer,

Maritime Professional Training (MPT)

vanced Fire, Refresher and Renewal courses a year.” marina and boat fires while in charge of proved firefighting extinguishing agents
for both, specialized courses for clients a Coast Guard response boat in the mid- – have enhanced shipboard firefighting
and 1405 for Land Based Fire Fighters. Firefighting Technology 1980s to routinely managing commer- operations further. Advances in personal
“We also spend more than 30 weeks a While technique and training is the cial vessel firefighting operations today, protective equipment and breathing ap-
year onboard our clients vessels train- foundation for any solid onboard emer- I have attended a number of firefighting paratus/cylinder capacity have also gone
ing while they are underway,” said Capt. gency response, technology both in courses over the years; tactical training a long way in improving safety.” T&T
Morley. “MPT is also involved in writ- fire-resistant materials found on modern has evolved based on lessons learned Salvage’s investment in technology in-
ing onboard and company fire fight- ships as well as the firefighting apparatus from actual fighting shipboard fires,” cludes the latest in infrared technology:
ing procedures and doctrine, as well as itself continues to grow in sophistication said Jim Elliott, Vice President, T&T “We even have an infrared system on our
shoreside resource response guidelines. and performance yearly. Salvage. “Technology – such as infrared, Unmanned Aerial System (UAS) to re-
That translates to almost 100 fire fighting “Throughout my career, from fighting advances in firefighting systems, and im- spond to vessel fires,” said Elliott.
Morely said that technology has in-
creased in importance, particularly in
light of the move toward larger ships
and smaller crews. “Technology, such
as thermal imaging units and advances
in suppression equipment, has become
a vital component of fire fighting,” said
Capt. Morely. “Incorporating that tech-
nology and topics such as advanced
methods of ventilation into fire training
classes is equally vital. The methods and
techniques that were taught when I first
entered the industry seem almost prehis-
toric when compared to what is available
today. That is the primary reason refresh-
er training is so important.”

A Growing Emphasis
Mitigating risk in the maritime sector
is a necessity. The increasingly litigious
nature of the world at large levies stiff
penalties for anyone who puts hazardous
materials into the sea, and increasingly
strict regulations from international and
national authorities mean that vessel
owners and operators must invest in ma-
rine firefighting training and technology
to ensure compliance.
“The recent implementation of the

30 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (26-33).indd 30 10/5/2015 1:59:27 PM

 U.S. Coast Guard’s Salvage and Marine vessels face. The IMO recognizes that In addition, the complexity of ships Texas A&M Engineering Extension
Firefighting regulations is the primary and has worked with member nations to and offshore structures makes updated Service (TEEX), Emergency Services
driver in increasing the importance of improve the training while at the same firefighting skills desirable for all in- Training Institute. “As vessels, termi-
marine firefighting training in the United time industry is working to improve their volved. nals, and offshore facilities become
States,” said Elliott. “When a vessel is at policies and procedures, many compa- “Live fire and emergency response more complex, personnel must be pre-
a pier, these regulations require a marine nies go well beyond the regulatory re- training for the maritime industry con- pared to adequately deal with any type
firefighting remote assessment within an quirements for fire training.” tinues to evolve,” said Kirk Richardson, of emergency. Incidents vary from fire
hour of notification, an on-site assess-
ment within two hours and trained fire-
fighting teams and external firefighting
systems – such as a tug or portable fire
pump – on-scene within four hours. For
“nearshore” operations, within 12 miles
of shore, a firefighting team should be on-
scene within 8 hours and, for “offshore”
operations, out to fifty miles, a firefight- SHIP-BOARD NITROGEN
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Extension Service (TEEX), Emer-
gency Services Training Institute.

ing team should be on-scene within 12

hours. To achieve these response time
standards, marine salvors must continu-
ously train and exercise their fire teams.”
Additionally, there is a growing rec-
ognition of the hazards of shipboard
firefighting and the need to provide ad-
vanced training to land-based firefight-
ers, Elliott said. The unique command
and control requirements for marine
firefighting operations, combined with
the number of agencies and stakeholders
involved, require specialized Incident
Command System training for all par-
ties, including Federal, State, local, mu-
nicipal and industry responders.
“Ship operators are seeing the impor-
tance of having well trained, thinking,
doing fire fighters available onboard to
respond,” said Capt. Morely. “While
regulations have improved their safety,
fire is still the number one threat these

www.marinelink.com 31

MR #10 (26-33).indd 31 10/4/2015 8:46:04 PM

 M A R I N E FIR E FIGHT IN G

“Technology – such as infrared, advances in firefighting systems, and

improved firefighting extinguishing agents – have enhanced shipboard fire-
fighting operations further. Advances in personal protective equipment and breath-
ing apparatus/cylinder capacity have also gone a long way in improving safety.”

Jim Elliott, Vice President, T&T Salvage

fighting, confined space rescue, water tinual investment in facilities, technol- two facilities are valued in excess of vessel superstructure has been upgraded
rescue, hazardous materials, and others. ogy and people is the ante to stay in the $475million,” said Richardson. to include new interior compartments,
In addition, personnel must be adapt at marine firefighting training game. New He said that the Marine Training proj- which are used for fire fighting and
managing the incident, using the appro- equipment and modern facilities are the ect area in College Station has recently search and rescue operations. The vessel
priate Incident Command structure.” rule. had the Engine Room prop completely deck is being upgraded with new flam-
“The emergency response training rebuilt (including the replacement of the mable liquid and LPG propane fueled
centers, located in College Station and diesel propulsion engine, generator sets, props.
Investing for the Future Galveston, Texas represent more than air compressors, boiler front, electrical In staying current with maritime
As with any other sector of any other 330 acres of hand-on training proj- switchgear and related fuel, hydraulic, trends, TEEX operates an LNG live-
industrial training, a commitment to con- ects and support area, and currently the and support equipment.) In addition, the fueled training project at Brayton Field,

Salvage Report

MV Smart
Titan Salvage, now a part of Ardent, completed a complex removal of
the wreck of the cape-size MV Smart coal carrier in South Africa. The
wreck itself was a challenge, made worse by weather conditions that
prevail on the South African coast. The removal of the vessel, which
was entered in North P&I Club by owner Alpha Marine, was accom-
plished on time and on budget due to collaboration with the South Afri-
can Maritime Safety Authority (SAMSA), Titan and North. On August
19, 2013, the 151,279 DWT bulk carrier ran onto a sand bar shortly
after setting sail from Richards Bay coal terminal in a 7m Indian Ocean
swell. It was carrying 147,650 tons of coal, 1,769 tons of fuel oil and 129
tons of diesel. The crew was rescued and, a days later the 273 m long
ship split into three parts. Smit Salvage, part of Boskalis Westminster,
together with Smit Amandla Marine and South African salvor Subtech
Group removed the fuel first, achieved without spillage, followed by
10,000 tons of coal slurry in the ruptured no. 9 hold. They then refloated
the separated stern section and scuttled it offshore. Titan Salvage won
the tendering process to perform the lightening, refloating and scuttling
of the partially buried bow section. The contract was unusual because
of the extent to which Titan assumed the operational risks associated
with the project, so minimizing the chances of a cost overrun. The bow
section was refloated and scuttled in December 2014 and the remaining
mid-section cut down and buried at the beginning of September 2015,
with rehabilitation of the seabed completed immediately thereafter.

32 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (26-33).indd 32 10/4/2015 8:46:59 PM

 Technology

which uses live LNG and allows stu-

Fire Fighting Simulator
dents to observe the safe handling pro-
tocols used for an LNG leak and/or fire
scenario. “LNG shipping companies
and terminals worldwide participate in
the training provided, using this prop,”
said Richardson
MPT is in the midst of a vast expan-
sion, and over the last two years MPT
has invested more than $500,000 in its
Fire Fighting programs, including addi-
tional new scbas, new turnout gear, new
compressor and cascade system for fill-
ing, new technology for the classrooms,
and a new Pierce fire engine used in our
1405 course as well as in our IMO pro-
grams.
‘Investment’ also means taking care
of the treasure trove of gear already
in house, as MPT’s Capt. Morely ex-
plains. “MPT currently has more than
80 Survivair 4500 psi scba’s equipped VSTEP launched RescueSim, its Advanced Fire Fighting Simulator (AFF) for shipboard incidents, a simulator designed to
with carbon fiber bottles, more than 200 enable users to experience and train any incident on board a ship first-hand. It is built to fully support and comply to the STCW
sets of turnout gear, and more than 2000 Advanced Fire Fighting courses. RescueSim includes functionality, environments, emergency equipment and objects that are com-
ft. of fire hose,” just to name a few. mon to specific types of shipboard incidents and essential for STCW compliant AFF Training. A typical setup includes an instructor
“Every student is sized and issued gear station and training stations for the on-scene commander and fire team leaders. An instructor is in full control during the training
for the duration of their training that is and can influence the scenario for the participants in the simulator during the exercise. Instructors can also build any on board
incident scenario using the instructor toolbox. RescueSim AFF simulator can be linked with VSTEP’s NAUTIS ship bridge simulators
theirs alone, and that gear is all cleaned
for additional incident command training of ship bridge personnel.
and inspected before being issued to the
next class. It’s something simple but
maintaining the gear is not only good
for the gear, it’s good for the students
wearing it.”
Investing in new equipment and train-
ing is the mantra, too, at T&T: “T&T
Salvage has invested heavily in not
only building arguably the nation’s
largest deployable marine firefighting
capability but also in training our own
personnel and contractors,” said El-
T²RECS gear units. Efficient,
liott. “T&T marine firefighters attend
basic and advanced firefighting cours- compact, easy to maintain.
es plus supplemental courses in LNG
Firefighting and hands-on equipment
deployment and operations training.
Personnel also attend infrared and UAS
infrared certification courses. In addi-
tion to this comprehensive marine fire-
fighting training regimen, all personnel
complete Hazardous Waste Operations
(HAZWOPER) certification courses;
respirator protection/SCBA courses;
First Aid/CPR; OSHA rigging and sig-
nalperson courses; and myriad other
marine related courses to ensure con- Each and every ship needs a robust, premium-quality gear gears are outstandingly dependable and efficient in
sistent, safe and effective operations. system tailored to its specific needs. This is why we‘ve de- offshore, fishing and commercial operations.

Of significance, all of this training is veloped T²RECS. Of modular design, T²RECS gear units can
be configured to customer requirements in seven sizes with
Your contact in the USA:
Motor-Services Hugo Stamp, Inc., 3190 SW 4th Avenue, Fort Lauderdale
routinely proven in actual operations center distances of 400 to 710 mm and ratings of 500 to FL, 33315, USA, Phone: +1 954 763-3660, Toll Free:
and exercised in drills.” 5,000 kW at engine speeds of 600 to 1,600 RPM. These 800 622-6747, Fax: +1 954 763-2872, www.mshs.com www.renk.eu

www.marinelink.com 33

MR #10 (26-33).indd 33 10/4/2015 8:56:33 PM

 M A R I N E DE SIGN

Current Status & Future Prospects for

Unmanned V
T
here is a global boom in the development of unmanned systems, from below the
ocean’s surface to high in the sky to the world’s roads. Add to this list the maritime
industry, on both military and civilian vessels. Maritime Reporter & Engineering News
examines in depth recent developments taking place in Europe to discover general thoughts
and technical trends driving the future of unmanned shipping.

By Henrik Segercrantz

34 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (34-41).indd 34 10/2/2015 10:54:15 AM

 Norway’s unmanned 100 TEU coastal marine transportation
system ReVolt is to be powered by a 3,000kWh battery to pro-
vide a range of 100 nautical miles. With no crew onboard DNV
GL has estimated a total saving of up to $34 million over its
estimated 30 years time in service.

KVM FROM G&D.

YOUR BRIDGE TO
COMPLETE CONTROL.

Leading the way Up on the bridge or down in the engineering

Vessels
in digital KVM room, you don’t need your computers beside you
to have complete control over your IT systems.
www.gdsys.de
With G&D’s KVM technology, you can remove
computers from control rooms into one safe
location. As a result, you’ll create more space
with less noise and less heat and enjoy a better
working environment.

For complete flexibility, users can access the

systems wherever they are on board – all they
need are the necessary peripherals e.g. a mouse
and a keyboard and one or more display screens.

In addition, KVM systems from G&D deliver more

safety. Our systems not only provide mission-
critical features that monitor our KVM equipment
but they can also measure several parameters of
the systems they’re connected to.

The joint European Research Project MUNIN ship-to-shore communications to fully enable SEE US AT
EUROPORT On ships, in special applications control, in vessel
was finalized in August 2015, a project financed autonomous operations, including legal aspects, HALL 6
STAND 6306 traffic service (VTS), on offshore platforms…
by the EU and initiated by German research in- risks and economics of such systems. The main (KONING &
HARTMAN)
for complete control with flexibility the answer
is KVM – from G&D.
stitute Fraunhofer Center for Maritime Logistics practical focus was directed at the development
and Services. Participating partners in the three of the autonomous control systems aboard a bulk
year project were research institutes, universi- carrier remotely controlled from a shore control
ties and private companies from in eight Eu- center, simulation based and integrating the vari-
ropean countries including Germany, Norway, ous functions needed.
Sweden, Iceland and Ireland. The concept of au- A ‘Shore Control Center’ was designed capable
tonomous shipping was analyzed both theoreti- of supervising vessels worldwide using elec-
cally and through developing practical solutions tronic nautical charts. Just as within the airline
and technical systems for autonomous opera- industry, critical situations are monitored both by
tion of a ship. There were many matters under a the onshore operator in charge of that particular
close microscope, from needed developments in sea segment, and by software, both onboard and

www.marinelink.com 35

MR #10 (34-41).indd 35 10/2/2015 10:54:53 AM

 M A R I N E DE SIGN

Wärtsilä has developed augmented

reality goggles which makes it pos-
sible to provide the onboard service
person with remote expert advice
regardless of the ship’s location.

Future Bridge studies such as those

made by VTT and Rolls-Royce use
same intelligent sensor monitoring
technologies which will be needed
for unamanned ships.

36 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (34-41).indd 36 10/2/2015 10:55:27 AM

 Innovative Unmanned Concepts from the Rolls-Royce

ashore. The system includes a built-in pated in year 2024 should address this. search Centre have initiated the AAWA ship operations.
possibility for outside intervention. The Advanced Autonomous Waterborne Ap-
relating ‘Unmanned Bridge’ develop- Global Projects plication research project, the goal of
Practical Technical
ment included an ‘Automated Lookout MUNIN is just one example of an un- which is to develop commercially vi-
System’ capable of conducting evasive able remote controlled vessels for com-
Aspects
manned shipping development project,
At ‘The Autonomous Ship’ panel dis-
actions autonomously and according to and there are a number of similar proj- mercial use and related technology. The
cussion arranged at Nor-Shipping in
international regulations from prevent- ects initiated on national levels and by ambitious project is to last until year
June, many aspects of unmanned ship
ing collisions at sea. An ‘Advanced sen- maritime companies independently or 2017, and has Finnish Tekes funding.
operations were dealt with by Martin
sor system’ for this purpose was also de- through industry collaborations. VTT is also coordinating a project on
Kits van Heyningen, President and CEO
veloped and tested. A system had been Norway is looking into an unmanned future bridge concepts for tugs, cargo
of KVH Industries, Oskar Levander, VP
developed to recognize small objects on transportation system with a small size vessels and platform support vessels
for innovation engineering and technol-
the water surface and transmits warnings container vessel to handle transportation using same intelligence technologies as
ogy at Rolls-Royce Marine, and by Ron-
accordingly. A weather routing system along its long coastline. This project, will be needed in unmanned ships. In ad-
ald Spithout, President, Inmarsat Mari-
providing an efficient and safe journey, called ReVolt, is based on a 100 TEU dition to joint projects companies such
time, among others. In overview it was
common on many ships already today, battery powered vessel operating at a Wärtsilä, ABB and Rolls-Royce are all
generally agreed that ships need to be
is a natural part of a future unmanned speed of six knots. In Finland a number involved also with their own develop-
much more reliable in the future, allow-
vessel. Also an ‘Autonomous Engine of companies, including Inmarsat, four ments of technologies which can, in the
ing for predictive maintenance based on
Room’ was developed with relevant universities and the VTT Technical Re- end, be utilized also in future unmanned
detailed monitoring.
engine functions monitored remotely
on multiple monitors. Remote condi-
tion monitoring was enabled to predict
eventual engine service needs at an early We make drive systems comfortable and reliable.
stage, enabling service to be done when
the vessel is in port.
With relatively low $3.5 million bud-
get, the MUNIN project achieved the
realization of a virtual system which can
safely analyze and test unmanned ship More flexibility
operation in a maritime environment
where there are also conventional ves- for your driveline design
sels in operation, a likely future scenario.
A virtual ocean environment is achieved with the new modular Meet
utilizing also the sea traffic management
results from the MONALISA, another
SGF TENBEX ECO Couplings us at the

EUROPORT
EU funded research project. Another 3 – 6 November 2015
outcome from the MUNIN project, pre- More about SGF: Ahoy Rotterdam
sented at Nor-Shipping in Oslo in June Hall 1A, Booth No.
by project manager Hans-Christoph 1728
Burmeister, is the idea of a similar clas-
sification for an unattended ‘Watch-free
bridge’ arrangement, to be applied dur- Süddeutsche
ing deep sea voyages, comparable to Gelenkscheibenfabrik
that of the unattended machinery spaces, GmbH & Co. KG
Graslitzer Str. 14
which already exists. This would allow 84478 Waldkraiburg
for flex-time work by only one or two Germany
Tel. +49 8638 605-0
nautical officers onboard with the shore Fax +49 8638 605-110
station taking over the watch periodical- kontakt@sgf.de, www.sgf.de

ly. The new SOLAS regulations antici-

www.marinelink.com 37

MR #10 (34-41).indd 37 10/2/2015 10:56:33 AM

 M A R I N E DE SIGN

When considering unmanned ship- nance in ports and for manning the ship smaller local ships, requiring only one plied on not completely unmanned cargo
ping, there obviously is no need for a control stations ashore. Ship systems Flag state authority to provide permis- ships, moving some functions ashore, us-
deck house meaning there will be more will become more standardized, as is the sion. Norwegian offshore supply vessels ing for example remote support with aug-
space for cargo. Many systems onboard case in the airline industry. and road ferries were among the men- mented reality helmets, making any per-
today will become redundant when there Speakers at the unmanned events tioned potential early autonomous ship son onboard capable of doing complex
is no people onboard. But people will of Nor-Shipping pointed out that un- applications. and advanced tasks. This approach has
still be needed, both for ship mainte- manned shipping will first be seen on Technologies needed would first be ap- in fact already been tested in practice by

Unmanned Mine Hunter

ASV was enlisted as part of the Thales-BAE consortium to develop and deliver an operational unmanned
mine countermeasures system, a program which seeks to offer a low risk, robust and reliable solution into
the UK/French Maritime Mine Countermeasures (MMCM) requirement.

The USV capability to be provided by ASV is proven in action through the Halcyon multi-role USV. “Devel-
oped from the Halcyon design, the more complex and capable mark II offers greater efficiency, stability and
an increased payload capacity” said Dan Hook, Managing Director, ASV.

The program output will be two identical systems for evaluation against s several
everal ppredefi
redefin ned
ed ooperational sce-
perational scce-
narios.
os. Following an initial de-risking study, detail design has now begun.. This
This first
rst offi
official
cial stage
age comprising
sta comprising g
a design
sign study prior to system build is scheduled to run until the end off 2016.
2016. This
This will
will also
also involve
in
nvolvee work-
work-
ing with the end user to define the requirement and place consideration on on other
other external
extern nal ffactors. Stages
actorrs. Stages
2 andd 3 will include the system manufacture and demonstrations.

38 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (34-41).indd 38 10/2/2015 10:57:10 AM

 Innovative Unmanned Concepts from the Rolls-Royce

Wärtsilä, in the development of its field pointed this out at the presentations made developing further, technologies for hard- space station crews autonomously, so
service working methods. The company by the classification company. He said the ware-in-the-loop testing methods to as- maybe the autonomous ship is not that
has developed augmented reality gog- costs are coming down for high-speed sess control systems and their robustness. far fetched after all.” At the concluding
gles, suitable for use onboard ships and ship to shore data communication and has DNV GL has also been working with the seminar of MUNIN, arranged in August
offshore rigs where GSM nor Wifi is suit- given the opportunity to combine differ- US Coast Guard on building a regulatory in Hamburg Germany, project man-
able. The goggles give the user the capa- ent types of data, and to start optimizing framework and in implementing mari- ager Hans-Christoph Burmeister from
bility to perform tasks onboard with the the ship and voyage in a quite sophisti- time cyber security standards. Fraunhofer CML said “The question is
system expert providing advice remotely cated way. This will offer the opportunity not whether, but when autonomous ship-
even from the other side of the world. for malicious attacks, and attempts to ac- We Will see ping will become reality.” Wolfgang
The obstacles of man-made regula- tually control or damage ships or prop- Autonomous Shipping Franzelius, Head of DNV GL’s Safety
tions affecting unmanned shipping op- erty. The area of cyber security will see Technologies, Maritime Technology and
As with autonomoutly operated cars,
erations have been looked into by many. a lot more attention in the years to come, R&D, said “The autonomous ship is fea-
there does not seem to be any doubt re-
Levander noted that a global effort with addressed in the rules and procedures. sible and useful, and as far as its opera-
garding the future of autonomous ship-
international stakeholders coming to- DNV GL has been working on formulat- tion is safe and secure, it will be accepted
ping. KVH Industries’ Martin Kits van
gether and redefine the international ing procedures for software development and realized.” “Why are we going this
Heyningen noted, talking about the au-
regulations and rules, is required. This and integration, and on testing of control way?” asks Oskar Levander from Rolls-
tonomous developments in other sec-
would naturally come through the next systems and addressing vulnerability to Royce. “It is all about making ships more
tors - “the SpaceX will soon be flying
renewal of the SOLAS rules. Dr Vincent external threat, and has acquired, and is efficient and safe. That is the driver.”
J G Power at University College Cork
predicted, within the MUNIN project,
that an entirely new legal regime will
not be needed for unmanned ships, and
colleague Dr. Bénédicte Sage-Fuller un-
officially predicted that there would be
no significant increase in insurance pre-
miums for unmanned ships.
A key technology for unmanned ship-
ping is flawless high-capacity and high-
speed satellite communication, which
also has to be secure. According to
Ronald Spithout, President, Inmarsat
Maritime, a cluster of satellite cells for
communications is being developed,
providing security and redundancy. “A
new network is being launched near the
end of the year. We will see a completely
new way of dealing with traffic signals,”
he said, assuring the audience that en-
tirely new technologies currently being
developed will be able to meet the re-
quirements of shore communication for
unmanned shipping.

Cyber Security
Cyber security is an increasing concern
for shipping, and will be one crucial el-
ement in unmanned ship operations. Tor
E. Svensen CEO of DNV GL Maritime

www.marinelink.com 39

MR #10 (34-41).indd 39 10/2/2015 1:35:17 PM

 C L A S S I FICAT ION : IN T E RV IE W

The Head of Class

Christopher J. Wiernicki
Chairman, President & CEO, American Bureau of Shipping; Chairman IACS

The global maritime industry faces myriad challenges in the ongoing quest to run safe, profitable operations in an
oftentimes tumultuous environment. More than ever vessel owners are faced with daunting regulatory and technical
challenges, and the world’s leading classification societies remain the foundation upon which successful marine
operations are built. Last month we visited with Christopher J. Wiernicki, the head of ABS and the newly elected
head of the International Association of Classification Societies (IACS), for insight and analysis.

By Greg Trauthwein

I’m sure when you assumed the investments in people, systems and tech- ects. Our stature as the provider of class drillship was delivered with this nota-
mantle of leadership at ABS, you had nology. services speaks for itself. tion. No other classification society has
goals. Can you share with our readers As with any strategic agenda change In 2014 we added more than 15m gt classed drilling equipment and essential
your goals from the outset, the prog- comes with time but we are making tan- to the ABS classed fleet from 2013. This marine equipment with a software nota-
ress that has been made in achieving gible progress in achieving these goals was due to a combination of new vessel tion addressing software quality during
them, and how they have changed so far. I see our global workforce aligned deliveries and Transfer of Class Agree- construction.
during your tenure at the top? around our objectives and responsive to ments which alone brought in a net to- We are strategically investing and
I laid out a very straightforward set of the needs of the industry. tal of 5m gt to the ABS fleet. In total, developing next generation work flow
goals from my first day in this role: We are aggressive in our pursuit of the ABS fleet grew by more than seven platforms that will enable our people to
1. Align the organization around the technology leadership. percent year-on-year. In the challenging unleash their creativity and knowledge
seven core values that represent the Spir- Class of the Future continues to evolve economy of 2015 we continue to hold and significantly improve efficiency and
it of ABS and support our mission. These and we know advancing predictive, data- strong and continue to maintain the lead- response time. Bringing new tools to our
values are safety, teamwork, innovation, driven analytics is essential to this. We ing new order market share amongst our engineers and surveyors and optimizing
integrity, quality, reliability and a focus have invested in R&D initiatives that competitors. A workplace safety mindset the way they work.
on people. will further these goals. Through our ro- is in place as we see positive movement Positioning ourselves for sustainable
2. Establish ABS as the technology bust technology program in Houston and in key indicators including a reduction in success remains a priority. We’ve ex-
leader driving Class of the Future. in five additional technology research lost time incidents. We closed 2014 with panded our training and development
3. Be the most efficient provider of centers around the globe, we are fund- 2 LTIs and remain focused on hitting our offering. Earlier this year we launched
quality and responsive class services. ing some of the most innovative research target of zero this year. “Blue Print for Your Future” a program
4. Embrace a workplace safety lead- in the industry. We are moving forward We continue offering technology to for developing our talent in areas rang-
ership mindset focused on employee with ground breaking nanotechnology improve safety through software quality ing from technical expertise to team
safety behavior. research in icephobic surfaces for im- management. This year ABS achieved management. We continue to build on
5. Position ABS for the future to proved Arctic safety. This year ABS is an industry first when we rolled out the our strengths to ensure that we retain our
compete on value by making strategic advancing more than 150 research proj- important ISQM notation and the first competitive edge.

40 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (34-41).indd 40 10/2/2015 10:49:10 AM

 “
Big data is the substance
that ties together regula-
tions of the future, technol-
ogy advancements, and
Class of the future.
I believe Big Data will enable
enhanced decision-making,
insightful discoveries and
process optimization that will
create a safer and more ef-
ficient industry.

www.marinelink.com 41

MR #10 (34-41).indd 41 10/2/2015 10:49:34 AM

 C L A S S I FICAT ION : IN T E RV IE W

“
Defining IACS role in cyber safety is-
sues is a priority for me. The future of
class and the next generation of maritime
regulations are going to be driven by data
to a degree that has never been seen. With
more data comes the risk of data security
and the need for consistent verification
and validation of systems and subsystems,

”
periodic cyber safety risk assessments, and
a consistent approach to capturing lessons
learned. Drawing on best practices from
other industries, IACS will develop uni-
fied requirements for the design, manu-
facture, installation, testing, and com-
missioning of such systems.

While the marine industry is no strang- this balanced approach and allow us to today that span an unbelievably broad safety will be important. ABS has in-
er to strong cyclical pulls, many sectors see beyond the industry cycles. We focus spectrum – from the economic land- vested in the developing the technology
continue to struggle from the financial on identifying practical solutions that al- scape in China and a global energy map to help owners in managing this risk and
crisis of 2008 and now the precipi- low safe operations to be maintained and redrawn by U.S. shale production to support them in making choices regard-
tous drop in oil prices over the past 16 that help our clients comply with the the global economic slowdown and the ing their assets with all the information in
months. How do these strong cycles af- rapidly shifting regulatory environment rapid development of new and untested their hands. Techno-economic modeling
fect the role and/or the activity of class? in which we find ourselves. technologies. goes beyond technical evaluation of ener-
ABS has been a mission-driven orga- Today ABS is overseeing more than In the face of this uncertainty, there gy-saving measures by providing owners
nization for more than 150 years, so we 150 maritime and offshore technology is also a need to meet an increasingly with a fuller understanding of the posi-
have seen our share of shipping cycles. projects that will help identify, test, and complicated and accelerated regulatory tive impact of embracing the use of en-
What is important to remember is that bring to reality innovative concepts that timeline and to improve operational ef- vironmental and energy-saving devices.
irrespective of market conditions, our impact safety, asset operations, and envi- ficiency. For owners to compete, they I also see an emphasis on risk-based
focus is on our mission. ronmental responsibility. need support in managing ever-increas- and predictive-based class roles that can
That is an uncompromising constant, These include technologies that are ing technical risk. keep up with the fast-paced technologi-
and it is what dictates everything we do. already coming into the mainstream Additionally, as regulations around cal development.
We understand also that what will sustain such as environmental and operational emissions such as NOx, SOx and CO2 Recognizing the importance of data
us is continued investment in our people efficiency applications and the use of are set to take effect and the question of analytics and cyber safety as the founda-
and the systems the industry will require. alternative fuels such as LNG. The next Ballast Water pervades the marine indus- tion for the next generation of safety sys-
Cycles are temporary but our vision generation of maritime technologies, in- try, there is a definite need for guidance. tems is key. Big data is the substance that
is long term—develop our people and cluding ice-phobic coatings and tools to Successfully navigating this landscape ties together regulations of the future,
the bright minds of the future, build the enhance cyber safety and systems integ- is going to require a new generation of technology advancements, and Class of
“state-of-the-art” systems and solutions rity, are in development at ABS. technical leadership from Class with an the future. I believe Big Data will en-
the industry requires and nurture the fu- appreciation and heightened awareness able enhanced decision-making, insight-
ture with a commitment to R&D. How has class adapted to meet grow- of technical risk. ful discoveries and process optimization
I have tried to regulate the amount of ing challenges to ship owners? Greater input into techno-economic that will create a safer and more efficient
pressure on our organization to achieve Owners are facing multiple challenges decision making without compromising industry.

42 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (42-49).indd 42 10/2/2015 1:48:55 PM

 Equally important is providing owners tor” incidents in the marine environ- ers to track injuries and close calls so IACS strategy. Can you share with us
with the tools and knowledge to make ment to reduce casualties? the question we wanted to answer was the overview content of these updates?
the necessary choices for the long term. ABS has a unique perspective on this whether companies would pool the in- The IACS strategic plan addresses both
Today’s regulatory environment is rapid- issue because we work at the interface formation they had already collected. Its the current and future needs of the ship-
ly shifting and the cost of compliance is of technology and the human factor. objective is to create a large international ping industry by focusing on three key
putting pressure on owners as never be- There is no question that new technol- database of injury and close call (near areas: structural, machinery and cyber
fore—impacting future capex and long ogy and increasing use of big data will miss) incidents which can be reviewed system integrity. On the IACS website
term sustainability. reshape and transform the way we think and analyzed to identify trends, possible specific initiatives are listed and topics
Class has had to become far more and work. causes, and potential lessons learned. addressed range from human factors to
proactive in recent years. At ABS, this But I think the real value of big data It is time to change industry’s view Energy Efficiency Design Index (EEDI)
means taking a holistic approach to the will come from its secondary usage not of Human factors in shipping. There is to LNG Bunkering and continued re-
role of defining safety, operational ef- just its primary applications. a growing recognition that safety cul- search on whipping of container ships.
ficiency and compliance with environ- ABS focuses on the critical role of the ture is key to the most familiar, concrete Priorities for 2015-2016 strike a bal-
mental regulations. This is essential to human element as the root of effective goals of business: efficiency, productiv- ance between the completion of ongoing
maintaining the confidence of industry safety standards and practices. The ABS ity, quality and profitability. Integrating projects and the need to look forward
and to ensuring that the role of Class re- Safety & Human Factors Group is work- Human Factor design practices and prin- and formulate the next generation of
mains in touch with rapidly changing in- ing on the ergonomic design of marine ciples that reflect human capabilities and IACS guidelines, unified and procedural
dustry needs. As the marine and oil and engineering spaces, and providing guid- limitations can result in installations that requirements, addressing existing and
gas industries evolve, so do the expecta- ance on other technical aspects of the on- are more cost-effective, safer and easier emerging challenges.
tions for Class services. board habitat to assist industry with safe- to operate and maintain. One of our top priorities is the com-
guarding the human element in maritime We cannot ignore the importance of pletion of the IMO Goals Based Stan-
While, for example, bridge technol- and offshore environments. the human in the Big Data and technol- dards Process in manner that is techni-
ogy is better than ever and our abil- We play an important role in setting a ogy reality. At the end of the day it is the cally sound and responsive. Looking at
ity to track and monitor assets at sea benchmark for monitoring personal safe- common sense, innovation and creativ- emerging issues facing the industry, I
is without compare historically, ships ty at sea through the Mariner Personal ity that people possess that prevails and believe IACS needs to clearly establish a
continue to collide; while technology Safety project, which is a collaborative defines this new Big Data reality. role in cyber safety. Individual class so-
and accrued knowledge to build ships effort between ABS, Lamar University cieties already are working on this most
stronger, ships continue to break: of Beaumont, Texas and maritime indus- You recently took the helm as IACS pressing issue, and IACS formed the Ex-
What is being done, or should be done, try partners around the world. chair, and I understand that IACS will pert Group Cyber Systems in 2015. The
to address the number of “human fac- The ISM Code already requires own- release a document with an updated group’s scope and terms of reference

www.marinelink.com 43

MR #10 (42-49).indd 43 10/2/2015 1:53:26 PM

 C L A S S I FICAT ION : IN T E RV IE W

includes examining design and archi- dedication to the organization and its The strength of this relationship has strategic areas to be the focus during my
tecture, construction evaluation meth- goals. enabled many contributions to the indus- tenure: completion of the Goal Based
odologies and certification, testing/com- try—it’s enabled IACS to develop Com- Standards, position IACS for the future
missioning processes and whole-of-life In your experience, what has been the mon Structural Rules (CSR). For nearly and stand up a Cyber system integrity
procedures for monitoring, maintenance greatest contribution of IACS to the a decade now CSR has been in place and program to complete the 3rd leg of the
and performance management. overall functionality and operation of is helping to drive a safer and more uni- safety stool mentioned earlier.
From this – and looking at best prac- class? form shipping industry. These initiatives will define the next
tices from other industries – IACS will The greatest contribution of IACS de- In the case of container ship safety, generation of guidelines, unified and
develop unified requirements for design, rives from its core purposes. The pur- IACS has responded to the industry’s procedural requirements and solutions
manufacture, installation, testing and pose of IACS through its member classi- needs after the MSC Napoli and the to existing and emerging challenges and
commissioning of such systems. fication organizations is three-fold. First, MOL Comfort incidents. IACS assem- help ensure long term viability for IACS
The final item on the agenda is the recognize address and cultivate safety- bled expert teams to develop a set of to meet the future needs of the industry.
IACS relationship to IMO. In my opin- related issues dealing with structure, Unified Requirements which defined and IACS has put in place a structure that
ion, many people do not understand the minimum standards, and cyber safety. ensured minimum requirements relating provides consistency of implementation
amount of effort IACS and its members Secondly, to facilitate the development to Container Ship safety. Requirement by its members of CSR and will con-
put into supporting IMO. IACS Council and implementation of minimum safety S11A addresses Longitudinal Strength tinue to support members so that they
has re-dedicated the organization to con- standards and ensure they are applied Standard for Container Ships and S34 achieve that consistency in their own
tinuing this course and enhancing it. consistently. Finally, IACS serves as an focuses on the Functional Requirements rule application.
I think it’s fair to say that nothing independent technical advisor on safety- on Load Cases for Strength Assessment The IACS Council is committed to
speaks more to IACS’ dedication to IMO related issues to both IMO and the in- of Container Ships by Finite Element providing resources needed to complete
than its continuing ongoing participation dustry. Analysis. the Goal Based Standards process and
in the process and communication with IACS plays a role that no other indus- this is being done in a structured manner,

“ ”
the IMO staff. try group can fulfill – an independent During your tenure at the helm of which will demonstrate rules are compli-
In the coming year we plan to further advisor to IMO and the industry. The IACS, what do you hope to achieve? ant. We look forward to completing this
strengthen our relationship with the IMO technical knowledge it brings to bear is As the newly elected IACS Chairman, process in the coming year and believe
and work to raise awareness about our second to none. I have defined three forward-looking the resulting requirements will extend

ABS focuses on the critical role of the human element as the

root of effective safety standards and practices. The ABS Safe-
ty & Human Factors Group is working on the ergonomic design of
marine engineering spaces, and providing guidance on other techni-
cal aspects of the onboard habitat to assist industry with safeguard-
ing the human element in maritime and offshore environments.

44 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (42-49).indd 44 10/2/2015 1:53:50 PM

 the current safety record and possibly time industry. unit in 1958, and we’ve been first to class our people that stand out for me. I am
enhance the safety margin. I think we can say we are also the front nearly every type of production unit, in- fortunate to head up a group of ABS
Defining IACS role in cyber safety is- runner in the gas sector. In 2012 ABS cluding spars, tension-leg platforms and employees who are passionate about
sues is a priority for me. The future of was selected to class a dual fueled LNG- semisubmersibles. Most recently ABS the work they do. I take great pride in
class and the next generation of maritime powered offshore supply vessels, this granted AIP for a next-generation drill- watching the accomplishments of this
regulations are going to be driven by OSV began service in the Gulf of Mexi- ship design, which operates in 12,000 team and seeing the embodiment of the
data to a degree that has never been seen. co in 2015. We’ve led in gas carrier clas- ft water depth and can accommodate a spirit of ABS and the seven core values –
With more data comes the risk of data sification from the outset, classing the 20,000-psi BOP system. safety, teamwork, innovation, integrity,
security and the need for consistent veri- first LNG carrier in 1958. And just last Anyone would be proud to lead an or- quality, reliability and a focus on people
fication and validation of systems and year, we added the world’s first VLEC ganization with this track record. – exemplified in each of them daily.
subsystems, periodic cyber safety risk as well as an FLNG vessel built for use I take a great deal of pride in ABS and I am proud of our past, but I’m dedi-
assessments, and a consistent approach offshore Malaysia. how we continue to set the bar for per- cated to our future. We are forging a path
to capturing lessons learned. Drawing In offshore, we have been involved formance. We’ve made history time and today that will continue to place us in a
on best practices from other industries, in every barrier-breaking technology in again with achievements that put our or- class by ourselves. We are introducing
IACS will develop unified requirements the industry and have claimed an indus- ganization head and shoulders above the new ways of working, and in the end, we
for the design, manufacture, installation, try leading position in all sectors. We competition. are redefining class without redefining
testing, and commissioning of such sys- classed the first mobile offshore drilling But with all these achievements it is the safety mission class is built on.
tems.
My commitment to IACS is to ensure
the organization continues to be the
“gold standard” for classification society
performance and position it for the chal-
lenges of the future. Through teamwork,
technology, and a legacy of safeguarding
industry, we will demonstrate continu-
ous vigilance with an eye on safety, qual-
ity, and environmental protection. STOCK (Purchase and Rental):
s !NCHORS !LL 4YPES
Reflecting on your career to date with s !NCHOR #HAIN AND &ITTINGS .EW AND 5SED 'RADES   2 AND 2
the American Bureau of Shipping, s -ARINE &ENDERS 0NEUMATIC AND &OAM &ILLED
what do you count as your greatest s 3MIT 4OWING "RACKETS 4OW 0LATES 4OWING 3HACKLES 4OWING
success (or mission accomplished) that #HAINS AND 4OWING 7IRES
you find most gratifying? s ,"./ 4OWING 3HACKLES /VAL 0IN !NCHOR ,INE (OOKS h0EE 7EEv
I’m proud of the many accomplish- 3OCKETS (AWSER 4HIMBLES -!$% ). 4(% 53!
ments ABS has seen during my 20 year s (EAVY ,IFT 3LINGS ,IFT $ESIGN AND %NGINEERING 3ERVICES
career here. I have had the honor to have
been part of many “firsts.” I think the
biggest success – in general terms – is
how ABS continues to capitalize on its
foundation as a technology-driven orga-
nization while growing and developing
a global team that is aligned behind our
core mission.
The ability to apply core engineering www.dcl-usa.com
and technology knowledge together with Email: sales@dcl-usa.com
our cumulative experience continues 0H    s &X   
to be a key differentiator in developing
!VAILABLE 
practical and innovative solutions that
help industry move forward. Our impact
across the industries we serve is clear
when looking at the chronology of mile-
stones in which we’ve played a role.
Our long history in classing marine as-
sets includes classing the first container-
ship in 1956 and the first purpose-built
containership ten years later. And our
leadership in this area continues. We
classed the world’s first ultra-large con-
tainer ship in 2006, in 2011 ABS was
selected to class the series of world’s
largest containerships, and in 2015
ABS-classed the world’s first LNG pow-
ered containership. We’ve had similar
successes in every segment of the mari-

www.marinelink.com 45

MR #10 (42-49).indd 45 10/6/2015 9:52:00 AM

 C L A S S I FICAT ION : A N N IV E R SARY
Arun Sharma, Chairman &
Managing Director

IRClass: Celebrating 40 years

Indian Register of Shipping (IRClass) ry activity of Ship Classification is being value for money, coupled with highest
is India’s “National” Ship Classification offered under the IRS banner. It carries standards of quality during construction,
Society, formed to fill the need for hav- out classification and statutory design conversion or refit. IRClass specification
ing an Indian ship classification society appraisal, surveys and certification work services have been used extensively by
due to the increase in Indian flagged on behalf of Flag States when authorized various ship owners including national
commercial shipping tonnage, post-in- by various governments via IMO Con- administrations, port authorities, oil
dependence. Accordingly, Sir Ramas- ventions and Codes. companies, etc. Specification services
wamy Mudaliar first proposed to set up • Classification Services: IRClass en- are provided for pre contract as well as
tion to prepare ourselves for incumbent
a National Classification Society. sures compliance of the ship with inter- post-contract stages.
growth opportunities.”
In response the Ministry of Shipping & national codes and rules right from the
Looking ahead, Sharma sees many ar-
Transport convened a meeting in Delhi ship design, construction and throughout Moving Forward
eas of opportunity.
on May 29, 1967 and proposed that a her operative life, thus assisting ship op- The professional progression of IR-
“India is widely acknowledged as
Steering Committee be constituted for erators and owners to maintain the asset Class has been quite remarkable, ac-
a future growth engine for the global
the purpose. The Steering Committee, in quality, avoid PSC detention, denial of cording to Sharma, and notably it has se-
economy, and India’s manufacturing,
1971, recommended the formation of a entry and expensive repairs. cured full membership of IACS. Of the
infrastructure and energy sectors have
Classification Society, and in the middle • Statutory Services: IRClass carries out more than 50 ship classification societies
been receiving unprecedented levels at-
of 1974 a Promoters Committee was statutory design appraisal, surveys and worldwide, only 12 are full members of
tention,” said Sharma. “The high GDP
formed to cover the groundwork. It was certification work on behalf of a number IACS. Within 15 years of its formation
growth rates in India have resulted in
decided that the society – established of Flag States, towards compliance with it was admitted as an “Associate Mem-
increasing demand for Technical Assur-
April 4, 1975 – would be non-profit and following IMO Conventions and Codes: ber” of IACS, and with an increase in its
ance services in several new sectors like
called the Indian Register of Shipping, • International Convention on Loadline classed tonnage, an unblemished safety
Renewable Energy. We believe that the
with no share capital, no shareholders • International Convention for the safe- record and high standards of profession-
role of classification societies has grown
and distributing no dividends. IRClass is ty of Life at Sea (SOLAS) al skill and integrity, IRClass was admit-
beyond maritime classification services
collectively managed by those whose in- • International Tonnage Convention ted as a full member to IACS in 2010.
and there is an increasing focus on Be-
terests it serves; profit is not the motive. • International Convention on Maritime Even with its success, IRClass rides
yond Class services to cater to a larger
The board of IRClass includes represen- Pollution Prevention (MARPOL) the same cyclical rollercoaster of the
canvas encompassing several other in-
tatives from ship owners, flag adminis- • Specification Services: The experience maritime industry at large. “The mari-
dustries apart from marine.
tration, underwriters, ship builders, ship and knowledge accumulated through time sector has been going through
“This century is being seen as the
repairers, general engineering industry classification work enables IRClass to tough times in the last few years which
Asian century with the balance increas-
and professional bodies. provide technical advisory and super- has impacted many organizations,” said
ingly shifting to Asia Pacific for growth.
visory services for many government Sharma. “However we believe that the
We therefore see opportunities in three
Activities Today agencies and ship owners. IRClass pro- worst is behind us and green shoots of re-
main geographies – South East Asia,
According to Arun Sharma, Chair- vides independent technical support and covery are being seen. We have utilized
Middle East and Africa and have plans to
man & Managing Director, the prima- impartial advice to owners. Owners get the past year to restructure our organiza-
increase our presence in these regions.”
As IRClass expands, Sharma recog-
nizes the need to stay innovative, and to
that end he sees several areas of poten-
tial development in the years to come,
including:
• Clean Fuel Technology: “As the
world is increasingly moving towards
cleaner fuels, IRClass is continuously
making efforts to cater to the new indus-
try segments like LNG.”
• Offshore Energy: “We have made
forays into the offshore sector and are
fast gaining credentials in the Oil & Gas
domain.”
• Training & Education: “Maritime
Professional Development – Skill de-
velopment is an important area of focus
which we cater to through our IRClass
Academy.”

46 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (42-49).indd 46 10/2/2015 1:54:32 PM

COV2, C3 &C4 MR Feb 2015.indd 2 2/9/2015 4:16:51 PM
 M A R I N E DE SIGN : CFD

Mattias Jorgensen
(left) VP Business
Development,
Foreship

Foreship: New CFD Methodology

n the quest to model real conditions concerning how to optimize hull forms ed wave heights, wave periods and speed The Results

I faced by ships at sea for design pur-

poses, earlier this summer Foreship
unveiled details of a live project that
has factored real sea states into CFD-
based hull form optimization. The com-
for real conditions have been ongoing
for several years, and have been a lead-
ing impetus for developing practical ‘in
wave’ tools. A lot has also happened in
the field of CFD over those years.”
range. The typical work scope for the
RANS-CFD optimization program con-
siders the impact of head waves in one
representative wave condition and three
ship speeds.
Using the new method, Foreship re-
ports that the simulations showed that
in calm water the bulbous bow could
be considered a marginally better solu-
tion in speeds ranging between 14-18
pany reports that the results of ‘in wave’ Mattias Jörgensen, Foreship VP, Busi- In its first practical application, the knots. At 22 knots the vertical stem was
analysis had confounded expectations, ness Development added: “Our initial new methodology was used to determine demonstrably better, achieving 2.7% less
leading to a design decision contrary to work was not client-specific, and looked the differences in bare hull resistance in resistance. However, in conditions simu-
those informed by conventional model at the methodology of CFD simulation waves of a bulbous bow and a vertical lated to include head waves (H = 1.75m,
testing. based on real conditions. We developed stem bow to assess hull form variants T = 8s), the vertical stem reduced hull
simulations – including average wave for best performance for a 300m length resistance by above 2% even in small
The Project heights that remain constant throughout cruise ship optimised for 18 knots. The regular head waves across the 14, 18 and
The project involved a modelled com- the cycle of the ship and along the entire beam, draft, block coefficient and sub- 22 knot test speed range.
parison of two different bow sections for a length of the hull form. The complexity merged hull length were constant. “When the first estimates came
newbuild cruise ship, a project focused on of the computations was significantly in- The full significance of the change in through, I have to say that I did not be-
optimizing the ship’s resistance in waves. creased when compared to a traditional approach only became clear after run- lieve them,” said Niittymäki. “I believed
According to Matthew Patey, Foreship calm water simulation.” ning the new Foreship RANS-CFD anal- that the vertical stem would be seen to
Project Manager Offshore, the project ysis, said Janne Niittymäki, Foreship’s be the better option at some point, but
reflected the opportunities available in OpenFOAM Head of Hydrodynamics. “It is con- not at such low wave heights. The resis-
the market, and that in wave CFD model- Foreship’s development of a new ventional thinking that a bulbous bow tance in waves was shown to be clearly
ling could be applied to any ship type or methodology used the open source CFD is the optimal solution in calm water, better across the whole speed range in
structure. It could also be used to consider software package OpenFOAM. Inputs but above a certain threshold condition the case of the vertical stem version. We
other factors affecting design decisions, include the baseline 3D hull form and (wave height and period) the vertical knew that even small waves might affect
specifically slamming, Patey said. any possible restrictions, with normal stem becomes the optimal solution. But how the optimal hull form was decided
“Discussions with cruise ship owners operational conditions based on expect- what is the threshold?” on, but it is only now that we have the

48 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (42-49).indd 48 10/2/2015 11:18:17 AM

 new methodology that we can measure precisely what
the effect will be.”
A 2% margin of improvement in terms of frictional
resistance is a big deal.
“Naturally, this would not be so significant for other
vessel types, but the point is that the methodology is
in place to simulate other factors, such as seakeeping
or slamming, which may be the leading consideration
for other owners,” said Niittymäki.
“Used at an early stage, CFD based on real sea states
will improve design decisions on resistance in waves
to optimize an entire hull form, but also save the time
it takes to wait for a model basin and the cost of model
testing,” said Patey. “In addition, CFD simulation is
repeatable in a way that model testing is not, mean-
ing that small adjustments can be easily modelled. The
simulation can be run quite quickly; part of the devel-
opment plan for this methodology was that it would
need to be commercially applicable.”
Feeding real sea state data into Finite Element Meth-
od software could be used as a design tool to address
slamming and structural design issues in both the pas-
senger ship and offshore context, said Patey. Model-
ling using real sea state inputs could also be valuable
when it comes to evaluating vibrations, and the same
methodology may be adaptable to emulate the ex-
treme waves experienced on rigs.
For the moment, however, Jörgensen believes atten-
tion should focus on what has already been achieved.
“It was truly a surprise to our hydrodynamics special-
ists how close to calm seas conditions the vertical
stem bow becomes preferable to the bulbous bow,” he
said. “This new approach to CFD opens up significant
new potential for commercial ship design.”

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www.marinelink.com 49

MR #10 (42-49).indd 49 10/2/2015 11:18:50 AM

 M A R I N E PROPU L SION

SCANIA Expands its Engine Range

for Marine Applications
By Peter Pospiech

Scania,
ter company of VW, is a manufacturer – with a speed range between 1200 and authorities using high speed vessels.”
of trucks, buses, marine and industrial 2300 rpm – includes: The new engine delivers an impres-
engines and a true propulsion pioneer. • a 9-liter engine at 162 kW, sive maximum power output of 846 kW
Today the company employs approxi- • a 13-liter engine with up to 551 (1,150 hp) at 2,300 rpm and is suitable
a tradition-rich Swedish industrial com- mately 42,000 employees with an annual kW, and for both propeller and waterjet applica-
pany will celebrate in 2016 its 125-year turnover of $11 billion. • a 16.4- liter engine with 735 kW tions. The power rating is divided into
in existence. Very early on in 1902, the (1,000 HP). two: patrol craft short and patrol craft
first engines for marine applications SCANIA Marine Engine Program long.
were produced. In fact, the market was The marine diesel engines of Scanua Meet the DI16 076M Engine According to Scania’s power definition
considered so promising that the com- are installed in a variety of vessels, The company has just added the 16.4 “patrol craft short” stays for: Intended
pany’s new factory, which was built including inland navigation vessels, liter V8 engine, internal type designa- for intermittent use where rated power
in 1907, was described at the planning coaster and sea-going ships, as well as tion: DI16 076M, into its marine range. is available 1 hour in 12 hours period.
stage as “intended particularly for the passenger and authority ships, including Typical customers are, according to Sca- Between full load operations engine rpm
manufacture of automobiles and boats.” life boats and trawlers. Today’s prod- nia, “coast guard, patrol vessels, military must be reduced at least 10% from maxi-
Scania, since 2014 a 100% daugh- uct range for main and auxiliary drives defense forces, police and other naval mum obtained rpm.

Image above: Skipper Helge Skärlen and his trainee Petra Nilsson in the state-of-the-art navigation bridge.

50 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (50-57).indd 50 10/2/2015 11:36:05 AM

 Scania’s new XPI engine with common-rail
features 846 kW at 2,300 rpm.

“Patrol craft long” is defined as: Intended for inter-

mittent use where rated power is available 1 hour in
6 hours period. Between full load operations engine
rpm must be reduced at least 10% from maximum ob-
tained rpm. Accumulated total service time maximum
of 2,000 hrs/year.
Of particular interest for shipping companies and
shipyards is the fact that the physical size (footprint)
of the complete installation has been decreased, which
means that former Scania V8’s can be easily ex-
changed.
The turbocharged and after-cooled engine is avail-
able as 8-cylinder, in V-90 degrees configuration, only.
With 130 mm bore and 154 mm stroke it features a
displacement of 2.04 liters per cylinder. The mean pis-
ton speed is of 11.8 m/s. With the total displacement
of 16.32 liters the engine is capable of developing an
output of 846 kW (1.150 HP) at 2.300 rpm. With this
power increase of 11.5%, compared to the former en-
gine, Joel Granath, Vice President Engines, said: “We
are now taking one step further away from the compe-
tition.”
With these values a power per cylinder of 105.75 kW
has been reached, which corresponds to a mean effec-
tive pressure of 27.52 bar.
The torque rating of up to 4,150 Nm is particularly
high for this output class. This ensures ample perfor-
mance even at low revs, while facilitating running at
favorable revs in all conditions, including high sea and
high load.
Individual cylinder heads with four valves per cyl-
inder promotes repairability and fuel economy. Spe-
cific fuel consumption is according to Scania at its best
point of 199 g/kWh and the specific oil consumption is
0.15% from fuel consumption. The new DI 16 076M
fulfills the emission standards IMO II, EU Stage IIIA
and US Tier 2, Scania said.
The engine is equipped with a Scania developed En-
gine Management System, EMS, in order to ensure the
control of all aspects related to engine performance.
The 16.4 liter new engine features the company’s own
developed and in-house manufactured common-rail
XPI fuel-injection system, which is already used since
2007 in SCANIA’s engines for trucks and industrial
applications.
“The XPI system injects more fuel into the cylinders
in a shorter time, providing more power,” said Svante
Lejon, senior technical adviser within the company’s
R&D division. “However, this also places higher de-
mands on both the filtration system and the cleanliness
of the fuel, as the system is more sensitive to particles.”
According to Scania, vital for marine installations is
that the engine is compact, has easy-to-fit auxiliaries MaritimeJobs.com
is the world’s #1
and is designed for easy servicing. The companies V8- Let the Power of the world’s ranked recruiting
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www.marinelink.com 51

MR #10 (50-57).indd 51 10/2/2015 11:38:19 AM

 M A R I N E PROPU L SION

The common rail on the engine.

der liner, reduces carbon deposits on the edge of of a total of three boats in the 20 m-class, which
the piston crown and reduces cylinder liner wear. are the biggest class of modern, very fast rescue
The strength optimized cylinder block contains boats. Built in 2005 by shipyard “Swede Ship
wet cylinder liners that can easily be exchanged. Composite” based in Hunnebostrand, the SAR-
Pistons are made of steel. Boat featured from the very beginning two of
In spite of higher performance and tighter emis- Scania’s V8 DI 16M engines with outputs of 681
sion levels, Scania has been able to raise main- kW (900 hp) each. The vessel is designed to be
tenance and oil-change intervals to 500 hours. self-righting. Propulsion is accomplished by two
Series production of the new XPI common-rail KaMeWa Rolls-Royce FF-jets 550. Hull is made
engine is scheduled for the beginning of 2016. of weaves of E-glass, layered on Jotun Vinyles-
ter. The 30-ton displacement boat has a draft of
Swedish Sea Rescue Society, SSRS, relies only 0.90 m, which allows for operation in shal-
on SCANIA Engines low waters like the Stockholm Archipelago. In
Compact, maneuverable, powerful and there- June 2015 the boats drive units was repowered
fore fast – that is the boat “Björn Christer” – one by two SCANIA DI16 076M with rated outputs

Two of the power packs are installed on SAR boat “Björn Christer.”

52 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (50-57).indd 52 10/5/2015 10:35:27 AM

 With two times 846 kW at 2,300 rpm via two KaMeWa Rolls-Royce FF 550 jets the
vessel accelerates up to 39 knots.

of 846 kW each, increasing the speed from 30 to of these Watercat M18 AMC multipurpose high-
39 knots. Skipper Helge Skärlen said during a speed landing crafts to the Finnish Navy dur-
test drive in the archipelago that Björn Christer ing 2014-2016. The vessels are powered by two
covers the southern part of the archipelago, but it Scania DI16 076M engines producing 846 kW
is also able to operate in the entire Baltic Sea for each at 2,300 rpm. The boats feature two Rolls-
10 hours before refueling. Royce 40A3 waterjets, producing a top-speed
of 50 knots. The Watercat M18 AMC is suitable
Watercat M18 AMC Combat for troop transportation, medical and evacuation
Support Service Vessel (CSSV) tasks, landing operations, patrolling and escort
The latest vessel developed by Marine Alutech tasks, as well as combat and battle support sce-
is the Watercat M18 Armored Modular Craft narios. The vessel has been specially designed
(AMC). It’s a new landing craft, which is de- for archipelagic, coastal and offshore conditions
signed to fulfill all modern requirements for fu- with an effective heating and air-conditioning
ture combat support vessels. It has been recently system allowing heat and extreme cold, arid or
announced that Marine Alutech will deliver 12 humid climates.

The stop distance from full speed, up to 50 knots, is only 60 m.

www.marinelink.com 53

MR #10 (50-57).indd 53 10/5/2015 10:34:10 AM

 V E S S E LS

Towboat Honors Structural Engineer Dobson Joe Gregory, owner of New Generation Ship- forward part of the main deck cabin with the aft
bulding of Houma, La., reports that his firm’s lat- part or fiddly providing storage over the main
est delivery will join the La Porte Texas-based engines.
Martin Marine fleet of 29 inland push boats The main engines are a pair of Cummins
and 54 inland marine tank barges. Martin also QSK38-M each of which develop 1,000 hp at
operates four offshore tug/barge units. The lat- 1,800 rpm. The engines are fitted with Twin Disc
est delivery, one of New Generation’s 75 X 30 MG5321 gears with 6.39:1 reduction turning
X 10-ft. pushboat, is the Rex Dobson. With an open stainless-steel five-blade Kahlenberg 74- by
operating draft of 8.5-ft. these towboats have a 53-in. propellers on seven-inch shafts. Each pro-
32-ft. eye level from the wheelhouse. The wheel- peller has two forward mounted flanking rudders
house has huge windows extending to the deck with a single steering rudder behind. The props
level forward and a full walk around exterior and rudders are protected by stump-jumpers fab-
deck extension. The elevation is gained by hav- ricated from six-inch square half-inch tubing.
ing the wheelhouse sit atop three lower decks. Main deck equipment includes two 40-ton elec-
These contain five crew cabins providing ac- tric winches mounted forward. Auxiliary power
commodation for up to seven crewmembers. A is provided by a pair of Cummins 6BTA5.9- liter
well-appointed galley, with granite counter tops, powered 85 kW generators.
and mess, with a large flat-screen TV, occupy the By Alan Haig-Brown

At the commissioning, left to right: Jason Adams, Owner Raymond Louviere Field Foreman;
Donald Baudoin, shipyard superintendent; Rex Dobson, shipyard structural superintendent; and
Bart Foret, Field Foreman

(Photo: New Generation Shipbuilding)

54 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (50-57).indd 54 10/5/2015 10:34:35 AM

 Ulstein’s X-BOW Turns 10 Pictured left is the subsea vessel
Island Performer (Photo: Ulstein)

While new designs often grab headlines, ma- “The shipowner, having seen an early sketch
ture designs that have enjoyed success are per- on the first page of a magazine, challenged us to
haps better indicators of true progress in marine present some realistic ideas for a vessel with a
technology. When the Ultstein X-Bow made its backward-sloping bow. ‘This instigated a dedi-
debut 10 years ago, some scoffed at the unusual cated effort on the part of several players’, in-
design characteristics. They laugh no more, as cluding design experts from Ulstein. Bourbon
the Ultstein X-Bow hull line design turns 10. Offshore Norway was convinced by the bow
Now in its tenth year, the 100th X-BOW ship- design that came about from this exchange of
building contract was signed, and the X-BOW’s ideas, because the bow would eliminate slam-
derivative, the X-STERN – a similar solution for ming, keep up speed in a head sea and protect the
the ship’s stern – has been contracted on its first fore-deck area from green sea and spray, while
two vessels. “The X-BOW was developed dur- simultaneously improving comfort and rest for
ing 2003-2004 – one of the latest tough periods crews in transit,” she said.
for the offshore industry - and revealed in 2005 The very first feedback came from the very
together with the contract for the first vessel, an first vessel, Bourbon Orca, and it came from the
anchor handling tug supply vessel for Bourbon cook: “I don’t have to call the captain to make
Offshore Norway,” said Gunvor Ulstein, CEO, him reduce speed while I’m preparing dinner.
Ulstein Group. The casseroles stay put.”

X-BOW highlights through the years ...

2005 2008 2014
• First contract X-BOW - AHTS for • Contract X-BOW SEISMIC RE- • 12 X-BOW vessels delivered - two
Bourbon Offshore Norway SEARCH - six for Polarcus The Ulstein Yard, seven China, one
• Contract two X-BOW PSVs - Bour- Spain, one Brazil, one Norway
bon Offshore Norway 2010
• Launch of the PX121 design 2015
2006 • 18 X-BOW vessels to be delivered -
• Contract X-BOW SUBSEA - Island 2012 five The Ulstein Yard, 10 China, three
Constructor, SX121 for Island Off- • 12 X-BOW vessels delivered - four Singapore
shore The Ulstein Yard, four Brazil, two Chi- • X-BOW number 100 - First with X-
• Bourbon Mistral X-BOW PSV deliv- na, two Spain STERN - two for Windea
ered
2013 2016-2017
2007 • 13 X-BOW vessels delivered - five • 19 X-BOW vessels to be delivered -
• Contract X-BOW-SEISMIC RV - four The Ulstein Yard, six China, one Brazil, two The Ulstein Yard, four Japan, nine
for Eastern Echo (WesternGeco), two one Spain China, three Brazil, one U.S.
for Eidesvik/CGG Veritas • Contract X-BOW HEAVY LIFT - Toisa

www.marinelink.com 55

MR #10 (50-57).indd 55 10/5/2015 10:34:55 AM

 C O M M UN ICAT ION

KVH Debuts mini-VSAT Broadband 2.0

At London International
Shipping Week held in “Competitive market factors
September, KVH Indus- make it clear that the mari-
tries, Inc. introduced the time industry needs to change
second generation of its how it thinks about connec-
mini-VSAT Broadband tivity and its impact on com-
solution for the mari- petitiveness and profitability.
time market, providing KVH’s mini-VSAT Broad-
a combination of data band 2.0 helps maritime
delivered at high speeds
enterprises meet their com-
and at low price points,
with vessel operational
plex operational requirements,
and crew entertainment/ while providing affordable
informational content, communications and engag-
tools, and support, opti- ing content for their onboard
mizing broadband ef- personnel.”
fectiveness in serving the
needs of seafarers. Tom Martin Kits van Heyningen,
Mulligan reports. CEO, KVH Industries

B
ased in Middletown, RI, KVH innovative content delivery, and com- Computer analysis of big data greatly vice is driving developments in onboard
Industries is a provider of in- prehensive support from a single global exceeds human capacity in providing in- VSAT-based broadband services.
motion satellite TV and com- provider. “The future competitiveness formation that can make a maritime op- “Other satellite communications pro-
munications systems, designing, manu- of the maritime industry will be affected eration more efficient: real-time analysis viders respond to increasing broadband
facturing, and supplying mobile satellite by how rapidly shipping operators take of such data as engine monitoring and demand by simply increasing airtime
antennas for applications on vessels, advantage of big data,” said Martin Kits fuel consumption combined with op- rates. We knew there was a better solu-
vehicles, and aircraft. The company pro- van Heyningen, CEO, KVH. “It’s im- erational data provided through satellite tion,” said Van Heyningen. “We provide
vides news, music, and entertainment portant to adopt a big data mindset: data communication, for example weather maritime customers with affordable, us-
content to a range of industries including is becoming a resource in its own right. data, enables the optimization of a voy- age-based plans at the data speeds they
the maritime, retail, and leisure sectors, The maritime industry has been slow to age for financial performance, not just need to take advantage of new cloud-
with its UK-based subsidiary Video- adopt big data even though the industry for time and distance. based applications for improving opera-
tel providing training films, computer- faces many challenges for which data The maritime industry is also look- tional efficiency and we give them the
based training and e-Learning content. capture and analysis can provide an- ing to satellite communications and tools they need for bandwidth manage-
swers, from meeting an increasing num- broadband services to improve quality ment by user and vessel.
Expanded Service: Flexibility & ber of maritime regulations to improving of life for seafarers through the provi- “Competitive market factors make it
Quality Content the fuel efficiency of vessels underway. sion of informational and entertainment clear that the maritime industry needs to
KVH’s expanded VSAT service, mini- The maritime industry has spent the past programming which users can access in change how it thinks about connectivity
VSAT Broadband 2.0, encompasses rug- 20 years trying to limit the amount of their off-duty periods. This combination and its impact on competitiveness and
ged, reliable antennas and other hard- data going on and off vessels, while the of demand for big data for operational profitability,” he said. “KVH’s mini-
ware, flexible airtime options, extensive rest of the world has been doing the ex- purposes and the need for an efficient VSAT Broadband 2.0 helps maritime
operations and entertainment content, act opposite in adopting big data.” onboard broadband entertainment ser- enterprises meet their complex opera-

56 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (50-57).indd 56 10/2/2015 11:34:56 AM

 KVH’s IP-MobileCast content delivery service is designed to bring entertainment
and operational data to vessels at sea via the mini-VSAT Broadband network.

tional requirements, while providing af- provides an end-to-end global commu- connectivity maritime operators need, lows the user to track vessel status and
fordable communications and engaging nications solution, with the capability of providing global onboard connectivity; location, as well as data use. This enables
content for their onboard personnel.” leveraging readily available commercial hardware and network management; li- the allocation of customized operational
satellites to expand network capacity,” censed content; and affordable content and crew data use for every individual
Meeting Maritime Requirements said Bruun. “It is designed to meet cur- delivery underpinned by a comprehen- onboard or by user profile. Daily or
Brent Bruun, KVH’s Executive Vice rent maritime industry trends, where we sive service and support program. monthly allocations can be assigned, and
President, Mobile Broadband, said that need to change how we think about con- Mitsock said the mini-VSAT Broad- appropriate alerts by email and/or SMS
KVH has been and continues to be an nectivity and content delivery, as data band 2.0 system is connecting ships text sent to users when 50, 80 and 100%
innovative technology company focused access is now a necessity to attract the faster and more affordably through open of their allocations have been used.
on mobile products and services ad- best seafarers. We are entering a big data and metered plans that deliver data at In addition, the KVH OneCare cus-
dressing large markets and that its prod- era for operational efficiency.” the network’s highest speeds, typically tomer support program provides an array
ucts have always been designed around as fast as 4 Mbps: “This makes it 40% of service offerings that includes appli-
maritime market requirements. The “It’s a digital world, even at sea” less expensive to get the same amount of cation engineering, with standard proven
product history includes the Sailcomp Mike Mitsock, KVH’s Vice Presi- data at 50% higher speeds, and in some solutions, network planning and inte-
digital compass introduced in 1982; the dent, Marketing, added: “It’s a digital cases, at a 15 times faster speed at one- gration, and custom work as required;
TracVision TV-at-sea system introduced world, even at sea,” and asked whether third the cost.” KVH offers a number of solution deployment, with equipment
in 1994; and more recently, fast and af- the maritime industry has what it needs fixed-rate speed-based plans with clear installation, testing and service commis-
fordable mobile communications sys- to succeed. He emphasized the newly monthly data allotments to suit each us- sioning, and initial user training; and on-
tems, including mini-VSAT Broadband, introduced mini-VSAT Broadband 2.0 er’s requirements. A second key feature going operating support, with technical
which was introduced in 2007. system is a complete global maritime of the new system is myKVH, a secure, assistance, preventative maintenance,
“The mini-VSAT Broadband service communications solution, offering the personalized management portal that al- and extended warranty options.

www.marinelink.com 57

MR #10 (50-57).indd 57 10/2/2015 11:35:11 AM

MR #7 (34-41).indd 39 7/6/2015 3:50:18 PM
 C O M M U N ICAT ION

“Content onboard is a business global coverage. The network was launched in 2007
necessity” and KVH has continued to expand it: it now features
“Content onboard is a business necessity, not a MPLS and global static IPs for the highest possible
‘nice-to-have’,” said Nigel Cleave, CEO of KVH’s data security.
subsidiary Videotel, “and KVH has a comprehensive Content delivery is based on IP-MobileCast tech-
portfolio of operational and entertainment content for nology, in which multicasting delivers content with-
optimizing safety and efficiency, keeping the crew out affecting vessel data consumption or performance.
happy, and improving crew recruitment and retention. According to Robert Hopkins, Jr., Director of IP-Mo-
For example, IP-MobileCast: Operations Content bileCast Services at KVH, there is a shortage of band-
provides critical data for operations, with large data width at sea, meaning that today large data files such
files delivered automatically, reliably, and affordably. as digital charts and movies are still predominantly
Charts include electronic chart updates and weather delivered physically. Other data such as weather is
data are provided in the detail required for voyage op- mainly delivered in low resolution, which is satisfac-
timization and training packages provide safety train- tory for determining the position of, for example, cold
ing onboard covering both the latest legislation and fronts, but not sufficiently detailed to enable proper
operational practices, an important requirement nowa- voyage planning for fuel consumption optimization
days as the quality of crew and training standards have purposes. Maritime satellite service providers cannot
The rugged, gyro-stabilized TracPhone
been identified as risks to the safety of shipping. KVH
delivers this content through a variety of means, in-
support streaming video, and roughly half of a com-
mercial vessel’s data usage is wasted by the crew on
V-IP antenna systems are designed by
cluding as e-training and through multicasting, and is fruitless Internet browsing . Hopkins said the chal- KVH for the mini-VSAT Broadband net-
partnering with industry leaders to optimize this de- lenge is how to deliver needed content via satellite
livery.” affordably, without degrading the operations network. work.
In addition to operations content delivery, IP-Mo- Through the use of multicasting and an onboard
bileCast entertainment content delivers a very wide server, one transmission sends the file to all licensed
range of entertainment, including news, sports, mov- vessels, which is cached on the server for immediate
ies, TV episodes, and music content, stored on a KVH access, overcoming the reduced efficiency of unicast
onboard server for immediate access. This gives the delivery, in which a file is transmitted to each user on
ability to stream different programming to multiple each receiving vessel, the number of transmissions
devices at the same time at no additional cost, the con- equaling the number of users. Thus KVH’s content
tent being accessible on TVs, crew member tablets, delivery strategy, based on IP-MobileCast, enables
smartphones or laptops. up to 500 GB/month of entertainment and operational
content to be provided, typically in the ratio of 80%
Content Delivery Technology entertainment to 20% operational information.
The mini-VSAT Broadband 2.0 system makes use “IP-MobileCast doesn’t harm or compete with a
of KVH’s TracPhone V-IP series satellite communi- vessel’s Internet access or VoIP services,” said Hop-
cations antenna hardware, which comprises terminals kins. “Beam capacity is sized for peak loads, leaving
that transmit the data on and off the vessel at sea; there about half the network capacity unused, and multicast
are three choices, from smallest to largest: TracPhone
V3-IP, TracPhone V7-IP, and TracPhone V11-IP. mini-
data are transmitted in unused bandwidth, at a lower
priority than standard IP traffic. The use of multicast-
KVH’s mini-VSAT Broadband network is
VSAT Broadband connectivity is provided through ing is therefore highly efficient in that it does not use extensive and provides broadband ser-
KVH’s maritime VSAT network, a C/Ku-band satel- any of the data allotment of the mini-VSAT Broad-
lite network with 26 beams and 19 satellites providing band system’s airtime plan.” vice to thousands of vessels at sea.

ATC King Engineering marine@king-gage.com

www.marinelink.com 59

MR #10 (58-65).indd 59 10/2/2015 11:45:01 AM

 S O F T WAR E SOLU T ION S

BMT Fluid Mechanics to

Validate FLNG Design

T
he emergence of the floating clean-energy alternative to traditional sociated metocean conditions, including pact on marine environment; possible
liquefied natural gas (FLNG) fossil fuels has resulted in unprecedented wave motions, can create significant likelihood and consequence of fire and
concept has seen an unprec- innovation in the global offshore LNG challenges. explosion; security and evacuation and
edented focus on development industry. In the last 10 years alone, pro- Advantages of FLNG units include a in-service maintenance. The effective
activity and has reinforced the commer- ducers have made rapid efficiency im- reduced use of materials, land and sea- management of all of these risks should
cial interest in these facilities. However, provements within the value chain, first bed and therefore, cost and a reduced involve a quantitative assessment to help
as the industry strives to make the con- through the use of re-gasification vessels impact on coastal habitats by avoiding optimize the design, incorporate miti-
cept a reality, in addition to the already and then floating storage and re-gasifica- pipelines, dredging activities and jetty gation measures and devise hazard and
formidable risks present in conventional tion units (FSRU). FLNG represents the construction. In addition, the flexibil- management strategies.
projects, a plethora of distinctive risks latest development in this fast-moving ity of the concept allows for a gas field The greatest opportunities to reduce
associated with FLNG have now been industry sector. to be exploited and then theoretically, it risks are during the initial hazard assess-
added to the mix, with little industry ex- Floating above an offshore natural gas can be simply moved to another loca- ment stage within the conceptual design
perience to learn from. Simply adapting field, the FLNG facility will theoreti- tion, rather than having to be decom- phase whereby an inherently safer de-
risk and safety concepts of land-based cally produce, liquefy, store and transfer missioned. Owners must anticipate fu- sign can be achieved. Once a more de-
LNG developments is not the solution, LNG and potentially liquefied petroleum ture requirements and deliver long-term tailed design has been agreed, there may
believes Suba Sivandran, Head of Oil gas (LPG) and condensate at sea before performance, which in turn, places even be limited scope to apply hazard avoid-
and Gas at BMT Fluid Mechanics, a sub- carriers ship the product direct to mar- greater pressure on ensuring optimum ance methods.
sidiary of BMT Group. Suba highlights ket. Although this approach has its ben- design and asset integrity management The offshore oil and gas industry is
the unique safety concerns which need efits, it also presents its own challenges. of the facility. increasingly moving towards a more
to be considered and provides insight When considering the design and con- As the number of proposed FLNG fa- proactive approach to risk mitigation
into the benefits of using Computational struction of the FLNG facility, every ele- cilities increase to meet the demand for and away from a reactive approach. A
Fluid Dynamics (CFD) to complement ment of a conventional land-based LNG transportation of gas reserves stranded in formal safety assessment or safety case
physical modelling through Wind Tun- facility needs to fit into an area a fraction remote offshore locations such as South approach is a structured way of handling
nel Testing and ensure oil and gas opera- of the size, while maintaining appropri- East Asia and Africa, it is essential that risks. Through an initial hazard assess-
tors have confidence that the design is fit ate levels of safety and giving increased the safety risks are fully understood ment, hazards are identified and mea-
for purpose in all operating conditions. flexibility to LNG production. Further- within the concept design phase. These sured qualitatively. Certain hazards that
Growing demand for natural gas as a more, the offshore environment and as- risks relate to: metocean conditions; im- are deemed to have the potential to cause
a major accident event (MAE) are then
taken forward to the consequence as-
Marlin free surface velocity field sessment stage where these hazards are
then assessed quantitatively. In the final
stage, hazards are quantified in terms of
risk to personnel, environment and asset
through techniques such as a Quantita-
tive Risk Assessment (QRA) so as to
demonstrate everything has been done to
ensure that risks are reduced to as low as
reasonably practicable.
Within the consequence assessment
stage, Computational Fluid Dynam-
ics (CFD) can be used as a design tool
to achieve an inherently safer design.
Through assessment of gas releases and
fire scenarios and natural ventilation of
the FLNG process topsides, recommen-
dations can be made concerning process
equipment arrangement and mitigation
and prevention strategies. Optimiza-
tion of the process topsides layout can
be achieved to ensure less congestion
and less confinement. This can include
physical separation of major components
containing hydrocarbons and where nec-
essary, the introduction of barriers (e.g.
blast walls) to prevent the escalation of
risk should a hazard be realized. CFD
should be seen as a design tool used to
design for scenarios that are credible

60 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (58-65).indd 60 10/2/2015 11:46:52 AM

 while following a risk-based approach. offshore vessels and floating production when it may seem tempting to take short clear understanding of the risks present
Wind tunnel testing can also help en- systems is key. Such an approach will cuts and save on capital expenditure, to an FLNG project can also be used
sure we are designing for safety. Over provide operators and designers of these optimising design early on in a project to increase confidence with investors
the last six years we have carried out structures with the opportunity to drive can help to not only reduce risks to per- and financial institutions. Taking a risk
testing on seven FLNG designs to as- forward these designs with ever increas- sonnel, environment and asset but also based approach to design will ensure
sist designers in understanding potential ing reliability and efficiency. reduce costs by avoiding conservatism. there won’t be any nasty surprises fur-
mean forces and moments acting on a In today’s current economic climate A thorough approach to design and a ther down the line.
FLNG vessel.
Wind and current measurements can
be combined to determine heeling mo-
ments for a stability analysis and wind
forces and moments are also necessary
inputs to analyses of the mooring and
thruster systems. Similarly, operations
within the offshore industry are becom-
ing more complex and riskier due to ship
sizes and vessels finding themselves in
close proximity of one another. As such,
it is important to understand the aerody-
namic proximity effects associated with
side-by-side operations through the use
of wind tunnel testing.
Wind tunnel testing and advanced
techniques such as CFD can play an in-
tegral role in helping to refine the design
of an FLNG vessel. CFD should never
be seen as a replacement to physical
modelling, but rather a complement and
the key is being able to interpret and un-
derstand the results of theory and experi-
ment.
Bringing the two techniques together,
the risks surrounding helicopter opera-
tions, which present another common
MAE in offshore oil and gas, can be
greatly reduced by using CFD and wind
tunnel testing. Two of the biggest im-
pacts to helideck environmental condi-
tions are turbulence and hot turbine ex-
haust. Wind turbulence generated from
airflow over obstructions such as the
process topsides and turbine exhaust can
significantly increase the risk involved
with helicopter approach and landing.
Standards such as CAP 437 Standard
for Offshore Helicopter Landing Areas
and NORSOK C-004 Helicopter Deck
Posidonia 6 -10 June 2016
Metropolitan Expo, Athens Greece
on Offshore Installations provide guid-
ance and a prescriptive approach to He-

enter
lideck Operations and Helideck Design.
Using CFD and wind tunnel testing to-
gether we can optimise helideck location
and determine the best compromise be-
tween conflicting requirements so as to
identify helicopter operating limitations
the multi-billion market
likely to be imposed due to turbulence,
downdraft or hot gases. With the CFD
model validated against the wind tunnel
testing, we can then rapidly run simula-
tions testing further scenarios and opti- The International Shipping Exhibition
mise the design such as estimating the posidonia@posidonia-events.com
likely helideck downtime.
Developing advancement and most im- www.posidonia-events.com
portantly, commonality in the methodol-
ogy that combines reliable testing and
simulation-based prediction of 3D wind
fields and forces acting on large scale
www.marinelink.com 61

MR #10 (58-65).indd 61 10/2/2015 11:47:13 AM

 S O F T WA R E SOLU T ION S

Hard problems demand

Soft(ware) solutions
Make no mistake, the commercial maritime industry will always revolve around heavy duty
machinery and mega-machines designed to weather some of the toughest operating condi-
tions on earth. But in recent years a proliferation of Software Solutions has evolved to help
the machines operate more efficiently and cost effectively. MR editors report on latest devel-
opments in maritime specific Software Solutions.

Design handling by gathering parts described the Advanced Sequencer, to quickly en- and validate design options in real time
Kværner Verdal AS selected AVEVA by both systems in the same production sure that the current operation will not through advanced 3D simulation and
Bocad Steel and AVEVA Bocad Off- stream. run into unsafe conditions in the future. analysis early in the process. The 3DEX-
shore for use at its design and fabrica- Herbert-ABS Software Solutions An exciting aspect of the Advanced Se- PERIENCE platform is designed to pro-
tion yard in Verdal, Norway, as Kværner LLC introduced the Advanced Sequenc- quencer Tool is the Automatic Ballast vide a unique, collaborative environment
required a specialized structural steel er Module for CargoMax loading com- Generator. This allows an operator of that efficiently captures engineering
design solution that provided out-of- puters, a tool designed to allow for rapid an FPSO or FLNG to plan the long-term know-how, company rules and standards
the box functionality and integration. In development of time-based sequences, production and offloading sequence for for reuse at any time and from anywhere
AVEVA Bocad Offshore, Kværner has a such as oil loading or discharging, bal- the vessel, and at the touch of the button, in new projects, hence reducing design
software created for the design, detailing last water exchange, long-term FPSO generate a corresponding ballast plan cycle time. Designers can find design
and fabrication of all forms of offshore production and off-loading planning, or that keeps the vessel within safe operat- principles, components or sub-systems
steel structures. When integrated with bulk pile loading and bottom discharge ing limits and target drafts and trims. that fulfill a certain design requirement
Kværner’s AVEVA PDMS deployment, sequences. The Advanced Sequencer Designed For Sea from Dassault Sys- using the platform’s integrated search-
these structural steel solutions provide Module accounts for pump rates, tank tèmes is designed to enable electrical based application that searches through
a complete 3D engineering solution. groups, resource availability, and link- systems engineers to define, simulate, structured and unstructured information.
AVEVA Bocad can directly write data ing start and stop times to quickly gen- analyze, and validate the design of in- Nupas-Cadmatic signed a contract for
for the production parts into AVEVA erate a sequence. Individual conditions tegrated electrical systems for the entire the delivery of 3D design and informa-
Marine’s manufacturing database. AVE- can be generated for any time interval, vessel. Based on Dassault Systèmes’ tion management software to Drydock
VA Hull Detailed Design also writes into and graphical and tabular results are pre- 3DEXPERIENCE platform, Designed World Dubai (DDWD), making it the
this database for plate and profile parts sented to show important results, includ- For Sea is a solution designed to help largest single deal in Nupas-Cadmatic’s
to be sent to production, so data coming ing any alarmed values. The Advanced naval architects, discipline engineers, history and a breakthrough for Nupas-
from both AVEVA Bocad and AVEVA Sequencer Module can be linked to designers, shipyards and their suppliers Cadmatic in the offshore industry. Nu-
Hull Detailed Design can follow the other tools available within CargoMax. to define, simulate, analyze and validate pas-Cadmatic’s delivery includes the de-
same path; parts can be nested together For example, an Oil Tanker using the a ship or platform design while adher- sign system licenses, system installation,
for a given block for instance and later Load/Discharge Rate tool to monitor a ing to owners’ requirements, industry user training as well as support services
on sent to production. By doing so, the discharge operation and calculate rates, regulations and class standards. With it for over 150 simultaneous users of the
shipyard can optimize its production can automatically generate a sequence in engineering teams can create, evaluate, software. One of the most significant

Herbert-ABS’ Advanced Sequencer Module ABB Krill Systems

62 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (58-65).indd 62 10/2/2015 11:47:40 AM

 projects on which Nupas-Cadmatic solu- the predominant portion of new features
tions will be used is the BorWin3 plat- are focused on ShipConstructor Sub- Autoship Systems Corporation (ASC)
form that will serve in the North Sea. scription Advantage Pack clients. SSI Suite 1451 – 409 Granville Street
The platform transfers about 900 MW continues to enhance ShipConstructor’s Vancouver, British Columbia
electricity from an offshore wind farm WeldManagment product improving the Canada V6C 1T2
to Germany. The platform will be com- ability to more efficiently model several
pleted in 2019. common situations in rig building such ASC is a marine software developer based in Vancouver, Canada. For over 30 years, ASC
AVEVA E3D Insight is a mobile app as welding two sides of the same part to has been producing top-notch software design solutions for naval architects and marine
that is designed to streamline the re- create structural pipes. UDA strings for engineers around the world. ASC has also been providing world-class load planning systems
viewing and approval of design content. weld objects and other innovative fea- and loading instruments to the marine shipping industry.
Based on technology already available tures have also been incorporated into an
The line of CAD/CAM software is used for design through to construction of all vessel types.
in Plant industries AVEVA will soon re- updated and modernized Weld Manager Products include; Autoship (surface modeling), Autohydro (stability & strength calculations)
lease a new version of AVEVA E3D In- Palette interface. SSI said with this up- and Autostructure (internal structural design).
sight that is fit for use in the shipbuilding date Subscription Advantage clients will
industry. The latest version of AVEVA now be able to get a technical preview of 0H    s &X   
E3D Insight has extended capabilities a new Pipe Modeling Tool Palette which Contact: Ross Muirhead, National Sales Manager
which will now enable shipyards, ma- enables a more streamlined workflow for SALES AUTOSHIPCOM s WWWAUTOSHIPCOM
rine EPCs and ship owners to visualize, efficient pipe modeling.
inspect, comment upon and approve ship Shipflow 6 comes with a new module
designs wherever they are in the world in for computing ship motions in waves
a seamless and timely manner bringing and the Shipflow RANS solver is up cal parametric prediction. software to optimize routes, boost mari-
added value in many cases where col- to 10 times faster than its predecessor. The Prismatic Wave Drag (PWD) time safety and protect precious cargo
laboration is a key factor to quality and Shipflow Motions is a new flow solver module greatly expands the scope of based on factors including the hull de-
performance. Advances include: for computing ship motions in waves. It NavCad and allows for a more first- sign and the weather. ABB combines its
• Design review and approve within is a time accurate fully nonlinear bound- principles connection between the hull- Octopus motion-monitoring, forecasting
the design environment ary element method which can be used shape and the wave drag. Instead of sim- and decision-support software, with Me-
• Design check and production feed- to compute ship motions and added re- ply describing the hull with parameters teoGroup’s SPOS Seekeeping plug-in.
back from the workshops sistance in regular and irregular waves like length on waterline, displacement, Once fitted on Maersk Line ships, it is
• External reviewers giving com- as well as wave resistance, sinkage and and longitudinal center of buoyancy, the designed to enable captains to define
ments and approval (ship-owner, trim in calm water. Typical results are computational model uses a distribution on-board loading conditions, and more
class societies) time series and response amplitude op- of the hull’s geometric properties to de- accurately determine areas of the ocean
• Live connection to the design data- erators. The developers believe that the scribe the shape of the hull form. This where their ship’s motion is likely to ex-
base means that decisions are made method will be a useful tool for ship distribution is described by evaluating ceed threshold values. Routes can then
against the best known state of in- designers with higher accuracy than tra- “stations” along the length of the hull, be optimized automatically to skirt ad-
formation. ditional potential flow methods while at where each station has a sectional area, verse conditions, ensuring cargo arrives
• The ability to collate and keep track the same time being faster than the avail- beam on waterline, and a vertical center safely and on-time at its destination port.
of design decisions supports com- able RANS methods. of area (VCA). The entered data can also ABB’s Octopus advisory suite includes
pliance by ensuring transparency NavCad is a ship resistance prediction be used to calculate sensitive parameters a 3D hydrodynamic database for each
and traceability of the decision pro- and propulsion analysis tool for naval like half entrance angle and the stern individual hull type. This means ABB’s
cess. architects and marine engineers. The shape factor (for Holtrop and other simi- software, together with MeteoGroup’s
With the release of ShipConstruc- 2015 release features a Premium addi- lar prediction methodologies). plug-in, is designed to produce accu-
tor 2016 R1.1, SSI said it provides en- tion that includes a host of new analysis rate calculations about how a ship will
hancement for the offshore rig construc- capabilities. The new Prismatic Wave Operation respond to dynamic weather and ocean
tion market, particularly with regards Drag module, a wave-theory prediction ABB and MeteoGroup recently won conditions.
to weld management. ShipConstructor for residuary resistance, is a powerful an order to outfit 140 container vessels Turkish ship management company
2016 R1.1 is particularly geared towards feature in this new edition, and this is with software to optimize routes. The DITAS Marine Operations and Tanker
early adopters of ShipConstructor’s lat- HydroComp’s first calculation method- companies will equip 140 container- Management Co. chose DNV GL’s ECO
est productivity-enhancing capabilities; ology that can be used in place of a typi- ships from Maersk Line with advisory Insight fleet performance management

Dassault Systèmes Eniram

www.marinelink.com 63

MR #10 (58-65).indd 63 10/2/2015 11:48:09 AM

 S O F T WA R E SOLU T ION S

solution to improve the performance of and strive to be ‘best in class’ when it and learn how best to mitigate those overall energy management in order to
its 10 tankers. “We were looking for a comes to operating our fleet,” said Tim risks. save fuel.
solution that is easy to implement and to Huxley, CEO Wah Kwong Maritime As ever stringent emissions rules come The system is designed to predict re-
use,” said Koray Yaş, Ditas’ Technical Transport Holdings. into force regionally and globally, some quired energy and fuel consumption tak-
& New Building Manager. “Less than “By streamlining our processes across vessel owners struggle with the best, ing into consideration a wide range of
four weeks after the kick-off workshop all ship management functions, we will most efficient means to manage. For variables such as wind and currents for
we have commenced the fleet roll-out relieve the documentation burden, par- those mulling a dual fuel solution, Krill each specific voyage.
already.” ticularly for those at sea, while better Systems offers a solution: Krill Bunkers Of particular importance is the Key
The performance management por- monitoring and improved data quality DBPM-1. Krill Bunkers DBPM-1 incor- Performance Indicator (KPI) screen
tal ECO Insight is designed to deliver will assist in all key decisions we make.” porates OIML/MID approved (Coriolis) that works like an electronic scorecard,
a comprehensive and easily accessible But Huxley realizes that ultimately the mass-measuring meters to minimize showing traffic light values against com-
way to manage the performance of a success of the investment in ShipMan- inherent inaccuracies found in two and monly-agreed targets. The KPI screen
fleet, including voyage, hull & propel- ger depends on the staff and crew, noting three phase Heavy Fuel Oil (HFO) trans- starts with a high-level KPI, namely
ler, engine & systems performance. It that ease of use was a driving force in fers. In both lines, flow rate, temperature the total fuel consumption on the vessel
enhances fleet reports with industry data selecting the best system to implement. and density are displayed in real time which is then broken down to specific
such as Automatic Identification System Braemar Engineering reported that both digitally and graphically and a energy consumers like propulsion and
(AIS), weather, or fuel, and provides its new Second Failure Module dynamic ‘Bunkers in Progress’ display area shows service power. Service Power is, for in-
benchmarking capabilities. Advanced positioning DP software was installed on the total volume of bunkers delivered, stance, further split down to Hotel, Ma-
engineering methods, for example hull a vessel, and Kyle Eddings, Manager DP ticket numbers, start and stop times and chinery and HVAC.
fouling predictions based on CFD, are and Offshore Projects at Braemar En- an area where additional notes can be en- Icon Research recently launched a
also packaged into the portal. The portal gineering reported that the first Second tered. Tickets can be printed as soon as new DK-20 Diesel Doctor instrument
comes with an optional on-board vessel Failure Module is now undergoing Beta bunkering is completed. Bunker history, and version 6 engine analysis software,
reporting system called Navigator In- Testing. The Second Failure Module is showing all relevant information, includ- built to be more portable, rugged, easy to
sight. It ensures high quality data collec- a software tool developed by Braemar ing aeration percentage, is always stored use and accurate with new features such
tion on board through smart plausibility Engineering designed to allow a more and displayed for all bunkering events. as a touch-screen and built-in test. The
checks against specific vessel particu- in-depth understanding of the Dynamic Back-flow oil is measured as a negative Diesel Doctor allows users to see how
lars. Positioning (DP) System, enabling crew and therefore reflected as bunkers not engines are performing and to take ac-
Wah Kwong Ship Management (HK) members and operators to study second having been delivered. Design flexibil- tion to ensure reliable, efficient operation
Limited will adopt DNV GL’s Ship- level failures and understand more fully ity inherent in all Krill solutions allows while avoiding the unexpected. The new
Manager integrated fleet management the effects they will have on the power for a high degree of customization of the version 6 software is a complete rewrite
software suite. Wah Kwong provides plant and DP capability. The overrid- basic system to meet specific client re- and is compatible with Windows XP,
maritime transport in the bulk carrier, ing goal is to mitigate these risks in ad- quirements. And using Microsoft SQL Windows 7 and Windows 8. Although it
tanker and LPG segments, operating vance. The software purportedly helpful server database technology, Krill records has the same general feel of the previous
a current fleet of 26 vessels, with nine for planning prolonged DP operations, all Bunker loading data, with 2-second generations, the Diagnostic Reporter has
more newbuilds on the way. It recently where critical preventive maintenance resolution, for onboard display. been improved such that engine analysis
decided to implement ShipManager requires a piece of equipment to be down Eniram Limited released Eniram reports can be viewed instantaneously.
software from DNV GL, with the aim to for a period of time. Additionally the Performance 3.0, an upgrade specific to The ability to compare and analyze pro-
simplify and optimize ship management Second Failure Module acts as a highly the cruise vessel market. Eniram Perfor- peller curves and shop/sea trial data is
by allowing extensive fleet-wide data valuable training tool, enabling DP and mance is designed as a robust decision- now also possible. Existing DK-2 based
collection and analysis. “We aim to con- Engineering Staff to study the first and support tool that offers real-time opera- systems can be upgraded to work with
tinually improve efficiency and safety second failure effects on their equipment tional guidance to optimize a vessel’s the new version 6 software.

Nauticus Machinery
to New Market
For the first time the DNV GL’s Nauticus Machinery software
designed for the shipping industry is being used for recreational
size marine engines, Mercury Marine has chosen the software for
analysis and validation of inboard and sterndrive engines, includ-
ing transmission and driveline configurations. Nauticus Machinery’s
Torsional Vibration tool is an application for the analysis of torsional
vibration. Torsional vibration can cause fatigue in engine compo-
nents, leading eventually to possible breakage of shafts or other ma-
chinery parts. With the aid of the software, engineers can prevent this
damage by optimizing the design. They can also perform analyses
on configurations that have been affected by fatigue, which enables
Photo: Mercury Marine

understanding of the underlying causes. Mercury Marine produces

outboard, inboard and sterndrive engines; gasoline or diesel inboards
and sterndrives power everything from small boats with 115 hp en-
gines to large recreational yachts with 430 hp engines.

64 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (58-65).indd 64 10/5/2015 3:53:21 PM

 www.marinelink.com 65

MR #10 (58-65).indd 65 10/2/2015 11:49:33 AM

 P RO D U CT S

Viega SeaPress System Turbocharger Overhaul

Viega LLC offers the Viega SeaPress system for marine pipe-joining applica- Royston Limited carried out the overhaul of turbochargers on two Tidewater
tions. The Viega SeaPress system, available in copper-nickel, can be used in Marine OSVs Marine in the oilfields off of South West Africa. Royston engi-
a variety of pipe applications from potable water to fuel to fire sprinklers. The neers completed the full overhaul of Napier NA297 turbochargers on the Melton
Viega SeaPress system is a 90/10 copper-nickel alloy that’s specifically suited Tide FiFi and offshore support vessel, as well as the Netherland Tide, multi-
for sea-water systems. It is a copper-nickel press fitting with a double-press con- purpose support vessel. Two Napier turbocharger installations on the Melton
nection. Viega SeaPress is available with adapters to easily transition to imperial Tide, powered by dual Wärtsilä 9L26 engines, were serviced at Walvis Bay,
and metric sizes. Viega also offers Viega ProPress systems in copper and 304 or Namibia. The work on the two CAT C280-16 engine-powered Netherland Tide
316 stainless steel, as well as Viega MegaPress in carbon steel for applications involved four turbocharger overhauls while berthed at the Sturrock drydock in
including fuels and lube oil systems for the marine market. Cape Town, South Africa.
www.viega.us www.royston.co.uk

Photo: Royston
Cat’s C280s Meet EPA
Tier 4, IMO Tier III
Schottel Debuts Caterpillar Marine offers its Cat C280 medium-
New EcoPeller speed diesel engines for U.S. Environmental Pro-
tection Agency (EPA) Tier 4 and International
Schottel launched a new thruster optimized for Maritime Organization (IMO) Tier III service.
open sea and coastal operating conditions: the The C280 engines are available in eight-, 12- and
Schottel EcoPeller. 16-cylinder models spanning a power range from
2,300-5,060 kW as main engines – conventional
Schottel said the new thruster combines quality and diesel electric – and also as auxiliary generator
and technology with hydrodynamic insights from sets. The new engines reduce emissions, consume
CFD simulations and model tests to offer a top less fuel and have lower through-life owning and
value for the overall efficiency and course keep- operating costs, according to the manufacturer.
ing stability of the ship, thus enabling owners to Nathan Kelly, Caterpillar Marine production defi-
achieve lower fuel consumption, operating costs nition engineer, said the introduction of the Tier 4
and emissions. The SRE is based on the Schottel engine range enables customers to benefit from the
SCD design principle: a vertical electric motor in- latest NOx emission technology based on selective
tegrated into the Rudderpropeller. This eliminates catalytic reduction (SCR). The choice of SCR over
the upper of the two angle gears as well as any other NOx reducing technologies, Kelly explained,
necessary shaft lines. On board, the EcoPeller of- was made based on higher uptime and minimized
fers low vibration and low noise levels. Besides overall total lifecycle cost. Furthermore, he said,
a plant-side, ready-for-installation assembly with an independent study undertaken by the Interna-
an electric motor from Schottel, the EcoPeller will tional Council on Clean Transportation published
be available with an option for additional electric in March 2014, highlights the benefits of emissions
motors according to customer needs. The EcoPel- reduction technology and the wide range of com-
ler will be available in mid-2016 in a variety of panies that have adopted SCR as the most efficient
Photo: Schottel

sizes for power ratings between 1,000 kW and ap- solution for the marine industry.
www.catpropulsion.com
prox. 5,000 kW, each as FP and CP variants.
www.schottel.com

66 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (66-73).indd 66 10/2/2015 1:38:23 PM

 Mega Dock for Tug &
SMARTPOWER Torque Meter Super Yachts
BMT SMART Ltd. (BMT) launched the SMART- SF Marina Systems supplied a two piece tug berth,
POWER Torque Meter, part of its Fleet Vessel Per- designed for vessels up to 1,100 tons. The berth
formance Management (FVPM) suite of products. measures 150 x 32 ft. with a freeboard of 5 ft. The
SMARTPOWER Torque Meter is a dedicated units each weighed more than 240 metric tons.
measurement tool designed to provide a accurate The standard units can be shipped world wide and
digital output for Torque, Speed, Power, Running moored with a variety of anchoring systems with
Hours and Total Energy. In addition, the system infinite lengths. The concrete structures are target-
can provide Thrust and Dynamic data, which BMT ing the large tugboat and super yacht markets.
SMART software can use to analyze the condition Couplings Help Cure www.sfmarineusa.com
of the main engine, propeller and the gearbox. Genset Vibration
www.bmtsmart.com Rubber-in-compression couplings help protect
gas- and diesel-driven generator sets from torsion-
al vibration according to couplings manufacturer
Renold Hi-Tec. Rubber-in-compression couplings
eliminate these vibration problems as the rubber
blocks within the coupling are selected to dampen
vibration and move the natural frequency away
from the operating speeds of the engine, the manu-
facturer says. The couplings provide drive through
rubber blocks, which are compressed, and hence
the term rubber in compression.
www.renold.com

Image: Renold Hi-Tec

SAVE CONGRESS
HELSINKI | JUNE 6–10, 2016

THE
DATE!
Meeting the future of combustion engines
28th CIMAC WORLD CONGRESS
Combustion Engine Technology for Ship Propulsion | Power Generation | Rail Traction

HIGHLIGHTS
TECHNICAL PROGRAMME NETWORKING SOCIAL EVENTS
· Over 200 lectures and papers · More than 1,000 international Ç6MÄJPHS9LJLW[PVUHUK.HSH+PUULY
EXHIBITION experts
· Presentation of new technologies TECHNICAL TOURS
and products · Visits to local industry

Learn more about the 28th CIMAC World Congress!

www.cimaccongress.com

www.marinelink.com 67

MR #10 (66-73).indd 67 10/2/2015 11:58:50 AM

 P E O P L E & COMPA N IE S

Schottel
MarAd

Holm Kumar Whitley Bonnesen Candito Fielding

Pyne Joins DHT Holdings’ Board the President of Inmarsat Maritime, and bulk, heavy lift and project shipping, ap- SPO Shuffles Senior Leadership Team
Crude oil shipper DHT Holdings ap- was previously CEO of Globe Wireless. pointed Wouter Huybrechts as the new SPO announced a change in leadership
pointed Joseph H. Pyne to its board of President and CEO of Rickmers-Linie with the appointment of a new Manag-
directors, expanding the board from Andersen New CEO of Hempel A/S (America) Inc. ing Director in Singapore. Ron Mathison
three to four independent directors. Pyne Hempel A/S announced that CEO Pierre- has taken over the helm as the new Man-
is the Executive Chairman of Kirby Cor- Yves Jullien will be succeeded by Henrik Reimelt Heads GE Power Conversion aging Director on September 21, having
poration, a U.S. tank barge operator, and Andersen, Group COO of ISS A/S, by Stephan Reimelt has been appointed as also been appointed as Director of John
served as the Chief Executive Officer of March 1, 2016. Andersen has been with president and CEO of GE’s Power Con- Swire & Sons (S.E. Asia) Pte Ltd, with
the company from 1995 to 2014. ISS A/S since 2000, since 2011 as Mem- version business, succeeding Joe Mas- effect from August 1.
ber of the Executive Board. trangelo who becomes president and
Holm to lead Marine Solutions CEO of Power Generation Products for Seaspan Appoints Three
Roger Holm (43) M.Sc. (Econ.), has Kumar to Lead MARAD GE Power & Water, He will be based at Seaspan named three senior leaders
been appointed President of Marine So- Education and Training the company’s headquarters in Paris. to its corporate executive team: Paul
lutions, Executive Vice President and Dr. Shashi N. Kumar, Academic Dean Thomas as Vice President, Engineering
member of the Board of Management at the U.S. Merchant Marine Academy Vigor Hires SVP of Public Affairs – Vancouver Shipyards; Matt Boydston
of Wärtsilä Corporation, effective No- (USMMA), has accepted a position to Jill Mackie will join shipbuilder and re- as Vice President, Finance – Seaspan
vember 1, 2015. In this position, he is serve as Deputy Associate Administrator pairer Vigor’s executive team as senior Shipyards; and Billy Garton as General
responsible for Wärtsilä’s Marine Solu- and National Coordinator for Maritime vice president of public affairs. In her Counsel for Seaspan ULC.
tions business globally, and will report Education and Training at the headquar- new role, Mackie will provide leadership
to President & CEO Mr Jaakko Eskola. ters of the Maritime Administration and oversight of strategic communica- Royston Diesel Appoints Whitley
tions, community and government rela- Marine diesel engines specialist Royston
Coles Takes the Helm at Transas Huybrechts to Lead tions at the local, state and federal level announced that appointment of Shaun
Frank Coles has been appointed as CEO Rickmers-Linie America for all Vigor companies. Mackie official- Whitley as its new workshop manager at
and member of the Board of Directors Rickmers-Linie, the Hamburg-based ly joins the Vigor team October 14. the company’s Tyneside-based engineer-
for Transas Marine. Previously he was specialist for liner services in break- ing center.

Intermarine Promotes Bonnesen

Breakbulk and heavylift cargo specialist

ABB Orders Cable-Laying Vessel Intermarine, LLC named Lars Bonnesen

as Chartering Director Europe effective
immediately. Bonnesen has more than
ABB ordered a cable-laying vessel from 25 years of experience in the heavylift
Kleven shipyard in Norway. The new ship, and project cargo markets and has held
scheduled to be delivered in 2017, will be cus- positions throughout the U.S., Singapore
tom-built to ABB specifications and measure and Malaysia.
approximately 140 x 30 meters. The vessel is
of SALT 306 CLV design from Salt Ship De- Candito Launches Foresea Consulting
sign in Stord, Norway. After more than 20 years leading oil spill
The new ship will deploy many of ABB’s ma- response organization and environmen-
rine technologies. The Onboard DC Grid and tal services firm NRC, Steven Candito
power distribution solution, for instance, will has launched Foresea Consulting, an ad-
use a single DC circuit for ship propulsion to visory firm for the maritime and environ-
reduce power consumption. The vessel will mental communities.
be equipped with roll-reduction tanks and the
subsea operations will be executed and moni- Schottel Names Fielding & Freeman
tored by a remotely operated vehicle (ROV) Schottel appointed Svante Fielding and
using cameras and sonar, avoiding the need for divers. Randall Freeman to its North American
The vessel will also feature a complete ABB Integrated Automation System and three Azipod propulsion units. Together organization, Schottel Inc., in Houma,
with an energy storage system for marine applications it will cut fuel consumption by 27 percent and reduce maintenance La. Fielding is the new Vice President
compared to traditional AC systems. Sensors, monitoring hardware and software will enable data to be sent to shore via Operations. Freeman, Operations Man-
a satellite link, to allow the onshore technical support centers to work closely with the ship as part of ABB’s Integrated ager in Houma since August 2015, is part
Marine Operations solution. Advanced advisory software for motion monitoring, forecasting and decision support will also of Fielding’s service operations team.
be on board. The vessel will also feature to DP3 dynamic positioning technology.

68 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (66-73).indd 68 10/2/2015 11:59:16 AM

 Thrustmaster of Texas
Schottel

Milaha

IMCA

BHG

BHG
Freeman Al-Mannai Vonk Benzie Gilfus Stutzman

Milaha Appoints New President, CEO tion of LNG and LPG gas carriers. Mit- firm specializing in ship noise and vibra-
Milaha, a Qatar-based company pro- subishi Heavy Industries Hull Produc- tion control.
viding marine transportation, offshore tion will specialize in the production of
support services, port management and large-scale hull blocks. MPR, MPS ISO-9001 Certified
logistics services, announced the ap- Maritime Propeller Repairs BV, together
pointment of Abdulrahman Essa Al- TOTE Creates Unified Brand with its sister company Maritime Pro-

Photo: Meyer Werft

Mannai as its new president and CEO. TOTE announced it has shifted oper- pulsion Services BV, acquired ISO-9001
ating companies Totem Ocean Trailer certification. During an audit by Bureau
Dometic Promotes Trigg Express and Sea Star Line, respectively Veritas, both companies proved to have
Dometic Group announced the promo- serving the Alaskan and Puerto Rican/ their affairs well arranged.
tion of Ned Trigg to Executive Vice Caribbean markets. Going forward, the
President of Dometic’s Marine division. companies will be known collectively as Aframax Tanker for Arctic Shipping Meyer Werft Offers
TOTE Maritime. An Aframax-sized tanker concept de- Training for Refugees
Keavney, Ferrie Join SMS signed for transporting crude oil and oil
Safety Management System, LLC an- BHG Hires Gilfus, Stutzman product in the Arctic has been developed German shipbuilder Meyer Werft
nounced the addition of two new em- Bristol Harbor Group, Inc. (BHGI) an- in a collaboration between Deltamarin and the Johannesburg educational
ployees. In April, Brendan Keavney nounced the addition of naval architect Ltd. and Aker Arctic Technology Inc. institution in Surwold are expand-
joined SMSLLC as the new Business Zachary Gilfus and mechanical engineer Apart from being ice strengthened and ing their collaboration by further
Development Manager. In September, Marissa Stutzman to its naval architec- equipped with other new features, the developing already existing work
Kevin Ferrie joined SMSLLC as a Se- ture and marine engineering practice. vessel will provide cost efficient and re- for the integration of young peo-
nior Consultant. liable tanker operations both in open wa- ple from socially disadvantaged
Kirby Selects ABS as Subchapter M ter and in ice, according to Deltamarin. backgrounds. The program of-
Thrustmaster Appoints Vonk Solutions Provider fers refugees from various crises
Thrustmaster of Texas appointed Bart American Bureau of Shipping (ABS), a First Ethane-powered Ships regions opportunities to further
Vonk as Sales Manager of Thrustmaster provider of maritime shipping and off- The first ethane-powered ship, JS Ineos qualification and, with this, inte-
Middle East FZE, based out of Dubai. shore classification services, informs it Insight, the lead ship in a series of eight grate into society.
Vonk’s background is in technical solu- has been selected by Kirby Corporation 27,500-cubic-meter multi-gas Dragon- In the first step, around 30 people
tion sales, having worked as a sales en- to provide classification and Internation- class vessels being built at Sinopacific, will be accepted into the program
gineer, sales manager and area manager al Safety Management certification for China, for Denmark’s Evergas, was which could start as soon as au-
for Wärtsilä, Bosch Rexroth and Voith 11 push boats. named. The new vessels configured for tumn 2015. With this concept for
Middle East. transport of ethane, LPG or LNG, with qualification as a “Metal technol-
BV Acquires HydrOcean options for ethane, LNG and conven- ogy specialist,” these individuals
IMCA Names New Technical Director Bureau Veritas finalized the acquisition tional diesel power, will be classed by are given the opportunity to pre-
Richard Benzie has been appointed of HydrOcean, a French engineering BV. The Dragon vessels were originally pare themselves for and qualify in
Technical Director of the International company specializing in hydrodynamic designed with a dual-fuel LNG/diesel a recognized training profession.
Marine Contractors Association (IMCA) digital simulation for the maritime in- power utilizing two 1,000-cubic-meter The strengths of both cooperation
to replace Jane Bugler who retires after dustry. LNG tanks on deck powering two Wärt- partners are united in one concept:
18 years in the role. silä 6L20 DF main engines with a total the Johannesburg education insti-
The Switch Opens HQ in Helsinki of 2,112 kilowatts power and two shaft tution focuses on integration and
MHI’s Two New Shipbuilding Firms The Switch, a supplier of megawatt-class generators with a total of 3,600 kilowatts language skills, looks after trau-
Begin Operations electrical drives for wind energy, marine power. The ability to also burn ethane matized refugees and also com-
On October 1, two new wholly owned and industrial applications, has opened was added to allow use of the cargo gas municates the content of the metal
group companies of Mitsubishi Heavy its new global headquarters in Helsinki. as the vessels are destined initially for technology specialist training in
Industries, Ltd. (MHI) succeeding to According to Jukka-Pekka Mäkinen, transport of ethane from the U.S. to the practical and theoretical modules.
MHI’s ship construction operations in President and CEO of The Switch, the U.K. Ineos refineries. Meyer Werft, meanwhile, offers
the Nagasaki district will commence primary motivation behind the location practical experience and a struc-
business operations. Mitsubishi Heavy change is to be located in the center of tured vocational training to enable
Industries Shipbuilding Co., Ltd. will Helsinki, making meetings with partners the refugees to study for a training
handle ship constructions, while Mit- and clients more convenient. qualification such as construction
subishi Heavy Industries Hull Produc- mechanic later on.
tion Co., Ltd. will manufacture hull Glosten Acquires NCE
blocks. Mitsubishi Heavy Industries Glosten, Inc. has acquired Noise Control
Shipbuilding will focus on the construc- Engineering LLC (NCE), a consulting

www.marinelink.com 69

MR #10 (66-73).indd 69 10/2/2015 11:59:42 AM

 E V E N T PR E V IE W

Europort 2015
Europort, scheduled to be held November 3-6, 2015, in Rotterdam, is an
international maritime meeting attracting an estimated 1,000 exhibitors
and 30,000 visitors. The exhibition has a strong focus on special purpose
ships including offshore vessels, dredging vessels, construction vessels,
naval vessels, workboats, inland vessels, fishery vessels and super yachts.

November 3-6, 2015, Ahoy Rotterdam The following are examples of some leading Dutch maritime companies
and their plans for Europort. For more information visit:
http://www.europort.nl

Alphatron: One-Man Bridge Solutions on Display

Alphatron Marine plans to showcase some new de- walk around.
velopments at Europort, including some of the world’s Coastal Patrol The third is a tugboat variant, being the result of a
most technologically advanced marine electronics and design study together with some of the biggest tugboat
total solution concepts. operators in the world. This modular tugboat variant
Bridge operations is a key area of focus, and the com- ensures all round visibility and ship control without
pany will showcase its joint synergies of Alphatron and compromise. It will also launch its new digital chart ta-
JRC, including three state-of-the-art bridge solutions, ble concept. This all new digital chart table consists of a
driven by the same concept and mindset of harmoniz- 46-inch touch display, known from our premium bridge
ing control and advancing navigation technology. concept, where routes can be planned on a more real-
The first is a unique, fully integrated Alphatron istic “paper chart” scale. The display can be electroni-
Marine one man bridge with a total of three 46-inch cally tilted, allowing optimal routing in an ergonomic
displays for use in semi military and or coastal patrol way. In addition to the digital chart powered by Navtor,
vessels, combining radar, WECDIS, conning, alarm the console incorporates the necessary GMDSS com-
monitoring and DP data in an easy to use format and Tugboat munication equipment, while at the same time leaving
where all operating panels are “within reach.” A unique room for the paper chart for back up purposes.
interfacing between thermal camera’s and WECDIS In addition the company will show Cobham’s SAIL-
allows full integration with the vessels military equip- OR VSAT satellite system and Sea Tel TV antenna so-
ment. lutions; Flir’s multi sensor thermal camera’s; Cnav’s
As a full merchant JRC variant, the second inno- DGNSS system; Navis compact DP system; Yokogawa
vative and integrated bridge concept is a derivative of PT900 auto pilot and paperless course recorder; Eknis
the one men bridge targeted at larger vessels. A total chair with our cabin entertainment system; and Pana-
of five 46-inch displays with a center console allows sonic CCTV system.
for easy access to maneuvering controls and all other
essential operating functions with the added ability to Hall 3, Stand 3405

Meet the Flettner Freighter Flettner Rotors (designed by Anton Flettner in 1928). Shipyard Kooiman BV
The 5000 DWT Flettner freighter has been developed The Flettner Rotors create a forward lift by the rota- The Dutch Pilotage Service contracted with Kooiman
within the European “S@IL” project. An important tion of the rotors and the wind. On average, the use of BV for a major maintenance survey and life-extension
outcome of the project is that due to the dependence on the Flettner Rotors results in a fuel saving of at least of its SWATH vessel Cetus en Persues, measuring 25.7
trade winds, a 100% sailing vessel without an engine is 18%, compared to conventional cargo vessels in the x 14.3 x 2.7m and built in 2005. Shipyard Kooiman
not economically feasible within the commercial cargo same DWT range. is providing refit services to extend the life of the ves-
transport sector. Broad research has been done to gen- The main innovation of the Flettner Freigher is the sel, with a net total increase in propulsion power. Ad-
erate viable alternatives, leading to the model of wind possibility to move the rear two Flettner Rotors in the ditional modifications include electrical, cooling water
assisted propulsion and hybrid shipping. longitudinal direction to accommodate for the best sail systems, interior and accommodations. These vessels
The Flettner Freighter has a water displacement of balance of the vessel and thus to optimally exploit the have accommodations for a three-person crew and 12
nearly 8,000 tons and 6320 cu. m. cargo capacity. Fur- wind force and wind direction. passengers. Work onthe boat started in mid September
thermore, the ship is equipped with one main engine SAIL is an international cooperation in the European 2015. The modifications and repairs will be performed
of 4000 kW and has a service speed of 13 knots when Interreg IVB North Sea Region under the leadership of in the new building hall of Shipyard Kooiman, which
loaded. The Flettner Freighter is using four modern the Dutch Province of Friesland and ends in 2015. The measures 100 x 30m.
Flettner Freighter was developed in cooperation with a
shipowner and is designed by C-Job Naval Architects.
C-Job is known for earlier innovative ship designs,
such as the green ferry MS. Texelstroom for TESO NV
and the series of Heavy Lift Vessels for Hartman Ship-
ping and Abis Shipping.
The ambition of the SAIL project partners is to enrich
commercial shipping with innovative and sustainable
vessels such as the Flettner Freighter.

70 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (66-73).indd 70 10/2/2015 12:00:25 PM

 Damen

Damen

New Yacht Range Sails

to the Extremes (& Back)

Image: Damen
Ever an innovator in design, Damen brings to the mercial vessels and luxury yachts. men and Amels, the shipbuilding know-how, the deep
market a new yacht range – SeaXplorer – designed to All details of the SeaXplorer range were designed understanding of superyacht lifestyles and the right
survive and thrive in the earth’s extreme regions, from by a dedicated Damen team in the Netherlands under experienced partners who understand luxury expedi-
remote tropical areas to the polar region. Tabbed as the responsibility of Product Director Mark Vermeu- tions,” he said. “It makes the SeaXplorer a very at-
the world’s first purpose-built, Polar Code compliant len, while Amels is responsible for sales and market- tractive project at an advanced stage so we can have
range of expedition yachts has been launched by Da- ing. a real conversation with each client about what they
men and its luxury super yacht division, Amels. The Damen said it has invested thousands of hours in want to achieve.”
design made its debut last month at the Monaco Yacht research and development, ice tank testing and real The three models in the SeaXplorer range (65, 90
Show. expedition pedigree through detailed design input and 100 meters) are each capable of sailing up to 40
The 65- to 100-meter SeaXplorer range includes from partner EYOS Expeditions. The exterior lines days of full service for all guests without port call.
three designs holding the capability to explore the were penned by AZURE Yacht Design and Naval Ar- The vessels also carry tenders (including a dive
seas’ extremes, from the poles to the tropics and ev- chitecture, and the builder offers the owner’s choice support tender), expedition equipment, toys, sub-
erywhere in between. The new yachts, which feature of luxury interior designer. mersibles, dive equipment (including recompression
Damen’s patented “Sea Axe” hull design and Po- According to Arnout Damen, Damen’s Chief Com- chamber) and up to two helicopters, all easily de-
lar Class double-acting hull to break through ice, is mercial Officer, the SeaXplorer range shows the ployed by design.
something of a fusion between the shipbuilder’s com- strength of collaboration. “It’s the synergy of Da- www.damen.com

Pronomar Bolideck Future Teak the Seas is due for delivery from STX France in April
Pronomar will exhibit at the Europort 2015 in World Bolidt is celebrating a decade of success for Bolideck 2016. Bolidt products are also onboard Koningsdam,
Port Rotterdam, the Netherlands at stand 2303, show- Future Teak, dubbed an environmentally-friendly and the new Holland America Line vessel type due for de-
casing its innovative drying systems and MERUS tech- realistic alternative to traditional teak decking. Long livery from Fincantieri’s Marghera yard in 2016, with
nology. The Pronomar drying systems are designed to term supporter Norwegian Cruise Line (NCL) speci- novel design features developed by architects Adam D
quickly and efficiently dry different types of protective fied extensive use of Bolideck Future Teak for the TIhany and Yran & Storbraaten. The largest vessel in
clothes, preventing your staff from working in wet, 164,000gt, 4,200 passenger capacity Norwegian Es- the HAL fleet, at 99,500 gt and 2,650 passenger capac-
cold suits. The MERUS technology is an environment- cape, the first ‘Breakaway Plus’ vessel due delivery ity, Koningsdam will feature 4,700 sq. m. of Bolideck
friendly solution to your problems with scaling, rust from Meyer Werft in October. In total, Bolidt will sup- Future Teak on the outer decks.
and biofouling in fresh- or seawater lines. Pronomar ply 15,000 sq. m. of exterior decking for Norwegian In addition, orders for cruise ship refits are strong, ac-
will also showcase a new type of drying cabinet, pro- Escape, with Bolideck 525 and Bolideck Select Soft cording to Van Overbeek, who reports that AidaDiva
duced from robust GRP and carrying Lloyd’s Type Test featuring alongside Bolideck Future Teak. Bolidt is was fitted out with 550 sq. m. of Bolideck Future Teak
Approval – produced in collaboration with new partner also supplying decking materials for 4,500 sq. m. of and 180 sq. m. of Bolidt Select Soft during a recent refit
JoBird. balcony space and interior public areas. at Blohm + Voss.
Another repeat Bolideck Future Teak customer is
Royal Caribbean International (RCI), which has con-
firmed a contract for 18,000 sq. m. of decking for the
5,479 passenger Harmony of the Seas. Bolideck Future
Teak will cover the outer decks of the luxury cruise
ship, with Bolideck Select Soft featuring in public areas
inside. Bolidt is also delivering Bolideck Select Hard
for swimming pools and Bolideck Helideck for the he-
licopter landing platform. The 226,000gt Harmony of

www.marinelink.com 71

MR #10 (66-73).indd 71 10/2/2015 12:00:47 PM

 E V E N T PR E V IE W

World Maritime Technology Conference 2015

November 3-7, 2015, Rhode Island Convention & Omni Hotel, Providence, Rhode Island
Advanced Coating Solutions DIAB Americas LP DotProduct Emergent Systems – Aurosks
Booth 406 Booth 325 Booth 422 Booth 229
www.coatingsolution.com www.diabgroup.com www.dotproduct3d.com www.aurosks.com

Allied Systems Inc DNV GL DRS Technologies EnergynTech Inc.

Booth 331 Booth 306 Booth 101 Booth 429
www.alliedsystems.com www.dnvgl.com www.maestromarine.com www.energyntech.com

Altai Dometic USA Dynamic Systems Analysis Ltd. Fike Corporation HQ

Booth 101 Booth 324 Booth 207 Booth 305
www.altair.com www.dometicusa.com www.dsa-ltd.ca www.fike.com

American Chemical Technologies Inc. Dominis Engineering Ltd Ecochlor Force Control Industries
Booth 323 Booth 311 Booth 309 Booth 321
www.americanchemtech.com www.dominis.ca www.ecochlor.com www.forcecontrol.com

American Sprayed Fibers Inc.

Booth 212 ABS Booth 412
www.asfiusa.com The American Bureau of Shipping (ABS), a New York
not-for-profit corporation, sets standards for safety
Appelton Marine and excellence as a leading ship classification soci-
Booth 202 ety. For more than 150 years, ABS has been at the
www.appletonmarine.com forefront of marine and offshore energy innovation,
working alongside partners to address technical, op-
ASEE SMART Scholarship erational and regulatory challenges for safer, more
Booth 107
smart.asee.or
secure marine and offshore operations.
www.eagle.org
Av-DEC
Booth 210 Creative Systems Booth 310
www.avdec.com Creative Systems is the originator of GHS, the PC-
based simulator of vessels in fluids and fluids in ves-
AVEVA sels. It offers four software packages: GHS (General
Booth 423/425 HydroStatics) - the naval architect’s package;
www.aveva.com GHS/Salvage - the salvor’s package; GHS Load Moni-
Berg Chilling Systems Inc.
tor (GLM) - for shipboard use; BHS (Basic HydroStat-
Booth 225 ics) - the engineer’s economy package.
www.berg-group.com www.ghsport.com

Blue Ocean Solutions Pte Ltd SSI Expo Lounge

Booth 303 SSI provides Autodesk based solutions to the ship-
www.blueoceansoln.com building and offshore industry. SSI develops AutoCAD
based CAD/CAM software suite ShipConstructor. SSI
Britmar Marine Ltd. applies information technology expertise to address
Booth 424
www.britmar.com
challenges including sharing engineering data with
other business processes and applications such as
Bronswerk Marine Inc. MRP, ERP and PLM tools. Shipbuilders, naval archi-
Booth 228 tects and marine engineers use SSI for projects such
www.bronswerkgroup.com as yachts, oil rigs, tankers, ferries, warships and work-
boats.
CD-ADAPCO www.shipconstructor.com
Booth 203
www.cd-adapco.com

Charleston Marine Consulting/Bentley Systems

ClassNK Booth 220
Booth 405 Classification society ClassNK operates as a non-
www.charlestonmarineconsulting.com profit, independent organization offering a range of
services that encompass every aspect of ship clas-
Christie & Grey Inc sification from the development of technical rules and
Booth 110 guidelines to the approval of ship designs and the sur-
www.christiegrey.com vey and registration of vessels and installations.
www.classnk.com
Cospolich Inc.
Booth 226
www.cospolich.com
Viega LLC Booth 112
Viega is a leader in press pipe fitting technology for in-
CR Ocean Engineering dustrial, commercial and residential projects, manu-
Booth 221 facturing and distributing plumbing, heating and pipe
www.croceanx.com joining system solutions. Headquartered in Wichita,
Kansas, Viega LLC employs approximately 500 peo-
ple throughout the U.S., Canada, Mexico and Latin
DBC MARINE SAFETY America.
Booth 326
www.dbcmarine.com
www.viega.us

Deansteel Mfg. Co.

Booth 413
www.deansteel.com

72 Maritime Reporter & Engineering News • OCTOBER 2015

MR #10 (66-73).indd 72 10/2/2015 12:01:10 PM

 Fronius USA LLC Hubbell Water Heaters Michigan Wheel Marine Numeca USA Inc.
Booth 209 Booth 124 Booth 103 Booth 304
www.fronius.us www.hubbellheaters.com www.miwheel.com www.numeca.com

Galley Sales and Designs Intergraph Corporation Mide Technology Corporation Ocean Consulting Corp
Booth 205 Booth 121 Booth 407 Booth 231
www.galleydesignandsales.com www.intergraph.com/ppm www.midemarine.com www.oceaniccorp.com

General Dynamics – Electric Boat Div Jastram Mission Critical Energy Parker Hannifin
Booth 104 Booth 131 Booth 421 Booth 428
www.gdeb.com www.jastram.com www.missioncriticalenergy.com www.parker.com

GTA Marine Maine Marine Composites Nautican Pepco Commercial Marine Division (Bass Prod-
Booth 401 Booth 206 Booth 400 ucts)
gtamarine.com www.mainemarinecomposites.com www.nautican.com Booth 328
www.pepco-ft4.com
HamiltonJet Marine NL Noise Control Engineering Inc.
Booth 431 Booth 301 Booth 208 ProModel
www.hamiltonjet.com www.marin.nl www.noise-control.com Booth 402
www.promodel.com
Hiller Companies Marine Measurements LLC NORTHERN LIGHTS INC
Booth 227 Booth 224 Booth 211 Pyrotek Inc.
www.hillerfire.com www.3dmeasure.com www.northern-lights.com Booth 430
www.pyrotek-inc.com
Howell Laboratories Mascoat NSRP
Booth 105 Booth 223 Booth 230 Rigidized Metals Corp
www.howelllabs.com www.mascoat.com www.nsrp.org Booth 102
www.rigidized.com
Maritime Reporter & Rivertrace Engineering
Engineering News Booth 122
www.rivertrace.com
Booth 403
Published since 1939, Maritime Reporter & Engi- Robert Allan LTD
neering News is the world’s largest circulation b2b Booth 201
publication serving the global maritime market, and www.ral.ca
the patriarch of a family of 4 print magazines, 10
websites and a dozen Enews services serving the Scienco/Fast Div of Bio-Microbics Inc
commercial maritime, offshore, subsea and energy Booth 302
markets. www.sciencofast.com
www.marinelink.com
Seaspan ULC
Damen Shipyards Booth 408 Booth 111
www.seaspan.com
Damen Shipyards Group operates 32 ship- and
repair yards, employing 9,000 people worldwide. SF Marina Systems USA
Based on its standardized design concepts, Damen Booth 420
offers a wide range of vessels. Damen also offers www.sfmarinausa.com
a broad range of marine components, as well as
services such as repair, conversion, maintenance, STI Marine Firestop
spare parts delivery, training and transfer of ship- Booth 204
building know-how. www.stimarine.com
www.damen.com STRAND 7 – Beaufort Analysis
Booth 322
Herbert-ABS Software www.strand7.com
Solutions LLC Booth 410 TEUFELBERGER – New England Ropes
Herbert-ABS bridges design, classification and Booth 106
operational management aspects of vessels and www.neropes.com
offshore units. The company offers loading and sal-
vage emergency response software packages and The Brass Works
design tools to the maritime and offshore indus- Booth 109
tries. Its portfolio includes CargoMax, CruiseMax, www.thebrassworksinc.com
HECSALV, HECSALV Offshore, HECSDS, LMP-Off-
shore, Trim & Draft Optimization, Incline, Detailed Thordon Bearings
Booth 200
Deck Plan Entry (DDPE) and Direct Damage Stabil-
www.thordonbearings.com
ity (DDS).
www.herbertsoftware.com Vesconite Bearings
Booth 100
MAN Diesel & Turbo www.vesconite.com
Booth 300
MAN Diesel & Turbo is a provider of large diesel en- Victaulic
gines used in ships and power stations, as well as Booth 222
a supplier of turbomachinery. MAN Diesel & Turbo www.victaulic.com
North America, headquartered in Houston, provides
W & O SUPPLY
the full array of MAN diesel and gas engines, tur- Booth 312
bomachinery and after-sales service support. www.wosupply.com
www.mandieselturbo.us.com
Walz & Krenzer Inc
Sohre Turbomachinery Booth 213 Booth 330
Sohre Turbomachinery Inc. provides bristle type fi- www.wkdoors.com
ber grounding brushes for use in shaft grounding
(shaft earthing) of all types of stray electrical shaft Wartsila
Booth 404
currents. The brushes can also be used for instru-
www.wartsila.com
ment signal transmission and generator or electric
motor on-line diagnostic work. These brushes are
self cleaning, can run dry, partially or completely
submerged in oil.
www.sohreturbo.com

www.marinelink.com 73

MR #10 (66-73).indd 73 10/2/2015 12:57:14 PM

 This directory section is an editorial feature published in every issue for the convenience of the readers of MARITIME REPORTER. A quick-reference readers’

BUYER’S DIRECTORY guide, it includes the names and addresses of the world’s leading manufacturers and suppliers of all types of marine machinery, equipment, supplies and ser-
vices. A listing is provided, at no cost for one year in all issues, only to companies with continuing advertising programs in this publication, whether an advertise-
ment appears in every 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 in having your company listed in this Buyer’s Directory Section, contact Mark O’Malley at momalley@marinelink.com

74 MARITIME REPORTER & ENGINEERING NEWS • OCTOBER 2015

Buyers Directory MR OCT 15.indd 74 10/5/2015 12:07:09 PM

 MR
Employment www.MaritimeJobs.com

Vice President of Vessel Services

Full Time , Senior Management / Corporate Officer
Category: Corporate / Senior Management
Required Skills:
• Bachelor’s Degree
• Minimum 10 years progressively responsible experience in
business development and/or marketing
• Minimum 10 years progressively responsible experience in TROPICAL SHIPPING USA, a leading ocean carrier serving North America, the Caribbean and South
shipping, environmental compliance, emergency response, America is seeking to fill the positions of Marine Engineering Manager, Port Engineer, Marine Super-
intendent, and Marine Mechanics at our facility in West Palm Beach, FL. We own and operate 11 blue-
incident command, public safety and/or related field
water containerships and are seeking top-level talent to support our growing business and expanding fleet.
• Experience managing finances and personnel with demon-
strated business acumen RESPONSIBILITIES:
• Experience in international business or related international Supervision of mechanics and technical direction for our in-house repair shop; scheduling of vessel main-
experience tenance and repairs; conducting voyage repairs and dry dockings; assisting with the department budget.
Preferred Skills: REQUIREMENTS:
• Master’s Degree desirable Minimum BS in Marine Engineering or related field and a Marine Engineer’s License with several years of
• Experience selling services into foreign flag shipping com- experience for the engineering positions. Previous shore side experience in the repair, maintenance and
panies overhaul of vessels and machinery is preferred, but not required. For the Mechanics positions, shipboard
• Professional experience with public speaking, networking experience preferred and shore side experience required in vessel repair, maintenance and overhaul of
engines, machinery and systems. Valid driver’s license and passport with a willingness to travel interna-
and presentations
tionally as needed.
• Oil spill response and vessel inspection experience is desir-
able COMPENSATION & BENEFITS:
•Technical understanding of marine vessel operations Highly Competitive Salary commensurable with candidate’s experience and skills. Attractive benefits pack-
• International maritime shipping experience is desirable age that includes healthcare, dental, 401k profit sharing plan, paid vacations, company paid holidays, and
annual incentive bonuses. Full Relocation offered. The ideal candidate will have excellent scope for career
• Experience working closely with or in the U.S. Coast Guard
development as well as exposure to the International Business environment.
is desirable
• Ability to prioritize and handle multiple projects in a chang- Interested applicants with updated resume should:
ing work environment Apply online on the CAREER link at www.Tropical.com
• Skilled in strategic planning, operations management and Tropical Shipping USA, LLC is an Equal Opportunity Employer
leadership
• Excellent oral and written communication skills
• Extremely effective with public speaking and giving pre- Division staff as well as coordination between the Emergency vice
sentations Management Department of Response. The Vice President • Lead overall compliance planning, publish updates and
• Comfortable networking and interacting with clients and of Vessel Services also plays a role in organizational growth newsletters, coordinate exercises and vessel inspections
prospects by managing client accounts and networking to expand ser- • Support compliance of the Witt O’Brien’s Spill Manage-
• Excellent phone and interpersonal skills (clients, col- vices. ment Team Tabletop Exercise Program and other exercise
leagues, vendors) Essential Functions: programs
• Proficient computer skills: (including MS Word, MS Excel, • Support the Sr. Vice President in establishing and devel- • Work with Seassurance to support Certificates of Financial
PowerPoint, MS Access, MS Visio, Adobe Acrobat Profes- oping strong relationships with clients, prospects and staff Responsibility (COFR) and the provision of International Car-
sional and other applications; and the ability to learn new both nationally and internationally rier Bonds (ICB)
products as needed). • Manage staff to ensure that shipping vessel compliance • Oversight of VesselPro and the coordination between IT
Description: and the required level of expertise is maintained at all times and future requirements of VesselPro
Vice President of Vessel Services • Oversee international reps for business development and • Ensure compliance to ensure with relevant rules and regu-
This position description incorporates the core responsibili- client satisfaction lations regarding the use of temporary employees associated
ties of the job. It recognizes that other related duties not spe- • Strategic planning and implementation of short and long with the needs of the business model
cifically mentioned might also be performed, and that not all term goals • Other duties as assigned
responsibilities may be carried out depending on operational •Establish objectives for both national and international ser- Working Conditions: • Requires extensive domestic and in-
needs. vice targets ternational travel (50%, with multiple weeks at a time) • May
Position Summary: The Vice President, Vessel Services • Coordinate oversight and management of client and pros- require deployment within 24 hours of notification • May re-
supports the Senior Vice President of Vessel Services and pect accounts including quality assurance for problem reso- quire irregular/extended work hours
functions as the deputy to the Sr. Vice President of Vessel lution and collection of accounts receivable NOTE: The staff office is located in New Jersey, however ap-
Services. The Vice President of Vessel Services is respon- • Support the Sr. Vice President with communications and plicants are not required to reside in the Plainsboro, NJ area.
sible for shipping vessel compliance services related to the prospective client visits Witt O’Brien’s is an international
Oil Pollution Act of 1990, Clean Water Act and other environ- • Ensure expert advice is distributed to clients and prospects company and all qualified applicants are encouraged to ap-
mental laws and regulations affecting shipping companies regarding environmental compliance for shipping vessel ply.
doing business in the United States, Canada, Panama and traffic APPLY ONLINE AT:
other locations. This position will provide oversight and lead- • Support the Sr. Vice President in seeking opportunities to wittobriens.applicantpro.com/pages/home/
ership for the day-to-day management of the Vessel Services expand services and coordinate outstanding customer ser- FOR MORE INFORMATION: www.wittobriens.com

WWW.MARINELINK.COM 75

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Vessels for Sale/Barges for Rent www.MaritimeEquipment.com

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We buy barges, ships, and other marine

vessels and structures for scrap.
We adhere to the highest ES&H standards.
Serving the rivers and coasts of the U.S.

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WWW.MARINELINK.COM 79

Class MR OCT 2015.indd 79 10/5/2015 9:42:27 AM

MR OCT 2015 Ad Index:Layout 1 10/6/2015 9:26 AM Page 1

ADVERTISER INDEX
Page# Advertiser Website Phone # Page# Advertiser Website Phone #

C3 ABS . . . . . . . . . . . . . . . . . . . . . . . . . . .www.eagle.org . . . . . . . . . . . . . . . . . . . . .(281) 877-5861 19 Kidde-Fenwal, Inc . . . . . . . . . . . . . . . . . .www.kiddemarine.com . . . . . . . . . . . . . . .(508) 881-2000

59 Anchor Maine & Supply, Inc . . . . . . . . . .www.anchormarinehouston.com . . . . . . . .(713) 644-1183 27 Kleeco . . . . . . . . . . . . . . . . . . . . . . . . . .www.kleeco.com . . . . . . . . . . . . . . . . . . . .(269) 623-2900

59 ATC King Engineering . . . . . . . . . . . . . .www.king-gage.com . . . . . . . . . . . . . . . . .(304) 387-1200 3 KVH . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.kvh.com/one_mr . . . . . . . . . . . . . . .(401) 847-3327

45,63 Autoship Systems Corp. . . . . . . . . . . .www.autoship.com . . . . . . . . . . . . . . . . . .(604) 254-4171 13 Louisiana Cat . . . . . . . . . . . . . . . . . . . .www.louisianacat.com . . . . . . . . . . . . . . . .(866) 843-7440

39 C.M. Hammar AB . . . . . . . . . . . . . . . . .www.cmhammar.com . . . . . . . . . . . . .Please visit us online 7 Man Diesel & Turbo . . . . . . . . . . . . . . . .www.mandieselturbo.com . . . . . . .Please visit our website

67 CIMAC c/o VDMA . . . . . . . . . . . . . . . . .www.cimaccongress.com . . . . . . . . . .Please visit us online 51 Maritime Associates . . . . . . . . . . . . . . .www.marinesigns.com . . . . . . . . . . . . . . . .775-832-2422

27 ClassNK . . . . . . . . . . . . . . . . . . . . . . . .www.classnk.com . . . . . . . . . . . . . . . .Please visit us online 29 Maritime Professional Training . . . . . . . .www.mptusa.com . . . . . . . . . . . . . . . . . . .(954) 525-1014

21 Click Bond Inc . . . . . . . . . . . . . . . . . . . .www.clickbond.com . . . . . . . . . . . . . . . . .(775) 885-8000 25 McAllister Towing . . . . . . . . . . . . . . . . . .www.mcallistertowing.com . . . . . . . . . . . .(212) 269-3200

30 Creative Systems . . . . . . . . . . . . . . . . .www.ghsport.com . . . . . . . . . . . . . . . . . . .(360) 385-6212 43 Ocean Protecta, Inc. . . . . . . . . . . . . . . .www.oceanprotecta.com . . . . . . . . . . . . .(714) 891-2628

51 D&W Marine Systems Management . . .www.dwmsm.com . . . . . . . . . . . . . . . . . .(972) 345-5525 C2 Omega Engineering Inc. . . . . . . . . . . . .www.omega.com . . . . . . . . . . . . . . . . . . .(888) 826-6342

5 Damen Shipyards Group . . . . . . . . . . . .www.damen.com . . . . . . . . . . . . . . . . . . .47 51 22 84 40 61 Posidonia 2016 . . . . . . . . . . . . . . . . . .www.posidonia-events.com . . . . . . . . .Please visit us online

45 DCL Mooring and Rigging . . . . . . . . . . .www.dcl-usa.com . . . . . . . . . . . . . . . . . . .(800) 228-7660 33 Renk AG Werk Augsburg . . . . . . . . . . . .www.renk.eu . . . . . . . . . . . . . . . . . . . .Please visit us online

52,53 Electronic Marine Systems . . . . . . . . .www.emsmarcon.com . . . . . . . . . . . . . . .(732) 382-4344 19 RSC Bio Solutions . . . . . . . . . . . . . . . . .www.rscbio.com . . . . . . . . . . . . . . . . . . . .(800) 661-3558

54,55 Electronic Marine Systems . . . . . . . . .www.emsmarcon.com . . . . . . . . . . . . . . .(732) 382-4344 37 SGF Suddeutsche . . . . . . . . . . . . . . . . .www.sgf.de . . . . . . . . . . . . . . . . . . . . . . . .49 8638 605-0

49 Floscan . . . . . . . . . . . . . . . . . . . . . . . . .www.floscan.com . . . . . . . . . . . . . . . . . . .(206) 524-6625 49 Sohre Turbomachinery, Inc. . . . . . . . . . .www.sohreturbo.com . . . . . . . . . . . . . . . .(413) 267-0590

43 Foam Supplies Inc. . . . . . . . . . . . . . . . .www.foamsupplies.com . . . . . . . . . . . . . .(314) 344-3330 C4 SSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.ssi-corporate.com . . . . . . . . .Please visit our website

23 Great American Insurance . . . . . . . . . . .www.gaic.com . . . . . . . . . . . . . . . . . . . . .(212) 510-0135 31 T & T Salvage LLC . . . . . . . . . . . . . . . .www.ttsalvage.com . . . . . . . . . . . . . . . . . .(713) 534-0700

35 Guntermann & Drunck GmbH . . . . . . . .www.gdsys.de . . . . . . . . . . . . . . . . . .Please visit us online 15 Travelers . . . . . . . . . . . . . . . . . . . . . . . .www.travelers.com . . . . . . . . . . . . . . . . . .(860) 954-7575

45 H.O. Bostrom . . . . . . . . . . . . . . . . . . . .www.hobostrom.com . . . . . . . . . . . . . . . .(262) 542-0222 1 Viega . . . . . . . . . . . . . . . . . . . . . . . . . . .www.viega.us . . . . . . . . . . . . . . . . . . . . . .(800) 976-9819

30 Herbert-ABS Software Solutions LLC . . .www.herbert-abs.com . . . . . . . . . . . . . . . .(510) 814-9065 17 Vigor Industrial . . . . . . . . . . . . . . . . . . . .www.vigor.net . . . . . . . . . . . . . . . . . . . . . . . .(855) Vigor99

31 IGS Generon . . . . . . . . . . . . . . . . . . . . .www.igs-global.com . . . . . . . . . . . . . . . . .(713) 937-5200 47 World Energy Reports . . . . . . . . . . . . . .www.worldenergyreports.com . . . . . . . . .(212) 477-6700

11 Japan Radio Company . . . . . . . . . . . . .www.jrcamerica.com . . . . . . . . . . . . .Please visit us online

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: productionmanager@marinelink.com

80 MARITIME REPORTER & ENGINEERING NEWS • OCTOBER 2015

COV2, C3 &C4 MR Oct 2015.indd 2 9/30/2015 4:24:23 PM
 From Basic Design to Production Detailing
and beyond
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www.SSI-corporate.com

COV2, C3 &C4 MR JAN 2015.indd 2 1/2/2015 11:09:06 AM