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Published by Capt.Seithu Htun
The global marine industry faces many challenges
The global marine industry faces many challenges

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Published by: Capt.Seithu Htun on Jun 22, 2009
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June 2009
The Worl d’s Largest Ci rcul ati on Mari ne I ndustry Publ i cati on • The I nformati on Authori ty for the Gl obal Mari ne I ndustry si nce 1939
2009 World
The global marine industry faces many challenges
Financial • Legal • Environmental • Educational
in addition to the burning question:
Should we allow guns on commercial ships?
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2 Maritime Reporter & Engineering News
22 Kevin Moak, Gibbs & Cox
As Gibbs & Cox, Inc. celebrates 80 years, MR chats with Kevin Moak, chairman and president. • by Greg Trauthwein
32 Annual World Yearbook
32 Offshore Renewable Energy holds much business potential. • by Adam Westwood
34 Arming Merchant Mariners: Piracy concerns continue to plague shipping. • by Edward Lundquist
40 Offshore Drilling: Down but certainly not out. • by Dr. Michael R. Smith
46 Shipbuilding: U.S. West Coast Stays Busy. • by Wes Starratt, PE
50 U.S. Shipbuilding: A chat with Herschel Vineyard, VP Atlantic Marine Holding Co. and Chair of the SCA.
52 Ship Repair & Conversion: The repair market weathers the storm ... for now.
58 Cruise Shipping: The Euro Boost
60 Statistics: World Orderbook, Fleet, Orders and Scrapping
62 Statistics: Ship Sales
64 Navy: Developing Naval Propulsion Solutions Today • by Edward Lundquist
70 Inland: Power for the Currents • by Alan Haig-Brown
74 Multitude of Software Solutions
MR found many software solutions to address most any onboard or shoreside maritime problem.
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 8/ 2009 4: 01 PM Page 2
June 2009 www.marinelink.com 3
32 Annual World
This month Maritime Reporter reports on the
world, analyzing which markets are hot (not
many!) and which are not.
Fleet Week in New York City
It's just about 0530, and the flattop, which previously led the parade of warships, is joined by
the tugs before the sun comes up.
(Photo by Don Sutherland)
COLUMNISTS • Bryant, Linsin, Quadvlieg
24 Ratcheting Down Piracy Risks
Means to keep ship and crew safe • by Dennis L. Bryant
26 Sea of Change
A world of changes in rules regarding ship discharges needs
added attention from shipowners • by Gregory F. Linsin
30 Free Running Model Tests
Free running model tests are critical for submarine design
development • by Frans Quadvlieg
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 8/ 2009 4: 02 PM Page 3
4 Maritime Reporter & Engineering News
The World’s Leading Source for Marine In-
dustry information in Print, on the Inter-
net & via Email
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you via Email daily maritimetoday.com/login.aspx
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6 Editorial
12 Vessel of the Month
RAstar 3200 Tug Monterrey
80 Company Profile
82 People & Company News
84 Products
86 Directory: Training & Education
88 Buyer’s Guide
89 Classifieds
96 Advertiser’s Index
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 8/ 2009 3: 20 PM Page 4
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 8/ 2009 11: 13 AM Page 5
6 Maritime Reporter & Engineering News
ABB Turbocharging
The new industry standard
We are now at the midway point of 2009, and
from where I sit capitalism has yet to crumble!
But the world is indeed a different place than it
was just 12 months ago, when in this space I
started this column documenting the marine in-
dustry’s historic and seemingly unstoppable bull
run ... “off the charts,” I believe was emphatically
Then: the world couldn’t build ships, boats and rigs fast enough -- with
new construction capacity popping up regularly worldwide -- and as quickly
as the new vessels hit the water, they were gainfully employed at record
rates. Now: those same ships are sitting idle, in lay-up or long-term storage,
waiting for rates to return to a profitable level. The shipyards are still busy,
working through a build-up of business many years in the making, but or-
ders in the last 6 months are virtually non-existent. Bulk carriers have been
smacked the hardest, but the economic slowdown has pinched every corner
of the maritime world, with one recent report indicating a record one mil-
lion TEU in containership capacity is laid-up, and rates to carry one box
from Hong Kong to Rotterdam a paltry $250 vs. $1400 a year ago.
Then: Oil was nearing $150 per barrel, and analysts were predicting the
$200 barrel. Now: After hovering in the low to mid $30s for months, due
to a precipitous cut-back in demand as consumer spending and habits
swooned, it is now climbing up again, past the $60 mark and nearing $70.
Last year, Sydney Levine, president of Shipping Intelligence (New York)
was prophetic in his article entitled “What’s in Store After the Bubble
Bursts?” as he concluded “bankers and owners may be in for some difficult
times ahead.”
Well, the difficult times have arrived and, by most informed accounts, it
won’t be until mid to late 2010 that a significant recovery is underway.
While I cannot tell you when the turnaround will start or how fast and far
it will run, rest assured that there is no more economical, environmentally
sound and efficient means to transport cargo from point A to point B on the
planet, and the companies that were prudent in their finances and astute in
their planning will emerge stronger.
118 E. 25th St., New York, NY 10010
Tel: (212) 477-6700; Fax: (212) 254-6271
e-mail: mren@ marinelink.com • Internet: www.marinelink.com
FLORIDA • 215 NW 3rd St., Boynton Beach, FL 33435
Tel: (561) 732-4368 Fax: (561) 732-6984
John E. O’Malley
John C. O'Malley • jomalley@marinelink.com
Associate Publisher & Editor
Gregory R. Trauthwein • trauthwein@marinelink.com
Contributing Editors Dennis L. Bryant • Rich DeSimone • Edward Lundquist • Matt Gresham
Editorial Consultant James R. McCaul, President, International Maritime Assoc.
Production Manager Oksana Martemy • martemy@marinelink.com
Vice President of Sales & Marketing
Rob Howard • howard@marinelink.com
Sales Administration Manager Tina Veselov • veselov@marinelink.com
Sales Assistant Rhoda Morgan • morgan@marinelink.com
Sales & Event Coordinator Michelle Howard • mhoward@marinelink.com
Classified Sales Manager Dale L. Barnett • barnett@marinelink.com; Tel: (212) 477-6700
Advertising Sales Managers
Lucia Annunziata Joe Colacova Patrick Haley
annunziata@marinelink.com joseph@marinelink.com haley@marinelink.com
Tel: (212) 477-6700 Tel: (561) 732-0312 Tel: (561) 732-1185
Fax: (212) 254-6271 Fax: (561) 732-9670 Fax: (561) 732-8414
Andrea Mowrey Dawn Trauthwein
mowrey@marinelink.com dtrauthwein@marinelink.com
Tel: (561) 732-1659 Tel: (631) 868-3575
Fax: (561)732-9670 Fax: (631) 868-3575
Managing Director, Tony Stein • tony.r.stein@btinternet.com
International Sales 12, Braehead, Bo'ness, West Lothian EH51 OBZ, Scotland, U.K.
Tel/Fax: +44 (0) 1506 822240
Scandinavia Roland Persson • roland@orn.nu
ÖRN MARKETING AB, Box 184, S-271 24 Ystad, Sweden
Tel: +46 411-184 00; Fax: +46 411 105 31
Western Europe Uwe Riemeyer • riemeyer@intermediapartners.de
Tel: +49 202 27169 0 ; Fax: +49 202 27169 20
Japan Katsuhiro Ishii • amskatsu@dream.com
Ace Media Service Inc., 12-6, 4-chome, Nishiike, Adachi-ku, Tokyo 121, Japan
Tel: +81 3 5691 3335; Fax: + 81 3 5691 3336
Korea Jo, Young Sang • biscom@biscom.co.kr
Business Communications, Inc., Rm 1232, Gwanghwamoon Officia Bldg.
163, 1-Ga, Shinmoon-Ro, Jongro-Gu, Seoul, Korea 110-999
Tel: +82 2 739 7840; Fax: +82 2 732 3662
Manager, Accounting Services Esther Rothenberger • rothenberger@marinelink.com
Manager, Public Relations Mark O’Malley • momalley@marinelink.com
Manager, Information Vladimir Bibik • bibik@marinelink.com
Technology Services
Circulation Manager Kathleen Hickey • mrcirc@ marinelink.com
Only the Strong Survive
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 10/ 2009 12: 55 PM Page 6
On February 18, 1952 an astonishing
maritime event began when a ferocious
nor’easter split in half a 500-ft. long oil
tanker, the Pendleton, approximately one
mile off the coast of Cape Cod, Massa-
chusetts. Incredibly, just 20 miles away,
a second oil tanker, the Fort Mercer, also
split in half. On both fractured tankers
men were trapped on the severed bows
and sterns, and all four sections were
sinking in 60-ft. seas. Thus began a life
and death drama of survival, heroism,
and tragedy. Of the 84 seamen aboard the
tankers, 70 would be rescued and 14
would lose their lives. Going to the res-
cue of the Pendle-
ton’s stern section
were four young
Coast Guard men in
a 36-ft. lifeboat—a
potential suicide
mission in such a
small vessel. Stand-
ing between the men
and their mission
were towering
waves that reached
70 feet, blinding snow, and one of the
most dangerous shoals in the world, the
dreaded Chatham Bar. The lifeboat was
almost capsized on the bar, loosing its
front windshields and compass. Engine
power was briefly lost when the boat was
spun around. The coxswain, Bernie Web-
ber, somehow managed to right the vessel
and he and his crew battled the seas and
made it to the Pendleton’s stern. Imme-
diately survivors started climbing down
the Jacobs water, some jumping in the
lifeboat and others landing in the water.
All were pulled to safety except George
“Tiny” Myers, an exceptionally large
man weighing 350 pounds. Myers,
missed the lifeboat and was crushed be-
tween it and the lifeboat.
The broken halves of the second vessel,
the Fort Mercer, were approximately 20
miles farther out to sea than the Pendle-
ton. Several cutters and small boats raced
to the sinking sections of the Mercer and
valiant rescue attempts were undertaken:
some successful, some not. All the men
on the Mercer stern were rescued, but the
nine men on the bow faced much tougher
odds. The Coast Guard Cutters floated
rafts to the half-vessel, and even sent over
a small launch. Four of the men were
saved but the other five were swept away
by the raging sea.
Co-authors Michael Tougias and Casey
Sherman recount the harrowing rescue at-
tempts in their new book just released by
Simon and Schuster, The Finest Hours:
The True Story of the U.S. Coast Guard’s
Most Daring Sea Rescue. “We wanted to
take the reader”, said Tougias, “aboard
the sinking sections of the ships and have
them experience this drama.” The co-au-
thors interviewed all the rescuers and sur-
vivors who are still alive, and
supplemented those eyewitness accounts
with extensive research of Coast Guard
records, newspaper articles, and radio
communications. “It was a privilege”,
Tougias said, “to interview these men and
tell their story as it happened.”
June 2009 www.marinelink.com 7
The Coast Guard’s Most Daring Sea Rescue
Tougias is the author of true adven-
tures including Fatal Forecast, and
Ten Hours Until Dawn. Photos and
his speaking schedule are posted on
his website ww.michaeltougias.com.
Casey Sherman is the author of
Black Dragon and A Rose For Mary.
Learn more at: www.myspace.com/
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 8/ 2009 3: 22 PM Page 7
Following on from the success of the
special panel sessions at the 2008 Annual
Meeting held in Houston, SNAME will
have an expanded Special Panel program
at its 2009 Annual Meeting, which is
scheduled for October 21-23, 2009 in
Providence, RI. Each of these sessions
are intended to examine the broad tech-
nical and policy issues in a particular area
of emerging interest to SNAME mem-
bers and to a wide audience of others
who have interest in maritime issues.
Electric Ships:
A Shipbuilders Perspective
Chairs: Bob Keane, Chair of Ship Design
Committee, T&R and Captain Norbert
Doerry , NavSea
Following on from the successful Elec-
tric Ship Design Symposium held in
Early 2009, this panel session will focus
on the electric ship construction experi-
ence of three large shipbuilders. Ship-
builders from the US, Europe and Asia
will present papers and discuss the chal-
lenges they faced and solutions they
Ocean Energy – How do we develop it?
Chair: David Gray,
The Glosten Associates
Recently we have seen an upsurge in
interest in all types of ocean energy: -
windmills, tidal current energy extrac-
tors, wave generators, etc. Naval archi-
tects, marine and ocean engineers are the
professionals best equipped to bring
these projects forward in a safe and effi-
cient manner. Many issues have to be
solved including technical issues relating
to the design, construction, installation
and operation of offshore structures and
power transmission and/or storage; regu-
latory issues concerning location of off-
shore energy plant; and environmental
issues relating to interaction between
ocean energy plant and the physical and
biological environment.
Unmanned and Autonomous Ships
Chair: Christer Broman, ConocoPhillips
As we continue to expand our ocean
horizons there are tremendous opportu-
nities for the application of robotics, in
and on the sea. Both remote-piloted and
autonomous vehicles are already de-
ployed to carry out a range of tasks and
new vehicles and new capabilities are de-
veloping at a fast pace.
The possibility of unmanned ships for
ocean transport and other duties both
naval and commercial is seen as a possi-
bility and something worth exploring al-
though many technical and non-technical
hurdles remain to be crossed.
Efficient Shipping in the
Greenhouse Gas Era
Chair: Keith Michel,
President of SNAME
Increasing concern with global climate
change and greenhouse gas emissions is
bringing new focus from both a policy
and technology perspective on ship and
shipping efficiency. This session will
have a paper authored by a former ASME
Congressional Fellow on the policy as-
pects of this issue, a paper by a senior
IMO representative on how that body
views the GHG issue and a paper look-
ing at how technology may be used to ad-
dress the problem.
Each of these panels will have a 2 hours
slot in the program for the presentation
of 3 technical papers and a 30 minute
panel discussion period. The Technical
Program for the SNAME Annual Meet-
ing will begin on Thursday October 21st
with two parallel Special Panel Sessions
and will finish on Friday October 22 with
the remaining two Special panel Ses-
For information on exhibiting contact
Rob Howard at tel: 561-732-4368;
Email: howard@marinelink.com
New Ship Design Courses
The National Shipbuilding Research
Program (NSRP) Modern Shipbuilding
Design project team completed and de-
livered five continuing education marine
design courses: Basics of Electrical Sys-
tem Design, Basics of HVAC Design,
Basics of Pipe System Modeling, Basics
of Structural Modeling, and Design for
Production. The project was planned
and facilitated by a 17-member team led
by Bender Shipbuilding and Repair with
support from the University of South Al-
abama and the University of Wiscon-
sin—Marinette. Designed for on-line or
in-class presentation, the new courses
help fill a gap in the availability of
trained and experienced ship designers.
These courses are a follow-on to an in-
troductory course, Applications of Mod-
ern Shipbuilding Design, developed
through an earlier NSRP project involv-
ing the same shipyards, design agents
educational institutions, and software de-
veloper. Applications of Modern Ship-
building Design is fast-track training in
marine design that brings together the
basics of shipbuilding design training
using ShipConstructor.
8 Maritime Reporter & Engineering News
Ship Geometry Book
The Geometry of Ships, now avail-
able from the Society of Naval Ar-
chitects and Marine Engineers
(SNAME), presents the theoretical
basis for these hull modeling sys-
tems and the procedures for com-
puting hull geometric, buoyancy and
other properties by mathematical
methods utilizing such models.
Written by SNAME Life Member
John S. Letcher, Jr., author of over
30 publications on computer-aided
design and analysis of boats, ships
and marine structures, this new
book emphasizes the nomenclature
and fundamentals underlying sev-
eral different methods of hull geo-
metrical modeling to provide the
understanding needed to use intelli-
gently both existing and future
The Geometry of Ships can be or-
dered online at
log.htm (and click the “Go To New
Titles” button) or by calling 1+(800)
798-2188 (in the U.S. & Canada) or
1+(201) 499-5068. $40.00
($35.00 for SNAME members,
$30.00 for student members), plus
SNAME Plans for Annual Meeting
Where Industry and Technology Meet • October 21-23, 2009 • Providence, RI
MR June 2009 # 1 ( 1- 8) : MR Templ at e 6/ 8/ 2009 3: 24 PM Page 8
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AB Vakar Laiv Gamykla (VLG) completed a
complex and technically unique vessel – Wind Lift
I. The construction of the ship is a first in Lithua-
nia, and is for a wind farm under construction and
maintenance in the North Sea.The four ship legs,
each up to 233 ft. (71 m) long, were mounted via
a 1500-ton lifting capacity floating crane from the
Netherlands, Matador-3. Along with the legs, and
one of the biggest parts of the ship, a 500-ton crane
was lifted and mounted.
“All these operations were carefully planned and
a number of times checked. Works went smoothly,
expeditiously and in accordance with the plan,”
said Dmitrij Tiutikov, project manager. Due to the
extreme height of the legs, industrial and rock-
climbing experts had much to do during this oper-
ation. The four legs will bear more than 6,000 tons
of vessel with cranes and other sophisticated
equipment and approximately 50 crew. Therefore,
F690 QL class steel was used for support produc-
tion. VLG welders were taught special welding
technology techniques by steel producers from
Germany (Dillinger Huite -
www.dillinger.de/dh/index.shtml.en), and welding
material consultants from Lincoln Electric (USA)
and Austria’s Bohller.
In February, the joining operation of Wind Lift I
ship hull parts, two parts that were 2,300 tons each,
took place on water. Hull assembling work took
about 10 days. The ship hulls were joined on water
within company's waterways at a quay, using a
technology developed at the design institute Koral,
which located in the Ukrainian city Sevastopol. To
this end, part of the work is carried out underwater.
After the hull was assembled, the 300-ton float-
ing crane Maja assisted in the mounting of the ship
At press time, the installation works of the ves-
sel’s electrical equipment (from SAM Electronics,
Germany), and mounting of the hydraulic system
(Gusto BV – The Netherlands) were in progress.
The classification society Germanisher Lloyd
surveyors, ship customers’ representatives, and
Western Shipyard Quality Management Service
collectively supervise Wind Lift I construction
10 Maritime Reporter & Engineering News
Seaway’s 50th Inspires Book
The culmination of a century-long dream to link the Great Lakes interior
industrial hubs to the Atlantic Ocean, the St. Lawrence Seaway and Power
Project stands as one of the largest and most important public works initia-
tives of the 20th century.
Between 1954-1959, the billion-dollar St. Lawrence Seaway and Power
Project was the largest waterway and hydro dam project ever jointly built
by two nations. It comprised seven locks, the widening of various canals,
the taming of rapids, and the erection of the 3,216-foot long, 195.5-foot
high Robert Moses-Robert H. Saunders Power Dam.
Through the decades the Seaway has seen the transport of 2.5 billion tons
of cargo (equivalent to 87 million truckloads) valued in excess of $375 bil-
lion. It also produces hydroelectric power for both countries.
Now, as officials prepare to celebrate the 50th anniversary of the 265-mile-long waterway that sep-
arates America from Canada this July, a new book set for release next month reveals the human side
of the project in the words of 53 engineers, carpenters, laborers and their wives. In The St. Lawrence
Seaway and Power Project: An Oral History of the Greatest Construction Show on Earth (ISBN: 978-
0-8156-0913-1, $34.95; 328 pages; Syracuse University Press), Claire Puccia Parham exposes the dan-
gerous and brutal working conditions, the larger-than-life equipment, and the construction dilemmas
“Rock Climbers”
Help Complete WindLift I in Lithuania
MR June 2009 # 2 ( 9- 16) : MR Templ at e 6/ 5/ 2009 1: 42 PM Page 10
MR June 2009 # 2 ( 9- 16) : MR Templ at e 6/ 4/ 2009 2: 26 PM Page 11
Earlier this year RAstar 3200 Class tug
Monterrey was delivered to the owners
Servicios Marítimos de Baja California,
S. de R.L de C.V. of Mexico by the
builders Union Naval Valencia (UNV) of
Valencia, Spain. Servicios Marítimos de
Baja California, S. de R.L de C.V. is a
joint venture between Moran Towing and
Grupo Boluda of Spain.
The boat is the first of four designed to
work at the Costa Azul LNG terminal on
the northwest coast of Mexico, at a ter-
minal exposed to fully developed Pacific
swells. The basic requirements for the
tug design stipulated that the tug and its
winch must be able to sustain a line pull
of 75 tons throughout the entire terminal
approach in a +2 m significant swell. The
resulting winch is massive, powerful and
accordingly, it dominated every aspect of
the vessel design. In addition, the owners
required that the entire design be less
than 500 GRT. “There is a sea change in
the way in which these tugs are specified
today,” said Barry Griffin, VP of Sales for
B.A. Griffin Associates and sales repre-
sentative for Markey Machinery. Today,
as we are dealing with larger ships, in-
creased security regulations and more dy-
namic seas; everything has changed.
After you have to determine the operat-
ing conditions under which the tug will
operate; first you determine the rope that
can handle the movement, then you pick
the winch that can handle the load, then
you select the power needed. Griffin said
the design and development of Monter-
rey was particularly notable as it involved
a high level of simulation activity at the
Marine Safety International (MSI) facil-
ity in Newport, RI, in order to ensure that
the final design would be capable of
meeting the unique, dynamic operating
“We used the experience of local pilots
to work with the (vessel owner/operator)
companies to create the way in which the
ships are going to be brought in, using
physical meetings and simulators.”
Griffin noted that demand for tug con-
trol over ships has led to a 10-fold in-
crease of winch power over the past 20
years, as compared to a doubling of
propulsive power in the same time. This
is due in large part to the demand that
tugs maintain a consistent bollard pull in
12 Maritime Reporter & Engineering News
RAstar 3200 Tug
Massive Winch Dominates Design
After you have to determine the oper-
ating conditions under which the tug
will operate; first you determine the
rope that can handle the movement,
then you pick the winch that can han-
dle the load, then you select the
power needed, said Barry Griffin, VP
of Sales for B.A. Griffin Associates
Particulars of the RAstar 3200 Class tug
Design . . . . . . . . . . . . . . . . . . . . . . .Robert Allan Ltd.
Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 ft
Beam, molded . . . . . . . . . . . . . . . . . . . . . . . . . .43.3 ft
Depth, molded . . . . . . . . . . . . . . . . . . . . . . . . .18.2 ft
Draft, max. . . . . . . . . . . . . . . . . . . . . . . . . . . . .18.6 ft
Classification . . . . . .ABS A1 Towage Service, Escort
. . . . . . .Vessel, Fi-Fi 1, X AMS, Unrestricted Service
Main engines . . . . . . . . . . . . .2x MTU 16V4000 M71
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4,930 kW
Z-Drives . . . . . . . . . . . . . . . . . . .Rolls-Royce US255
Gears . . . . . . . . . . . . . . . . . . . . . .Lufkin MV16000S
Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . .Carbon Fiber
FiFi equipment . . . . . . . . . . . . . . . . . . . . . . . .Nijhuis
Bollard pull . . . . . . . . . . . . . . . . . . . . . . . . . . .80 tons
Winch . . . . . . . . .Markey Machinery DESDF-48WF
Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . .57,590 gal
Potable Water . . . . . . . . . . . . . . . . . . . . . . .6868.5 gal
Engine Lube Oil . . . . . . . . . . . . . . . . . . . . . .528.3 gal
MR June 2009 # 2 ( 9- 16) : MR Templ at e 6/ 5/ 2009 1: 44 PM Page 12
From commodity products to the most sophisticated
valve automation solutions, W&O is your partner in providing what you
need, when you need it. Our job is to keep you on schedule and on budget
with the products and technology you require, anywhere in the world.
W&O: We are products. We are the right fit.
W E A R E E X P E R I E N C E • W E A R E P R O D U C T S • W E A R E S O L U T I O N S • W E A R E G L O B A L
Pipe • Valves • Fittings • ANSI/Metric • Engineered Products • Automation
www.wosuppl y.com
MR June2008 #1 (1-8).qxd 6/3/2008 9:48 PM Page 1
MR June 2009 # 2 ( 9- 16) : MR Templ at e 6/ 4/ 2009 2: 28 PM Page 14
even the roughest of conditions, a de-
mand which means the line connecting
tug and ship must remain as taut as pos-
sible even as the smaller vessel gets
tossed about on the waves.
To cope with the predominant sea con-
ditions, Robert Allan Ltd., the vessel’s
designer, chose to use the new RAstar
hull form. The 500 GRT constraint
forced some minor modifications to that
concept, and forced a shortening of the
forecastle. The basic hull form reflects
the double chine form that characterizes
all Robert Allan Ltd. designs, with a
sweeping chined stern. A large escort
skeg is fitted forward which in conjunc-
tion with the sponsoned hull shape en-
hances the indirect towing capability and
provides much enhanced roll stability.
On trials the vessel achieved a mean
bollard pull of 82.5 tons, and a free-run-
ning speed of 14 knots. The vessel has
been outfitted for a crew of six. The main
deck features generous cabins for the
Master and Chief Engineer, both with en-
suite facilities and a spacious crew
mess/lounge, served by a fully equipped
galley. The lower deck contains two
June 2009 www.marinelink.com 15
“The Winch”
As was noted in the article, the ves-
sel was truly built around the winch.
According to Blaine W. Dempke,
President Markey Machinery, credit
needs to be dispensed to the people
that helped develop the new and
powerful winch, specifically Greg
Brooks of Towing Solutions Inc., as
well as Moran Towing and Groupo
Boluda of Spain. The Markey DESDF-
48WF is a high speed, 760 horse-
power double-drum waterfall-type
electric hawser winch. This winch
uses render-recover technology to
minimize the effects of sea-state in-
duced forces and motion anticipated
during offshore escort activity at the
Energía Costa Azul terminal. The
winch features two (2) drums, each
with 200 meters of 10 inch circum-
ference soft-line in 7-plus layers. A
single automatic level wind is situ-
ated to service both drums, and the
winch also integrates a chain-wind-
lass for 26mm anchor chain, to be
used for tug anchoring service.
The winch's automatic render-re-
cover technology, pioneered by
Markey Machinery, provides safe
line control by operating within an
upper and lower tension range se-
lected by the tug Captain. Under dy-
namic sea conditions the
DESDF-48WF winch maintains con-
stant line tension and automatically
compensates for the tug's surge,
heave, and pitch - adjustments
nearly impossible for a man to
achieve using lever controls. By con-
trolling tension and keeping slack
out of the working line at all times,
the winch prevents snap-loads from
occurring, thus reducing the risk of
line breakage and/or damage to the
bitts the line is tied off to on the LNG
MR June 2009 # 2 ( 9- 16) : MR Templ at e 6/ 5/ 2009 1: 44 PM Page 15
16 Maritime Reporter & Engineering News
crew rooms, equipped for double occu-
pancy. These two crew rooms share ac-
cess to a common lavatory space. The
remainder of the lower deck space is ded-
icated to stores spaces and the winch ma-
chinery space. Main Propulsion
comprises a pair of MTU-16V4000 M71
diesel engines, each rated 2465 kW at
2,000 rpm, and each driving a Rolls
Royce model US255 fixed pitch Z-drive
unit in ASD configuration, through a
Lufkin MV1600S reduction gear and a
hollow carbon-fiber intermediate shaft
with no line bearings. The combination
delivers a static bollard pull of 80 tons.
The electrical plant comprises four diesel
gensets, with a 460 volt/3 phase/60 Hz.
power output. Two ship's service gensets
rated 125 kW each are intended for nor-
mal operations. When the winch or FiFi
systems are operated one of the two large
gensets, each rated 800 kW are operated.
The winch and FiFi generators are con-
figured for parallel operations. The ship
service generators are configured for op-
eration on one generator, with the second
generator on standby, and the system is
provided with an autostart capability that
allows automatic start-up of the selected
standby generator and connection to the
dead bus in the event of a generator fail-
ure. Fire-fighting is to Fi-Fi 1 Class,
using electrically-driven Nijhuis pumps
and Monitors. The most distinctive fea-
ture of this series of tugs is the main
hawser winch on the fore deck. The most
obvious difference to a normal ship-han-
dling tug winch is the fact that this winch
is arranged in a waterfall configuration.
This solution, proposed by Robert Allan
Ltd. to the winch manufacturer, put the
drums in line, making escort operations
through a single staple much easier. The
Markey DESDF-48WF winch fitted is
claimed by the manufacturer to be the
most advanced high-performance Elec-
tric hawser winch in the world. This 521
kW winch features dual drums each with
a capacity of 200m of 80mm UHMW-PE
soft line for use against a bollard pull of
75 tons. The unit was designed to per-
form close escort service in conditions up
to Sea State 5 with 3 m significant wave
height with a 14 second wave period.
Using Variable-Frequency electric drives,
dynamic motor braking and water-cooled
disc brakes, this winch is capable of
Asymmetric Render/Recover operation
that will maintain constant line tension
under such rough sea conditions. The
hawser winch is accompanied by a 7.5
kW WEPC-14 anchor windlass and a 15
kW CEP-60 Stern Capstan also by
Markey Machinery Co. The aft deck is
served by a Large H-Bitt, and a vertical
capstan for general line-handling.
MR June 2009 # 2 ( 9- 16) : MR Templ at e 6/ 9/ 2009 12: 13 PM Page 16
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MR Nov.2008 #5 (33-40).qxd 11/4/2008 1:32 PM Page 39
June 2009 www.marinelink.com 19
Third Conrad Z-Tech Tug
Bay-Houston Towing has taken deliv-
ery of its third Z-Tech 7500 tug. The Z-
Tech 7500 design is the largest of the
Robert Allan line of Z-Tech tugboats.
The Hunter M was delivered to Bay-
Houston in April of this year by her
builder, Conrad’s Orange Shipbuilding
yard after dock and sea trials in Orange,
Texas. The Hunter M is the final boat in
the series of Z-Tech 7500’s to be com-
pleted by Orange Ship Building.
The tug is powered by two Caterpillar
3516C engines, which produce 3150 hp
each, providing a bollard pull of 75 tons.
The EPA Tier II rated Caterpillar engines
are mated to Model SRP-1520 Schottel
drives. The Hunter M is fully FiFi 1 com-
pliant, with twin Caterpillar C-18 engines
powering the fire pumps, each rated at
5300 gpm. Electrical power is provided
by two John Deere gensets, each rated at
125 kW. The winch on the Hunter M is a
Markey Model #DYSF – 52 Escort Line
Winch. The winch has an automatic ren-
der/recover mode, and is equipped with
an application specific Markey tension
meter. The winch will have a brake ca-
pacity of 500,000 pounds.
W&D Wins Contracts
Earlier this year Washburn & Doughty
signed contracts with Suderman & Young
Towing and the Bay-Houston Towing to
build each company one Robert Allan
Ltd. designed Z-Tech 7500 Class Termi-
nal/Escort Tug. The Z-Tech 7500 is a
twin screw ASD ship-handling/escort
tug, a 98.5 x 39.4 ft. vessel designed for
berthing and unberthing large ships and
for providing escort, emergency re-
sponse, and fire-fighting capabilities in
the vicinity of oil and LNG terminals
The tugs will be operated by the G&H
Towing of Galveston, Texas, and will be
used primarily at Sempra LNG’s
Cameron LNG terminal. The ABS-
classed tugs will feature two MTU De-
troit Diesel 16 cylinder series 4000
Marine Engines with M70 Rating, Lufkin
Model MV1600S, with 2:1 ratio reduc-
tion gears, Rolls Royce model US 255 FP
Z-drives, for a minimum thrust ahead of
80 tons at bollard condition.
Two John Deere JDFMG-6081A-
185KW-ABS-T2 engines will drive
Marathon Magna Plus 185 kW genera-
tors with PMG excitation. A Markey
DESF-48-200 hp High Performance
ARR Electric Hawser Winch will be in-
stalled on the foredeck. The aft deck will
be outfitted with an H-bitt fabricated
from 16-in. Schedule 120 steel pipe.
These tugs will be constructed in Wash-
burn & Doughty’s new shipyard, which
is scheduled for completion in June 2009.
The new building measures 225 x 155 ft.
and features two construction bays, each
equipped with two, 20-ton cranes. A cen-
tral, two level mezzanine contains shop
space and offices for production support.
This 42,000 sq. ft. facility is designed for
vessels up to 200 x 50 ft. wide. The new
building provides Washburn & Doughty
with increased capacity, which allows the
shipyard to take on more projects and
build larger boats than was possible in the
previous building.
MR June 2009 # 3 ( 17- 24) : MR Templ at e 6/ 5/ 2009 1: 57 PM Page 19
Having met success with five diesel-
electric platform supply vessels (PSVs)
built at Singapore’s Yantai Raffles Ship-
yard, Tidewater is having additional
vessels built in China. Currently the
firm has 12 Cummins-powered diesel-
electric vessels on order at the Fujian
Mawei Shipbuilding yard.
An additional a four-boat order is
being completed at the Shejiang Ship-
building Company yard near Ningbo
China. The first of the vessels, the Des-
oto Tide was delivered in January 2009
with the second, the Gubert Tide re-
ceiving extra outfitting at Tidewater’s
Hong Kong facility in late April. The
third vessel, the Couper Tide was along-
side at the Ningbo shipyard being com-
pleted for delivery at the end of May. A
fourth vessel the Wise Tide was also
under construction.
All four of these vessels are designed
by Seattle’s Guido Perla and carry the
designation GPA670 MKIII to indicate
the 73.2-m length. The Mark III in the
identifier indicates a particular set of
options and outfittings that differ from
other GPA670s, but the propulsion
package remains the same. Set on the
main deck level to leave virtually the
full 16.5-m wide hull available for
cargo, the main engines include three
Cummins QSK60 powered 1,825 kW
(2,501 hp) generators. These provide
electrical power to the two 2000 hp
electric motors that power a pair of aft-
mounted azimuthing drives set along
side a fixed centerline propeller. A pair
of tunnel bow thrusters with control-
lable pitch propellers gives the boat a
DP2 rating.
20 Maritime Reporter & Engineering News
Nordic Seaarland Tankers BV has
named two new 37,500 dwt
product/chemical tankers building at
Korea's Hyundai Mipo yard. MT
Nordic Agnetha was delivered on May
8, 2009, while MT Amy will be deliv-
ered in July. Both vessels will be man-
aged by Netherlands-based Seaarland
Shipping Management, and will be en-
tered into the Handytankers pool. The
two vessels bring the fleet of the Nordic
Seaarland joint venture to five modern
product/chemical carriers.
P.O. BOX 210
Monticello, AR 71657
Tel: (870) 367-9755 • Fax: (870) 367-2120
sales@seaark.com www.seaark.com
82-ft. SOC Craft Launched
United States Marine launched the
first of two MKV Special Operations
Craft awarded by the Naval Sea
Systems Command, (NAVSEA). The
first craft will undergo dock and sea
trials leading to a July delivery. The
second MKV is to be launched and
completed in August 2009 and de-
livered later to NAVSEA in Septem-
ber. The design is owned jointly by
USMI and VT Halter and is part of
an original contract awarded in
1990's for USSOCOM. These two
craft will eventually be used by the
Bahrain Navy through a Foreign Mili-
tary Sales (FMS) program.
The MKV SOC has an overall length
of 82 ft. (24.9m) with a beam of
17.5 ft. (5.3m). Its draft is 5 ft.
(1.5m) and has a displacement of
approximately 57 tons. The propul-
sion of the MKV SOC is from two
MTU 12V396TE94 engines driving
Rolls Royce 50SII Waterjets, provid-
ing a cruise speed of 25 - 35 knots
and a maximum speed of 45 plus
knots. Built of aluminum, the MKV
SOC accommodations provide seat-
ing for five crew and up to 16 pas-
sengers, all in shock mitigating
seats. The boat will carry tactical
radio, Navigation, Communications
and Ship Control in an Integrated
Console. There is a stern ramp for
rapid deployment and recovery of
AVON F470 boats.
Nordic Seaarland Names New Carriers
Tidewater Continues to Built Diesel-Electric
Platform supply vessels (PSVs) built
at Yantai Raffles Shipyard for Tide-
MR June 2009 # 3 ( 17- 24) : MR Templ at e 6/ 5/ 2009 1: 58 PM Page 20
International Conference
on Light Weight
Marine Structures
September 7-8, 2009, Glasgow, UK
Cost savings is one of the criteria for
successful structural engineering and
transport application. The use of strong
but light-weight members helps to
achieve this in that the overall stress lev-
els in a construction are reduced together
with handling, manipulation and pay-
load cost. These factors are important in
such applications as ships, high speed
vessels and offshore structures. This con-
ference aims to gather designers, manu-
factures, marine scientists, regulatory
authorities and researchers to discuss
technological advancement and imple-
mentations that will lead to increased use
of light weight design for marine struc-
Who Should Attend?
• Project Managers
• Designers, Shipbuilders &
• Specialists strength, materials ,
safety, risk & reliability
• Classification societies
• Structural Consultancies
• Ship owners and operators
• Educationalists, academics &
PG students
Register at www.liwem.com
Your work is challenging. Communication is a vital part of
your work. DCCI Intercom Systems are engineered to
withstand the rigors of the high-noise marine environment.
Our noise-attenuating headsets provide clear and concise
communication each and every time.
For more information visit our web site at
June 2009 www.marinelink.com 21
Strategic Marine Delivers
The vessels Gelatik, Peregrin, Cocab-
ora and Colibri 1, on order from In-
donesia’s Baruna Raya, have recently
been delivered ahead of schedule by
Strategic Marine’s Singapore yard.
Vessel Specifications
Type of vessel . . . . . . . . . . . . . . . .Offshore Crewboat
In survey to . . . . . . . .+A1 HSC, CREWBOAT +AMS
Owner . . . . . . . . . . . . . . . .PT. Baruna Raya Logistics
Designer . . . . . .Strategic Marine / Southerly Designs
CAD software . . . . . . . . . . . . .Maxsurf / Microstation
Builder . . . . . . . . . . . . . . .Strategic Marine (S) Pte Ltd
Material . . . . . . . . . . . . . . . . . . . . . . . . . . .Aluminium
Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . .101.7 ft
Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24.6 ft
Draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.2 ft
GRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cummins
Number of Engines . . . . . . . . . . . . . . . . . . . . . . .Three
Engine Model . . . . . . . . . . . . . . . . . . . . . .KTA 38 M2
Rating . . . . . . . . . . . . . . . . . . .1200 BHP @ 1800 rpm
Gearbox Make . . . . . . . . . . .Twin Disc MGX 6690SC
Cruising speed (90% MCR) . . . .24 knots (18.5 DWT)
Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AMI
Radar/s . . .Furuno FR1500 Mk3, 15 inch, 12kw, 96nm
SonarFuruno FCV-620 6" Colour sounder; c/w dislay
unit; transducer
Autopilot . . . . .Navicontrol AP-3003 "Gold" autopilo
CompassSatellite Compass Furuno SC-50, Magnetic
Compass 5" SILVA
SART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .McMurdo
GPS . . . . . . . . . . . . . . . . . . . . . . . . . . .Furuno GP - 32
AIS . . . . . . . . . . . . . . . . . . . . . . . . . . . .McMurdo M-2
Coatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sigma
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7,925 gal.
Freshwater . . . . . . . . . . . . . . . . . . . . . . . . . .1,850 gal.
Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 max.
Date of delivery . . . . . . . . . . . . . . . . . .2008 and 2009
MR June 2009 # 3 ( 17- 24) : MR Templ at e 6/ 5/ 2009 1: 59 PM Page 21
How did you initially become
interested in the marine industry?
Kevin Moak I blame it all on my
dad. He was a career marine, and in the
mid-1960s he took advantage of an op-
portunity to get me aboard a United
States Navy light cruiser in Taiwan. They
gave me a step stool to look through a
viewport into the firebox in the boiler
room, and it was then and there – the
sights, the sounds, the smells – that
stirred my interest in ships and the mar-
itime industry. When my high school
guidance counselor asked what career I
wanted to pursue, I said “naval architec-
ture and marine engineering,” and she ac-
tually had to look up a description and
investigate where it was offered. And
from early on, the only company I
wanted to work for was Gibbs & Cox.
Please describe for me, in a sentence or
two, your management philosophy.
KM It is really pretty simple: Let’s
do a good job. We try to recruit and hire
really good people, then give them the
tools, training, process and support, and I
try not to micro-manage the process. We
recognize and reward excellent perform-
ance. Also, communications is key. One
thing I try to instill is better communica-
tions top to bottom, and we have a truly
open door policy. I meet with every per-
son that we hire and the message to all is,
essentially, “we’ll treat you profession-
ally, and we expect the same.”
In your career, what do you consider to
be the most significant marine indus-
try technological innovations?
KM The single most important inno-
vation is the development of computer
aided engineering and manufacturing.
When I started (31 years ago) hand cal-
culators were rare. When we purchased
our first PC, it had a 10MB hard drive,
and we thought ‘Wow, how are we ever
going to fill that?’ CAD, in the generic,
has allowed huge gains in efficiency. To
put it in perspective, DDG 51 was really
the first implementation of CAD, and
there were real problems with it. There
were 1,000 people working on that de-
sign. On LCS, we had about 200 people
working on the design; the factor of effi-
ciency is simply amazing.
What do you believe is the secret to
your firm's longevity and success?
KM I think we have a simple philos-
ophy, handed down from founders. After
William Francis Gibbs died and Frederic
H. Gibbs took over, he sent a letter which
read in part… “always adhere to the high-
est standards of design engineering and
ethics in order to serve the best interest
of the United States government, partic-
ularly the Navy Department.” We don’t
just say those words, we live them; it’s
our culture. We design and engineer com-
plex surface combatant ships, and we’ve
had 80 years to hone our trade. We have
had more surface combatant ships built
to our designs than any other company
out there.
Where is Gibbs & Cox investing today
to ensure its relevance for tomorrow?
KM First and foremost, we are in-
vesting in our people. Also, we are al-
ways investing in constant process
improvement. The ship design process is
a tough process, and anything that we can
do to reduce cost and man hours, is bet-
ter for us and the customer. For example,
early in the LCS design process, we took
check of our processes. Prior to design-
ing the LCS, we had a work flow that was
interrupted (with LCS) meaning it didn’t
flow so well. We reevaluated our work
flow so that we could better manage
things properly in a constant change en-
vironment, while maintaining our stan-
dards. Also there has been investment and
growth in our Government Services
Group, where we try to use our expertise
in the early stage of design to not add
cost, but to drive long-term, life cycle
costs out of the design. We have a really
long history in detail design of surface
combatants, so we can recognize up front
some of the design issues that will cost
you dearly later on.
What are the key issues/challenges to
building and maintaining a strong, ef-
ficient Navy?
KM The Navy is facing some inter-
esting challenges. The acquisition
process is once again in a state of flux,
and from my experience, every few years,
it changes. Sometimes the changes are
simply a knee jerk reaction; sometimes
the changes are a result of ‘lessons
learned.’ One of the top challenges for the
Navy today is manpower reduction.
Everyone talks about reducing costs, but
the driving force is manpower reduction.
Another issue is how the Navy does its
long range planning. For example, DDG
1000 requirements were based on the
Cold War requirements, and obviously
life has changed. A key challenge is sim-
ply this: how do you efficiently do the
planning and acquisition of the future
fleet of ships. First, I think, we need to
change the culture in DOD and Congress
with the way in which we budget the
shipbuilding process. We need to figure
out the need, budget for it, and move for-
ward. The business of buying things in
“one-sies and two-sies” does nothing but
drive the efficiency out of the process.
The way that it is done now is inefficient,
and it does not allow the industry to plan
well regarding the workload.
What are the top challenges in running
a strong and efficient Gibbs & Cox?
KM Workload and staffing is always
a challenge, as is the case for many com-
panies in our industry. Also, overall, I
don’t think we (the country) produce the
number of engineers that are needed to
drive forward. With the economic down-
turn, I think there are a lot of seniors in
high school and freshmen in college that
might now be thinking that the business
Kevin Moak, Chairman and President, Gibbs & Cox, Inc.
The name Gibbs & Cox is a storied maritime industry name, one that evokes memories of some of the finest
ships ever built, including a vast majority of U.S. Navy surface combatants as well as the vaunted SS United
States. All told, more than 6,000 naval and commercial ships have been built to G&C designs. This year the
company celebrates its 80th anniversary and Maritime Reporter & Engineering News spent some time with
Moak to discuss the company’s storied past and promising future. by Greg Trauthwein
22 Maritime Reporter & Engineering News
Since it was founded on June
29, 1929 by lawyer and engi-
neer William Francis Gibbs
(left), his brother Frederick H.
Gibbs and Daniel Cox, a noted
yacht designer, Gibbs & Cox
has evolved into one of the
more storied ship designers in
the world, with the iconic SS
United States and the U.S.
Navy’s Littoral Combat Ship in
its long line of credits.
MR June 2009 # 3 ( 17- 24) : MR Templ at e 6/ 5/ 2009 2: 00 PM Page 22
degree is not necessarily the golden ticket that it
was, and that perhaps an engineering career,
while not as sexy, has more staying power.
Another challenge is the cost of constant tech-
nology improvements. It is constantly changing
and updating, and you have to continually buy
the updated version of software, for example. It
is a significant investment, but as I said before, it
does add to the overall efficiency of the opera-
What are the two or three "hot button" top-
ics that you envision will command the lion's
share of your attention in the coming year(s)?
1. Manpower costs: The navy is serious about
reducing manpower costs across the fleet, and
the Littoral Combat Ship is a great example of
this manpower reduction. We must help the Navy
reduce their manpower costs.
2. Commonality: The Navy has studied and
worked on it for a long time, but there is a real
struggle there. Clearly you have to reduce the
number of parts in the Navy’s parts catalog, and
you have to do this through commonality.
3. Addressing the way in which the Navy buys
ships: The talk is always about lowering life
cycle costs, but the pot of money used to procure
ships, and the pot of money used to maintain
ships are different. Sometimes you’re not spend-
ing the money up front to reduce the long-term
costs of the ships.
“When we purchased our
first PC, it had a 10MB
hard drive and we thought
‘Wow, how are we ever
going to fill that?”
Kevin Moak, Chairman &
President, Gibbs & Cox
June 2009 www.marinelink.com 23
MR June 2009 # 3 ( 17- 24) : MR Templ at e 6/ 5/ 2009 2: 00 PM Page 23
In light of two recent piratical attacks
on U.S.-flag merchant vessels in waters
of the Indian Ocean off Somalia, and
continuing attacks on merchant vessels
there and in other waters worldwide, the
US Coast Guard, on May 11, 2009, is-
sued a revised version of its Maritime Se-
curity Directive 104-6. The directive
provides US-flag vessels with specific,
risk-based measures to take in order to re-
duce the risk of piracy. The directive as
a whole is classified as Sensitive Security
Information (SSI), so it will not be pub-
licly released. Many of the measures ad-
dressed in the directive, though, are
derived from common sense and indus-
try-wide best management practices.
Congress has gotten involved. The
Senate held three hearings on piracy in
early May. There have been two hearings
in the House. The most recent, held on
May 20 by the Subcommittee on Coast
Guard and Maritime Transportation of
the House Committee on Transportation
and Infrastructure, was the most dra-
matic, with the Chairman, Representative
Elijah E. Cummings (D-MD), warning
the Department of Defense and the Coast
Guard of the need to act swiftly and
threatening to introduce legislation man-
dating placement of military guards on
US-flag vessels transiting high-risk wa-
ters if those services did not come up
with a satisfactory approach to better pro-
tect US merchant vessels.
While the maritime industry has been
concerned about the threat of piracy and
armed robbery against ships for over ten
years, the issue only gained political trac-
tion recently. Piracy in waters of the
Malacca Straits was largely ignored, as
was armed robbery in waters off Nigeria
and South America. Even the rise of
piracy off Somalia was initially swept
under the carpet. Four events changed
the public and particularly the political
1. The seizure of the Ukrainian
freighter Faina on September 25, 2008
off the coast of Somalia while carrying a
cargo of surplus Russian tanks and other
weapons for discharge in Mombasa,
2. The seizure of the very large
crude carrier Sirius Star on November
17, 2008 off the Seychelles Islands car-
rying a cargo of 2 million barrels of crude
3. The attempted seizure of the
US-flag container ship Maersk Alabama
off the coast of Somalia on April 8; and
4. The unsuccessful attack on the
US-flag cargo ship Liberty Sun by pirates
off the coast of Somalia on April 14.
Reports indicate the ransoms of $3.2
million and $3 million respectively were
paid for release of the Faina and Sirius
Star respectively. The circumstances sur-
rounding the Maersk Alabama, the
hostage-taking involving its master
Richard Phillips, and the deaths of three
of the four pirates are too well-known to
require repeating here. The Liberty Sun
incident was caught on video.
Naval patrols
Governments worldwide resisted im-
plementation of counter-piracy naval pa-
trols, which have not been used since the
early 1800’s. As a result of the recent
uptick in piratical attacks, though, there
has been a dramatic change. Warships
from various nations (with helicopters
and patrol aircraft) are finally patrolling
off the coast of Somalia and in the Gulf
of Aden. International cooperation in
counter-piracy measures is increasing.
Attempts to bolster the government of
Somalia have commenced. Negotiations
with neighboring countries (primarily
Kenya) are developing venues where sus-
pected pirates may be brought to trial.
Attempts are even being made to freeze
pirate assets. I guess this means that their
ATM cards will no longer work.
The maritime industry had been press-
ing for measures such as these for some
time. It took some high-visibility
seizures and attempted seizures to cap-
ture the attention of the mass media, the
public, and the politicians. Only time
will tell how successful these measures
will be in actually suppressing piracy.
More assets and greatly increased coop-
eration between the various naval forces
are vital.
The rule of law
A significant gap in the counter-piracy
effort continues to be prosecution. Indi-
viduals, particularly if poor and disen-
franchised, will continue to engage in
piracy so long as it is profitable and has
few consequences. Piracy off the Horn
of Africa has clearly been profitable, with
hundreds of millions of dollars having
been paid in ransom over the past few
years. This year, approximately a dozen
suspected pirates have been killed in con-
flicts with various naval patrols in the
area. This seems to have been seen by
the pirates as just another cost of doing
business – at least so far.
The missing element is the rule of law.
Piracy is an international crime. In fact,
it was the first internationally-recognized
crime. There have been several practical
problems though. Piracy has been off the
agenda for so long that many nations do
not have statutes directly addressing the
crime. Some nations have narrowly de-
fined the crime so that it only applies to
piratical attacks against ships flying their
flag. Other nations just don’t want to be
bothered with all of the difficulties in-
volved with bringing the suspects to court
thousands of miles from the scene of the
attack and then marshalling all the wit-
nesses and evidence that would be re-
quired to conduct a trial. Several nations
have even offered the lame excuse that, if
a suspect was brought to justice in a dis-
tant nation, the pirate upon eventual re-
lease from jail would claim asylum,
asserting that he would be subjected to
inhumane treatment if returned to Soma-
lia. No one ever said that fighting piracy
would be easy, but it is one of the obliga-
tions of nationhood. Each country has a
duty to bring its criminal statutes and ju-
dicial procedures up to date to effectively
address this international crime. It will
only get worse if ignored.
Self defense and risk reduction
The maritime industry has been lax,
though, in particular regards. For the
most part, it has failed to adopt prudent
self-defense measures. While I do not
advocate the carriage or use of lethal
weapons on commercial vessels, there
are a variety of other options. First, the
use of lookouts must be increased. There
is no reason that pirates should be able to
board a ship undetected in high-risk wa-
ters such as the Gulf of Aden. If this re-
quires the ship to carry more than the
usual number of crew, so be it. Second,
the ship should transit the high-risk area
at the highest reasonable speed. Third,
the ship should check in with the naval
forces in the area. They can’t protect you
if they don’t know that you are in the
area. Fourth, the ship should, to the ex-
tent possible, operate within the desig-
nated corridors. Fifth, the ship should
participate in an organized convoy, if pos-
sible. Sixth, the crew should conduct
regular counter-piracy drills and an extra
drill should be conducted just prior to the
ship entering high-risk waters. Seventh,
the fire hoses should be laid out on the
fantail and kept charged during the tran-
sit of high-risk waters.
24 Maritime Reporter & Engineering News
Ratcheting Down the Risk of Piracy
Members of a visit, board, search and
seizure (VBSS) team from the guided-
missile cruiser USS Gettysburg (CG
64) and U.S. Coast Guard Tactical Law
Enforcement Team South Detachment
409 in mid-May capture suspected pi-
rates after responding to a merchant
vessel distress signal while operating
in the Combined Maritime Forces
(CMF) area of responsibility as part of
Combined Task Force (CTF) 151. (U.S.
Navy photo by Mass Communication
Specialist 1st Class Eric L. Beaure-
MR June 2009 # 3 ( 17- 24) : MR Templ at e 6/ 5/ 2009 2: 01 PM Page 24
June 2009 www.marinelink.com 25
Eighth, if the ship regularly transits high-risk
waters, the owner/operator should invest in non-
lethal devices such as electric fencing, the long-
range acoustic device (LRAD), and
remote-controlled fire monitors. Ninth, if ap-
proached by a threatening craft, the ship should
notify the owner and operator, as well as the
naval authorities. The ship should be brought up
to maximum speed and maneuvered evasively.
The crew should be mustered and a team sent to
the fantail to man the firehoses. Tenth, if
boarded, the crew should take the steps that were
taken by the crew of the Maersk Alabama –
delay, disperse, and disable. Delay the pirates
while awaiting arrival of naval forces. Disperse
throughout the ship so that pirates don’t know
how many crew are on board and where they are,
keeping in touch with each other via radio-tele-
phone and sound-powered phone. Disable the
ship so that the pirates cannot easily sail it to the
Somali coast.
For the ship owner, operator, and master, the
ultimate goal is to NOT be attacked. In this re-
spect, the ship should appear to the pirates as a
difficult target. The pirates will then move on to
an easy mark, leaving you undisturbed.
USCG Maritime Security Directive
The Coast Guard is requiring US-flag vessels
transiting high-risk waters to prepare a detailed
security plan to address the hazards posed by po-
tential terrorism, piracy, or armed robbery at sea.
Security protocols must be submitted to the
Coast Guard by May 25. The Coast Guard will
then work with the owners and operators in the
development and approval of individual security
plans for these vessels. Once the security plan is
approved, the ship owner or operator must im-
plement the plan and the ship must be operated
in accordance therewith while in high-risk wa-
ters. The designation of high-risk waters in the
Maritime Security Directive has yet to be re-
leased, but certainly includes the Gulf of Aden
and waters of the Indian Ocean off the coast of
Somalia, as well as the Straits of Malacca and
waters off the coast of Nigeria.
The Directive provides a list of security op-
tions, largely incorporating best management
practices endorsed by the maritime industry.
One point on which the Directive deviates from
the industry recommendations is with regard to
carriage of weapons. The Directive does not re-
quire, but strongly encourages carriage of
weapons on US-flag vessels transiting very high-
risk waters, particularly the Gulf of Aden and off
the coast of Somalia. Best management prac-
tices advocated by the Coast Guard include, but
are not limited to those mentioned above. A
more complete list of best management practices
is posted on the Maritime Administration web-
site at
ment_Practices_to_Deter_Piracy.pdf .
Arguments against the carriage of weapons
Personally, I am opposed to carriage of
weapons on commercial vessels. Such a prac-
tice raises safety issues for the crew, which is not
trained in their use. If a special team is em-
barked, then there are problems integrating that
team with the regular crew. Ships are dangerous
enough, with sophisticated equipment and, many
times, hazardous cargoes, without introducing
weapons. There are numerous practical difficul-
ties in getting weapons on board and then off
ships, not only in foreign ports, but even in the
United States. Arms export licenses may be
needed from the State Department. Such li-
censes are almost impossible to acquire because
consent for such export must be obtained from
each nation at which the vessel will make a port
Finally, there is the very real possibility that an
individual on the ship who injures or kills a sus-
pected pirate may be arrested and prosecuted by
a foreign government. One need only recall the
unfortunate incident in the Suez Canal in March
2008. The Global Patriot, a Military Sealift
Command-chartered US-flag ship with an em-
barked Navy security team was approached by
three small boats. A verbal warning was issued,
but ignored or not understood by persons on the
small boats. Warning shots were then fired.
Tragically, one of the shots intended as a warn-
ing hit and killed an individual on one of the
small boats. Fortunately for the US vessel and
its crew, the individuals involved (US military
personnel) were entitled to sovereign immunity,
so there was no prosecution, although the US
Government paid substantial reparations for the
incident. The same outcome would not have oc-
curred if the ship had been in regular commer-
cial service with armed crewmembers or private
security guards. While we are generally familiar
with criminal and tort liability under US law, it is
uncertain what laws would be applied if the ship
and its crew were detained by a foreign govern-
ment, particularly in Somalia.
In conclusion, and to state the obvious, there is
no easy solution to the piracy problem. It is a
complex situation requiring a long and multi-
pronged response. Measures can be taken in the
short-term, though, to reduce risks. Many of
those measures are in the hands of the various
governments and government agencies. Other
measures, such as non-lethal self-defense prac-
tices, can and must be undertaken by ship own-
ers, operators, and masters. The only viable way
to ratchet down the risk of piracy is through an
“All Hands Evolution”.
About the Author
Dennis L. Bryant, Maritime
Regulatory Consulting,
Gainesville, FL
Tel: 352-692-5493
MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 5/ 2009 2: 42 PM Page 25
26 Maritime Reporter & Engineering News
The past year has witnessed dramatic
new developments in the regulation of
discharges from vessels in the United
States. These changes have been driven
by two federal appellate court decisions,
one of which invalidated a decades-old
exemption of discharges from vessels
under the Clean Water Act (“CWA”) and
another which upheld the authority of a
state to institute its own permitting
regime regarding ballast water discharges
from ocean-going vessels. These deci-
sions give new vitality and force to envi-
ronmental statutes that previously have
had only limited application to commer-
cial vessel operations in the United
States. They also underscore the limita-
tions of the federal preemption doctrine
with respect to environmental regulation
and create the potential for a patchwork
of differing environmental requirements
applicable to vessel operations in the in-
dividual states. Ultimately, the decisions
may render compliance with environ-
mental standards in the United States sig-
nificantly more difficult for the maritime
industry while multiplying the risks as-
sociated with non-compliance.
False Security of MARPOL and the
Locke Decision
Since the 1980s, with the entry into
force of the International Convention for
the Prevention of Pollution from Ships,
1973, as modified by the Protocol of
1978 relating thereto, (“MARPOL”), the
commercial maritime industry has un-
derstandably focused its attention and en-
ergy on the International Maritime
Organization (“IMO”) for the develop-
ment of international environmental stan-
dards to govern discharges from vessels.
The maritime industry has relied on a
paradigm in which the member states of
the IMO, with technical and operational
input from the organization’s observer
delegations, would develop uniform en-
vironmental standards and a comprehen-
sive regulatory system governing
environmental requirements for vessel
operations worldwide. One of the ex-
pectations built into the paradigm has
been that, once an environmental treaty
or convention was adopted by the IMO
and entered into force following ratifica-
tion by a sufficient number of member
States, the Contracting States would
enact implementing legislation that mir-
rored the standards and requirements of
the treaty. It has also been presumed that
the Contracting States would also ensure
that their national environmental laws
were otherwise consistent with the provi-
sions of the implementing legislation.
The passage of the Act to Prevent Pollu-
tion From Ships in the United States, im-
plementing MARPOL Annexes I (Oil)
and II (Noxious Liquids), combined with
the earlier decision by the Environmen-
tal Protection Agency to exempt “dis-
charges incidental to the normal
operation of a vessel” from the permit re-
quirement under the CWA, 40 C.F.R. §
122.3(a), contributed to the belief that en-
vironmental regulation of vessel opera-
tions could be achieved on the basis of
uniform international standards that were
understood by and workable for com-
mercial vessel operators worldwide. The
Senate’s ratification of MARPOL Annex
V (Garbage) in 1987 served to reinforce
this view.
Confidence in the viability of a uniform
international regulatory regime govern-
ing commercial vessel operations was
further strengthened by the decision of
the Supreme Court in United States v.
Locke, 529 U.S. 89 (2000). In Locke, the
Supreme Court invalidated regulations
enacted by the State of Washington re-
garding watch-standing procedures,
training and casualty reporting for tank
ships operating in state waters. That re-
sult was based on the finding that the reg-
ulations were preempted because they
were within the field reserved for federal
legislation. Although the specific ruling
in Locke was based on the language of
the Ports and Waterways Safety Act of
1972, as amended by the Port and Tanker
Safety Act of 1978 and the Oil Pollution
Act of 1990, the Court’s opinion also ref-
erenced several related international mar-
itime treaties, including SOLAS, and
STCW, which the Court viewed as
demonstrating Congress’ insistence on
“national uniformity regarding maritime
commerce.” Locke, 529 U.S. at 102.
Although the past decade has witnessed
a surprisingly steady stream of enforce-
ment cases in the United States for MAR-
POL Annex I violations, there was at
least a measure of cold comfort that could
be taken from the knowledge that these
cases involved a known international
standard that was developed and ap-
proved under the authority of the IMO.
While it has proved difficult for vessel
operators to achieve uniform compliance
with the Annex I requirements for the
management of oily wastes, vessel oper-
ators understood that their operations
would be measured against a uniform en-
vironmental standard applicable essen-
tially worldwide.
Ballast Water Regulation Stalls
In contrast with the progress achieved
in environmental regulation through
MARPOL, the IMO and its Marine En-
vironmental Protection Committee
(“MEPC”) were slow to develop guide-
lines and standards for the control and
management of ballast water. The sig-
nificant environmental and ecological
threats posed by the introduction of inva-
sive species through ballast water ex-
change were initially brought to the
attention of the MEPC during the 1980s.
Three separate resolutions were adopted
by the IMO Assembly and the MEPC in
the 1990s acknowledging the urgent need
for development of internationally appli-
cable, legally binding standards to mini-
mize the transfer of harmful aquatic
organisms and pathogens, but progress
on the development of a new instrument
was halting, at best. It was not until 2004
that the IMO Assembly finally adopted
the International Convention for the Con-
trol and Management of Ships’ Ballast
Water and Sediments (“BWM Conven-
tion”), but that instrument will not enter
into force until 12 months after the ratifi-
cation by 30 States, representing 35 per
cent of the world merchant shipping ton-
nage. As of this printing, only 18 States
have ratified the BWM Convention, rep-
resenting just 15 per cent of the world’s
tonnage. It appears unlikely that the
Convention will enter into force as writ-
ten because it is now generally perceived
as not sufficiently stringent to address the
problems posed by ballast water ex-
change. Two statutes were enacted in the
United States during the 1990s, the Non-
indigenous Aquatic Nuisance Prevention
and Control Act of 1990 (“NANPCA”)
and the National Invasive Species Act of
1996 (“NISA”), which authorized the
Coast Guard to develop a regulatory pro-
gram to prevent the introduction and
spread of aquatic nonindigenous species.
The Coast Guard initially promulgated a
mandatory ballast water management
(“BWM”) program limited to the Great
Lakes and the Hudson River. CFR, Title
33, Part 151, Subpart C. In the wake of
several high profile invasions in other
parts of the country, NISA required the
Coast Guard to promulgate voluntary na-
tional BWM guidelines, but directed the
agency to convert them to a mandatory
program if it was determined that the vol-
untary guidelines were inadequate. By
2002, the Coast Guard reported to Con-
gress that compliance with the voluntary
BWM guidelines was too low to permit
the agency to determine the adequacy of
the program, so the voluntary guidelines
were converted to a national mandatory
BWM program in 2004. The Coast
Guard is currently engaged in a rulemak-
ing that is intended to set a performance
standard for the quality of ballast water
discharged in U. S. waters, but it is not
known when the work on that rulemak-
ing will be completed.
Decentralization of Vessel Discharge
The absence of a comprehensive inter-
national regime for the effective manage-
ment of ballast water from ships
prompted California and several other
states to develop their own ballast water
regulatory programs. The perceived in-
adequacy of ballast water regulation also
engendered litigation that produced two
key federal appellate court decisions this
past year that have resulted in the intro-
duction of a national environmental per-
mitting regime for vessels in the United
States and have substantially altered the
legal bases for environmental regulation
of vessel discharges in the United States.
In December 2003, several environ-
mental interest groups, motivated prima-
rily by environmental concerns
stemming from the discharge of ballast
water from vessels, brought suit against
the EPA arguing that the agency’s 30 year
old regulation exempting “discharges in-
cidental to the normal operation of a ves-
sel” from the permit requirement of the
CWA was inconsistent with the plain lan-
guage of the statute. Northwest Environ-
mental Advocates, et al. v. EPA, 2006
U.S. Dist LEXIS 69476 (N.D. Cal.
2006). Several Great Lakes states inter-
vened in that suit, supporting the plain-
tiffs’ position and urging the court to
Sea Change
Ballast Water, Vessel General Permits, and the Limits of Preemption Doctrine
MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 5/ 2009 2: 44 PM Page 26
June 2009 www.marinelink.com 27
require the EPA to regulate ballast water and
other vessel discharges under the CWA. The dis-
trict court held that the EPA had exceeded its
statutory authority in exempting ballast water
discharges from the CWA permitting program
and directed the agency to implement regulations
for ballast water and other vessel discharges.
The district court’s ruling vacating the EPA’s ex-
emption for vessel discharges from the permit-
ting requirements of the CWA was affirmed by
the United States Court of Appeals for the Ninth
Circuit in a decision issued July 23, 2008.
Northwest Environmental Advocates, et al. v.
EPA, 537 F.3d 1006 (9th Cir. 2008). The Ninth
Circuit decision cleared the way for the imple-
mentation of the EPA’s Vessel General Permit
program which was issued under the authority of
the CWA and became effective February 6, 2009.
Under this permit program, the EPA now regu-
lates 26 discharge streams, including ballast
water, from all commercial vessels (except com-
mercial fishing vessels) greater than 79 feet in
length operating anywhere in U.S. territorial wa-
ters. In addition, as is expressly provided under
the federal CWA, a number of individual states
added a variety of special conditions to the per-
mit which are applicable to vessels operating in
those states’ waters.
The second recent appellate court decision
concerning this topic was issued in connection
with a judicial challenge to the Michigan Ballast
Water Statute, which established a permit pro-
gram for all oceangoing vessels engaging in port
operations in Michigan state waters. The Michi-
gan program requires all oceangoing vessels en-
gaging in port operations in the state to obtain a
permit from the state’s Department of Environ-
mental Quality (“DEQ”). The statute provides
that the department will issue a permit only if the
applicant can demonstrate that its vessel will not
discharge ballast water in state waters or, if it dis-
charges ballast water, the operator will utilize
technology and methods approved by the DEQ.
A coalition of vessel owners and industry groups
filed suit against the State of Michigan arguing
that the state’s ballast water permit program was
preempted by federal law. However, in Fednav,
Ltd. v. Chester, 547 F.3d 607 (6th Cir. Mich.
2008), the Court reviewed the two pertinent fed-
eral statutes treating ballast water regulation,
NANPCA and NISA, and held that, far from pre-
empting the field of ballast water regulation, the
federal statutory regime expressly contemplated
and encouraged action by the affected states to
prevent and control aquatic nuisance species.
The Court noted that the Coast Guard, the federal
agency charged with administering the federal
ballast water program under NISA, has repeat-
edly expressed the view that “each State is au-
thorized under NISA to develop their own
regulations if they feel that Federal regulations
are not stringent enough.” Id., at 621. The Court
also addressed and rejected the plaintiffs’ chal-
lenges to the permit program under the Com-
merce Clause and the substantive due process
clause of the U.S. Constitution. The Court con-
cluded that the Michigan legislation was enacted
to address a significant environmental interest
and that it is of a type expressly contemplated by
Congress. In February 2009, Wisconsin joined
every other Great Lakes state in proposing its
own ballast water program and, on April 1, 2009,
the State of Washington announced its intention
to implement ballast water regulations for its
state waters. California and Oregon previously
enacted ballast water management regulations,
but California recently announced a proposed
rulemaking to strengthen its regulations by es-
tablishing performance standards for discharge
of ballast water from vessels operating in its state
Taken together, the issuance of the EPA’s Ves-
sel General Permit and the proliferation of state
ballast water programs represent a sea change for
the regulation of discharges from vessels in the
United States. The statutes which authorize
these regulatory programs differ fundamentally
from the model represented by APPS. Instead
of a consistent national standard designed to im-
plement an internationally ratified set of envi-
ronmental regulations for vessels operating in
international commerce, the CWA and NISA are
structured so as to recognize and address local
water quality issues. Both statutes establish a
federal regulatory regime, but both also ex-
pressly provide for independent state regulation,
even where the state regulation is more stringent
than federal standards. In this context, it is also
important to note that the federal Clean Air Act
also gives states a significant role in developing
implementation programs for reducing air pollu-
tion and authorizes the states to enact limitations
more stringent than the federal standards. As the
Sixth Circuit recognized in Fednav, the doctrine
of federal preemption has little applicability
where the federal statute in question expressly
authorizes independent state regulation.
These developments suggest that vessel opera-
tors trading in U.S. ports will likely be con-
fronted with an increasingly complex array of
environmental regulations, permit requirements
and enhanced enforcement risks, at least with re-
spect to vessel discharges to water. The U.S.
Senate’s recent ratification of MARPOL Annex
VI (Air) and the potential designation of a North
American Sulfur Emission Control Area create
a new set of unresolved issues concerning the in-
terplay between MARPOL’s international
regime regulating air emissions from commer-
cial vessels and the federal Clean Air Act. It is
unclear at this point how the federal preemption
doctrine may be applied to the resolution of
those issues.
About the Author
Gregory F. Linsin is a partner
at Blank Rome LLP, and
brings over 25 years of ex-
perience as a federal prose-
cutor. He concentrates on
environmental criminal litiga-
tion and compliance counsel-
ing. Linsin@BlankRome.com
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MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 8/ 2009 11: 16 AM Page 28
June 2009 www.marinelink.com 29
Containership: Poised for Growth
The world containership fleet is ex-
pected to continue its growth curve, ac-
cording to the Shipbuilding Market
Forecast for Container and Roll-On Roll-
Off (Ro-Ro) Ships from Lloyd’s Register
- Fairplay (LRF) Research. According to
the report, spot rates of as low as $250 to
move a container from Hong Kong to
Rotterdam are being quoted by some
lines, versus $1,400 just one year ago.
Today, a record 1 million TEU of ca-
pacity is in layup, and many other ships
riding at anchor hoping for a near-term
revival. Many of the larger fleet owners
are financially prepared to ride out the
story. With this, the LRF Research report
predicts an upturn in 2009 toward modest
levels. The global containership fleet
stands at 4,671 ships with a total capacity
of 12.4 million teu. It is expected to grow
by 13 percent in 2009, as new ships or-
dered during the boom are delivered. The
growth rate will slow somewhat to 9.3
percent annually through 2013. The
growth rate will be highest for very large
ships bigger than 8,000-teu capacity,
which will achieve an average growth
rate of 25 percent through 2013, accord-
ing to the study.
Tankers: How Long in the Doldrums
According to the latest Tanker Fore-
caster from Drewry Shipping Consult-
ants. “The economic turbulence and the
subsequent impact on oil prices have
dealt a double blow for this sector.” says
the editor of the quarterly report, Parul
Bhambri. “Oil demand has fallen for a
fifth consecutive quarter. Job losses and
mounting credit woes mean that people
are travelling less and trying to cut their
energy bills. And while low oil prices
have failed to stimulate significant extra
demand, they have persuaded oil compa-
nies to delay projects, while a few have
scrapped expansion projects altogether,”
she explains.
According to the International Energy
Agency (IEA April 09), upstream invest-
ments in the oil industry could be re-
duced by 15-20% in 2009, which would
lead mature field output to decline by a
sharper 9.4%. So in addition to deferred
expansion plans, current output would
also decline at a higher rate than previ-
ously envisaged. This could spell trouble
for the global economy when demand
picks up again.
Lower volumes of oil for transport and
deferred refinery expansion plans will
also delay the growth in tanker tonne-
mile demand. According to the Drewry
report, owners ordered 114 VLCCs in
2008, at an average annual price of $153
million. These vessels will need to earn
$67,500/day for 25 years to give the 10%
return on investment that constitutes ‘nor-
mal profit.’ And if tightening safety regu-
lations mandate scrapping after 20 years,
that breakeven figure rises to
$75,000/day. In March, average VLCC
earnings were $29,233/day. Drewry ex-
pects the tanker fleet to grow modestly in
2Q-3Q09, as rising demolitions partially
offset deliveries. But for the rest of 2009
and 2010, the average quarterly growth
rate is projected to return to a level of
about 2% on the back of surging new de-
liveries. The tanker fleet is anticipated to
expand at the fastest pace through 2010-
11, rising by an average 8.6% a year in
that period. Thereafter, the annual growth
is expected to fall back to around 3% in
2012. “Drewry Tanker Forecaster” is
available at www.drewry.co.uk
Market Insight Shorts: Containerships, Tankers
MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 9/ 2009 2: 39 PM Page 29
Free Running Model tests have always been in com-
mon use at MARIN, given that they offer the most ac-
curate picture of a ship’s behavior. However, this
technique is also important for submarines. But until
now, little has been reported on the usually hidden ac-
tivities of submarines. Report takes this opportunity to
reveal some of the latest developments in this underwa-
ter world.
For submarine model testing, particularly when it con-
cerns maneuvering and seakeeping, two techniques are
in principle possible: captive tests and Free Running
tests. Captive tests consist of a range of activities, in-
cluding model design, a matrix of test conditions, an
analysis of test results, fitting of derivatives and per-
forming simulations. Free Running tests require fewer
stages and therefore, the results are much more quickly
available. In addition to that, the results give the most
complete picture of the behavior of the boat but without
the schematizations of a mathematical model.
New approach
The first Free Running model of a submarine actually
sailed at MARIN back in the 1960s. At that time, Free
Running turning circle maneuvers were carried out in
the Wind Wave and Current Basin. Since that time, the
techniques of data acquisition and modeling have in-
creased significantly. But more importantly, the time
projects take has speeded up dramatically over the years.
A new century calls for a new approach, which has led
to a redesign of the test set-up for
Free Running submarines. The core
of the submarine model is a re-us-
able, watertight container (WTC)
completely filled with measuring and
control equipment. A new hull shape
can be placed around the WTC for
investigations into any type of sub-
marine. The implementation of
measurement techniques in the Seakeeping and Maneu-
vering Basin using an on-line position measurement sys-
tem, gives submarine designers and users the possibility
to assess the qualities of their submarine design in a fast
and reliable way.
MARIN has been involved in captive model testing
for submarines many times but Free Running Model
tests have only recently been added to the toolbox of the
Ideal size
MARIN’s Seakeeping and Maneuvering Basin is ideal
to perform a range of maneuvering and seakeeping tests.
At 170 m by 40 m, the basin is a good size for testing
maneuvers in calm water and in waves. The long length
of the basin facilitates acceleration and deceleration
phase testing and with the width at 40 m, the basin can
comfortably accommodate a submarine making a range
of turning circle tests.
In addition, the versatile wave-makers of the Sea-
keeping and Maneuvering Basin makes it possible to
judge the submarine’s behavior while sailing just under
the waves, in snorting or submerged conditions. The
ability to combine an assessment of the submarine’s be-
havior in calm water and in waves, means Free Running
Model tests have the advantage of giving a complete pic-
ture in a short time frame, which is especially important
for submarine designers.
For the model of the submarine, there are three im-
portant enablers:
• Underwater power of up to 14 hours, meaning that
the basin can operate its usual double shifts, without de-
lays for recharging the submarine power.
• An accurate underwater position measurement sys-
• The model-following capabilities of the carriage of
the Seakeeping and Maneuvering Basin. This facilitates
wireless, two-way communication between the carriage
and model, and as such, online control over the subma-
Free Running maneuvering tests for the Royal Nether-
lands Navy, comprising amongst other things, near bot-
tom sailing, have recently been carried out. Results are
being used to improve mathematical modeling of the
simulation code of the Walrus-class submarine. This is
used for failure mode and effect analysis, as well as for
crew training.
During maneuvers, propeller thrust
and torque and also rudder forces are
measured and registered. This data is
gathered with the motion data of the
submarines. Together they form a
basis to be able to compare the re-
sults of fast time or real time com-
puter predictions, against the results
of the Free Running Model tests.
Free Running Model Tests
Light is shed on the elusive world of the submarine
About the Author
Frans Quadvlieg is senior project
manager Maneuvering & Seakeeping
at MARIN, the Maritime Research In-
stitute Netherlands. MARIN offers
simulation, model testing, full-scale
measurements and training pro-
grams, to the shipbuilding and off-
shore industry and governments. For
more information:
f.quadvlieg@marin.nl / www.marin.nl
Submarine model performing
emergency maneuver.
Surfaced submarine in MARIN’s
Seakeeping and Maneuvering
30 Maritime Reporter & Engineering News
Above: Free Running Model tests have always
been in common use at MARIN, and the tech-
nique is also important for submarines.
MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 5/ 2009 2: 45 PM Page 30
MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 4/ 2009 2: 34 PM Page 31
32 Maritime Reporter & Engineering News
By Adam Westwood
Both the wave power and tidal current
stream energy sectors are emerging in-
dustries. While development activities
run back some 30 years, commercializa-
tion of leading technologies in both sec-
tors is only just beginning. The sectors
are characterized by high numbers of
prototype technologies. Over 200 are
known of and tracked by Douglas-West-
wood. Of these technologies, only a
handful is now approaching full-scale
commercial deployment. The majority
fail to progress to full-scale prototyping,
often due to difficulties raising the re-
quired finance in this now highly com-
petitive market. With the first
multiple-unit commercial-scale installa-
tions now occurring, such as the
Aguçadoura wave farm, off Portugal, in-
terest in the marine renewables industry
is at a high. Investors are seeking the
most promising technologies and indi-
vidual countries are bringing in market
mechanisms to help establish projects.
86 MW of wave and tidal current
stream capacity will be installed world-
wide in the 2009 to 2013 period. The UK
is forecast to be the biggest market, and is
expected to install 51 MW of the total ca-
pacity (60%).
The UK is so dominant due to three
major factors. First, the excellent wave
and tidal resources that exist around the
coastline – many other countries do not
benefit from both together. Second, the
market mechanisms and funding in place,
which are comparatively strong and give
more confidence than in other countries.
Third, the U.K. is home to a large number
of wave and tidal device developers, in-
cluding some of the market leaders such
as Pelamis Wave Power and Marine Cur-
rent Turbines.
The U.S. is expected to be the second
largest market, with 11 MW (12%) of
overall capacity. Portugal with 9 MW
(10%) and Canada with 6 MW (7%) are
the other most significant countries. Por-
tugal is especially strong in the wave sec-
tor whereas Canada has more potential
from tidal. A total of 135 units are fore-
cast with over half of all devices being
commercial scale. 74 commercial units
will be installed, 55% of the total. Of the
86 MW forecast, 44 MW is from wave
energy devices and 42 MW from tidal
current stream.
It is our view that the 2009-2013 period
will see several devices in each sector
pull away and build significant market
share. Over the next five years devices
that are deployed successfully on a com-
mercial basis, and can prove reliability
and low maintenance requirements, will
provide the knowledge for a second gen-
eration of devices, where we may see
some standardisation of device design
There will be new technologies emerg-
ing, but only the most promising will
progress in an increasingly competitive
marketplace. Support must be forthcom-
ing through government funding to help
companies get devices into the water for
thorough testing and ongoing product de-
There are, however, many challenges
facing the industry:
Survivability & Reliability
There are justified concerns over the re-
liability of devices. With relatively little
real-world operation of projects, devel-
opers must prove reliability, survivability
and maintenance is adequate. There have
been multiple cases of device failures but
this is to be expected in the prototype
stages. The growth of offshore wind has
been characterised by some major relia-
bility problems, and this sector is using
decades-old technology.
The marine environment is extremely
challenging and for devices to operate
successfully in it will require significant
Riding the Waves Tide, Current Energy Push Forward
MR June 2009 # 4 ( 25- 32) : MR Templ at e 6/ 8/ 2009 10: 58 AM Page 32
Supply Chain Development
While there are some elements of the supply
chain already in place, the emerging industry
will need a fuller range of companies to enter
the sector. The high number of different tech-
nologies means that ‘off-the-shelf’ compo-
nents do not exist. This adversely impacts
costs and, potentially, production timelines.
Manufacturing will prove to be a key chal-
lenge for the commercialization of the indus-
try. Few of the many devices being developed
have yet gone through any commercial level
manufacturing processes. While costs are ac-
knowledged to be high on prototype/demon-
stration units, what matters ultimately to
project developers and investors is costs at a
commercial scale for farm-style projects
(where appropriate). Without off-the-shelf
components, developers must engage fully
with the supply chain to accurately estimate
and future-forecast costs. Location of manu-
facture is a key issue. Dedicated manufactur-
ing facilities are currently a rarity. One
company that has its own plant is OpenHydro
which opened its European assembly facility
in 2007. The 2,500 sq. m. (27,000 sq. ft.) Irish
technical center is adjacent to Greenore Port,
County Louth providing convenient access to
sea transport. The first turbine to be built at this
new facility was completed in October 2007.
Pelamis Wave Power also has an assembly fa-
cility at Fife Energy Park, Methil, Scotland. In
July 2007, the company secured a £260,000
($378,000) Regional Selective Assistance
grant to upgrade its production facility.
Market Mechanisms
The importance of national market mecha-
nisms for marine renewables is paramount.
The U.K. is emerging as the dominant player
in the industry, in large part due to the mecha-
nisms in place. Long-term confidence in a
market is essential for investors; this has been
shown through both the onshore and offshore
wind industry previously. While countries such
as the U.S. have some strong domestic tech-
nologies, a current lack of support for projects
means developers must look abroad for sites.
Thorough understandings of performance,
reliability, survivability, maintenance, etc. are
required to provide true costs and to ascertain
the operable lifetime of a device. With full-
scale prototype/demonstration plants only hav-
ing been operated for relatively short periods
at present it is arguable that true costs remain
to be seen, certainly at the commercial level.
Operational expenditure (Opex) is a variable
cost and will be higher in the early years of a
projects life with extended periods of com-
missioning, testing and refining.
The major cost variables are as follows:
• Distance to shore – this creates an imme-
diate increase in cabling costs and will also af-
fect the cost of both installation and O&M due
to the distance vessels and personnel will have
to travel.
• Installation – major factors here are fabri-
cation, transportation, foundations or moor-
ings, time required for installation and network
• O&M access – some devices have func-
tionality to raise the unit out of the water en-
tirely and hold it fixed in place. T
• Modularization – devices with easily
‘swappable’ components can offer quicker and
safer O&M, lowering costs offshore, poten-
tially with overall cost savings.
• Redundancy – Providing redundancy in
the device may be costly but can prevent ex-
pensive intervention and the associated loss of
• O&M strategy – the scheduling of O&M
activities is of key importance.
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MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 9/ 2009 2: 41 PM Page 33
By Edward Lundquist
The naval response to the Somali piracy
problem is a cooperative and in most
cases, coordinated effort. But it is also
fluid, with various navies participating,
often each in their own way and for vary-
ing lengths of time. “There are no
treaties,” said Capt. Greg Prentiss, USN,
chief of staff for the Combined Maritime
Forces (CMF). “This is a coalition of the
At its high point, the CMF, European
Union and NATO had more than 20 ships
working together, but those numbers
change when task forces or individual
ships arrive or depart. Normally, 12 to 15
ships are available to support the anti-
piracy operations. But the 2.5 million
miles they need to cover presents a chal-
lenging task. “Military presence isn’t de-
terring them, just causing them to be less
successful,” Prentiss said. “Fear of pros-
ecution doesn’t stop them.”
While the CMF is limited by the num-
ber of assets it has available at any given
time, nobody knows just how many re-
sources are available to the pirates. “We
don’t know what their capacity is,” he
The pirates look for quick, easy targets.
Greater the speed and higher the free-
board results in fewer attacks. Analysis
of attacks affirms that most attacks occur
during daylight and during good weather,
but ships have been attacked in the mid-
dle of the night and in poor sea condi-
tions. “Crews need to be vigilant even at
night,” Prentiss said. “The pirates keep
changing their tactics, and working far-
ther out to sea.”
“We’re using every asset we can think
of to track the pirates, including maritime
patrol aircraft from Spain, France, Ger-
many Australia and the U.S.,” Prentiss
said. “If the pirates are getting ready to
attack and they see a warship or a heli-
copter, they break off the attack.”
In many cases, suspected pirates may
have their grappling hooks and ladders
confiscated or thrown overboard, then re-
leased. In some of those cases, biometric
systems that can read and compare fin-
gerprints or retinal scans are used to cat-
alog suspects to help track repeat
offenders. But, Prentiss admits, it is dif-
ficult to determine intent.
“One successful attack is too many,”
Prentiss said. “Naval presence has
helped deter the upsurge in piracy, but
cannot prevent or eliminate it. This is a
situation that is beyond the military to
control. This is a political situation.”
Rear Adm. Terry McKnight, USN, who
recently returned from commanding the
coalition task force off Somalia, said his
task was clear: fighting pirates. But, he
said, unlike other military missions, there
is no operations order or war plan (al-
though a Navy official with the U.S.
FIFTH Fleet says there is one now).
McKnight, who spoke at a recent meet-
ing of the Surface Navy Association in
Washington, said the success of the mis-
sion depended on the involvement of
partner nations. “We operated with the
Chinese and Russians, India and Pak-
istan, all working together in the same
war space.”
McKnight commanded Combined Task
Force 151, which was established in Jan-
uary 2009 to take over the counter-piracy
operations from CTF 150, which had a
broader mission. CTF 151 is responsible
for patrolling more than a million square
miles of ocean. Today CTF 151 is com-
manded by a Turkish rear admiral.
Also working in the general area is Eu-
which was established in December 2008
to ensure protection of vessels of the
World Food Program (WFP).
“In an ideal world, all state-run
Counter-Piracy Operations off the Horn
of Africa would be led by a single U.N.
force,” he says. “There is no operational
benefit from having decentralized coor-
Although piracy impacts less than one
percent of the 30,000 ships that transit the
area each year, McKnight says piracy
threatens U.S. national security interests
and the freedom and safety of maritime
navigation throughout the world.
While the world watches what’s hap-
pening in the Gulf of Aden, and the coali-
Navies vs. Pirates A coordinated effort works best
Suspected pirates with a Rocket Propelled Grenade launcher close alongside
the Merchant Ship Dubai Princess. (Source: Australian Government Department
of Defense, http://www.defence.gov.au)
An SH-60B helicopter assigned to Hel-
icopter Anti-submarine Squadron
Light (HSL) 42 assigned to the guided-
missile cruiser USS Vella Gulf (CG 72)
keeps watch on suspected pirates as
the visit, board, search and seizure
(VBSS) team prepares to apprehend
them. (U.S. Navy photo by Mass Com-
munications Specialist 2nd Class
Jason R. Zalasky/Released)
34 Maritime Reporter & Engineering News
MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 5/ 2009 2: 13 PM Page 34
MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 4/ 2009 2: 37 PM Page 35
tion forces are contributing sophisticated
intelligence, command and control and
platforms to respond to the challenge, the
pirates have no intelligence and only the
most rudimentary boats, armed with low-
tech ladders and grappling hooks. While
they may have GPS, their weapons are
old and worn. “They just wait for a tar-
get of opportunity,” McKnight says.
“The best sensor for finding a skiff is a
helicopter with radar,” McKnight says.
“The next best is a mod-one eyeball.”
Some ships never realized they were
under attack until it was too late. “If they
had lookouts they would have seen this
coming,” McKnight says.
McKnight says some vessels have a
higher risk of being attacked. Ships with
low freeboard; a slow speed of advance;
transiting high risk areas during early
morning hours or operating outside the
agreed upon transit lanes; turning off
Automated Information System (AIS)
transponders or not posting lookouts put
vessels and their crews at risk, he says.
While some naval vessels are escort-
ing convoys through high-risk areas,
McKnight says “area denial” presence
operations provides a sort of zone de-
fense that concentrates forces in high
risk areas, and provides for economy of
force and a freer traffic flow.
In some cases the coalition forces
have detained or arrested pirates, McK-
night says. But that poses new prob-
lems. “It’s kind of like the dog catching
the car. What do you do now?”
In other cases, says Prentiss, the cul-
prits are “caught and released.” But
first, biometric data is obtained to iden-
tify them in the future, and they are in-
terviewed to get the pattern of the
pirates operations and educate them that
piracy is not the answer.
Three pirates who held Capt. Richard
Phillips, master of the Maersk Alabama,
as hostage were killed by Navy sharp-
shooters. Such rescues are the excep-
36 Maritime Reporter & Engineering News
“There are no treaties,” said Capt.
Greg Prentiss, USN, chief of staff
for the Combined Maritime Forces
(CMF). “This is a coalition of the
MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 9/ 2009 12: 14 PM Page 36
tion, not the typical military response to cases of
piracy. Abduwali Abdukhadir Muse, who was the
fourth pirate in that incident, has been taken to the
U.S. for trial and has been indicted on 10 counts,
including piracy and conspiracy to seize a ship by
force and to take hostages.
(Ironically, Maersk Alabama was carrying relief
supplies for the needy people of Somalia.)
Some captured pirates will be tried in Kenya.
Others have been taken to the Netherlands for trial.
In fact, some news sources said that two of the pi-
rates now in the Dutch judicial system want to stay
there after their sentence is up.
Regional legal systems present challenges in
prosecuting the pirates, he says. The inability to
effectively prosecute the suspects diminishes the
consequences. Even with successful prosecution,
the risk versus gain in Somalia still favors piracy.
“Piracy is a symptom of a disease, not a disease
in itself,” says Haitham Eltabei, a researcher with
the Egyptian Council for Foreign Affairs. The issue
of the economically and politically disastrous state
of Somalia over these last 15 years drew consider-
able discussion as the wrap-up panel at the recent
international IQPC Naval Security and Offshore
Patrol Vessel conference in Abu Dhabi focused on
root causes. While some may see the Somali fish-
ermen-turned-pirates as victims, retired Vice Adm.
Jacob Shuford, recently retired president of the
Naval War College, insisted that regardless of mo-
tive, piracy cannot be justified or excused. “Tak-
ing a crew hostage has always been viewed as a
crime against humanity.” He added, that over the
centuries, however, “the international response to
piracy has proven that the principle calculus is fi-
nancial rather than moral. The many ships today
that choose to transit pirate infested waters without
taking recommended routes and precautions offer
testimony to this: they have obviously weighed the
economic costs against the remote risks of an at-
tack, and determined the risks to be acceptable.”
As the maritime question is based on economics,
so is the Somalia situation.
While the navies of the world work together and
improve their abilities to protect shipping, and the
global shipping industry reduces its vulnerability
to pirate attacks, the ultimate solution remains
ashore in Somalia. When Somalia becomes a
strong, stable and secure sovereign nation, with a
legitimate and self-sustaining economy, it will then
have the ability and will to end this criminal activ-
June 2009 www.marinelink.com 37
Ships with low freeboard; a slow speed of advance; transiting high risk
areas during early morning hours or operating outside the agreed upon
transit lanes; turning off Automated Information System (AIS) transpon-
ders or not posting lookouts put vessels and their crews at risk, he says.
Rear Adm. Terry McKnight, USN
Rear Adm. Terence McKnight, commander of Combined Task Force (CTF) 151, presents an
American Flag to Capt. Cenk Dalkanat, commanding officer of the Turkish Naval Forces frigate
TCG Giresun (F-491), during a visit to Giresun, which is operating as part of CTF 151. CTF 151 is
(U.S. Navy photo by Lt. John Fage/Released)
MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 8/ 2009 1: 42 PM Page 37
38 Maritime Reporter & Engineering News
By Edward Lundquist
While naval forces try to prevent pirate
attacks from succeeding, there are calls
for the merchant ships themselves to
deter attacks with armed guards.
"Our goal is to encourage all vessels to
take appropriate security measures to
protect themselves from pirates," said
Michele Flournoy, undersecretary of de-
fense for policy, speaking to a Senate
Armed Services Committee hearing.
"We will continue to respond when
U.S.-flagged vessels and U.S. citizens are
attacked by pirates," Flournoy continued.
"But when ships have effective on-board
security measures in place, the vast ma-
jority of attempted pirate attacks can be
thwarted without any need for military
Flournoy says the U.S. military's main
task with regard to piracy is to employ
passive and active means "to help com-
mercial carriers turn their ships into hard
In fact, 78% of successful counter-
piracy actions were by the merchant
mariners – only 22% were due to naval
force intervention.
Some steps are simple, such as keeping
a watchful look-out and maintaining
communications with maritime security
authorities, varying routes, carefully
planning transits to avoid high-risk areas,
removing external ladders, rigging barri-
ers and other tactics, she said. Active se-
curity measures include non-lethal means
such as rigging fire hoses to repel pirates
to hiring civilian armed security teams
aboard vessels transiting the region.
“Sending U.S. Warships to patrol these
waters isn’t enough to protect U.S.
flagged merchant ships,” said Rep. Mike
Coffman, (R-Colo) in a letter to Pres.
Barrack Obama. “The placement of
small detachments of U.S. Marines or
sailors aboard U.S- flagged merchant
ships would help bring an end to the
piracy problem off of the coast of Soma-
lia for U.S. commercial shipping. This
would be a much more cost effective way
of ending any advantage that the pirates
have. New rules of engagement should
give U.S. military personnel, assigned to
U.S. merchant ships, the authority to en-
gage any small boat if it demonstrates
hostile intent when approaching a U.S.
merchant ship.”
The business decision of whether or not
to invest in equipment or security guards
to reduce the risk of pirate attacks has to
be weighed with the likelihood of being
attacked. With 30,000-plus transits in the
Gulf of Aden, and less than 50 successful
attacks last year, the chances are small.
Vice Admiral Bill Gortney, the com-
mander of U.S. Naval Forces Central
Command and the United States Fifth
Fleet, headquartered in Bahrain, speak-
ing at a House Armed Services Commit-
tee hearing on “Combating Piracy on the
High Seas,” said that our counter-piracy
efforts are focused on three main areas,
“to increase international naval presence,
to improve the defensive measures from
the shipping industry themselves, and to
internationalize or create an international
legal framework for the resolving of the
piracy cases.”
“Industry has made a business decision
when it comes to their ships and how they
protect them,” says Navy Cmdr. Jane
Campbell, a spokesperson for the com-
mander of the U.S. Fifth Fleet. “We have
compared it to hiring security guards for
companies who own warehouses. You
wouldn't think twice about a warehouse
with a fence, security cameras, and
armed guards. So why not hire profes-
sional security personnel [as opposed to
arming the merchant seamen] to ensure
your cargo and protecting your crews?”
One representative of a major shipping
“We believe that every vessel should
have the opportunity to shoot back,”
says Ron Wahl with SeaSchool, a
Florida-based training organization
with satellite classroom facilities in
several locations.
Call to Arms?
Is Arming Merchant Ships a Solution?
MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 5/ 2009 2: 18 PM Page 38
company said the issue isn’t that simple. “Warehouses
don't move and have the kind of diverse conditions we
confront at sea. Warehouses can't maneuver. The envi-
ronment involves thousands of contacts, some obviously
bad, some a bit shady, some totally innocent and some
all of the above depending on the day of the week.” But,
he added, “If our multibillion dollar Navy can't establish
order in the region, then we are seriously evaluating
armed security.”
Captain Phil M. Davies; director of the Oil Companies
International Marine Forum (OCIMF) says his organiza-
tion strongly supports the use of non-lethal defensive
measures to avoid, deter or delay any pirate attack. Fur-
thermore, he says that oil tankers and LNG ships do not
provide a platform conducive for armed guards or gun-
fire. "OCIMF does not support the use of armed guards
for a number of reasons, including a significantly in-
creased risk of personnel injury, fire and explosion; risk
of escalation of conflict (pirates will assume all vessels
are armed and attack tempo will increase accordingly);
difficulties of firing on a small boat as opposed to pirates
who have a large target; dealing with pirates onboard
after a successful attack is liable to lead to increased risk
of harm to crew; armed guards are not supported by key
international organizations; the consequences of injury
to pirates due to gunfire; and the possibility of mistaken
identity, as local fishermen are known to carry guns as
self protection against pirates and sharks."
Davies says the master has command of the vessel and
is responsible for all personnel onboard. "Merchant ves-
sels are not warships and it is very difficult for masters to
control weapons teams."
While the International Maritime Organization, in
IMO-MSC Circular 623, suggests distress flares, evasive
maneuvering, and the deployment of firefighting hoses
and water cannons to repel boarders, the carrying and use
of firearms for personal protection or protection of a ship
is strongly and explicitly discouraged. Italian Navy Cap-
tain Massimo Annati, director of the Regional Bureau
(North) for Defense Communication, IT and Advanced
Technology and deputy chairman of the European Work-
ing Group-Non Lethal Weapons, says there are many rea-
sons to agree with this recommendation. “Besides
ethical-moral considerations, mariners and seafarers are
not soldiers, and their contracts don’t include the re-
quirement for a sea battle; additionally they are not
trained in the use of firearms and, as consequence, the
outcomes of a wrongdoing could easily become dra-
matic,” he says. “There are also legal problems.”
“This latter aspect is especially important. A merchant
vessel is subject to the rules and the laws of its own flag-
state when it is sailing in international waters (i.e. over
the 12 nautical miles limit from the shore). When it is in
port or in transit across national waters it becomes sub-
ject to the rules and the laws of the coastal state. Most of
the states require that firearms are declared to Customs
when the ship enters in territorial waters, and are kept in
a safe. Other countries require that the weapons are en-
trusted to the Custom authorities, to be given back only
when the ship leaves. There are still others are that are
more liberal and allow the detention on board of specific
arms, and some more restrictive and prescribe that spe-
cific permission should be asked in advance, even in case
of weapons in transit.
June 2009 www.marinelink.com 39
They said it
"OCIMF does not support the use of
armed guards for a number of reasons,
including a significantly increased risk
of personnel injury, fire and explosion;
risk of escalation of conflict (pirates
will assume all vessels are armed and
attack tempo will increase accord-
ingly); difficulties of firing on a small
boat as opposed to pirates who have a
large target; dealing with pirates on-
board after a successful attack is li-
able to lead to increased risk of harm
to crew; armed guards are not sup-
ported by key international organiza-
tions; the consequences of injury to
pirates due to gunfire; and the possi-
bility of mistaken identity, as local
fishermen are known to carry guns as
self protection against pirates and
Captain Phil M. Davies; director of the
Oil Companies International Marine
Forum (OCIMF)
“My preference would be government
protection forces. However, as long
as they are adequately trained I would
not be opposed to private security on
board. Of course, I realize that very
clear protocols would have to be es-
tablished and followed. For example,
as a captain, I am responsible for the
vessel, cargo and crew at all times.
And I am not comfortable giving up
command authority to others... includ-
ing the commander of a protection
force. In the heat of an attack, there
can be only one final decision maker.
So command is only one of many is-
sues that would have to be worked out
for security forces to operate effec-
Capt. Richard Phillips, the master of
Maersk Alabama, speaking before the
Merchant Marine Infrastructure, Safety
and Security subcommittee of the Sen-
ate Committee on Commerce, Science
and Transportation.
“We believe that every vessel should
have the opportunity to shoot back. It
is our opinion that these small boat pi-
rates are not mentally equipped to
deal with return fire. Qualified mem-
bers of the crew should be permitted
to man their ‘repel boarders stations’
with guns.”
Ron Wahl of SeaSchool, a Florida-
based training organization with satel-
lite facilities in several locations
(Continued on page 63)
MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 5/ 2009 2: 18 PM Page 39
40 Maritime Reporter & Engineering News
By Dr. Michael R. Smith,
Chief Executive, Energyfiles,
The short term outlook for the drilling
industry has changed dramatically.
Lower oil prices have led to exploratory
wells being deferred or cancelled, devel-
opment projects being delayed and lay-
offs from both oil and service companies.
Last year seemed to be never so good for
the industry but there is now huge uncer-
tainty and, in some quarters, despon-
dency. But the downturn will be
short-lived and will serve only to make
growth even sharper in subsequent years.
Global financial turmoil has continued
into 2009, with job losses, massive gov-
ernment support of banks and insurance
companies, and bankruptcies at hundreds
of firms. As economic growth slowed
there was an inevitable knock-on effect
into energy demand. Oil demand, stand-
ing at around 85,000 barrels per day in
2007, declined in 2008 and will decline
even further in 2009 – the first time this
has happened for two years running since
However, retained profits have helped
to soften the blow for oil and service
companies, although many smaller firms
are now finding it difficult to raise capital
for drilling. Oil and globally traded gas
prices rose at unprecedented rates during
the first half of 2008, partly as a result of
price speculation but primarily due to a
lack of supply to meet relatively modest
demand growth. After year-on-year price
increases from a low of $13 per barrel
(for Brent in 1998), oil rose to an average
of $85 per barrel in 2008. But these aver-
ages show only part of the picture. The
spot price for Brent crude spiked at
$143.95 on the 3rd July 2008 but had
tumbled back to $36 per barrel by the end
of the year. In such an environment, off-
shore drilling activity, which usually re-
quires long lead-in times, is bound to be
volatile. But how long and how deep will
the decline be? A review of the world
forecast is given below. Detailed quanti-
tative analysis is available in two reports:
‘The World Offshore Drilling Spend
Forecast 2009-2013’ and, soon to be pub-
lished, ‘The World Offshore Oil and Gas
Production and Spend Forecast 2009-
2013’. Both ask and try to answer this
World Drilling
Global drilling is forecast to rise 6%
over the period 2009-2013 compared
with 2004-2008, despite a sharp decline
in 2009. Approximately 18,300 offshore
wells were drilled over the last five years.
Numbers picked up in 2004 as the oil
price rose, reaching a peak in 2007, be-
fore dropping slightly in 2008. The fore-
cast is of a decline in 2009, followed by
consistently rising numbers including a
sharp jump in 2011, to total 19,570 over
the period. Shallow water exploratory
drilling, due to a lack of opportunity, was
on a declining trend from 2000 to 2003,
followed by a modest price-led resur-
gence, especially in 2006 and 2007.
Drilling levels declined in 2008 and de-
cline is forecast to continue through
2009, followed by a period of recovery
and then a flattening off. Shallow water
exploratory drilling levels are not ex-
pected to return to their 2007 peak.
Meanwhile deepwater exploratory well
numbers have grown more rapidly, sup-
porting total exploratory drilling levels.
By 2013, deepwater wells are expected to
reach 40% of all exploratory wells. The
steady growth is a result of new ultra-
deepwater targets becoming increasingly
viable, as the capability of deepwater
production systems is improved, giving
additional encouragement to explorers to
take these expensive risks. After 2011,
however, there will be few remaining op-
tions to locate substantial reserves in
shallow or deepwaters except in excep-
tionally remote areas such as the Arctic,
environmentally sensitive areas and
within the distant reaches of the South
China Sea and Atlantic Ocean. Such
drilling will have to rely on higher oil
prices than in early 2009.
With surging oil prices, shallow water
development drilling grew rapidly in
2005 and 2006, before flattening off in
2007 and 2008. A decline is now forecast
followed by returning growth as many of
the delayed projects of 2009 are restarted.
Growth would be even more marked if
not for better, more productive, well
bores allowing fewer wells per field.
Total development drilling levels will be
supported by rapid growth in deepwater
drilling from 2010, especially in West
Africa and Brazil, so that numbers will
continue to increase rapidly with big
deepwater discoveries of recent years,
some of which have been delayed, com-
ing onstream by 2013.
World Spending
Global spending is forecast to rise 32%
compared with 2004-2008, despite re-
duced spending in 2009 and 2010. Ap-
proximately $278 billion (bn) was spent
over the last five years on offshore
drilling. Spends surged from 2005 to
2007 as a result of high oil prices that in-
flated all well costs. There was global
tightness in the availability of high tech-
nology equipment (especially rigs) and
personnel, and wells took longer and
were more costly to drill.
By the beginning of 2008, significant
new capacity had begun operating or was
under development, but few had forecast
the events of the second half of 2008. The
present capacity overhang is likely to be
brief as average oil prices remain above
project hurdle rates except for the most
expensive projects. Furthermore, order
backlogs are still at high levels which will
carry through many service companies,
especially with the reduced materials and
labour costs that are now being realised.
The forecast for 2009-2013 is of lower
spends in the first two years followed by
a return to previous levels of growth, to-
talling $367bn over the period.
Offshore Drilling Market
Decline is happening, but should be short-lived








MR June 2009 # 5 ( 33- 40) : MR Templ at e 6/ 5/ 2009 2: 19 PM Page 40
June 2009 www.marinelink.com 41
Much of this spending can be ascribed to in-
creased costs while well numbers grow at a slower
rate. This results from more expensive well types
in both shallow and deepwaters and general infla-
tion. All cost sectors have shown similar patterns
of growth, although rig costs have surged most rap-
idly since 2005 and are consequently expected to
fall more in 2009. In 2006 and 2007 there was a
disproportionate surge in rig costs as the high spec-
ification, high day-rate rigs most required were in
short supply. A wave of new rigs are now entering
the market and modest declines in rig utilisation
are expected over the next two or three years.
In broad terms the cost of the rig may be between
20% and 40% of the total well cost. Because of the
need to deviate wells, the rig costs, as a percent-
age of total costs, are generally higher for devel-
opment wells. In 2008, rigs are estimated to have
represented an average of 37% of total well costs,
of which 42% was spent on semi-submersibles and
35% on jackups. A little under 40% of rig costs
were used to drill deep water wells. Global rig
spends had been increasing dramatically since
2004 both as a proportion of well costs related to
deep water drilling increases (where the rig costs
command a greater proportion of total costs) and
due to inflationary effects. However, spends sta-
bilised in 2008 and are expected to decline in 2009.
Regional Activity
Global drilling spends have increased over the
last five years but there is disparity across the re-
gions due to a shortage of shallow water explo-
ration prospects and expanding installation of
production systems in deepwaters. Perhaps only
20% of sedimentary basins with shallow water pro-
duction also have deepwater potential.
North America spends have been maintained al-
most entirely by deepwater development drilling
in the Gulf of Mexico. A rise of 20% over the pe-
riod 2009-2013 compared with 2004-2008 is fore-
cast, although well numbers are expected to
decline by 10%. The region is vulnerable to hurri-
canes making prediction uncertain.
Asia took the largest share of spending but rela-
tive spends flattened in 2008 due to a lack of
drilling opportunities in its mature shallow water
acreage, except off China. Spends are forecast to
decline in 2009, remain flat in 2010 and then begin
increasing again as new deep water opportunities
are exploited off India and in the South China Sea.
Malaysia and Indonesia have significant ongoing
deepwater projects and India is developing deep-
water gas fields off its eastern coast. The Asian
market will return to strength by mid-2010 with a
wide range of opportunities, especially as China,
India and Vietnam look to exploit their more dis-
tant offshore shelves. Western European spends
declined significantly from 2002 to 2004 but in-
creased activity in the North Sea led to a surge in
spending from 2005. Spending is expected to gen-
erally be lower through to 2011 as prospects con-
tinue to diminish, but recover a little after tax relief
and higher oil and gas prices impact the commer-
ciality of smaller projects. After a sharp decline in
2009 spending is forecast to rise 5% over the fore-
cast period compared with 2004-2008 although
well numbers reduce. Deepwater spending is mod-
est due to a lack of deepwater basins outside lim-
ited areas of Norway, the UK and the
Mediterranean. In Africa, progressive exploitation
of deeper and deeper waters has driven growth.
However, a dip occurred in Africa in 2008 and this
is expected to be repeated in 2009 before steady
growth returns up to 2013. Steady growth is also
expected in Latin America, after a small drop in
2009, with Brazil and Mexico most active. The
three remaining regions are less significant, al-
though in percentage terms all three (Eastern Eu-
rope & the FSU, the Middle East and Australasia)
saw big increases in spends up to 2007. In 2008
only the Middle East continued to grow, but a dip
is expected in 2009. Growth is forecast to return
through to 2013 with low cost drilling in field de-
velopments dominating in the Persian Gulf and
higher cost deepwater or environmentally difficult
wells dominating elsewhere. The market in these
regions is expanding but there are relatively few
Global Outlook
The 2008 oil price spike had a huge effect on oil








(Continued on page 45)
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 8/ 2009 1: 44 PM Page 41
42 Maritime Reporter & Engineering News
Headquartered in Singapore, Otto Ma-
rine Limited is an offshore marine group
engaged in shipbuilding, ship repair and
conversion and ship chartering. The com-
pany – which was just recently listed on
the Main Board of Singapore Exchange
Securities Trading Limited (SGX-ST) –
owns and operates what it believes to be
one of the largest shipyards in Batam, In-
donesia. Its customers are primarily fleet
operators who provide logistics support
to offshore services and equipment com-
panies operating globally in the oil and
gas industry. Maritime Reporter recently
caught up with Lee Kok Wah, CEO and
Group Managing Director, to discuss his
company and its position in these inter-
esting financial times.
What are the most significant trends in
the last five years?
First, offshore oil and gas exploration is
getting more active in recent years and
that has resulted in more new orders in
our sector. Second, the aging offshore
support vessels has resulted in a high de-
mand for new vessels that has higher
specification and are safer to operate.
And third, offshore oil exploration and
production has moved towards deeper
water, and driving demand for larger and
higher specification offshore vessels;
What isthe most significant technical
advance during your career that had
the biggest impact on efficiency?
We believe that the use of advanced soft-
ware in shipbuilding has improved effi-
ciency significantly as it allows
shipbuilders to minimize errors and cus-
tomize vessels for customers by develop-
ing precise virtual models of vessels for
review and testing prior to production.
This is an area close to our hearts in Otto
Marine as we focus a lot in our design
and engineering capability and we
strongly believe in investing in advanced
technical software such as TRIBON, en-
gaging skilled professionals and con-
stantly providing training to our design
and engineering team to enhance the ef-
ficiency of our shipbuilding process.
Briefly describe your outlook for busi-
ness in 2009 and beyond?
I believe that the external market and eco-
nomic conditions will remain tough in
2009. Some companies in the offshore
marine sector may be affected by the liq-
uidity crunch that has undermined the
ability of companies to meet financial
projections. However these turbulent
times may also present opportunities for
companies with the foresight and ability
to take advantage of these opportunities.
The long term outlook for the offshore
marine industry remains positive. The
growing demand for energy and oil prod-
ucts worldwide has resulted in a higher
activity level in offshore oil exploration,
development and production. This, cou-
pled with the exhaustion/maturing of eco-
nomically viable oil and gas fields, has
led to the increase in deep sea exploration
activities. As the search for, and produc-
tion of, offshore oil and gas become more
demanding both in terms of increasing
water depths and severe weather condi-
tions, the demand for larger and more so-
phisticated offshore support vessels will
continue to grow since well over 95% of
all cargo going to offshore drilling units
and platforms is transported by vessels.
This demand will continue to provide
support for shipbuilding, ship chartering
and ship repair and conversion businesses
such as Otto Marine’s.
How is the global economic slowdown
affecting your business?
The offshore marine sector, like many in-
dustries, has been affected by the turbu-
lence in the economic environment and
the liquidity crunch. Although our ship-
building business has seen a slowdown in
new ship orders due to the global eco-
nomic downturn, none of our orders have
been cancelled thus far and the business
has benefitted from the decrease in prices
of raw materials such as steel and fuel.
Meanwhile our ship chartering business
has not been impacted with all charter
vessels on time charter.
What business does your company
Offshore Insights from OTTO Marine’s
Lee Kok Wah, CEO
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 5/ 2009 2: 25 PM Page 42
currently have in hand?
As at December 31, 2008, we have 22 vessels in
the order book (a $518.7m backlog) for our ship-
building business comprising AHTS vessels,
PSVs, utility vessels, a offshore construction ves-
sel and a accommodation work barge. Our charter
fleet of 11 vessels (including vessels held under
strategic partnerships) are currently all on time
charter, and we have another 18 vessels under con-
struction that will be added to the charter fleet. Of
these 18 vessels, we have already entered into
charter contracts for four of the vessels.
What is your company’s primary area of focus
(ie. commercial vs. military; big ships vs.
smaller boats) and what do you count as your
competitive advantages?
Our shipbuilding business is focused on the more
complex and sophisticated offshore vessels which
comply with technical specifications required to
operate in the North Sea. Otto Marine’s strong en-
gineering and technical capabilities, coupled with
our solid track record of delivering vessels that
meet our customers’ expectations, has enabled our
Group to gain recognition in the construction of
high-specification offshore support vessels. In ad-
dition, we have one of the largest shipyards in
Batam with approximately 40 hectares of land area
and 450 m of usable waterfront that is equipped
with Syncrolift which enables completion of con-
struction and repair of vessels in greater numbers
within a shorter timeframe, thereby increasing pro-
ductivity and economies of scale.
Can you discuss in brief recent projects deliv-
ered and/or projects currently progressing in
the yard.
Among the PSVs on order are two Norwegian-de-
sign MT6009 DNV-class diesel electric PSVs, and
we are also working on four AHTS vessels that are
highly-specialised 21,000 bhp AHTS vessels
which adopt the latest VS491 design from Norwe-
gian ship design house Vik-Sandvik. We have
started the construction of the latest Norwegian-
design MT6022XL offshore construction vessel.
What investments is your company making
today that are intended for the long-term health
of the company?
We are continuously upgrading our technical ca-
pabilities by investing in advanced equipment and
technology in order to enhance our processes and
improve efficiency and productivity through bet-
ter project management control. Ultimately, we
believe that this will help us strengthen overall
competitiveness, shorten our vessel delivery period
and minimise costs.
We also intend to progressively increase our ship-
yard capacity to take on more and larger products.
We will expand the usable waterfront of our
Batam shipyard from 450 m to approximately 800
m and extend our Syncrolift berthside by 32 metres
x 245 metres, among other upgrades to our Batam
shipyard facilities.
What do you consider the most important trends
in your business to be? Ie. what’s happening today
that will affect your business for the next 10 years.
There are 3 key trends that will impact our busi-
First, current industry trends call for vessels with
improved design on stability capabilities and in-
herently safer and environment friendly operation,
which will drive demand for increasingly sophisti-
cated vessels.
Second, the continuing growth in global demand
for energy will continue to be an important trend
providing support for the offshore marine sector.
The World Energy Outlook 2008 report released
by the International Energy Agency (IEA) fore-
casts that the global primary energy demand will
increase at an average annual rate of 1.6% between
2006 and 2030, with global oil demand reaching
106 million barrels per day in 2030, an increase of
25% up on 2006.
Third, E&P activities in emerging markets such as
Africa, South America and Asia are becoming in-
creasingly active and we are seeing growing de-
mand for bigger and more sophisticated offshore
vessels from these emerging markets. I believe
that these emerging markets will underpin growth
in demand for the offshore marine sector in the
years to come.
“We believe that the use of advanced software
in shipbuilding has improved efficiency signifi-
cantly as it allows shipbuilders to minimize er-
rors and customize vessels for customers by
developing precise virtual models of vessels
for review and testing prior to production.”
Lee Kok Wah,
CEO and Group Managing Director,
Otto Marine
June 2009 www.marinelink.com 43
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 8/ 2009 1: 44 PM Page 43
What do you consider to be the biggest chal-
lenges to your company’s continued success in
terms of:
At Otto Marine, we believe that our strong engi-
neering and technical capabilities is a key factor
that set us apart, hence a key challenge for us will
be our continued ability to advance and stay ahead
in terms of our engineering and technical capabil-
ities to deliver vessels that meet our customers’
needs. For example, just a few years ago dynamic
positioning was not commonly heard of, yet today
even small AHTS vessels require DP1 whilst the
larger vessels require DP3.
We expect competition for our shipbuilding busi-
ness to get more intense in the next two to three
years as the smaller, inexperienced and weaker
yards undergo consolidation as a result of the eco-
nomic downturn and credit squeeze. Nonetheless
as the market leader in our niche market, we be-
lieve that our track record and ability to build on
our competitive strengths will continue to help set
us apart. For our ship chartering business, we be-
lieve that demand currently outstrips supply and
our focus in on building our chartering fleet to
meet demand, thereby providing a stable stream of
long term income through medium to long term
charter contracts for Otto Marine.
44 Maritime Reporter & Engineering News
Otto Marine Results
$ million 4Q08 4Q07 % Change FY08 FY07 % Change
Revenue 81.9 42.0 94.7 313.7 203.7 54.0
Gross profit 22.4 11.8 88.8 80.0 53.0 50.9
Net profit 6.5 3.37 91.6 38.9 34.8 11.9
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 8/ 2009 1: 45 PM Page 44
June 2009 www.marinelink.com 45
demand in countries where oil prices are
not fixed or subsidised. Supply is now
well above demand. Meanwhile, gas sup-
plies are also ample, although regional
imbalances remain with some markets in
Europe, North America and Asia, poorly
connected to supply sources in Central
Asia, the Middle East and North Africa.
Major new gas projects, from being cer-
tain money earners, have suddenly be-
come commercially risky. There have
been severe repercussions in prices for
offshore drilling services. In early 2008,
high oil prices and a global shortage of
drilling opportunities had ensured that
even the most expensive offshore drilling
projects went ahead. However, the costs
to drill these wells have increased dra-
matically. In 2008, a typical shallow
water exploratory well in the North Sea
could cost over $30 million (mm); a price
that had nearly doubled in a decade,
whilst the growing number of expensive
deepwater wells was making actual in-
flation in spending even greater. In 2009
we have across-the-board deflation in
prices and delays in both shallow and
deepwater projects.
The question right now is; how long
will this last? Historically, global eco-
nomic recessions have led to declining
energy demand, but the resultant lower
prices have soon led to a recovery in de-
mand and then prices, especially as
OPEC has acted to rein in output to
tighten supply. Thus in early 2009 the
supply/demand balance for oil had al-
ready stabilised, despite the worsening
recession. For the offshore drilling in-
dustry the numbers point to a return to
stability in 2010 and, in 2011, a return to
growth is forecast.
The Reports
“The World Offshore Drilling Spend
Forecast 2009-2013” and, soon to be
published, “The World Offshore Oil and
Gas Production and Spend Forecast
2009-2013” provide overviews of future
prospects for offshore drilling, produc-
tion and spends, quantitatively forecast-
ing the world market by region and type
of activity. The reports include essential
information for decision-makers in oil
companies, the contracting and supply in-
dustries, and government departments.
For more information or to order a report
visit www.dw-1.com/products email pub-
lications@dw-1.com or call +44 (0)1227
Michael has spent over 25 years work-
ing in the oil and gas industry. His inter-
est in energy and activity forecasting was
stimulated over a decade ago whilst
working in the Middle East. Here he ob-
served the rapid rise and fall of an up-
stream business and realised how the
scarcity of low cost drilling prospects
was influencing production and spending
even then. He is now Chief Executive of
Energyfiles where he has developed a de-
tailed forecasting service. Energyfiles
works closely with Douglas-Westwood.
Established in 1990, Douglas-West-
wood is an independent employee-owned
company and the leading provider of
business research & analysis, strategy
and commercial due diligence on the
global energy services sectors. We have
offices in Canterbury (England), Ab-
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and to date have completed more than
550 projects for clients in over 50 coun-
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(Continued from page 41)
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 5/ 2009 2: 32 PM Page 45
46 Maritime Reporter & Engineering News
From San Diego to Puget Sound
West Coast Ship & Boatbuilding
NASSCO, National Steel & Shipbuilding Com-
pany, is not only the dominant shipyard on San Diego
Bay, but the only yard with a major shipbuilding ca-
pability along the entire U.S. West Coast. Its roots
date back to a small 100-year old ironworks that got
into commercial shipbuilding and was acquired in the
1950s by a group headed by Henry J. Kaiser Com-
pany, largely to provide a market for Kaiser Steel’s
plate mill at Fontana. In the 1990s, as the Navy got
out of the shipbuilding business, NASSCO got into it,
and was acquired by defense contractor, General Dy-
namics Corp., which also operates Bath Iron Works
and Electric Boat. Today NASSCO employees more
than 4,700 at its shipyard on San Diego Bay. “Basi-
cally, we have two Navy construction programs,” said
Steve Eckberg, NASSCO’s manager of Government
(Naval) Ship Building. “In production is the T-AKE
dry cargo/ammunition ship program and in prelimi-
nary design is the MLP (mobile lift platform) program
to support sea basing. On the T-AKE side, we have de-
livered seven of 14 ships, and are getting ready to start
the 8th ship in August, using under half of the man
hours that we used on the first ship.”
Kevin Mooney, NASSCO’s manager of Commercial
Ship Building, described the yard’s 2005 program that
built four double-hull tankers for carrying oil from
British Petroleum’s facilities in Alaska to the firm’s
southern California refinery. “At that time, we began
to realize that, because of the Jones Act, American
ships, like product tankers and containerships, would
have to be built largely on the basis of off-the-shelf
designs. So, we searched the world for a partner to
help us launch a new cooperative business model and
landed with Daewoo Shipbuilding & Engineering
Company in South Korea. We have become closely
aligned with them in the design, materials procure-
ment and production. We brought a team of Daewoo
consultants into the shipyard for a few years and have
worked very closely with them.
Shipbuilding under the new business model with the
Koreans began with a nine-ship Product Carrier
(Tanker) Program, which was signed in March 2006,
with the first ship launched in January 2009. US Ship-
ping will be the operator of the first five ships, fi-
nanced through a joint venture that they have with
Blackstone. The first ship that we built is already on
active charter to BP on the West Coast and has been
doing very well. The second ship will be going on sea
trials shortly and be on-charter to Marathon Oil in the
Gulf region.
The three major shipyards on San Diego Bay,
NASSCO, BAE San Diego Ship Repair, and Conti-
nental Maritime of San Diego, Inc. (Northrop-Grum-
man) compete for Navy ship modernization programs,
yet they also have a cooperative agreement to share
the work once the lead contract has been awarded.
The result is that the Navy has a strong industrial base
in San Diego in terms of ship modernization and repair
BAE Systems San Diego is a ship-repair yard on
San Diego Bay. “We have a very strong partnership
with our neighbor, NASSCO,” said Stephanie Mon-
cada, BAE Systems’ corporate communications man-
ager. Robert Kilpatrick, vice president and general
manager for BAE San Diego Ship Repair, explained,
“Although we do a small amount of commercial work,
we currently have two types of Navy contracts, a
cruise-ship modernization program and multi-
ship/multi-option contracts, which allows ships to be
brought in on a cycle. So, we have a very high usage
rate for our larger drydock. Earlier this year, we fin-
ished the one-year overhaul of the USS Bunker Hill,
both the electronic systems and the hull, machinery,
and electrical upgrades. We have done over a half-
dozen of these modernizations which extend the life of
these cruisers. They were designed for a 30-year life
cycle and, with this modernization, they are looking
to get 10 to 15 more years of service. After the cruis-
ers, come the Arleigh Burke destroyers which consti-
tutes a really big project.”
San Pedro Bay, home to the two largest container
ports on the Pacific Coast, the Port of Los Angeles and
the Port of Long Beach, has only one shipyard, Al
Larson Boat Shop, to service all of the harbor craft at
the ports. The yard lays claim to be “the oldest ship
repair facility in southern California” and, when we
talked with Jack Wall, its president, it was the yard’s
106th birthday. “It should be called a ‘shipyard’ rather
than a ‘boat shop,’ but we still keep the old name,”
Wall said. “We do occasional work on the Navy’s Sur-
face Support Fleet, but our work is mostly fuel barges
and flat-deck barges, as well as harbor tugs and high-
speed Catalina ferries. We do a bit of everything, steel,
as well as aluminum and fiberglass work, but no new
construction. Our marine railways handle vessels up to
140 ft. long and weighing up to 400 tons. We have
barge ways, exclusively for barge-type vessels up to
265 by 60 ft. We also have a floating dry dock that
can handle vessels up to 220 ft. in length by 42 ft .wide
Maritime Reporter & Engineering News goes
west, to the U.S. West Coast that is, to gauge
current business and future prospects at lead-
ing ship and boatbuilding yards from San Diego
to Bellingham, Wash.
By Wes Starratt, PE, West Coast Editor
Pictured: Recent launching of a 455-ft Crowley barge at the Gunder-
son Marine on the Willamette River in Portland, Oregon. The barge
is slated for transporting a drilling platform to Alaska’s North Slope
this Summer. Courtesy Gunderson Marine Division.
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 5/ 2009 2: 32 PM Page 46
June 2009 www.marinelink.com 47
and up to 1,000 tons in weight.”
While the Al Larson Boat Shop may claim to be
the oldest, BAE Systems San Francisco Ship Re-
pair can claim to be operating at the location of
the oldest shipyard in California. Dating back to
state’s gold-rush days, it is the site of the Union
Iron Works that was originally established to build
heavy machinery for the state’s gold mines and
then steam locomotives before launching its first
steel ship in 1885. While the site may be historic,
today’s ship repair facilities are among the most
“We have spent millions of dollars on upgrades
to the yard and are continuing to do so,” said Hugh
Vanderspek, general manager. “We are a full-ser-
vice shipyard and working to be more flexible.
Some 30 percent of our work is for cruise ships,
30 percent for large commercial vessels such as
tankers, 30 percent is government tonnage such as
the Military Sea Lift Command, the Maritime Ad-
ministration, and the Coast Guard, and 10 to 15
percent is barge and bay traffic.”
BAE’s San Francisco yard has two 2,557 ft. piers
and two dry docks: one 569 by 86 ft. and the other
900 by 148 ft. with a lifting capacity of 66,000
metric tons, making it largest dry dock on the Pa-
cific Coast and the only the only one capable of
servicing the large cruise ships that carry passen-
gers along the coast to Canada and Mexico. “We
are doing a good volume of cruise ships,” Vander-
spek said. “We have done two this year, the Carni-
val Spirit and the Carnival Elation, and in
December the Carnival Paradise. We have the Nor-
wegian Star booked for this fall and are working
on a schedule for the Princes ships. Currently, we
have a Chevron tanker in the yard, and will soon
have another tanker. With all of the construction
work on the Bay Bridge, we have a steady stream
of barges for repair.”
With the fleet of passenger ferries and excursion
boats on San Francisco Bay slated to grow to more
than 60 boats, at least one shipyard is needed to
keep the ferries in operation. That task has been
assumed by Bay Ship & Yacht, the Bay Area’s
only major shipyard with extensive experience in
aluminum metalworking and in maintaining fer-
ries. The yard, located directly across the bay from
the Golden Gate on the island of Alameda, along
the Port of Oakland’s 42-ft. deep channel, is expe-
rienced in maintaining all types of steel and alu-
minum boats from tugs, barges, and ferries to
megayachts and Coast Guard vessels up to 400 ft.
Currently, the aluminum catamaran ferries oper-
ating on the bay are all built by several yards in the
State of Washington, with warranty and repair and
maintenance work performed in the Bay Area. Bill
Elliott, general manager of Bay Ship & Yacht said,
“Bay Area ferries can and should be built and re-
paired right here in the Bay Area. We already have
the facilities, with an aircraft maintenance struc-
ture that we operate on the seaplane lagoon of the
former Alameda Naval Air Station, where we re-
cently rebuilt a 270-ft. historic lumber schooner.
The building is more than adequate to build ferries
for San Francisco Bay.”
Facilities at the Bay Ship & Yacht yard include a
1200-ton/200-ft. Syncrolift and railway transfer
system with a capacity for seven 200-ft. vessels on
land; a 390-ft. drydock to 2,800 tons; miscella-
neous cranes; two outfitting docks; and fabrication,
machine, wood, paint, and propeller shops.
“We anticipate refurbishing a couple of older fer-
ries during the next few months and are doing quite
a few engine replacements on tugs and ferries to
comply with the California Air Resources Board’s
new emission regulations,” Elliott said.
Moose Boats is a relatively new boat-yard lo-
cated at the marina where the Petaluma River en-
ters San Francisco Bay. “We specialize in building
small, high-speed aluminum catamarans to meet
mission-specific applications such as law enforce-
ment, emergency response, and security,” said
Abby Walter, GM. “The majority of our boats are
twin diesel and waterjet propelled.” Moose Boats
has built and delivered more than 45 waterjet boats
of similar design to the U.S. Navy and various law
enforcement agencies. The boats are built accord-
ing to four basic designs: M2-33, M2-35, M2-37,
and M1-44. Recently, a team from Massachusetts
Port Fire Rescue, the agency responsible for safety
and security at Logan International Airport, was at
the boatyard to accept a M2-37 boat. Earlier, the
yard delivered a M1-44 fire/rescue boat to the
Lewes Fire Department of Lewes, Delaware, for
firefighting, search and rescue, and regional all-
weather response in the Delaware Bay region.
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 8/ 2009 1: 47 PM Page 47
48 Maritime Reporter & Engineering News
The 44-ft aluminum catamaran is pow-
ered by twin Cummins QSC, 8.3 liter,
600-hp turbo-diesel engines, propelled by
Hamilton 322 water jets.
The Columbia River is the second most
important river of commerce in North
America, with three major fleets of
barges carrying vast tonnages of grain
down the river for export throughout the
Pacific Basin. Among the yards serving
the tug and barge market are Gunderson
Marine and US Barge in Portland, to-
gether with Foss Maritime’s tug-build-
ing yard at Rainer, Ore.
The Gunderson yard is located along
the Willamette River in Portland. It
builds ocean-going barges for the East
and West Coasts that are mostly in the
400-ft. range, although a 480-ft. barge is
now scheduled, together with petroleum
barges in the 440-ft. range. These barges
are built on the yard’s 750-ft.-long side-
ways launch, the largest on the West
Coast. “In 2006, we went through a
major expansion of the yard, completely
changing the layout and going from 100
to almost 400 employees,” said Mark
Eitzen, manager. “We had been building
two to three ocean-going barges per year,
but last year we delivered eight. Crow-
ley has given us an order for 10 barges,
so, our backlog extends to 2012. We re-
cently delivered two barges to Crowley
that will be used in combination with
Parker Drilling and British Petroleum to
develop BP’s Liberty Oilfield on Alaska’s
North Slope. The drilling platform, which
is being completed in Vancouver, Wash.,
will be transported this summer on our
two barges to the North Slope.
US Barge is a relatively new company
operating out of a World War II shipyard
along the Willamette River in Portland,
Oregon. It is owned by two local firms,
Oregon Iron Works and Vigor Industrial.
Recent investments include a 1,000-ton
gantry crane and a drydock with a
50,000-long-ton lift capacity. The com-
pany launched its first barge in October
of 2007 and “is currently building the
fourth in a series of four-barges, 360 x 90
x 21-ft-deep for Young Brothers for the
inter-island shuttle of containers in the
Hawaiian Island,” said to Brian Akin of
US Barge. “We are also building four
31,500-barrel oil barges for Harley Serv-
ices Marine of Seattle.”
Foss Maritime has a specialized tug-
building yard along the Columbia River
at Rainier, Oregon. It recently launched
of the Carolyn Dorothy, reportedly the
world’s first hybrid tug, now in service at
the Port of Long Beach. “We do new and
specialized construction of tugs, such as
Dolphin Class Tug Boats, at our small
four-acre yard, across the Columbia
River from Washington’s Kelso-
Longview area. We built nine Dolphin
Class tugs before we built the hybrid, and
currently are building a tug called the De-
foss for our El Segundo, Calif., operation
at the Chevron refinery,” said Gene Hen-
ley, Foss’ director of shipyards. “We are
also building a San Francisco Bar Pilot
Station Boat slated for delivery in July,
and are targeting a Foss ocean-going tug
as well.” Foss Maritime also has a small
yard of about seven acres in Seattle for
the maintenance and repair of its own
tugs, those of sister companies like Young
Brothers in Hawaii, and other boats, to-
gether with some of the Alaska fishing
fleet. “We have three small dry docks,
with the largest about 80 by 400 ft. It is a
nice little operation,” said Henley.
Puget Sound:
A Multitude of Yards
Thanks to an active coastal and trans-
Pacific maritime industry with three
major sea-ports and several smaller ones,
plus the Alaska trade, an extensive fishing
industry, major Navy installations, and a
large automobile ferry network, Puget
Sound has more shipyards, large and
small, than any other location on the Pa-
cific Coast. The largest is Todd Pacific
Shipyards in Seattle, a yard that dates
back to 1916. Today, Todd is a ship-re-
pair yard, involved in U.S. Navy and
Coast Guard ship repair and moderniza-
tion programs. The yard has two dry-
docks, including the Emerald Sea, the
largest on Puget Sound, measuring 803 x
134 ft., plus seven piers with a total of
nearly 4,500 ft. of berthing space. “We
have long-term contracts with the U.S.
Navy to do the non-nuclear maintenance
of both aircraft carriers that are home-
ported in Puget Sound, as well as carri-
ers that come to Puget Sound,” said John
Lockwood, RADM, USCG Ret., Todd’s
director of marketing and business devel-
opment. “We do that work inside of the
Puget Sound Naval Shipyard at Bremer-
ton; so a large number of our employees
actually work there. We also have a long-
term contract to do maintenance work on
the ships that are home-ported at the
Everett Naval Station, as well as long-
term contracts to maintain all three of the
U.S. Coast Guard’s ice breakers that are
home-ported in Seattle. We are in the
process of starting the construction of a
steel-hulled 64-car combination auto and
passenger ferry for Washington State Fer-
ries. Aluminum modules for the ferry will
be built by Nichols Brothers Boat
Builders and Everett Shipyard, a sub-
sidiary of Todd.” Among boat builders
that have been supplying aluminum cata-
marans to the ferry fleet on San Francisco
Bay is Dakota Creek Industries, located
on a deep-water channel at Anacortes,
Wash. The firm has a 125-acre yard with
The shipyards in San Diego Bay, showing NASSCO in the foreground, then BAE San Diego Ship Repair in the center, and Continental Maritime near San Diego-
Coronado Bridge. Courtesy NASSCO.
MR June 2009 # 6 ( 41- 48) : MR Templ at e 6/ 5/ 2009 2: 35 PM Page 48
June 2009 www.marinelink.com 49
a 650-ft. concrete repair and outfitting
dock, and two smaller outfitting docks, a
5,000-ton Syncrolift, a 314 x 100-ft. dry-
dock, and a 300 x 100-ft. controlled-at-
mosphere assembly building that was
used for aluminum ferries, the last ones
being inter-island ferries for Alaska. The
firm is capable of building and repairing
steel and aluminum vessels up to 400-ft.
in length, including tugs, fishing vessels,
ferries, fireboats, and barges. “We com-
pleted one and are building two more
309-ft. Inspection Maintenance Repair
vessels for deep-water offshore oil-sup-
port, and we are building several tugs for
Crowley,” said David Longdale, yard
It is refreshing these days to find a boat-
builder or any other business with a “help
wanted” sign, but that is the case with
Kvichak Marine Industries, a builder of
diverse types of aluminum boats, with
two boat-yards: one in Seattle along the
Lake Washington Ship Canal and the
other at Kent near the airport.
Seattle facilities include an outfitting
dock and several fabrication buildings.
Keith Whittemore, president of Kvichak,
commented, “Between the two yards, we
employ 250 people.”
“At the Seattle yard, we are building
quite a range of boats. We just finished a
foil-assisted catamaran for NOAA in Bal-
timore. At the Kent shipyard, we are
building a run of oil skimmers for the
U.S. Navy. We are also doing a run of
MPF patrol boats for the U.S. Navy, and
an 80-ft. debris collection vessel for the
U.S. Army Corps of Engineer to operate
in San Francisco Bay to keep the lanes
open for the ferries that we are building.”
“Also, we are building four catamaran
ferries for the Water Emergency Transit
Authority (WETA) on San Francisco
Bay: two 149-passenger boats and two
199 passenger boats. The first two (the
Gemini and the Pisces) have been deliv-
ered and the second two are under con-
struction, jointly with Nichols Brothers
Boat Builders. We are also doing a 75-ft
pilot boat for Houston Bar Pilots and
three 72-ft pilot boats for Dutch pilots to
operate out of the Port of Rotterdam.’
All American Marine, located on
Bellingham Bay, a few miles south of the
Canadian border, specializes in building
high-speed aluminum mono-hull and
multi-hull vessels under license to Tekn-
icraft Design of New Zealand. The firm
has a 22,000-sq.-ft. fabrication building
with a marine railway leading to a dry-
dock and the bay. For the past 15 years,
it has built more than 100 aluminum
boats, including hydrofoil-assisted cata-
marans and mono-hulls.
Among the more recent boats built by
All American Marine is the River Gorge
Explorer, a 65-ft., 70-passenger, hydro-
foil-assisted, aluminum catamaran that
will whisk passengers along the banks of
the Tennessee River Gorge near Chat-
tanooga. Joe Hudspeth of All American
Marine, pointed out that the firm has also
built five catamarans for NOAA and the
National Marine Sanctuaries. The latest
is an 82 x 30-ft. aluminum catamaran for
the Flower Garden Banks National Ma-
rine Sanctuary.
At Todd Pacific Shipyard in Seattle, the Pacific Glacier, a 276 ft long, 3,124-ton fish trawler-processor designed for a crew of 106 shown under construction for
Glacier fisheries of Seattle. Courtesy Todd Pacific.
All American Marine recently received a 4 boat order to construct additional
NOAA survey launches funded by the ARRA stimulus bill.
MR June 2009 # 7 ( 49- 56) : MR Templ at e 6/ 5/ 2009 1: 56 PM Page 49
50 Maritime Reporter & Engineering News
At the beginning of May, the Ship-
builders Council of America (SCA)
elected Herschel Vinyard, Vice President
at Atlantic Marine Holding Company, as
its new chair. Maritime Reporter sister-
publication MarineNews spoke with Vin-
yard about the state of U.S. shipbuilding,
the outlook for the future and the coun-
cil’s priorities.
What’s the state of shipbuilding in the
U.S. today?
The current state of commercial, mid-tier
shipyard, represented by the Shipbuilders
Council of America, is stable with the
vast majority of our membership contin-
uing to report strong order books. The
current economic situation has, however,
made it more difficult for ship owners to
obtain project financing, thereby delay-
ing certain projects. At the same time, the
commercial shipyard industry continues
to have a challenge with recruiting, train-
ing and retaining skilled labor. Our mem-
ber shipyards, including Atlantic Marine,
provide workforce training, giving our
employees greater skill sets, and in turn,
greater job security. There is, however, a
great deal of competition for this skilled
shipyard labor and there is no guarantee
that at the end of the training program an
employee will remain with your ship-
yard. In addition, I believe the shipyard
industry work environment has improved
significantly, and we need to be more ef-
fective in communicating that fact to high
schools, technical colleges and maritime
institutions to encourage and promote ca-
reers in our industry.
What’s the outlook for industry?
While energy prices are relatively low
right now, there is continued offshore oil
and gas development in the Gulf of Mex-
ico, which is a promising sector for the
construction and repair of the vessels that
service this industry. Deeper oil and gas
development in the Gulf region will trig-
ger the need to construct shuttle tankers
and larger workboat vessels to service
these areas. The recapitalization of the
Jones Act fleet, especially the vessels
servicing the non-contiguous trades is a
steady sector, including the vessels that
must be replaced to meet the 2012 single-
hull phase out date under the Oil Pollu-
tion Act of 1990. Another potential new
market for our industry in the coming
years could be building vessels for the
short sea transportation initiative. Short
sea shipping has been discussed in this
Congress as a potential alternative trans-
portation mode to reduce congestion on
the road and rail systems. The concept of
moving commerce domestically on the
water is viewed by all as a “green” trans-
portation option.
Do you see any opportunities resulting
from the stimulus funds?
The stimulus funds provided $100 mil-
lion for the Small Shipyard Assistance
Program. The Shipbuilders Council of
America advocated for this program to
provide grants for capital improvements
at shipyards. The rationale for the Small
Shipyard Assistance Program was to pro-
vide a competitive-based grants process
for qualified shipyards to receive some fi-
nancial assistance to become more effi-
cient, cost-effective and increase the
quality of domestic ship construction.
From an economic stimulus perspective,
there are over 300 shipyards located in al-
most every region of the United States
that will qualify for the Small Shipyard
Assistance Program. The grants from this
program will provide substantial em-
ployment opportunities in direct infra-
structure construction work and sustained
high-wage jobs in U.S. commercial ship-
yards around the U.S.
What legislative issues are currently
the most important for the shipbuild-
ing industry?
The defense of the Jones Act is always a
top priority for the Shipbuilders Council
of America. One of the biggest concerns
recently for the association has been the
amount of rebuilding and conversion
work that is being performed on Jones
Act vessels in foreign shipyards. The
Jones Act prohibits vessels that operate
in the domestic trades from being rebuilt
outside the U.S. Unfortunately, there has
been some confusion about the amount
and type of work that can be legally per-
formed on Jones Act ships in foreign
shipyards. The SCA is actively working
to clear up that confusion to ensure Jones
Act vessel rebuilding and conversion
work is done in U.S. shipyards.
The proper enforcement of the Jones Act
is one policy area that must be improved.
It is critical that the Jones Act be properly
enforced for the benefit of the entire
Jones Act maritime community – this in-
cludes U.S. shipyards, U.S. owners and
U.S. labor. The domestic maritime in-
dustry must stand together to make cer-
tain that the U.S. agencies responsible for
enforcing the Jones Act perform those
tasks as Congress intended.
What are your priorities for the Ship-
builders Council of America?
The SCA is focused on being a leader in
the U.S. maritime community, working
with maritime labor and vessel operators
to produce the best and most cost effec-
tive vessels for the industry. Since 1920,
SCA has been the leading advocate for
shipyards that build, repair and service
America’s fleet of commercial vessels.
The priority is to make sure that this Con-
gress and the Obama Administration sup-
port the shipyard industrial base and that
SCA continues to be a strong voice for
our membership.
As discussed earlier, an important initia-
tive for the SCA will be to continue to
support full funding for the Small Ship-
yard Assistance Program. In addition, the
SCA will continue to advocate for several
other legislative initiatives that create sta-
bility and greater market certainty for the
commercial shipyard industrial base. We
are also working diligently on improving
shipyard safety. I know that this is prior-
ity one at Atlantic Marine (and routinely
reinforced by our CEO, Ron McAlear).
U.S. Shipbuilding Challenges ahead
“Another potential new market for our
industry in the coming years could be
building vessels for the short sea
transportation initiative.”
Herschel Vinyard, Vice President at
Atlantic Marine Holding Company, is
the new chairman of the Shipbuilder’s
Council of America.
$100M “Stimulus” Funds
The US Maritime Administration (MARAD) has announced the availability of
$100 million in grants through the American Recovery and Reinvestment Act
(the so-called “economic stimulus act”) for shipyards with fewer than 1200
employees. An additional $17 million will also available through the Omnibus
Appropriations Act of 2009. The program provides 75 percent federal funds
with 25 percent matching funds from the shipyard for capital improvements
and related infrastructure improvements to foster efficiency, competitive op-
erations, and quality ship construction and repair. MARAD reported that it re-
ceived a total of 453 grant applications from shipyards on all coasts.
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June 2009 www.marinelink.com 51
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52 Maritime Reporter & Engineering News
Despite a decided downturn in the
world economy, ship repair and conver-
sion projects and prospects remain rela-
tively buoyant worldwide. Maritime
Reporter surveyed industry leaders to
discover some interesting projects.
Navantia's ship repairs and conver-
sions centers are located close to the
Straits of Gibraltar (Cádiz-San Fernando
shipyard), the Atlantic coast (Fene-Ferrol
shipyard), and the Mediterranean coast
(Cartagena shipyard) and on the main
shipping routes between the Mediter-
ranean Sea and Northern Europe.
The Navantia's centers report that 2009
is going well, so far, and that all of the
business milestones set out for this year
are being met. Repairs, conversions and
routine maintenance continue to be car-
ried out and the level of repair activity
and dock occupation is matching that of
recent years. While the company reports
that it is too complicated to forecast the
results of the second half of the year, con-
sidering the global economic crisis, it re-
mains positive and projects to maintain
the level of activity that it has had in the
The most interesting repair carried out
so far this year, in the Cádiz-San Fer-
nando shipyard, was that of the Ramform
Vanguard, a seismic research vessel from
Norway’s PGS. An important upgrading
project was carried out, with respect to
the installation of an additional azimuth
propeller to provide the vessel with more
navigational speed and more lifting and
drag capacity for the seismic prospecting
cables which it carries. The project was
completed ahead of schedule, which re-
sulted in Navantia receiving the corre-
sponding bonus from a satisfied owner.
In the Fene-Ferrol shipyard, Navantia
and BP Shipping have signed the Euro-
pean Shiprepair, whereby all Atlantic and
Mediterranean repairs of BP's fleet will
be undertaken by the three shiprepair
centers of Navantia. Two repair projects
of the vessels British Falcon and British
Unity, both owned by this company, were
being carried out at press time.
Bahrain-based Arab Shipbuilding and
Repair Yard (ASRY) is reportedly set to
ride out 2009 powered by its record
breaking 2008. Both chairman, H.E.
Shaikh Daij bin Salman bin Daij Al-
Khalifa and Chief Executive Chris Potter
are upbeat about the yard's performance
this year following sales in 2008 break-
ing the $200m barrier for the first time.
“ASRY is now debt free for the first
time in its history,'”said Shaikh Daij,
“and we have a strong cash flow. The
shipyard is now competitively priced, of-
fers a quality service and we are now get-
ting much closer to our customers.”
In 2008 ASRY had sales of $207.5m,
repairing a total of 133 vessels and off-
shore craft; 119 in drydock and 14 along-
side. ASRY's customer base is
traditionally split between vessels owned
by Arab operators and the international
shipping market. Last year saw 72 ves-
sels repaired from the international mar-
ket, valued at $112.30m, and 61 vessels
from the Arab market, valued at $95.2m.
A total of 20 vessels came from the Saudi
Arabia market, 17 from Bahrain and 13
from Kuwait, with the latter bringing in
the most in terms of revenue. KOTC is
the yard's No.1 customer and repairs to
the company's VLCC Al Samidoon was
one of the largest single the repair jobs
carried out by ASRY in 2008.
Leading the way in the international
market was Greece with 19 vessels, Nor-
way with 17 ships, the U.S. with 10 ves-
sels and Brazil with nine ships (which the
yard reports were the most profitable).
Up until mid-March 2009 the yard had
repaired a total of 42 vessels, 24 from the
international market and 18 from the
Arab market.
“We are receiving a high level of en-
quiries, but the actual value of individual
contracts is down on last year,” said Mr.
Potter, noting that the start to 2009 was
not bad, but that February was tough.
The average vessel repair contract in
2008 was $1.56m. In looking at 2009,
Mr. Potter said that he 'would be happy if
the yard could achieve the same level of
sales as in 2007 ($170m), but it was too
early to make a call on that at present.'
Ship Repair
Market Weathers the Storm ... for now
Gulf Copper's Galveston yard has recovered fully from Hurricane Ike with completed jobs including steel renewals in two oil tankers, several rig conversions and
upgrades, and the drydocking of numerous derrick barges and construction vessels.
TEN Moves Repair Schedule Up to Capitalize on Projected Rebound • ASRY Sails in ’09 Powered by Record ’08
• Drydocks World-Dubai expands yard space with new FPSO Quay
MR June 2009 # 7 ( 49- 56) : MR Templ at e 6/ 5/ 2009 2: 04 PM Page 52
June 2009 www.marinelink.com 53
ASRY recently renewed and expanded
its Fleet Repair Agreement with leading
tanker operator BW Fleet Management, a
long term customer at the Bahrain yard.
The new repair agreement was signed by
Morten Steen Martinsen, managing di-
rector of BW Fleet Management and Pot-
ter. The Norwegian company, which
operates out of both Oslo and Singapore,
manages a fleet of more than 90 vessels
operated by BW Gas and BW Maritime,
and the ASRY repair agreement involves
those crude oil tankers, product tankers
and LPG carriers that trade to the Ara-
bian Gulf, giving guaranteed dock space
and fixed rates. It could see 14 vessels
repaired at the Bahrain yard and is the
largest fleet repair agreement currently at
“We have an open and transparent dia-
logue with the shipyard,” said Martinsen.
BW ships have been coming to ASRY
since the yard's early days. Bergesen, as
the company was then known as, has
been drydocking in Bahrain since 1980
and signed its first fleet agreement in
1999. The first four vessels to be dry-
docked and repaired under the new
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Magnetic Patch Designed to Speed Ship Fix
The use of magnetic patches has reportedly resulted in the oil field supply
ship CM Service returning
to work in just 60 days
after its hull was holed in
the Caspian Sea. The 54
m vessel was on supply
duties offshore Kaza-
khstan when it hit an un-
charted object that
ripped two holes in its hull
plating just below the en-
gine room. There were no
injuries but the engine
room was flooded and a
diver's inspection re-
vealed two gashes, one
60 by 20 cm and the
other 80 by 10 cm. The
ship was 300 miles from
the nearest dry dock in
Baku. The fix: an Emer-
gency Response Bag of
magnetic patches was flown-in from Miko Marine AS in Norway. The magnetic
patches were quickly fitted over the holes by in-house and contract divers
who added reinforcing with supplementary high-power magnets. Once in
place, the magnetic patches enabled the engine room to be pumped partly
dry and the ship was under tow to Baku within six hours. At the end of a two
day voyage conducted at 5 knots, the CM Service entered a dry dock in Baku
where the patches were found to be completely intact with the supplementary
magnets undisturbed by the voyage.
"The magnetic patches proved to be a major benefit to us," said George
Macleod, director of Caspian Mainport, the ship's owner. "It is a fantastic sys-
tem as it saved us a huge amount of time and money. It could have been a
very complicated repair job but the magnetic patches got us out of a difficult
situation and the ship has now gone back to work."
Email: info@miko.no
Morten Steen Martinsen, managing director BW Fleet Management (left)
shakes hands with ASRY's CEO Chris Potter (right) in Bahrain following the sign-
ing of the expanded fleet repair agreement.
MR June 2009 # 7 ( 49- 56) : MR Templ at e 6/ 9/ 2009 10: 18 AM Page 53
agreement will be the 1985-built VLGC
Berge Racine, 81,698 cu. m.; the 1991-
built VLGC BW Captain, 78,530 cu. m.;
the 285,739 dwt crude oil tanker BW
Nile (to be renamed BW Elbrus); and the
2007-built product tanker BW Columbia,
76,604 dwt. All four vessels are due to
be repaired between July and Octobe,
A good omen for the ship repair and
conversion market, and the marine in-
dustry as a whole, came via Tsakos En-
ergy Navigation Limited (TEN) 1Q
report when the company said that, in
light of the expected market conditions
for the remainder of 2009, management
has decided to proceed with a dry-dock-
ing realignment schedule to take advan-
tage of the eventual market turnaround
when world economies recover, possibly
as early as 2010. Of the 11 vessels sched-
uled to enter dry-dock in 2010, five have
been moved forward to 2009. As a result,
the company will have more operating
days available in 2010 to take advantage
of any improvement in the rate environ-
ment in that year. For the remaining three
quarters of 2009, 66% of TEN’s fleet is
under secured employment (including
vessels under profit sharing arrange-
ments) expected to generate at least
$209m in gross revenues. For 2010, 45%
of available days have so far been fixed.
In the Gulf of Mexico, Bollinger's con-
tinues progress on upgrading facility in-
frastructure and assets, highlighted by
Navantia's Cádiz-San Fernando shipyard is strategically located close to the
Straits of Gibraltar.
(From Left to Right) Mr. Geoff Taylor, Executive Chairman, Drydocks World, Mr.
Grahame McCaig, GM, Dutco Balfour Beatty and Hamed Mohammed bin Lahej,
Executive Vice-Chairman, Drydocks World, inaugurate the new FPSO Quay.
54 Maritime Reporter & Engineering News
MR June 2009 # 7 ( 49- 56) : MR Templ at e 6/ 9/ 2009 2: 44 PM Page 54
new dry-docks and facility upgrades. The company reports
a downturn in man-hours in 2009, but utilization continues
to keep the labor force constant. The company as a whole
continues to focus on regulatory repair and conversions, as
well as repowerings and vessel life extension programs.
Bollinger Fourchon, in the heart of Port Fourchon has
taken a step in the right direction with the expansion of its
facility to include 1,550 linear feet of dockside space, and
the addition of the first commercial drydock in the port. The
dock is a 5,000 ton unit, built at Bollinger Calcasieu for the
regions fastest growing port. The Bollinger facility now of-
fers project load-out and demobilization capacity, staging
and storage area, as well as customer offices and equipment
lay down areas. Bollinger Texas City (BTC) completed its
addition of the new 300-ft. finger pier with tower crane, and
the yard received its new 9,000 ton dock from Bollinger
Gretna. This will give BTC the capacity to support the grow-
ing large support vessel fleets working in the Western Gulf
and calling on the Houston/Galveston ports.
Bollinger Amelia Repair is completing its facility renova-
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204k Hours & Running Strong
During the February 2009 drydocking of the 1981-
built push boat Veerhaven V it was discovered that the
vessel logged more than 204.000 running hours on
two of its three closed water lubricated sterntube sys-
tem without changing its propeller shaft bearings,
shafts or shaft sleeves.
According the Technical Department of ThyssenKrupp
Veerhaven B.V., the Maprom demountable rubber
stave bearings (except for the port A bracket bearing
which was replaced due to damage in 1992) and their
Maprom NCB hard coated tail shaft liners never have
been replaced. During this drydocking the measured
clearance between bearings and shaft liners, after 28
years of continuous operation, has been recorded to
be max. 2.8 mm. The Maprom recommended change
out clearance for this application with shaft liner di-
mensions of 240 mm is maximized at 4.9 mm. Based
on this, the Technical Department of ThyssenKrupp
Veerhaven, decided not to renovate the propeller shaft
installation and thus stretching the 204,000 running
hours even further. All river push boats of Veerhaven
comply to classification rules of Dutch Scheepvaart in-
spectie, according to which no shafts have to be with-
drawn for class inspection every five years. As the
over shaft clearance is still within acceptable limits it
was decided not to pull the shaft or to replace the per-
fect operating bearings and shaft liners. In fact the
shafts only have been pulled one time in its 28 years
of existence in order to change from conventional in-
stalled stuffing boxes to Maprom GS shaft seal.
During the February 2009 dry-docking, engines have
been overhauled, propellers balanced and all 3 noz-
zles have been replaced by new ones without remov-
ing the propeller shafts.
E-mail: info@maprom.nl
June 2009 www.marinelink.com 55
MR June 2009 # 7 ( 49- 56) : MR Templ at e 6/ 5/ 2009 2: 07 PM Page 55
tions with a total makeover of facility
services, dredging, bulk heading and fa-
cility layout. Relocation of the 8,100 ton
dock and two other docks will keep this
yard busy with programs for support ves-
sels, liftboat conversions, as well as canal
vessel support services.
Bollinger Morgan City took delivery of
the 5,000 ton dock delivered from
Bollinger Marine Fabricators, which
gives this facility a wide variety of sup-
port for small and large vessels.
Premier Explorer completed regulatory
inspection and repairs at Bollinger
Larose. The Multi-Purpose Support ves-
sel of Louisiana Oilfield Divers com-
pleted regulatory docking and repairs at
Bollinger's Larose facility prior to re-
turning to work on a variety of subsea
projects in the Gulf region.
Drydocks World - Dubai, the ship re-
pair, conversion and building subsidiary
of Drydocks World, added two new
berths to its facility, significantly in-
creasing its conversion capacity. Com-
pleted recently, Berths 9 and 10 are now
fully operational and have accommo-
dated the 1247 ft. (380 m) long TI Asia,
Abuzar and Spring Bow for conversion
works. The new FPSO Quay is located on
the lee face of the main breakwater, with
a total length of 2191 ft. (668 m) and a
dredged depth of -11m DMD (Chart
Datum) over a length of 2066 ft. (630 m).
Each new berth is more than 59m wide
and is projected to increase Drydocks
World-Dubai's Floating Production, Stor-
age and Offloading (FPSO) conversion
capacity by two vessels per year.
“Berths 9 and 10 are capable of han-
dling supertanker-size vessels,” said Bob
Normand, Director of Infrastructure De-
velopment, Drydocks World. “The main
contractor for the berth design and con-
struction was Dutco Balfour Beatty,
working with subcontractors Hills & Fort
and Wajdi for the mechanical and electri-
cal works respectively. Scott Wilson
Kirkpatrik designed the civil works.”
The completion of Berths 9 and 10 en-
able the shipyard to provide more lay-
down and fabrication areas for the
conversion of Very Large Crude Carriers
(VLCCs) to FPSOs. FPSOs usually dock
for one to two years, occupying crucial
yard space for repairing of vessels. The
new berths, which currently operate with
three cranes provides the much-needed
additional space to meet growing cus-
tomer demand.
Berth 10, which is at the seaward end
of the quay, became operational on
March 23, 2009 with the berthing of an
oil tanker now undergoing FPSO conver-
sion. Berth 9 was completed on April 8
and is fully operational for conversion
The conversion of TI Asia, one of the
four largest oil tankers in the world, and
Abuzar are major assignments the com-
pany has taken up. TI Asia weighs
441,893 metric ton and can carry
3,166,353 barrels.
Atlantic Marine Holding Company
continued to grow its portfolio with a pair
of strategic acquisitions at the end of
2008. Late last year, J.F. Lehman &
Company (Atlantic Marine is a J.F.
Lehman portfolio company) acquired
Boston Ship Acquisition, LLC (North-
east), a provider of maintenance, repair,
overhaul and conversion services for non-
U.S. Navy government vessels and cruise
ships and operates two large dry-docks in
Boston and Philadelphia. Also, it ac-
quired Millennium Industrial and Marine
Solutions, a provider of remote, offshore
maintenance, repair and overhaul serv-
ices for offshore rigs, offshore support
vessels, drill ships and cruise vessels.
Millennium operates in the Gulf of Mex-
ico and numerous international markets,
including West Africa, Brazil and Singa-
Atlantic Marine also provides marine
fabrication services. The company oper-
ates three facilities in Jacksonville, FL,
Mobile, AL and on the Naval Station
Mayport near Jacksonville. The North-
east acquisition is expected to further di-
versify Atlantic Marine’s business by
providing the company access to a new
regional market, enhance its position in
the non-U.S. Navy government and
cruise markets and significantly expand
its large dry-dock capacity.
Bollinger Fourchon, in the heart of
Port Fourchon has taken a step in the
right direction with the expansion of
its facility to include 1,550 linear feet
of dockside space, and the addition of
the first commercial drydock in the
US Army Dredge
The U.S. Army Corps of Engineers op-
erates two hopper dredges on the west
coast of the U.S. to keep shipping chan-
nels open. The largest and most modern
of them is the Essayons, built by Bath
Iron works in Bath, Maine in 1982. Its
power plant has been replaced by eight
Cat marine engines totaling more than
15,000 kW.
The 350 ft. Essayons is based in Port-
land, Oregon. Its annual schedule in-
cludes work in harbors between Alaska
and California, as well as Hawaii. The
crew routinely work on the edge of ship-
ping channels while commercial ships
pass nearby, and also close to jetties,
reefs and wrecks, even in marginal
weather. The new engine line-up consists
of eight Cat marine engines that meet
EPA Tier 2 emission standards: four Cat
C280-12 main engines, three Cat 3512C
gen sets and one Cat C18 emergency
Ships’ engine rooms are rarely laid out
to allow easy replacement of an entire en-
gine. All the piping and wire runs in the
forward engine room bulkhead had to be
dismantled and an opening cut towards
the hopper to prepare for the re-power.
After the four old engines had been re-
moved, the new Cat C280-12 engines,
weighing a total 40 tons with generator
attached, were craned into the hold and
skidded into position. The Halton Com-
pany, the local Caterpillar dealer, pro-
vided consulting services for the
The Cat C280-12 is a 222 liter, V-type,
12 cylinder, medium-speed marine en-
gine with electronic ADEM A3 control.
It produces 3,460 kW at 900 rpm for con-
tinuous service and meets EPA Tier 2
emission standards. The dredge’s two
outer C280-12 units are fitted with re-
duction gears turning CP propellers that
enable the engines to run at 750-950 rpm
while the ship is dredging at 1-2 knots.
The two inner units are connected to Kato
600 V generators each producing 3,250
kW of electrical power.
The smaller Cat 3512C gen sets are
placed in a separate engine room. They
56 Maritime Reporter & Engineering News
MR June 2009 # 7 ( 49- 56) : MR Templ at e 6/ 8/ 2009 5: 05 PM Page 56
June 2009 www.marinelink.com 57
each rated 1,030 kW at 1,800 rpm. The
3512C series uses electronic engine con-
trol as well to achieve high performance
and low emissions. All three gen sets are
set on flex mounts to reduce vibration
and noise.
All five generators are controlled via an
automated power management system.
Engine functions, temperatures and pres-
sures are monitored and displayed on 10
computer work stations mounted in vari-
ous locations on the bridge, the engine
room and in the fire-fighting station.
The two Cat C280 gensets supply
power to the 600 volt bus, whereas the
three Cat 3512C gen sets serve the 480
volt bus. The dredge pumps and the bow
thruster run off the 600 volt bus. The
dredging hydraulics and the rest of the
ship’s electrical load run off the 480 volt
Both busses are cross-connected via
circuit breakers and a transformer, thus
guaranteeing maximum flexibility in load
sharing. For example, when dredging, the
two C280 gen sets can supply power for
all electrical loads on the ship at both 480
V and 600 V. If transiting, just two of the
3512C gen sets provide ample power for
the bow thruster and all remaining loads.
The last of the eight engines on the Es-
sayons is the emergency generator, lo-
cated high above the waterline. This is a
six cylinder Cat C18 developing 425
ekW at 1,800 rpm, which is sufficient to
keep the lights running should the ship be
damaged. The re-powering project was
managed by Cascade General at the Port-
land Shipyard in 2008.
RoRo Repair Shows
SPS Versatility
A total 2,322 sq. m. of the main deck
was recently reinstated with SPS Overlay
by Interorient Marine Services on board
its 15,840 gt RoRo vessel, Crowley Am-
bassador. As SPS Overlay is designed as
non-disruptive, the deck work could con-
tinue alongside other repairs which were
under way in adjacent spaces. Interorient
Marine Services Fleet Manager Alan
Mitchell said, "The repair has been suc-
cessful and is definitely a time saver com-
pared to cut and renew."
The 1980-built, DNV-classed Crowley
Ambassador is chartered to Crowley
Liner Services of the U.S. and operates
on a regular regional liner service linking
the US, Central America and the
Caribbean. The repair berth in Colón
City, Panama, provided a suitable loca-
tion on the ship's trading route with Pana-
manian ship repairer Marine Engineers
Corporation (MEC) performed the SPS
Overlay related steelwork.
Coatings Savings Drives
GNV Fleet
Grandi Navi Veloci (GNV), a cruise
ferry operator in the Mediterranean, con-
verted all vessels at maintenance and re-
pair dry docking to the biocide free, foul
release system, Intersleek. The conver-
sion process began in 2005 with the ap-
plication of Intersleek 700, a silicone
based foul release system, on the 32,700
gt, 23 knot cruise ferry Majestic. Since
then another four vessels have all been
coated with Intersleek 700.
In January 2009, after 40 months serv-
ice in one of the world's most severe foul-
ing environments, Majestic drydocked in
Ente Bacini Shipyard, Genoa. The hull
was described as being in excellent con-
dition, smooth, glossy and with minimal
mechanical damage. In fact only 30 liters
of Intersleek was required for touch-up
on the bow before the vessel returned to
“On average this product provides
undisputed advantages which, in our
case, are represented by a bunker saving
of around 6 - 7%, a significant reduction
in time spent in dry dock and hull wash-
ing costs and, most of all, an overall sav-
ing on the complete economic paint
scheme which can be evaluated at around
100.000 Euros," said Bruno Dionisi,
GNV Technical Consultant.
Belzona SuperWrap: New
Composite Repair System
Belzona announced significant im-
provements to an existing repair system
that allows compliance with international
design standards.
After laboratory testing and field trials,
Belzona promotes a new code compliant
composite repair system- Belzona Super-
Wrap, a solution which uses Belzona ex-
perience gathered from years of pipe
repair and products that are unique to the
Belzona SuperWrap system. Belzona Su-
perWrap can be designed for systems op-
erating up to pressures of 3625psi
(250bar).Belzona SuperWrap is the first
composite material from Belzona certi-
fied under ISO/TS 24817 and ASME
PCC-2 standards, meaning Belzona Su-
perWrap is designed for conditions that
the repair will encounter throughout its
20 plus year life
Syndeck Used on USS
New York (LPD-21)
The new LPD-17 class amphibious
transport ship is are being manufactured
using Epmar’s Syndeck SS1290 ultra-
lightweight underlayment in all inhab-
ited interior deck spaces. This new
class of ships includes the USS New
York, which was named to honor those
that died in the September 11, 2001 at-
tack on the World Trade Center. The
bow stem of this ship was forged from
steel reclaimed from the World Trade
Center buildings that were destroyed in
that attack. The LPD-17 class ships, in-
cluding the USS New York, are being
built at the Northrop-Grumman Ship
Systems, Avondale Operations.
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 9/ 2009 2: 47 PM Page 57
While the global cruise industry still is
undoubtedly dominated by North Amer-
ican itineraries and customers, emerging
cruise markets, particularly in Europe,
will fuel the cruise industry even in times
of economic distress.
…$18 billion …280,000 …19 million …
That is the cruise industry’s impact in
Europe: nearly $18 billion in direct ex-
penditure … 280,000 jobs and 19 million
port visits in Europe in total. The Euro-
pean cruise industry continues to experi-
ence significant growth and in 2007
accounted for nearly $18 billion in direct
expenditure, a 22 percent increase from
the previous year. The industry was re-
sponsible for more than 280,000 jobs, up
25 percent on 2006, and nearly 19 mil-
lion visits were made to European ports.
The results, released earlier this year by
the European Cruise Council (ECC),
demonstrate the importance of Europe to
the rapidly expanding cruise industry in
terms of jobs, wealth and tourism, partic-
ularly during challenging economic
“There has been a significant increase,
more than 53 percent in 2 years, in the
number of passengers joining their cruise
from a European port, partially the result
of the increased number of North Amer-
ican ships now sailing in Europe,” said
David Dingle, chairman of the ECC and
CEO of Carnival UK. This has con-
tributed to the substantial increase in the
amount passengers spend at embarkation
ports and ports of call – in the three years
the ECC has been collecting data there
has been a 56 percent increase to $3.4 bil-
lion. Cruise lines spent $6.1 billion on
services, supplies and equipment, a 29
percent increase over 2006.”
“The cruise sector continues to grow in
importance to European economies with
direct expenditure up 22 percent, em-
barkation figures up 19 percent and pas-
senger spend up 25 percent in 2007
compared with the previous year,” Din-
gle said. “Latest figures for 2008 show
another strong period with a 10 percent
increase in the number of European
cruise passengers. However, today we
see a very different world - nowhere is
free from the economic turmoil but I be-
lieve the European cruise industry is in a
better position than many others and the
ECC anticipate further passenger growth
in 2009.”
The ECC commissioned the 2007 eco-
nomic impact report together with Euro-
yards, MedCruise and Cruise Europe.
Other key results:
• 4.3 million passengers joined their
cruise at a European port
• The number of cruise ships operat-
ing in Europe in 2007 rose by 30 percent
over 2005, to 182
• Europe is the world leader in build-
ing cruise ships and during 2007, the in-
dustry spent $6.5 billion on construction
Cruise Line Add/ Delivery Name # Lower Contract/ New/
Delete Planned Used
Source: CLIA
58 Maritime Reporter & Engineering News
Cruise Shipping The Euro Boost
MSC Cruise’s second 133,500 ft newbuild, MSC
Splendida built by the STX Europe yard in Saint
Nazaire, France.
The “Euro” Impact
2007 economic impact France Germany Italy Spain UK
Direct expenditure $ million 1576 2794 5400 1288 2723
Total jobs 15,092 36,136 90,545 18,977 43,375
Source of cruise passengers 280,000 763,000 640,000 518,000 1,337,000
2006 economic impact France Germany Italy Spain UK
Direct expenditure $ million 1155 2339 4353 1061 2474
Total jobs 11,072 29,925 74,287 15,496 39,423
Source of cruise passengers 242,000 705,000 517,000 391,000 1,204,000
European Cruise Council Statistics
Passengers (000s) 2003 2004 2005 2006 2007 2008 % change
UK 964 1,029 1,071 1,204 1,335 1,477 11
Germany 537 583 639 705 763 907 19
Italy 346 400 514 517 640 682 6
Spain 307 300 379 391 518 497 -4
France 212 222 233 242 280 310 11
Scandinavia (inc Finland) 54 56 42 62 94 123 31
Benelux 42 41 42 64 82 92 11
Switzerland 47 50 51 56 64 65 1
Austria 35 38 39 44 52 59 14
Portugal 14 14 15 18 20 28 41
Other 113 101 102 105 155 183 17
Total 2,671 2,835 3,126 3,409 4,004 4,422 10
(Source: ECC/IRN Research)
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 5/ 2009 2: 16 PM Page 58
June 2009 www.marinelink.com 59
repair and maintenance of cruise ships
• The European cruise industry generated 282,125 jobs in
2007, a 51 percent increase over 2005
Greece and Italy competed in popularity of destination in
2007 with Greece taking 22.1 percent of the total share and
Italy 22 percent, Spain was third with 17 percent.
The number of Europeans taking a cruise holiday reached
an all time high in 2008 with the UK continuing to top the list
with the greatest number of cruise passengers. Figures re-
leased by the European Cruise Council (ECC) earlier this
year show a 10 percent increase in the number of passengers
to a record 4.4 million. The UK accounts for 33 percent of
the market with nearly 1.5 million British passengers taking
a cruise last year with Germany showing strong growth in
second place with 21 percent of the market and 907,000 pas-
sengers – a 19 percent increase on 2007. Italy, the third
largest cruise market in Europe, saw a 6 percent increase to
682,000 passengers.
The Mediterranean and Atlantic Islands continued to be the
most popular destinations with 2.6 million passengers visit-
ing the region – a market share of 60 percent. Fifty-three per-
cent of passengers booked a cruise holiday lasting between
5 and 7 days with the number of passengers now cruising for
more than 22 days increasing by 139 percent to 55,000.
(“European Cruise Contribution” prepared by GP Wild Inter-
national Ltd and Business Research & Economic Advisors)
Profile of the U.S. Cruise Industry
The cruise industry is the fastest growing segment of the
travel industry – achieving more than 2,100 percent growth
since 1970, when an estimated 500,000 people took a cruise.
Approximately 12.6 million people took a cruise vacation in
2007. Industry estimates are that 12.8 million will cruise in
2008, with 33.7 million Americans stating intent to cruise
within the next three years, according to the Cruise Line In-
dustry Association.
But that’s not all. CLIA reports that the cruise industry’s
total economic benefit to the U.S. economy was $35.7 billion
in 2006. The cruise industry generated nearly 348,000 Amer-
ican jobs, and direct spending by cruise lines and passengers
on U.S. goods and services totaled $17.6 billion.
The cruise industry’s growth is also reflected in its ex-
panding guest capacity. Nearly 40 new ships were builtin the
1980s and during the 1990s, nearly 80 new ships debuted.
By the end of 2008, over 100 new ships were introduced
since 2000.
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Recent Growth Trends
Annual Passenger Growth, Actual (000’s)
North America Foreign Worldwide
1990 3,496 278 3,774
1991 3,834 334 4,168
1992 4,023 362 4,385
1993 4,318 410 4,728
1994 4,314 486 4,800
1995 4,223 498 4,721
1996 4,477 493 4,970
1997 4,864 516 5,380
1998 5,243 625 5,868
1999 5,690 647 6,337
2000 6,546 668 7,214
2001 6,637 862 7,499
2002 7,472 1,176 8,648
2003 7,990 1,536 9,526
2004 8,870 1,590 10,460
2005 9,671 1,509 11,180
2006 10,078 1,928 12,006
2007 10,247 2,316 12,563
Average Growth Rate 1990-2007 = 7.4%
SOURCE: CLIA 2007 Year End Passenger Carryings Report as reported by
CLIA member cruise lines only.
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 9/ 2009 2: 51 PM Page 59
World Fleet Development (Mill.dwt)
Start Tankers Chemical Bulk Combined Others Total
carriers carriers carriers
1999 273.2 11.9 260.4 16.1 160.9 722.6
2000 276 13.5 264.8 15.2 166.7 736.2
2001 281.3 15 274 14.6 169.3 754.3
2002 274.9 15 287.4 13.8 174.7 765.9
2003 278.8 15.4 295 12.6 181.2 783
2004 287.9 17.3 303.3 12.2 189.6 810.3
2005 304.1 18 320.7 11.7 200.5 855
2006 326.9 19.2 341.9 11.7 213.3 913
2007 344.4 21.4 365.1 11.3 232.5 974.8
2008 362.1 24.4 392.9 11.3 255.5 1046.2
2009 380.8 26.4 411.1 10.5 283.9 1113.5
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
Deliveries (Mill.dwt)
Start Tankers Chemical Bulk Combined Others Total
carriers carriers carriers
1999 19.1 1.7 13.5 0.4 6.5 41.2
2000 19.2 1.7 13.6 N/A 8.5 43
2001 13.1 0.2 20.6 N/A 10.5 44.4
2002 22.7 0.8 13.6 N/A 10.4 47.5
2003 27.9 2 11.8 0.2 11.2 53.1
2004 26.4 0.8 18.3 N/A 11.9 57.4
2005 28 1.5 22.3 N/A 13.8 65.6
2006 23 2.4 25.5 N/A 20.3 71.1
2007 28.7 3 28.6 N/A 23 83.3
2008 33.2 2.9 22.9 N/A 28.4 87.4
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
New Orders (Mill.dwt)
Start Tankers Chemical Bulk Combined Others Total
carriers carriers carriers
1999 15.3 1 18.5 N/A 8.3 43.1
2000 34.9 0.9 14.5 0.2 17.5 67.9
2001 26.2 0.7 8.7 N/A 10.5 46.1
2002 17.7 1.6 21.9 N/A 8.4 49.6
2003 47.9 1.4 27.9 N/A 27.5 104.7
2004 34 2.2 28.8 N/A 28.1 93.1
2005 24 0.9 16.8 N/A 25.9 67.6
2006 74.7 6.8 39 N/A 25.7 146.2
2007 42.1 10.1 161.6 N/A 50.5 264.3
2008 47.4 2.7 91.4 N/A 50.5 192
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
Orderbook (Mill.dwt)
Start Tankers Chemical Bulk Combined Others Total
carriers carriers carriers
1999 34.3 11.1 25.5 0.4 13.7 85
2000 24.8 10.4 30.5 N/A 15.5 81.2
2001 39.3 9.5 34.3 0.2 24.5 107.8
2002 52 10 22.4 0.2 27.9 112.5
2003 45.3 10.8 30.3 0.2 22.9 109.5
2004 65.1 10.2 48.4 N/A 41.2 164.8
2005 72 11.6 60.6 N/A 56.2 200.4
2006 76.5 3.3 61.4 N/A 68.1 209.3
2007 128.7 11 78.9 N/A 80 298.6
2008 147.7 19 216.1 N/A 105.7 488.5
2009 164 11.3 286.3 N/A 92.2 551
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
Tonnage Sold for Scrapping, Lost and Other Removals (Mill.dwt)
Start Tankers Chemical Bulk Combined Others Total
carriers carriers carriers
1999 16.3 0.1 9.1 0.9 3.9 30.3
2000 13.9 0.2 4.4 0.6 3.1 22.1
2001 19.5 0.2 7.2 0.8 4 31.7
2002 18.9 0.4 6 1.2 3.9 30.4
2003 18.8 0.1 3.5 0.7 2.8 25.9
2004 10.2 0.1 0.8 0.5 1 12.7
2005 5.1 0.3 1.2 0 1 7.6
2006 5.5 0.2 2.2 0.3 1.1 9.4
2007 10.7 0.4 0.7 0 1.4 13.2
2008 14.9 0.5 4.7 0.8 4.3 24.8
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
60 Maritime Reporter & Engineering News
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 5/ 2009 2: 18 PM Page 60
Tanker Fleet (incl. chemical carriers) (Mill.dwt)
Start Existing Lay-up Tankers Combined Oil fleet
fleet storage operating in oil operating
1999 285.2 9.4 275.8 12.3 288.1
2000 289.5 9 280.5 9.1 289.6
2001 296.4 6.6 289.8 12.5 302.3
2002 290 6.1 283.9 12.8 296.7
2003 294.2 5.6 288.6 10.8 299.4
2004 305.2 3.4 301.8 6.7 308.5
2005 322.1 3.2 318.9 5.5 324.4
2006 346.1 2.5 343.6 5.5 349.1
2007 365.8 2.5 363.3 4 367.3
2008 386.4 0.8 385.6 1.2 386.8
2009 407.1 1.2 405.9 2.6 408.5
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
New Orders of Tankers by Size (incl. chemical carriers) (Mill.dwt)
10 to 70 to 120- 200,000+ Total
69,999 119,999 199,999
1999 2.4 1.9 3.2 8.8 16.3
2000 4.4 6.2 5.8 19.3 35.7
2001 5.8 10.2 3.3 7.6 26.9
2002 5.8 6.8 2.8 3.9 19.3
2003 10 15.2 8.7 15.5 49.3
2004 7.8 10.9 4.5 13 36.2
2005 7 5.8 1.1 11 24.9
2006 16.2 21.6 13.3 30.3 81.5
2007 15.4 13.5 8.3 15 52.2
2008 6.3 5.3 5.8 32.8 50.1
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
Bulk Carrier Fleet (Mill.dwt)
Start Existing Lay-up Bulk carriers Combined Operating dry
fleet operating in dry bulk fleet
1999 260.4 1.5 258.9 5.3 264.2
2000 264.8 1.9 262.9 6.2 269.1
2001 274 1.3 272.7 4.3 277
2002 287.4 1.8 285.6 3.7 289.3
2003 295 0.5 294.5 2.5 297
2004 303.3 0.6 302.7 4 306.7
2005 320.7 0.7 320 5.3 325.3
2006 341.9 0.7 341.2 4.5 345.7
2007 365.1 0.7 364.4 5.3 369.7
2008 392.9 0.3 392.6 6.7 399.3
2009 411.1 0.9 410.2 5.4 415.6
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
New Orders of Bulk Carriers by Size (Mill.dwt)
Start 10-59,999 60-79,999 80,000+ Total
1999 4.4 9.4 4.7 18.5
2000 6.5 3.7 4.3 14.5
2001 3.5 2.2 3 8.7
2002 7.7 4.8 9.4 21.9
2003 7.7 7.7 12.6 27.9
2004 9.5 4.5 14.8 28.8
2005 6 1.8 9 16.8
2006 14.6 2.3 22.2 39
2007 38.6 7.1 115.9 161.6
2008 31.7 5.1 54.6 91.4
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
Second Hand Prices of 5 Year Old Tankers (Mill.dwt)
Start MR Product Aframax Suezmax VLCC
1999 16 26 36 47
2000 19 24 35.5 53
2001 25.5 41 49 70
2002 20.5 31 38 60.5
2003 21 28 37 52
2004 28 38 48 72
2005 39 56 71.5 106
2006 45 61.5 75 113.5
2007 45 64 81 118
2008 50 68 93 136
2009 38 53 71 102
(Source: The Platou Report 2009, RS Platou Group • www.platou.com)
June 2009 www.marinelink.com 61
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 9/ 2009 2: 57 PM Page 61
Bulk Carriers
03/23/09 RAMITA NAREE 23,360 83(26) $3.1
03/30/09 GOMAIN NAREE 23,796 83(26) $3.1
03/09/09 VANDA NAREE 23,849 85(24) $3.5
03/09/09 BALTIC RANGER 24,034 96(13) $10.5
03/23/09 MARITIME VALOUR 25,425 84(25) $3.9
03/31/09 ALEXIS 26,066 81(28) $2.5
03/31/09 SIRIOS 26,151 82(27) $2.1
03/31/09 JUPITER BRIGHT 26,541 85(24) $4.5
03/02/09 LUCKY TRANSPORTER 26,650 84(25) $3.2
03/19/09 ATLANTIC ID 26,842 86(23) $5.3
03/02/09 CAPTAIN AYSUNA 26,900 86(23) $2.3
03/09/09 ROYAL BULKER 27,079 96(13) $12
03/30/09 JOHNNY P 27,148 80(29) $1.8
03/30/09 BASS BULKER 27,670 96(13) $12.7
03/23/09 ANDRE 27,836 95(14) $11
03/23/09 ANTALINA 28,082 84(25) $4
03/31/09 SEAGUARDIAN II 28,250 84(25) $3.8
03/19/09 DEMETRIOS POLEMIS 28,345 08( 1) $23.3
03/19/09 MANORA NAREE 29,159 84(25) $2.9
03/04/09 SEA VETERAN 30,900 81(28) $2.3
03/19/09 COMMANDER II 31,431 83(26) $3.4
03/23/09 FORESTLAND 31,960 81(28) $3
03/19/09 BRIGHT OCEAN 2 32,128 99(10) $17
03/23/09 CHATHAM ILAND 32,211 97(12) $14
03/02/09 IVS KENSO 32,642 05( 4) $22.5
03/19/09 FRAGRANT ISLAND 32,774 02( 7) $17.7
03/19/09 ERNEST 34,913 83(26) $2.7
03/26/09 SPAR TWO 35,971 82(27) $3.3
03/26/09 SPAR EIGHT 36,227 82(27) $3.4
03/31/09 NAVISION BULKER 36,537 85(24) $4.5
03/02/09 TOURLOTTI 37,662 84(25) $4.2
03/19/09 CHALKIDON 38,220 85(24) $5
03/09/09 PACIFIC HOPE 38,855 91(18) $8.8
03/09/09 LISA J 40,461 85(24) $6
03/23/09 ENGIN KAPTANOGLOU 40,750 81(28) $2.6
03/30/09 CUSTODIA ATHENA 41,084 85(24) $6
03/09/09 TAWE 41,474 87(22) $1.8
03/09/09 THOR VENTURE 41,630 86(23) $2.7
03/23/09 NEW POWER 43,665 89(20) $8.4
03/30/09 SALOME 44,969 83(26) $4.5
03/19/09 PRAIRIE SKY 45,031 95(14) $15
03/30/09 ELENE 45,107 83(26) $4
03/31/09 FESTIVITY 45,548 82(27) $4
03/19/09 MEHMET AKSOY 45,877 85(24) $5.5
03/09/09 AMARANTH BRIDGE 45,919 96(13) $15.7
03/09/09 SPRING HAWK 46,570 96(13) $17.3
03/26/09 EMERALD HALO 47,000 97(12) $16.7
03/26/09 GLORIOUS HALO 47,000 97(12) $16.7
03/26/09 GRAND SPRING 47,229 98(11) $17
03/02/09 LOWLANDS MIMOSA 52,479 02( 7) $22.8
03/31/09 CITY OF AMMAN 53,000 08( 1) $29.1
03/31/09 JIN MAN 55,496 08( 1) $30
03/31/09 JIN PU 55,496 08( 1) $30
03/23/09 BULK CANADA 63,886 82(27) $3.2
03/23/09 PANORMOS TRADER 63,942 83(26) $3.8
03/02/09 GRAND PANAGIOTIS 64,166 83(26) $4.1
03/19/09 GRETA R 68,772 89(20) $9.8
03/30/09 ENERGY 69,255 93(16) $15.1
03/23/09 LUCIA BULKER 73,807 99(10) $25
03/23/09 IKAN KERAPU 76,454 05( 4) $31
03/09/09 LADY MADONNA 141,653 90(19) $21
03/23/09 LA PALOMA 149,571 90(19) $7
03/02/09 BLAZING RIVER 150,809 93(16) $21.5
03/02/09 CHLOE 160,089 97(12) $29
03/04/09 FIRST VENUS 171,039 96(13) $35
03/19/09 MINERAL VIKING 172,964 01( 8) $48
03/04/09 OCEAN CHAMPION 198,906 85(24) $11
04/28/09 ANTILLES II 12,274 01( 8) $9
04/07/09 ANAX 22,560 81(28) $1.9
04/20/09 STEVA 22,632 80(29) $1.6
04/28/09 ALASKA RAINBOW 22,782 85(24) $4.5
04/28/09 LUSTROUS PEARL 24,345 95(14) $11.5
04/28/09 WARALEE NAREE 25,413 82(27) $2.8
04/07/09 BORIS LIVANOS 25,680 86(23) $2.8
04/16/09 LAKE ARU 26,435 95(14) $10.2
04/28/09 LOK PRAKASH 26,790 89(20) $2.2
04/28/09 HANJIN CALCUTTA 27,365 97(12) $14
04/16/09 SPAR OPAL 28,215 84(25) $3.3
04/07/09 NOTORI DAKE 29,105 85(24) $4
04/07/09 DONNA V 29,111 84(25) $4.5
04/28/09 SIRORAT NAREE 29,125 84(25) $3.2
04/16/09 OCEANICLAND 30,027 84(25) $3
04/16/09 WIN 30,396 82(27) $2.8
04/16/09 GALATA STAR 31,793 82(27) $3.3
04/20/09 IVS HUNTER 31,812 01( 8) $17.1
04/07/09 ANGEL ARROW 32,355 97(12) $14
04/16/09 ORIENT CARP 35,366 99(10) $15.5
04/28/09 ACOAXET LADY 38,101 82(27) $3.8
04/28/09 MARIA BULKER 38,852 95(14) $13
04/20/09 GULSER ANA 40,835 85(24) $6
04/20/09 GRAND GLORY 41,061 84(25) $4
04/28/09 JUNIOR STAR 42,838 84(25) $3.9
04/28/09 GOLDEN DYNASTY 43,661 89(20) $4.1
04/28/09 ATOYAC 45,642 95(14) $14.2
04/20/09 SANKO PHOENIX 46,601 97(12) $17.3
04/07/09 JAG REENA 46,659 00( 9) $19
04/20/09 NORDFLEX 52,334 02( 7) $22.7
04/20/09 TENSHU MARU 52,454 04( 5) $25.5
04/28/09 KLETONEOS 64,802 87(22) $5.5
04/28/09 PREM POORVA 69,286 94(15) $16
04/28/09 TRINITY 69,607 93(16) $16
04/28/09 BRAVE NV 69,993 97(12) $20.2
04/07/09 ISLAND GLOBE 73,119 95(14) $18.7
04/28/09 OCEAN SENANG 73,652 00( 9) $24.5
04/16/09 CSE FORTUNE EXPRESS 75,634 02( 7) $25
04/16/09 YOMOSHIO 75,921 01( 8) $25
04/28/09 IKAN KERAPU 76,454 05( 4) $30
04/28/09 MAPLE VALLEY 76,608 05( 4) $40.5
04/07/09 CSE GRACE 131,462 84(25) $7.5
04/07/09 AKAGISAN 179,302 98(11) $36.5
Chemical Carrier
03/02/09 MERCATOR 5,600 09( 0) $10
03/02/09 NAVIGATOR 5,600 09( 0) $10
03/02/09 HEDDA 13,749 87(22) $2.1
03/31/09 SUNSHINE SKY 15,015 96(13) $10
03/23/09 CHEMSTAR PRINCESS 19,430 99(10) $16.5
03/31/09 SITEAM EXPLORER 46,026 07( 2) $51
03/30/09 MONNERON 46,269 98(11) $27
03/30/09 MARCHEKAN 46,269 98(11) $27
03/02/09 MARLIN 83,870 87(22) $19.5
04/28/09 GOLDEN CHEMICAL 5,499 91(18) $3.4
04/20/09 VIJAY DOOT 7,313 84(25) $2.5
04/28/09 EASTERN TERA 7,758 80(29) $3
04/28/09 BOW WEST 12,503 02( 7) $21
04/16/09 GOLDEN ELIZABETH 16,322 97(12) $11
04/28/09 FASE 16,881 04( 5) $22.5
04/28/09 FREJA REGULUS 37,000 08( 1) $34
03/04/09 NORMED ISTANBUL 7,761 96(13) $6.5
03/30/09 KAIDO 8,515 99(10) $6.8
03/09/09 LEO ISLAND 8,721 96(13) $5.8
03/30/09 EAGLE STRENGTH 15,326 95(14) $5.4
03/02/09 SEVEN SEAS AURORA 19,898 85(24) $1.8
03/30/09 CAPE TOWN BRIDGE 22,210 91(18) $3.8
03/30/09 DURBAN BRIDGE 22,210 92(17) $3.8
04/28/09 SHIMANAMI 8,515 99(10) $6
04/07/09 KOTA CAHAYA 13,453 92(17) $4
Passenger Ferries
04/16/09 FLAMENCO 1 2,352 72(37) $3.4
04/28/09 GREEN SNOW 2,686 87(22) $2.5
RoRo Vessels
04/07/09 SHAHRAZADE DREAM 17,565 90(19) $5
03/26/09 DEWI SAWITRI 17,780 99(10) $16
03/26/09 GALP LEIXOES 18,732 83(26) $2
03/19/09 PROCESS 28,892 84(25) $5.7
03/30/09 PRO GIANT 46,732 04( 5) $33.5
03/19/09 MATTERHORN SPIRIT 114,835 05( 4) $57
03/19/09 RAINIER SPIRIT 115,048 05( 4) $57
04/07/09 EUROPA SUPPLIER I 6,396 81(28) $3.1
04/16/09 SARI MARINA 6,500 91(18) $3.6
04/20/09 NORA 16,275 01( 8) $22.2
04/28/09 TITAN NEPTUNE 265,243 88(21) $24
04/07/09 TENYO 281,050 00( 9) $68
03/02/09 MANGO 3,550 81(28) $.6
03/19/09 GREEN ISLAND 5,137 90(19) $2.7
03/26/09 BALSA 54 6,830 96(13) $4
03/02/09 TIMBERSTONE 7,850 89(20) $3
03/26/09 OPAL 9,407 81(28) $1.2
03/30/09 JACO SPIRIT 9,662 87(22) $4.5
03/31/09 JAMESGO 12,349 85(24) $2.8
03/19/09 LOUIS 12,665 79(30) $1.9
03/02/09 THOR STAR 16,248 85(24) $1.3
03/09/09 THOR MERCURY 17,279 84(25) $1.8
03/31/09 ATSUTA 22,323 84(25) $3
03/31/09 AIZU 22,323 84(25) $3
03/30/09 SUMIYUSHI 23,382 83(26) $3.2
04/28/09 MINGO 3,550 80(29) $ .5
04/20/09 ALGIRDAS 4,168 91(18) $2
04/20/09 BALSA 53 6,830 96(13) $4
04/20/09 BALSA 52 6,830 96(13) $3.8
04/28/09 SHICHAGAHAMA MARU 7,984 97(12) $3.9
04/20/09 RUKAI 23,404 83(26) $2.4
Source: Shipping Intelligence, New York, NY
62 Maritime Reporter & Engineering News
Recent Ship Sales
Date Name DWT YB(age) Price Date Name DWT YB(age) Price
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 9/ 2009 2: 53 PM Page 62
June 2009 www.marinelink.com 63
The types of permitted weapons also vary by nation
(pistols, rifles, shotguns; automatic or semi-automatic
weapons; different calibres; etc). The confusing crite-
ria also apply to armed security guards who are sepa-
rate from the crew. Any state can recognize or
authorize a specific organization or a specific individ-
ual the right to carry firearms.”
Unfortunately, Annati says, if a vessel is frequently
changing its ports-areas of operation, the attempt to
achieve a preventive overarching authorization could
just resemble a legal nightmare, let alone the possibil-
ity to kill or wound some local nationals during a fire
exchange. “The very idea of experiencing a judicial
trial (and preventive prison) in some African countries
is probably worse than a pirate assault itself.”
Annati’s recommendation is for such merchant ves-
sels to adopt non-lethal means of protection, to buy
time until help can arrive.
Capt. Richard Phillips, the master of Maersk Ala-
bama who was rescued by the U.S. Navy, believes the
idea of armed security details aboard vessels could be
developed into an effective deterrent. He was speaking
before the Merchant Marine Infrastructure, Safety and
Security subcommittee of the Senate Committee on
Commerce, Science and Transportation.
“My preference would be government protection
forces. However, as long as they are adequately trained
I would not be opposed to private security on board,”
Phillips said. “Of course, I realize that very clear pro-
tocols would have to be established and followed. For
example, as a captain, I am responsible for the vessel,
cargo and crew at all times. And I am not comfortable
giving up command authority to others... including the
commander of a protection force. In the heat of an at-
tack, there can be only one final decision maker. So
command is only one of many issues that would have
to be worked out for security forces to operate effec-
Phillips has heard the suggestion that all we have to
do to counter piracy is arm the crews. He believes this
cannot and should not be viewed as the final and only
solution to this problem. Rather, he says, arming the
crew should be viewed as only one component of a
comprehensive plan and approach to combat piracy.
“To the extent we go forward in this direction, it would
be my personal preference that only a limited number
of individuals aboard the vessel have access to effec-
tive weaponry and that these individuals receive spe-
cial training on a regular basis. I realize that even this
limited approach to arming the crew opens up a very
thorny set of issues. I'll let others sort out the legal and
liability issues. However, we all must understand that
having weapons on board merchant ships fundamen-
tally changes the model of commercial shipping and
we must be very cautious about how it is done. Nev-
ertheless, I do believe that arming the crew, as part of
an overall strategy, could provide an effective deterrent
under certain circumstances. I believe that a measured
capability in this respect should be part of the overall
debate about how to defend ourselves against crimi-
nals on the sea.”
“Many of the shippers, in our contact with them, are
very reluctant to take on more aggressive means of
self-defense, because they believe that it will have a
pendulum effect in that the more violent or aggressive
they become in their self-defense measures, the more
violent and more armed the pirates will become,” said
Ambassador Stephen Mull, Acting Undersecretary for
International Security and Arms Control from the U.
S. State Department. Just two days after Capt. Phillips
was rescued, another U.S. flagged ship carried U.S.
government food aid to East Africa, the M/V Liberty
Sun, was also attacked. Although fired upon, the mas-
ter took evasive action and rigging fire hoses, and
called for help. The Liberty Sun was not boarded.
However, Phillip Shapiro, the CEO and president of
Liberty Lines, speaking to the House Transportation
and Infrastructure Subcommittee, said that vessel-only
passive security measures are not enough to save
American lives. While Shapiro lauded the response by
the Navy (USS Bainbridge responded quickly but the
pirates had departed by the time it arrived), he said that
responding after the fact is not the most effective way
of protecting ships. "We strongly urge the Government
to consider embarking a small number of U.S. Gov-
ernment security personnel on the very few U.S.-flag
vessels that transit high-risk transit areas at any one
time," Shapiro said. "In our view, small embarked se-
curity teams are a more effective deterrent than pa-
trolling the entire million square miles of ocean that
are affected."
“These attacks against the Maersk Alabama and the
Liberty Sun are the first known pirate attacks against a
U.S.-flagged vessel since the end of our war with the
Barbary pirates in the early 1800s,” said Rep Elijah E.
Cummings (D-Md.), who chaired the May 20 hearing.
“It is not at all clear to me why the Navy or, in the ab-
sence of a willingness to act on the part of the Navy,
the Coast Guard, isn't providing embarked military
personnel on the few U.S.-flagged vessels that transit
the Horn of Africa region - most of which, I note, are
carrying U.S.-government impelled cargoes.”
“We believe that every vessel should have the op-
portunity to shoot back,” says Ron Wahl with
SeaSchool, a Florida-based training organization with
satellite classroom facilities in several locations. “It is
our opinion that these small boat pirates are not men-
tally equipped to deal with return fire. Qualified mem-
bers of the crew should be permitted to man their ‘repel
boarders stations’ with guns.”
Wahl says the weapons should be under the control
of the master and only issued when under attack.
“SeaSchool offers a four-day course with both class-
room instruction and hands on firing at the shooting
range to prepare people who have some gun handling
background to safely become part of the repel board-
ers team. We stress gun safety and using the ship struc-
ture as a shield.”
SeaSchool is concerned with the outcome of the crew
locking themselves in the engine room, Wahl says.
“Most vessels have built in CO2 systems with the mas-
ter control just outside the engine room entrance. By
just pulling of one lever, the entire crew can be put
down.” According to Wahl, SeaSchool is proactively
conducting courses to train people in the proper use
and handling of guns. “One should not go to a gun-
fight with a knife or a fire hose nozzle,” he says. “Gun
handlers were meant to be repelled by gun shooters.”
Captain Edward Lundquist, USN (Ret.) is a naval an-
alyst and writer, based in Springfield, Va. He works
for Alion Science and Technology and supports the
U.S. Navy’s Surface Warfare Directorate.
(Continued from page 39)
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 9/ 2009 2: 55 PM Page 63
64 Maritime Reporter & Engineering News
All Electric Integrated Propulsion
An integrated power system (IPS) is an
all-electric architecture, providing elec-
tric power to the total ship with an inte-
grated plant. IPS enables a ship’s
electrical loads, such as pumps and light-
ing, to be powered from the same electri-
cal source as the propulsion system (e.g.,
electric drive), eliminating the need for
separate power generation capabilities for
these loads. To meet the increased power
demands for new sea-based weapon sys-
tems, next-generation surface combat-
ants, such as the DDG 1000
Zumwalt-class of guided missile destroy-
ers (see Cut
Figure 1), will feature all-electric
propulsion and an entirely new way of
distributing power for propulsion, ship
service and combat capability. All-Elec-
tric Propulsion is a promising technology
for both naval and commercial marine
applications. On the DDG 1000, power
will be generated by two large gas turbine
generators and two smaller ones. Using
efficient power management, that power
is available to handle all of the electric
loads throughout the ship, including po-
tential future power-hungry weapons
such as rail guns or directed energy
The combat value of an electric ship
goes well beyond weapon capability and
capacity. There are significant efficien-
cies and redundancies. At full power,
DDG 1000 will achieve speeds up to 30
knots. If one of the main turbines is lost,
the plant can be isolated and still achieve
27 knots. Since a warship usually cruises
at reduced power once it has arrived on
station, normal station-keeping can be ac-
commodated with the two small turbines
to save fuel and reduce radiated noise.
The power previously trapped in the
propulsion train can now be directed to
enhance combat capability and mission
flexibility. At lower speeds, Zumwalt has
a surplus of power that can be made
available as needed. Further advantages
include the elimination of maintenance-
intensive and high-temperature auxiliary
steam systems, reduced noise and vibra-
tion, and better fuel efficiency.
Among the major advantages of elec-
tric drive for naval ships is that the prime
movers, whether gas turbines or diesels,
do not need to be located in a central ma-
chinery space and mechanically con-
nected to the propeller shaft as with
traditional propulsion systems. Instead,
the engines can be located anywhere in
the ship, distributed throughout the hull
and connected to generators to supply
power. This power can be fed to a central
bus that can be used for propulsion.
An all-electric integrated propulsion
system enables more design flexibility in
terms of engine placement. For example,
the engines can be placed in the bow,
stern, or even in the superstructure for
smaller engines. One of the advantages
of distributed power in a warship is sur-
vivability. If an engines incurs damage
or is incapacitated in one part of the ship,
that part of the distribution system can be
isolated while power can still be gener-
ated and distributed throughout the rest
of the system. The DDG 1000 will be
powered by a Rolls Royce MT30, which
is based upon the Rolls Royce “Trent”
engine which powers the Boeing 777 air-
liner. The aviation version of the engine
has a demonstrated reliability of 99.98%.
The ‘marinized’ version of the MT30 has
80% commonality with the Trent 800, but
is shock-mounted and has different blade
coatings for operation in a saltwater en-
vironment. This engine is also serving
today aboard the new Littoral Combat
Ship, USS Freedom (LCS 1). Zumwalt
will also have a smaller gas turbine, the
Rolls Royce 4500.
DDG 1000 power generators produce
4,160 volts alternating current (AC),
which is rectified to direct current (DC)
and allows for ship service power distri-
bution to be tailored to the ship’s needs.
There are three primary advantages to
DC. First, DC uses solid state power
conversion that supplies loads which are
converted back to AC, and is a cleaner
way to supply power. Secondly, many of
the combat systems’ loads are DC. Fi-
nally, it enables power to be shared and
auctioned. DC enables uninterrupted
power even in the occurrence of a casu-
alty. The DDG 1000 will employ fixed
pitch propellers. Controllable pitch pro-
pellers and their associated complex hy-
draulics are not required since the motor,
and thus the shaft, can be electrically re-
Naval Power
Solutions to drive tomorrow’s fleet


The Navy is testing new concepts in power
generation, conversion, and distribution to make
ships more efficient, economical, and combat
effective. Ships being developed in both the near
term and long term will have a variety of newly
designed propulsion systems depending on their
size, mission, and ship characteristics. This article
discusses some key technologies on the horizon.
By Edward Lundquist
MR June 2009 # 8 ( 57- 64) REAL: MR Templ at e 6/ 5/ 2009 2: 26 PM Page 64
But novel approaches to propulsion are being considered
for future combatants. Other new naval ships are also adopt-
ing integrated electric power systems. The next-generation
CVN 21 aircraft carrier, the USS Gerald Ford (see Figure
2), will have a newly designed nuclear power plant and all
electric systems and propulsion. The next amphibious as-
sault ship, USS Makin Island (LHA 6) will feature a com-
bined gas turbine and electric propulsion system.
The surface combatant IPS propulsion engineering devel-
opment model (EDM) for DDG 1000 is being tested at the
Land-Based Test Site (LBTS) at the Ships Systems Engi-
neering Station, Philadelphia. The test site has been used to
evaluate different configurations and motors. The test pro-
gram validates key system metrics such as torque, speed and
power output, and specific fuel consumption for the various
The Navy has tested the 18 megawatt (MW) advanced in-
duction motor (AIM), which will be the baseline for DDG
1000, produced by Alstom, at the LBTS. This is essentially
the same system installed on the Royal Navy’s new Type 45
destroyer, HMS Daring, which has just been commissioned.
The IPS features Integrated Fight through Power (IFTP), a
fully automated DC Zonal Electric Distribution System (DC
ZEDS) that provides flexible, reliable, high quality power to
all shipboard loads. Other configurations are also being
tested. The IPS system is fully automated with little oper-
ator intrusion. The testing at the LBTS will validate that the
DDG 1000 IPS will automatically take appropriate correc-
tive action if there is a malfunction or casualty without the
input of an operator.
Engineers at the LBTS have also tested a 36-megawatt
permanent magnet motor (PMM), developed by DRS Tech-
nologies. PMM has greater power density than the AIM and
may be used in future ships.
Many studies were performed on different combinations
of gas turbines. The purpose was to avoid development of
new gas turbines that were not qualified and in service or
on their way into service.
Although there are advantages to distributing the power
system throughout a warship hull, the size and weight of the
various components has usually necessitated keeping the
propulsion equipment low in the ship for stability reasons.
The DDG 1000 engineering plant layout is relatively con-
ventional because of the air intake, exhaust, and drive
DRS Technologies and General Atomics Electromagnetic
Systems are developing a hybrid electric drive which per-
mits a smaller service gas turbine to power a permanent
magnet motor that can power the ship at slow or “loiter”
speeds. Using a smaller turbine can result in significant fuel
savings. Furthermore, the motor can be reversed to func-
tion as a generator when propulsion gas turbines are online.
Overall, integrated electric drive offers ship designers and
operators a plant flexibility that does not exist with me-
chanical drive systems. However, trade studies must be used
to select the appropriate power and propulsion system for
their ship.
There are some ships with partial electric drive or hybrid
electric drive mechanical drive systems. These include the
operational Type 23 frigates; the European Multi-Mission
Frigates (FREMM), a joint program between France and
Italy, which is now in construction for France, Italy, Mo-
rocco and Greece; and the amphibious assault ship USS
Makin Island (LHD 8), now undergoing trials.
Despite the advantages, there are not a lot of electric drive
warships in service, The new generation of electric ships
has yet to prove themselves. The DDG 1000, Royal Navy
Type 45 and T-AKE propositioning ships are examples of
all-electric warships , but they are still in the design phase,
June 2009 www.marinelink.com 65
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 9/ 2009 2: 59 PM Page 65
under construction, or just entering service. Even
though there is significant interest in electric drive sys-
tems, but there are only a relatively small number of
ships actually under construction and in operation.
Superconducting Motors
American Superconductor and Northrop Grumman
have recently tested a 36.5-megawatt high-tempera-
ture superconductor (HTS) ship propulsion motor at
the LBTS. The motor uses HTS wire that can carry
150 times more power than copper wire used in more
conventional motors. The advantage is more compact
propulsion systems that have greater power density.
Superconducting wire can carry more current and gen-
erate higher magnetic fields in very small areas, and
can result in a significantly smaller motor. In other
words, more power is available from smaller, lighter
motors. That means Navy ships can carry more fuel
and munitions and have more room for crew’s quarters
and weapons systems.
General Atomics’ (GA) superconducting DC ho-
mopolar motor for propulsion applications is small
and light compared to traditional and superconduct-
ing AC motor systems. This motor uses low-temper-
ature supercooling that employs gaseous helium to
maintain the superconducting wire within the motor
at 5 degrees Kelvin, which is almost absolute zero.
Since some materials are much better conductors at
very cold temperatures, with virtually no electrical re-
sistance, supercooled conductors make for much more
efficient motors. A comparable high-temperature
super cooled system operates between 40 and 75 de-
grees Kelvin, depending upon the technology chosen.
Refrigeration at higher temperatures is easier, but the
high temperature superconducting material is not as
easy to produce and is much more expensive than the
superconducting niobium-titanium wire in the low-
temperature motor. Niobium-titanium wire is the
most widely used and available superconducting wire
in world-wide commercial applications.
GA has built a 5,000 HP motor that is 4.5 feet in di-
ameter. This technology is slender, light and fuel ef-
ficient and can be more readily adapted to propulsion
pod applications.
Additionally, while superconducting AC motors
have similar costs to the superconducting DC motor,
there is no need for power inverters and the associated
electronics to switch it to AC.
Propulsion Pods
Most marine motor applications are located within
the hull and coupled to a shaft to turn a propeller or
waterjet impeller. Electric power can also be used for
propellers or waterjets, but can also power propulsion
pods which can be located outside the hull.
Pods provide better maneuverability entering and
leaving port or maintaining a precise station. With a
significant amount of propulsion equipment located
outside the hull, more room is available inside the ship
for other purposes. Also, the signatures could be mit-
igated if the propulsion system was isolated inside the
Cruise ship pod systems, such as “Mermaid,” from
RRAB (a joint venture with Rolls-Royce AB and Al-
stom), and ABB’s “Azipod” systems, can rotate 360-
degrees, and eliminate the need for rudder assemblies.
With a pod, the motor is in the pod, while an az-
imuthing thruster has the motor located in the hull.
The Royal Navy’s Echo-class of survey vessels uses
electric azimuthing thrusters. Pods were considered
for Zumwalt but ruled out because of their size.
The US Navy has used Small Water Plane Area
66 Maritime Reporter & Engineering News
The white unit is the Advanced Induction Motor, the large grey unit across from it is the PMM.
An integrated power system (IPS) is an all-electric architecture, providing electric power to the total
ship with an integrated plant. The surface combatant IPS propulsion engineering development model
(EDM) for DDG 1000 is being tested at the Land-Based Test Site (LBTS) at the Ships Systems Engineer-
ing Station, Philadelphia. Engineers at the LBTS have also tested a 36-megawatt permanent magnet
motor (PMM), developed by DRS Technologies. PMM has greater power density than the AIM and may
be used in future ships.
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 8/ 2009 12: 05 PM Page 66
June 2009 www.marinelink.com 67
Twin Hull (SWATH) ships for research
and surveillance. These catamarans have
long and slender motors and other
propulsion equipment located in the sub-
merged cylindrical buoyant hull sections,
but can mount prime movers above the
waterline. ThyssenKrupp’s Nordseew-
erke has built the SWATH research vessel
Planet for the German Federal Office of
Defense Technology and Procurement.
Planet will assess new propulsion tech-
nologies and evaluate the sea keeping
characteristics of the SWATH hull form.
Its electric propulsion enables it to test
mine detection and undersea warfare sys-
tems and countermeasures.
Siemens in Germany is finding im-
proved power availability and system re-
sponsiveness with High Temperature
Superconductors for podded waterjets
applications. Siemens is also developing
fuel cell technology for ship propulsion.
While not a new form of propulsion,
waterjets have not been used on larger
ships until recently. They present some
clear advantages for warships. Waterjets
deliver rapid acceleration and can sustain
high speeds. Waterjet-powered ships are
extremely maneuverable, and can stop
quickly. They offer simplicity. The flow
is constant in a single-direction. Engine
loading is constant, regardless of vessel
speed, and waterjets do not overload the
engines. There may be no need for a
gearbox. Astern propulsion is applied by
means of deflectors that divert the jet-
stream forward. Precise station keeping
can be maintained with waterjets.
There are many advantages of water-
jets. The most prominent advantage is
the shallow draft of the system. Waterjets
do not have appendages (such as pro-
pellers, shafts and struts, or rudders) that
extend below the waterline. This mini-
mizes the risk of damaging the propul-
sion gear from grounding or from hitting
a submerged object and also reduces the
maintenance requirements. As a result
the boats can operate close to the shore-
line, land onto a beach for deployment of
troops or equipment, or run over sub-
merged logs or sandbars without damag-
ing the propulsion equipment. In
addition, floating debris such as ropes,
nets or weeds, do not pose much of a risk
to the system particularly at high speed.
Even though these items may be drawn
into the jet unit at slow speeds, they are
unlikely to cause damage and can easily
be removed.
Waterjets are reliable. Like propeller
driven ships, there is still a shaft, but it
turns the pump impeller at a constant
speed as opposed to a much larger screw.
Drive shafts, gear boxes and engines re-
ceive less stress, prolonging their service
lives. The entire propulsion system re-
quires less maintenance.
Waterjets are more efficient at higher
speeds, particularly in multiple drive in-
stallations such as catamarans. With no
underwater appendages, there is no in-
crease in hull resistance as speed in-
creases or more drives are added.
Efficient operation can also be achieved
over a broader range of speeds compared
to propellers. Waterjets cannot overload
an engine due to excess boat weight, tow-
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MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 8/ 2009 10: 16 AM Page 67
ing, or extreme seas because they oper-
ate independently of the body of water
under a boat.
A fast vessel needs a relatively higher
amount of power than a slow vessel, and
waterjets can provide a relatively large
amount of power despite its relatively
small size. Conventional propulsors
would require relatively large propeller
A clean hull design, free of ap-
pendages, delivers greater speed. Drag
resistance increases significantly as ship
speed increases. Therefore, the absence
of appendages becomes increasingly im-
portant as ship speed requirements in-
The Office of Naval Research (ONR)
uses an experimental 130-foot-long craft
called the Advanced Electric Ship
Demonstrator (AESD) to test various wa-
terjet-based propulsion configurations at
the Navy’s Acoustic Research Detach-
ment at Lake Pend Oreille, Idaho. ONR
engineers achieved improved efficiency
and maneuverability with a smaller,
lighter propulsion system while reducing
noise at the same time. Named Sea Jet
(see Figure 3), the craft is essentially a
quarter-scale model of the DDG-1000
destroyer. It has been used to test an
AWJ-21underwater discharge waterjet
from Rolls-Royce Naval Marine, Inc., to
validate better propulsive efficiency, re-
duced acoustic signature, less drag and
better speed as well as improved maneu-
verability for future surface combatants
by eliminating rudders, shafts and pro-
peller struts.
Sea Jet has also been employed to
demonstrate the General Dynamics Elec-
tric Boat RIMJET propulsor, which is a
podded system that features a permanent
magnet motor to power a propeller in the
rim, rather than the hub of the pod. The
system uses sea water for coolant, which
eliminates the typical elaborate cooling
system consisting of pumps, piping and
heat exchangers.
ONR has also developed an Advanced
Hull Form Inshore Demonstrator
(APHID) which is testing a complete
electric podded propulsion system. The
Rim-Driven Propulsor Pod (RPD) uses a
Pulse-Width Modulated (PWM) motor
drive system mounted on the Hybrid
Small Waterplane Area Craft
(HYSWAC). Called Sea Flyer, the
HYSWAC is built from a modified Navy
Surface Effect Ship and uses a Vericor
TF-40 gas turbine prime mover. Sea
Flyer features an underwater lifting body
ship that combines the high-speed capa-
bilities of a hydrofoil and the rough-water
stability of a small waterplane area twin
hull (SWATH), and delivers higher speed
and improved stability over comparable
sized vessels.
Cost can be an initial disadvantage of
waterjets. They are expensive to pur-
chase and maintain. Waterjets are made
from costly stainless steel, which is more
expensive than other propulsors that are
typically made from copper alloys. How-
ever, waterjet lifecycle costs are relatively
lower. Waterjets are less prone to impact
damage and reduced engine stress results
in less engine maintenance and longer
engine life.
The Littoral Combat Ships (LCS) will
employ waterjets. Waterjets were chosen
for LCS to provide high speeds in shal-
low waters where the LCS will operate to
combat asymmetric anti-access threats in
the littoral regions of the world. Two
variants of LCS are being built. Lock-
heed Martin has delivered USS Freedom
(see Figure 4), a semi-planing monohull
design, built at Marinette Marine in Wis-
consin. General Dynamics is building a
trimaran, the USS Independence, at
Austal USA in Mobile, Alabama. Both
will have diesels and gas turbines, and
both will employ waterjets. The General
Dynamics LCS has four steering and re-
versing waterjets, while the Lockheed
Martin LCS has two steering and revers-
ing and two booster jets. Both ships dis-
place about 3,000 tons, with up to 4,000
tons fully loaded. This will make the two
LCS combatants the largest naval water-
jet-powered warships.
While the two versions have taken a
different naval architectural approach to
the mission, both “seaframes” will carry
mission modules that can be reconfigured
to adapt to the ship’s combat mission as-
USS Freedom is powered by two Rolls-
Royce MT30 36 MW gas turbines and
two Fairbanks Morse Colt-Pielstick
16PA6B STC diesels. The seaframe is
68 Maritime Reporter & Engineering News
Preparation is under way for the installation of the water jets.
Inset: Plant status on USCGC Bertholf (WMSL 750) can be viewed on consoles
throughout the ship. (Photo by E. H. Lundquist)
Quality Shipyards
“Distinctive Workboat Of The Year Award” Winner 2007 & 2008
Joseph R. Badeaux, Vice President & GM
Quality Shipyards, LLC
3201 Earhart Drive, Houma, LA 70361
Email: jbadeaux@tdw.com
Phone: (985) 876-4846
Quality Boats!
Quality Shipyards, L.L.C., provides
• New vessel construction
• Vessel Design using the latest CAD programs
• Conversion and Repair Services
on the Gulf Intracoastal Waterway near Houma, La.
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 8/ 2009 11: 34 AM Page 68
June 2009 www.marinelink.com 69
based on the Fincantieri-built, Donald
Blount-designed high-speed yacht De-
striero, which holds the record for the
fastest Transatlantic crossing (60 knots).
The 378-foot Freedom has a steel hull
with aluminum superstructure. Two
Rolls-Royce MT30 36 MW gas turbines
and two Fairbanks Morse Colt-Pielstick
16PA6B STC diesel engines are the
prime movers, powering four large
Rolls-Royce Kamewa waterjets. Four
Isotta Fraschini Model V1708 ship serv-
ice diesel generator sets provide auxil-
iary power. USS Independence, the
slender stabilized trimaran monohull
built by the General Dynamics team, has
an overall length of 418 feet, maximum
beam of 93 feet and full load displace-
ment of 2,637 tons. The seaframe is
based on Austal’s design for the Benchi-
jigua Express passenger and car ferry.
Two General Electric LM2500 22 MW
gas turbines and two MTU
20V8000M90 9100 kW diesel engines
are the prime movers, powering four
large steering and reversing Wärtsilä-
Lips 2 X LJ160E and 2 X LJ150E wa-
terjets. With all propulsion flat out the
Wärtsilä-Lips waterjets together expel
roughly 27,000 gallons of seawater per
second exiting from the jet nozzles at a
speed around 90 mph. The trimaran
variant built by General Dynamics will
also have a Retractable Azi Thruster.
One design is not optimum for all sit-
uations. Cruise ships with large portions
of their itineraries at low power benefit
from electric drive. Fast ferries which
go to full throttle as soon as they clear
the breakwater and remain at full throt-
tle until they reach the next port would
be at a disadvantage with electric drive.
There are advantages to a mechanical
drive system. Mechanical drive systems
are more efficient compared to electric
drive systems in terms of their ability to
transmit energy from the prime mover to
the propulsor. For example, the me-
chanical drive is estimated to transmit
approximately 98% of the energy at the
prime mover output shaft to the propul-
sor in mechanical drive. The electric
drive is estimated to transmit between
91% and 93%.
The author would like to thank Mike
Worley, vice president of naval marine
programs for Rolls-Royce North Amer-
ica; Mike Collins, former program man-
ager for Integrated Power Systems with
Program Executive Office–Ships (PEO
Ships); Read Tuddenham, General Elec-
tric’s manager of integrated propulsion
systems and new applications; Michael
Reed, Senior Vice President for Ad-
vanced Technology with General Atom-
ics Group; Tony Kean of HamiltonJet,
Christchurch, New Zealand; and Marit
Holmlund-Sund of Wärtsilä in Vaasa,
Finland, for their contributions to this ar-
This article was originally published
in the Department of Defense Weapon
Systems Technology Information
Analysis Center (WSTIAC) Quarterly,
Vol. 9, No. 1, Special Edition on Power
& Energy, http://wstiac.alion-
science.com/quarterly. Reprinted with
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 9/ 2009 3: 19 PM Page 69
70 Maritime Reporter & Engineering News
Power for the Currents
Sea Imp X on the job with Mount Baker in the background.
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 8/ 2009 10: 21 AM Page 70
By Alan Haig-Brown
At the mouth of the Fraser River the
tides routinely have a 12-ft. range. Forty-
two miles upriver at Mission the coastal
mountains are beginning to crowd the flat
farmland but still the tidal range is fre-
quently six feet. No salt water reaches
this far as the tide only serves to back up
the river water. But the river can slow to
a crawl from the pressure of the flood tide
and with the combined ebb and river cur-
rent the flow can be dramatic.
This is no place for the faint of heart,
especially when operating a towboat in
the river currents. But this is the routine
for the operators of the boats at Cather-
wood Towing based in Mission BC.
Much of the work involves moving
booms from storage along the river side
to lumber and shingle mills that are also
along the river. The booms are made up
in 60 by 60-ft. sections and are chained
together. Capt. Butch Salsbury on Cahter-
wood’s Sea Imp X explains that when he
started with the company 22 years ago
they would often deliver enough sections
to a sawmill to last them for a week, but
now, with escalating log prices the mills
want the logs delivered one or two sec-
tions at a time, “And they want it right
now,” he laughs.
That is why he is enthusiastic about the
repower that the Sea Imp X got last year.
“We took out a pair of 400 hp engines
and put in a pair of 500 hp Cummins
KTA19 engines,” says company founder
and president Ernie Catherwood, “Now
that boat really gets up and goes, I wish I
was still running the boats,” he adds.
A 36-ft. 1000 hp twin-screw tug is a
long way from where Ernie started back
in 1971. He spent some youthful years
working as a boom man with his dad and
got to run a small boom boat from time to
time. Like most young men he wandered
a bit and had some adventures including
winning the log rolling contest in the
Logger’s Sports at Osaka’s Expo ‘70, but
when the time came to get serious about
life his dad suggested he buy a tug boat.
The Sea Imp was a wooden hulled river-
tug with a Jimmy 6-71 that put out a
grand total of 165 HP. The work was
mostly moving booms a short distance
from storage to the cedar shake mills near
Not one to stand still, Ernie Cather-
wood worked extra shifts and made
enough money to qualify for a bank loan
and built his first steel boat the Sea Imp
III In 1980 which was just in time to see
the sky rocketing interest rates of the
early 1980s. The challenges of high in-
terest were an important business lesson.
The solution was more hard work and an
expansion of his towing territory to in-
clude yarding logs up from the mouth of
the river and even towing barge loads of
cedar shake bolts from up coast logging
These were challenging orders for
small tugs but they were profitable and
Catherwood survived the interest peaks
and added boats to his fleet. He chose a
respected brand of engines for his new
boats but when he bought the Cummins-
powered Promoter from another operator
he was pleased. “The power impressed
Safety you
quality you
Jastram’s State of the Art Digital steering
controls are engineered for the worlds
most advanced vessels.
Designed to meet the standards
of the all major Classification Societies.
Photo courtesy of POSH Semco Pte Ltd.
135 Riverside Drive, North Vancouver, B.C.
Canada, V7H 1T6
T: 604 988 1111 F: 604 986 0334
June 2009 www.marinelink.com 71
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 9/ 2009 3: 16 PM Page 71
me,” he recalls of that purchase.
When one of the other companies on the river told of
pulling a Cummins KTA19 engine with nearly 30,000
hours on it but found there was not enough wear to jus-
tify a rebuild, Catherwood was impressed. Good engines
are one thing but reliable service is equally important.
When his tugs Sea Imp VIII and Sea Imp X came up
for repower he pulled the old 400 HP engines and re-
placed with new Cummins KTA19 engines rated at 500
HP each. “We used the same Twin Disc gears but added
pitch to the 54-inch nozzled-wheels on the Sea Imp VIII
and gained 1.5 to 2 knots in speed as well as increased
towing power,” he recalled recently.
72 Maritime Reporter & Engineering News
Cahterwood's first Cummins powered tug, Promoter, in river ice January 2009.
Above: Ernie Catherwood with model tug.
Below: Capt. Butch Salsbury in the Sea Imp X's well
equipped wheelhouse.
MR June 2009 # 9 ( 65- 72) : MR Templ at e 6/ 8/ 2009 10: 26 AM Page 72
“That equals eight hours saved on a run
from Prince Rupert to Vancouver. For
British Columbia operators getting a tug
to the right place to do a job and take ad-
vantage of a fair tide is all-important both
on the coast and in the Fraser River.”
For the repower of the 36-foot Sea Imp
X Catherwood changed the Twin Disc
gear from a Twin Disc 514 5.07:1 gear for
a Twin Disc 516 4.5:1 as this latter gear
can handle up to 700 HP. The results are,
says Catherwood, “Like driving a side-
winder,” which is a reference to a very
powerful little boat for working around
booms. The river yarding tugs are fitted
with kort nozzles and large solid steel
bars for protection from river logs. It is to
retain these structures that makes modi-
fying the gear selection and adding pitch
to the props the most practical way to uti-
lize the increased horsepower.
Catherwood’s first Cummins powered
boat with the twin K19s was the Pro-
moter that they purchased with some
hours already on the engines. Cather-
wood calculates that the engines now
have over 20,000 hours each. “We change
oil every 250 hours and each time we cut
a filter open and squeeze the paper in a
vise. If any metal shows up when you un-
fold the dried accordion of paper you
know that there is trouble. But those en-
gines are doing fine.”
This spring Ernie Catherwood will take
delivery of his first new-build with Cum-
mins KTA19 main engines. The Sea Imp
IX will be 53.6-feet overall with a hefty
22-foot beam and a 9.75-foot draft. As
were several of the boats in the fleet, the
new boat is being built to a design by
West Vancouver based A. G. MiIlwain
who understands the demands of a yard-
ing tug that will be required to do some
coast wide work as well. With fuel tanks
for 45,000 litres of fuel the boat will have
the range for longer tows along the BC
coast. With that in mind it has accommo-
dation for four crewmembers. As is the
practice for tugs working around logs, the
new boat will have channel iron guards
covering the exterior of the hull to protect
the tug when working against heavy logs.
The electronics will match the exten-
sive suite that the other vessels have with
depth sounders for working the river and
auto-pilots to avoid over steer and pro-
vide fuel efficient steering with the heavy
log booms. A more recent addition is the
Panasonic Tough Book lap top computer
that includes the electronic charts but also
allows the transmission of location and
other data such as speed and direction
from the vessel. The data from the new
boat will join that of the other 14 boats in
the fleet on a huge flat screen display in
the company’s dispatch office. Plans are
also in the works at Catherwood to ex-
pand this proprietary system to include
transponders that can be placed on log
booms or barges to allow owners to track
locations and content in real time.
While log movements are reduced on
the river so that they make up only 25
percent of Catherwoods work, they have
made up the difference with barge and
construction support. The company took
delivery of a new boat at the start of the
early ‘80s interest spike and now they
take delivery of a new boat as a new eco-
nomic challenge sets in but the same de-
termination and good management that
saw them through the earlier decades will
take them through the coming months
and years.
June 2009 www.marinelink.com 73
A pair of 500 hp Cummins KTA19 mains in the engine room.
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 8/ 2009 1: 51 PM Page 73
MESPAS AG offers mespas R5, its
class-approved fleet management solu-
tion that is designed to take ship man-
agement a step further. MESPAS, which
was started just six years ago by a group
of colleagues from Sulzer, offers a con-
cept which is inherently unique in that the
company serves as a library for ship in-
formation, parts and regulations, with all
of its customers tapping into and benefit-
ting from the efficiencies of such an op-
eration. The mespas R5 is designed to be
an all-in-one system and covers all major
components of modern marine fleet man-
agement such as maintenance, procure-
ment and quality management. Unique to
the approach is the central server with its
database hosted by MESPAS. The data-
base is preset with vessel specific data as
well as a whole range of up-to-date
generic data (such as documents pub-
lished by OEMs or certification authori-
ties). For customers, one of the greatest
sources of cost savings and increases in
efficiency result, however, from out-
sourcing IT related tasks such as server
hosting, providing security, implement-
ing software updates etc.
“We are like a bank,” said Peter Fäh,
managing director, during a recent con-
versation with Maritime Reporter, “in
that we don’t own the money (informa-
tion), we manage it.”
While tapping a common database
could be a concern, particularly amongst
a business group as traditionally conser-
vative and private as shipping companies,
Fäh insists that security of data and in-
formation is a paramount concern and ef-
fort for MESPAS. Maintaining this
database with the most current informa-
tion is “a huge job, but a huge advan-
tage,” said Fäh, but is a critical element
in the company’s mandate to reduce man-
ual work – and costs – for its clients.
Currently MESPAS counts about 50
companies and 450 ships as clients, ac-
cording to Fäh, with penetration prima-
rily in Europe, Singapore and Hong
Kong. He said there is no “typical” MES-
PAS client, as the company’s ship man-
agement solution can be found on
everything from OSVs to cruise ships to
Every technical part or product is stored
once only, its source being OEM data.
Then each vessel is rebuilt electronically,
using these products and parts (e.g. cur-
rently more than 615,000 parts). All mes-
pas R5 software modules are directly
linked to these parts and products, giving
staff onboard and the office onshore at all
times an overview of activities across the
whole fleet.
The software prompts staff to carry out
defined tasks, and as soon as the work is
done and recorded, the data is synchro-
nized as part of the standard synchro-
nization schedule of each vessel.
Though thorough, Fäh admits there is
still work to do to make the mespas solu-
tion all-encompassing.
“We are about 75% there,” he said, in-
dicating that the company is working on
74 Maritime Reporter & Engineering News
Multitude of Software Solutions
In an effort to squeeze efficiency and costs, particularly in trying economic times, ship and boat owners are increasingly turning to the latest
technologies designed to make vessel operations more efficient, safe and cost-effective. Maritime Reporter reports on the latest developments in
the Software Solution space.
GAC-SMHI recently launched
Fleetweb, a Web-based tool en-
ables efficient performance
control and fleet management.
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 9/ 2009 3: 07 PM Page 74
adding new drydocking and crew man-
agement modules to the system.
When Canada’s Canfornav – a shipping
company with 30 vessels operating from
the Great Lakes to multiple international
ports – needed to simplify its processes, it
turned to ShipDecision, designed by
Stelvio, Inc., which created a virtual
command center to securely link each
business partner involved in the cargo
process. Developed in consultation with
ship owners, operators and P&I Clubs,
ShipDecision is a web-based system that
is designed to integrate all of the critical
operations and documents to manage
cargo voyages. To ensure that its products
are targeted to the end-user’s needs, the
company "develops softwarefor the sake
of business, not for the sake of IT,” said
Albert Carbone, president and CEO,
In this case, Stelvio's engineers worked
directly with Canfornav employees to
gain an understanding of their business
processes, challenges and needs, listen-
ing to the full spectrum of needs of staff
in the Operations, Chartering, and Ad-
ministrative departments.
ShipDecision is also targeted to ship
brokers, designed to eliminate the need
for brokers to search manually through
the thousands of incoming daily emails.
The Vessel Position feature of the system
examines each incoming message and
automatically extracts the critical vessel
information such as the name, ownership
and tonnage of the vessel; its region and
position; and its open date range.
Through a unique algorithm, the sys-
tem also ‘learns’ to adapt to various for-
mats of information, so that it can extract
the relevant data regardless of the format
in which it is
written. The
Cargo Order fea-
ture of the sys-
tem makes it
easier for bro-
kers to search for
cargo orders by
lay-can date
range; cargo type
and quantity;
zone and port;
and by latest
“ Q u i c k l y
matching the
right ship to the
right cargo, in the
most cost effective
manner, is a critical ac-
tion in the maritime shipping industry,”
said Carbone. “The feedback we have
had from the brokering community is that
the Broker Module will make a real dif-
ference in day-to-day productivity,” he
Teledata Marine Solutions (TMS) re-
cently launched ShipManager 7.0, which
is designed to provide a platform for Pre-
dictive Analysis and Decision Support,
and seeks to addresses the operational
needs of Commercial Managers, Techni-
cal Managers and Ship Staff. “This prod-
uct is constructed around four building
blocks, namely Technical, Commercial,
F&A and Decision Support. The Ship-
Manager 7.0 application work flows are
designed to deliver business intelligence
to maritime enterprises,” said Himanshu
Joshi, President – Marine Products, Tele-
data Marine Solutions.
A unique ship operator can select and
use chosen business processes from dif-
ferent modules including Procurement,
Crewing, Chartering, Accounting and so
on. This approach ensures flexibility of
software use with roles and responsibili-
B e -
sides featur-
ing alerts, notifications and dashboards as
integral parts of the product, ShipMan-
ager 7.0’s interfaces also provide marine
managers and ship’s crew a direct access
to a large number of critical reports in of-
fices and on ships.
Multi Service Corporation — a
global provider of billing and payment
systems — administers an Internet-based
fuel procurement and transaction man-
agement solution for the commercial
shipping and government marine indus-
tries. The Altivis interface is an adapta-
tion of an open market solution
developed for U.S. government spot
buys. The system connects bunker buy-
ers with a worldwide network of suppli-
ers and maintains a complete transaction
trail for contract and spot purchases. As a
credit and transaction service provider,
Multi Service extends lines of credit to
marine organizations, pays the bunker
When it is me to install or update your
Vessels Technology... who do you call?
The VNS G-Force can get the job done on me
and under budget
VNS International
(877) 271-0114 or (954) 839-8256
• Networking
• Telephone
• Systems
• PA Systems
• Satellite
• Audio Visual
• Fire Alarms
And More
June 2009 www.marinelink.com 75
“We are like a bank,”
said Peter Fäh, managing
director, MESPAS, “in that
we don’t own the money (in-
formation), we manage it.”
mespas5 screenshot
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 9/ 2009 3: 05 PM Page 75
supplier for fuel purchased and then pro-
vides consolidated billing to the shipping
company or government.
GAC-SMHI Weather Solutions
launched Fleetweb 3.0, a web-based ap-
plication designed to allow shipping op-
erators to monitor and control fleet per-
formance 24/7 to achieve greater opera-
tional and cost efficiency.
GAC-SMHI Weather Solutions is an al-
liance between GAC and the Swedish
Meteorological and Hydrological Insti-
tute (SMHI) formed to offer a range of
customized products and meteorological
expertise to help global business achieve
increased safety and profitability.
According the company, Fleetweb 3.0
and GAC-SMHI Weather Solutions’
weather services help to improve fleet
control and efficiency, as well as reduce
bunker consumption by 5%-10%.
For example, Fleetweb helps users de-
tect inefficient or longer routes taken by
their chartered ships. Discrepancies on a
Master’s reported ETA compared to
SMHI’s calculated ETA (known as CTA)
given on the basis for the expected
weather of the next few days and other
relevant parameters.
On-going Voyage Analysis (OVA) will
highlight overconsumption of Fuel and
Time Lost. This continuous flow of data
allows Operations Departments to imple-
ment remedial measures in good time in-
stead of waiting for the voyage is over, by
which time such information is of little
Flow Technology recently introduced
the FUSION Event Manager, a new
software feature for the FUSION Marine
ABS Nautical Systems
Donates Software
ABS Nautical Systems (ABS NS) do-
nated its NS5 Fleet Management Soft-
ware to the International Maritime
University of Panama (UMIP). The
donation includes the Maintenance &
Repair, Purchasing & Inventory, Crew
Management, Quality & Compliance
and Replication Manager modules of
the NS5 software suite. The modules
will be woven into the existing student
courses as real-world examples, thus
giving students exposure to the soft-
ware throughout their educational pro-
gram. “Our curriculum is designed to
prepare future officers for the practical
challenges they will face throughout
their maritime careers," said Victor
Luna Acting President for the univer-
sity. “Our students will now experience
first hand the management programs al-
ready in use on thousands of vessels,"
he adds. “This is of great value to our
students and their future employers."
TMS’ ShipManager 7.0’s user-friendly
dashboard allows bird’s eye overview
of tasks, alerts and performance indi-
cators .
76 Maritime Reporter & Engineering News
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 9/ 2009 3: 01 PM Page 76
June 2009 www.marinelink.com 77
Vessel Fuel Accountability and Manage-
ment System enabling marine fleet oper-
ators to transmit summarized vessel fuel
consumption data to their homeport for
analysis. The FUSION system is de-
signed to provide a means to measure,
record, report and display the fuel con-
sumption and efficiency of marine vessel
diesel engines, intended for use on ma-
rine vessels. The purpose-built FUSION
system is custom configurable for meas-
uring the net fuel burned by multiple
propulsion engines and generators or
thrusters. One issue related to fuel con-
sumption is the amount of time a marine
vessel is away from its home port; ex-
tended service delays port engineers from
analyzing trip data in a timely manner.
With the FU-
SION Event
Manager, fleet
operators can
utilize satellite
communication to
transmit fuel data to
their homeport. In addition, the
system can be set up to automatically e-
Become Chief Mate!
866-775-8382 • Info@MamaTrains.com
Virginia Beach, VA & now at
Maritime Pilots Institute in Covington, LA
We (Stelvio, creator of
ShipDecision) "develop
software for the sake of
business, not for the sake of
IT,” said Albert Carbone,
president and CEO,
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 9/ 2009 12: 34 PM Page 77
78 Maritime Reporter & Engineering News
mail fuel consumption reports on a
scheduled basis.
CruiseMax, from Herbert Software
Solutions, is a load management and
emergency response software for cruise
ships and superyachts. CruiseMax allows
the Damage Control Officer to quickly
collect and process the available data, de-
fine the bounds of the problem, and eval-
uate multiple scenarios for remedial
action. CruiseMax features: Standard
Windows User Interface; continuously
updated and customizable results bar
showing drafts, trim, list, GM, and longi-
tudinal strength; and continuously up-
dated results, including stability, strength
and tank plans.
VNS International recently made
available its Xpress Series, which is de-
signed to “jumpstart” the tourist season
by offering ticketing, e-reservations,
group sales, Information Management
and loyalty program solutions in a stand
alone environment at a reasonable price.
The Xpress Series operates within the
VNS’ Marine Administration and Plan-
ning (MAP) software suite and offers ag-
gressive pricing to new ventures.
The Xpress Series provides compre-
hensive support for the entire reservation
and ticketing process, including capacity
forecasting, group/event tracking, budget
management, credit card processing, e-
reservations, information management,
Point of Sale and reporting. The compre-
hensive offering is stand alone, off the
shelf, downloadable and addresses the
unique needs of the multi-property and
the start-up organization. The advantages
of the Xpress Series licensing, versus tra-
ditional software licensing are its low
cost of application ownership and quick
time to deployment.
Neste Oil recently purchased Veson
Nautical’s Integrated Maritime Oper-
ations System (IMOS) Trading Module
for Neste’s Shipping Division. IMOS
Trading is designed to provide a solution
for monitoring and managing physical
and Forward Freight Agreement (FFA)
positions and risk. Currently, Neste’s
Shipping Division uses Veson Nautical’s
IMOS Chartering, Operations and Finan-
cials modules to manage all commercial
shipping activities for its 30-vessel fleet.
Mastex Software released MX Suite,
a ship management software. The main
part of the software is planned main-
tenance, followed by the inventory
with purchase modules. To complete
this first release of MX Suite, a cer-
tificate module and safety module is
integrated to take care about the cer-
tificates and safety drills.
Skymira’s software solutions are de-
signed to unlock the value in corporate
remote information via a complete set of
satellite and cellular technologies. The
company’s communication platforms,
combined with Skymira’s value-added
services, are designed for many func-
tions, from streamlining paperwork to
tracking vessels and remote employees in
the transportation, maritime, industries,
Skymira's software solutions are tailored
to meet each company’s current specific
needs, and evolve as information re-
quirements change.
Tideworks Technology now has avail-
able the Genoa Breakbulk Management
System 5.0, a multipurpose terminal op-
erating system. Genoa 5.0 integrates with
the Spinnaker Planning Management
System, allowing full graphical container
planning for gate, yard, vessel, and inter-
modal operations.
The Genoa Breakbulk Management
System is a suite of systems designed to
support terminals that handle all cargo
types including breakbulk, bulk, RoRo,
automobiles, and containers.
Last month SpecTec introduced
AMOS Business Suite Version 9.0,
which includes changes to update the
AMOS Business Suite user interface. In
particular, a themes concept has been in-
Navigating a commercial vessel in the name of effi-
ciency and profit is one thing; guiding a charity ship
safely from port to port as it delivers free, world-class
health care services to the poor is quite another.
Mercy Ships, a leader in the delivery of critical health
care to some of the world’s most needy, recently used
the latest version of Applied Weather Technology
(AWT) BonVoyage System (BVS) to help the Africa
Mercy navigate the safest and most fuel-efficient course
while en route to the ship’s current assignment in Benin,
West Africa. AWT first began donating the BVS graph-
ical marine voyage optimization system to Mercy Ships
in 2000, and since that time has continued to provide
Mercy Ships with complimentary data, system upgrades
and support.
Mercy Ships’ Captains and navigation crew use BVS
to check weather and sea conditions to help ensure crew
and vessel safety, and prevent encounters with inclement
weather that could damage sensitive medical equipment
onboard. Mercy Ships serves the urgent surgical needs
of the world’s forgotten poor and has performed more
than 41,000 life-changing operations since 1978. “Hos-
pital equipment is highly susceptible to damage. We’re
loaded with a CT scanner and X-ray machines that are
not designed for being bounced around,” said Captain
Tim Tretheway, Master of the Africa Mercy, the world’s
largest non-governmental hospital ship. “We use BVS
to find the routes with the most moderate conditions and
then we’ll take those routes. It’s simple to check condi-
tions ahead. You flip on the flat screen with BVS and
it’s easy to get a complete, real time picture of the
weather by simply moving the mouse over a specific lo-
cation. In addition to wind, pressure and sea conditions,
we highly value the NCOM current data. In my experi-
ence, we have had fewer problems due to inclement
weather because there has been more and better weather
information available to us thanks to AWT. The biggest
advantage of BVS for Mercy Ships is definitely crew,
vessel and medical equipment safety,” said Jon Fadely,
current Marine Operations Director and former Mercy
Ships Captain, who used BVS for several years aboard
the Caribbean Mercy, one of the Mercy Ships that is now
retired. “We sought out BVS because we were looking
for a way to stay better advised of weather, particularly
during hurricane season. BVS has a wonderful way of
turning words into pictures, and the data comes to us in-
dependent from the Internet, which is important because
Internet communications onboard ships can be unreli-
able and expensive.”
On board the Africa Mercy, which arrived in February
for a 10-month assignment in the West African country
of Benin where four thousand people recently lined up
at the ship with hopes of receiving medical help, Captain
Tretheway uses BVS to check the weather conditions
and alert the medical staff to potential for swaying or
motion on the ship while in port.
“The eye surgeons are the ones I worry about – they
look through microscopes while doing surgery, so
bumping at the dock would be a concern,” said Captain
Tretheway. Hey also uses BVS to evaluate potential fu-
ture voyages under consideration by Mercy Ships’ man-
agement and conduct planning as part of preparations
before the ship is deployed to a new location.
Applied Weather Technology Instrumental in Guiding ‘Mercy’
Captain Tim Trethaway (left) with Relief Captain
John McDonnell on the bridge of Africa Mercy in
Benin, West Africa.

AMOS 9.0
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 8/ 2009 10: 47 AM Page 78
June 2009 www.marinelink.com 79
troduced allowing users to tailor the ap-
pearance of certain aspects of the system.
Additionally, the toolbar menu style, task
bar, and group boxes have been enhanced
and the dashboard has received both vi-
sual and functional updates.
The system now opens up to a cus-
tomizable home page, or “Dashboard”.
This Dashboard is a visual tool present-
ing the user with an upfront overview of
the most important information. New
functionality allows customers to fore-
cast the human and material resources re-
quired for a set future period of time
within a range of installations and de-
partments. These forecasts are based on
existing work orders and planned main-
Vizada launched SkyFile Weather, a
software package for the shipping and
fishing industries, which enables users to
receive up-to-date and customized mete-
orological information regardless of the
vessel’s location.
The forecasts provided with SkyFile
Weather are sourced directly from Météo
France. In addition, SkyFile Weather in-
tegrates the security zones denoted by the
Global Maritime Distress and Safety Sys-
tem (GMDSS), an internationally recog-
nized set of procedures, equipment types,
and communication protocols designed
to increase safety. In doing so, SkyFile
Weather is the only software to enable
users to visualize all zones and check the
meteorological conditions forecast at the
vessel’s destination before departure.
SkyFile Weather can be downloaded
for use on any mobile satellite system on-
board ship (all Inmarsat systems includ-
ing Inmarsat C, as well as Iridium and
Thuraya) and provides access in a few
clicks to forecasts in digital map format
including high-resolution images.
Tank Level Indicator
Analog LED column graphically
displays tank level as total
volume and/or depth.
Replaces fluid-filled gages
Stainless steel housing
Greater reliability
• Tank Gauges
• Draft Measurement
• Air Control Stations
• Compressed Air
• USN Service
Marine Systems
Multiple Tank Level Processors
Continuous measurement of
multiple ballast and shipboard
service tanks.
Total volume and/or tank depth
Durable corrosion proof housing
Digital communications output
Liquid Level Transmitter
Rugged marine liquid level sensor
for ballast/cargo/service tanks or
draft measurement.
Electronic or pneumatic output
Proven air purge principle
Externally mounted
Tank Level
for the
Marine and
For more information on, visit
Applied Weather Technology............................................www.appliedweather.com
Flow Technology ........................................................................www.ftimeters.com
Herbert Software Solutions..............................................www.herbertsoftware.com
Intergraph ..............................................................................www.intergraph.com
Maritime Communications Partner.....................................................www.mcp.com
Mastex Software .............................................................................www.mastex.nl
Mespas .......................................................................................www.mespas.com
Multi Service Corp. .........................................................................www.altivis.com
ShipConstructor ................................................................www.shipconstructor.com
SpecTec .........................................................................................www.spectec.net
Teledata Marine Solutions .................................................www.teledatamarine.com
Tideworks Technology ..............................................................www.tideworks.com
Vizada .........................................................................................www.vizada.com
VNS International...........................................................................www.vnsint.com
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 8/ 2009 10: 47 AM Page 79
80 Maritime Reporter & Engineering News
Mr. Devon J. Liles is a Principle and
the Vice-President of AGM. He has sig-
nificant marketing, technical experience,
and management skills developed as the
General Manager of OSII, High Seas
Product Support Manager for Raytheon
Marine and other previous ventures and
AGMarine was formed just nine years
ago. Can you provide some back-
ground on the company, specifically
why was it formed?
DL AGMarine (AGM) was origi-
nally formed as a distributor for QNS an
Engine/Vessel Control & Information
system manufacturer. These systems en-
compassed the “Total Vessel Control”
concept and could be customized to ac-
commodate any vessel and requirement.
Later, Yokogawa Denshikiki Co. Ltd.,
(YDK) commercial navigation products
we also added to our line which included
distribution and service rights for North
Central and South America. Continuing
to evolve, we have secured relations with
JRC, L&G and Shimada along with sev-
eral other Manufacturers including Scan-
dinavian Design.
What are its products and services?
DL Dropping the vessel control line
we have focused instead on Yokogawa, in
that line, there is the new environmen-
tally friendly CMZ900 Series Gyrocom-
pass released in late ‘07. This series is
the latest of their long history of Gyro’s
which easily accommodate Megayacht
and OSV’s to the Largest of Product or
Cargo Carriers. Furthermore, we feature
their PT500 Autopilot and EML500
Speed Log. In addition to their products
we also handle YDK’s OEM Parts Distri-
bution and service arrangements in the
Western hemisphere. Serving as a clear-
inghouse, Service arrangements are made
for our customers vessels though our fac-
tory trained dealer network.
As you know, not one package fits the bill
for everyone these days we have the abil-
ity to fill gaps, such as SOLAS and other
carriage type required equipment.
Who (commercial/military/deep
draft/shallow draft/offshore) do you
count as your primary customers?
DL Currently, I would have to say
that the OSV or Offshore markets are the
strongest and not too far behind them are
the High Seas market. AGMarine is also
very proud to be a part of the US Coast
Guard’s Coastal Patrol Boat and Deep-
water projects by supplying them off-the-
shelf Yokogawa solutions for their
mission here at home and abroad.
What makes AGMarine unique in this
crowded market space?
DL Our business model is based on
very old-school principles with the intro-
duction of our CSFirst, Customer Serv-
ice First program. This program was
developed with the shipowner in mind.
Part of this is our 24/7 Technical Support
of our products along with the availabil-
ity of emergency equipment and parts.
Another part of CSFirst is our dealer
training program where we provide Fac-
tory Authorized Training to our dealers.
This one to two week course features
Factory Engineers, a ton of manuals or
just two DVD’s, focusing on a broad
range of our products certifying our deal-
ers in the repair, maintenance and instal-
lation of our equipment.
Briefly describe your outlook for busi-
ness in 2009 and beyond?
DL In recent years, newbuild proj-
ects have seen growth here in the U.S.
and abroad. From government projects,
replacement of older fleets, expansion of
current fleets and vessels designed for
today’s ecological needs.
This trend will continue to increase at a
slow rate for the next several years and as
the economy starts to recover, I believe it
will blossom and we will all see the in-
crease. AGM has already secured its
place within this growth and will con-
tinue to do so.
How has the current economic slow-
down affected your business?
DL We really have not been affected
very much by the slowdown, to give you
a couple of examples;
For retrofit’s, customers with aging
equipment are looking to cut cost on a
long-term basis are buying and installing
new equipment. Our newbuild projects
are still on track. However, a few might
have been delayed due to the raw build-
ing material cost dropping in the manu-
facturing of ships.
Can you discuss in detail one of your
recent projects, providing details on
the scope of the project overall,
specifics on your portion of the project,
and details on why your company was
positioned to win the contract.
Company Profile AG Marine
MR June 2009 # 10 ( 73- 80) : MR Templ at e 6/ 8/ 2009 10: 52 AM Page 80
June 2009 www.marinelink.com 81
DL We were pleased to be part of
the BP Tanker project several years ago
down at NASSCO in partnership with
JRC, AGM was named the POC for all
Warranty, Engineering and Technical
matters concerning the Yokogawa portion
of the bridge and steering controls. Cur-
rently, the Daewoo project is ongoing at
NASSCO with JRC and Yokogawa
package where we are also have taken a
position. Other long-term projects in-
clude MSC, Totem Ocean and Sea River
just to mention a few.
What do you consider the most im-
portant trends in your business to be?
DL The largest trend which the in-
dustry is finally realizing in the past cou-
ple of years is systems integration and
the information management which it
spawns. Technology and integration. In-
tegration of technologies will be fore-
most in the next ten years along with
standardization communication and pro-
tocols. The Maritime industry has been
always trailing behind technology.
What do you consider to be the
biggest challenges to your company’s
continued success in terms of:
Legislation: Most maritime equipment
companies in the US are technically
classified as small to medium according
to GSA. These companies, while there
are contributions to the industry are great,
are taxed heavily by importation, B&O
and income taxes and the cost of em-
ployees and employee benefits are rising
each year. The industry needs the gov-
ernment to further relax restrictions on
ship building, decrease operation taxes
and increase Tax incentives in the U.S.
maritime industry.
Competition: Forgive me if I sound bi-
ased, but we do have the best equipment
in the industry for any requirement.
From High Speed Ferries to the Super
Tankers. However, please let me state
that all of my competitors build very
good and reliable equipment and I look
forward to replacing them as needed.
785 Bonnie Lane
Elk Grove Village, ÌL 60007
For more information, call 800-364-4642
or Fax 847-364-4695
AGMarine, Inc.
5711 34th Avenue NW
#201Gig Harbor, WA 98335-8548
Tel: 253.851.0862; Fax: 253.851.0865
AGMarine, Inc. is a Commercial Ma-
rine and an Authorized Distributor for
Yokogawa Denshikiki Co. Ltd., line of
Gyrocompass, Autopilots, Charting
Tables, and EM Logs in the Americas.
We currently have over eighty trained
dealer locations in North, Central, and
South America, and the Caribbean. We
provide new equipment sales, OEM
parts, international service dispatch,
and engineering consultation. We are
suppliers for the USNS refit programs,
US Coastal Patrol Boat and Deepwa-
ter Programs and AGM is supporting
the complete bridge integrations pro-
vided for the BP tanker project. Other
customers include Work Boat, Com-
mercial Fisheries, Tanker, Bulk Car-
rier, and LPG Fleets. In addition we
provide 24 / 7 Engineering Technical
Support for our customers and Dealers
alike. Further information can be ob-
tained by either visiting our website,
by email or by contacting us the old
fashioned way, the telephone.
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 9/ 2009 2: 56 PM Page 81
82 Maritime Reporter & Engineering News
VT Halter Names Skinner
VT Halter Marine
appoointed William
(Bill) E. Skinner as
CEO and Paul J. Al-
bert as COO. Skin-
ner, who has been
with the company
since its inception,
was appointed CEO on April 21, 2009.
Prior to this appointment Skinner was VT
Halter Marine's COO (2005- 2009) and
Senior Vice President of Vessel Opera-
tions (2002-2005). He succeeds Brigadier
General Boyd E. King, USA (Ret) who
passed away on April 20, 2009. Before
his appointment as COO, Albert was the
company's Senior Vice President of Pro-
duction. Albert joined VT Halter Marine
in 2002 and is currently the Vice Chair-
man of the National Shipbuilding Re-
search Panel Executive Control Board.
New Commander at
MSC SLC Europe
The leadership of Sealift Logistics
Command Europe and Commander, Task
Force 63 changed hands at SEALO-
GEUR headquarters in Naples, Italy,
when Capt. James E. Tranoris assumed
the dual command from outgoing com-
mander, Capt. Nicholas H. Holman.
SEALOGEUR, Military Sealift Com-
mand's arm in Europe and Africa, over-
sees at-sea movement of combat cargo
for U.S. 6th Fleet. CTF-63 is responsible
for the ships and aircraft that provide lo-
gistics support to 6th Fleet combatant
ships. The commander's area of respon-
sibility includes more than 20 million
square nautical miles of ocean, 91 coun-
tries and 67 percent of the world's coast-
lines. It covers roughly half of the
Atlantic Ocean, from the North Pole to
Antarctica, as well as the Adriatic, Baltic,
Barents, Black, Caspian, Mediterranean
and North seas.
Castillo Joins T&T Bisso
The T&T Bisso
Response Network
added Mirian
Castillo to its team,
as operations assis-
tant for the com-
pany's Salvage &
Emergency Re-
sponse group.
"Mirian has the background and experi-
ence that will make her a valuable new
member of the T&T Bisso response fam-
ily," said Mauricio Garrido, the com-
pany's general manager of the Americas
& Europe. Born in Ecuador, Castillo
began her career as an operations intern
for Gulf Agency Company in Houston.
Crowley Promotes Ara,
John Ara (top) was
named VP, Contract
Services for Crow-
ley Maritime Corpo-
ration. He will
remain in Houston
and assume com-
bined responsibility
for all contract and
project work includ-
ing jobs on the east
coast, west coast,
gulf coast and in
Alaska. Ara most re-
cently served the
company as VP At-
lantic/Gulf Coast
Commercial and Marine Operations.
Chris Peterson has been named VP,
Marine Operations and will split his time
between the west and gulf coasts. He will
assume additional operational responsi-
bility for gulf coast marine operations in
support of project cargo, contract serv-
ices, harbor services and oil field/energy
support including utilization of the new
fleet of heavy lift barges. Previously Pe-
terson served the company as VP, West
Coast Services.
Soini Named MD at Hogia
Ferry Systems
Hogia Ferry Systems appointed Ari-
Pekka Soini to the position as Managing
Director effective June 1, 2009. His lat-
est position before joining Hogia was
Managing Director of Sea Containers
Finland. Soini replaced Jan Lundberg.
Rowley Appointed
President for LR Asia
Lloyd's Register appointed John Row-
ley as its new President for Lloyd's Reg-
ister Asia, succeeding John Stansfeld
who has returned to London. Rowley
joins the Group after a 14-year career
with Ecolab Inc, a Fortune 500 multi-na-
tional corporation operating in the indus-
trial chemicals sector, where he most
recently held the position of Vice-Presi-
dent and Managing Director for Asia.
Doyle Appointed GM at
Marine Response Alliance
The Marine Response Alliance (MRA)
said that Margaret Kaigh Doyle was ap-
pointed General Manager of MRA effec-
tive May 18, 2009. Doyle has more than
20 years of experience in the maritime in-
dustry and the majority of her career has
focused on representing the interests of
various sectors in the industry including
ship owners and operators, government
agencies, and salvage and firefighting or-
Prior to joining the MRA she worked
as a senior tanker analyst at Marsoft, a
Boston-based maritime consulting com-
pany. Doyle is best known for her ac-
complishments as chemicals manager for
the International Association of Inde-
pendent Tanker Owners (INTER-
TANKO) as well as serving as executive
director of the Chemical Carriers' Asso-
ciation (CCA) for over a decade.
Raytheon Anschütz Opens
in Singapore
On March 1, 2009, Raytheon Anschütz
established a new subsidiary, Raytheon
Anschütz Singapore Pte Ltd., expanding
its sales and service activities in South-
east Asia. "The new service center is an
important step to secure best possible
customer support in this region," says
Jan-Christoph Lötzsch, Managing Direc-
tor of Raytheon Anschuetz Singapore.
This includes radars, electronic charts,
gyro compasses, autopilots, steering sys-
tems, radio stations, VDR and complete
integrated bridge systems.
Valco Seeks to
Consolidate Valve Market
Valco Group
announces its
new corporate
identity as an
i nt ernat i onal
player in the
market for in-
dustrial valves.
The new group,
with revenues
of about $100
million in
2008, operates in the oil & gas, marine
and energy & industry sectors. Valco
Group has been formed from the Norwe-
gian and French valve operations of the
former Flowtech division of Technor
Group. Valco Group’s head office is in
Stavanger (Norway), and has five opera-
tional units: The factory Westad Industri
in Norway, the two French factories:
Somerville Named MMA Person of the Year
Robert D. Somerville, Chairman and CEO of American Bu-
reau of Shipping (ABS), was named the Massachusetts Mar-
itime Academy 2009 Maritime Person of the Year. The award
will be presented to Somerville on November 6, 2009 at the
15th Annual Admiral’s Ball being held at the InterContinental
Hotel in Boston, Massachusetts. Prior to joining ABS in 1970,
Somerville served as a seagoing engineer and gained shipyard
experience at Newport News. For eleven years, prior to his ap-
pointment as Chairman, he served as President and Chief Op-
erating Officer of ABS.
New Management for ABS in Europe, Asia
Effective July 1, 2009, ABS will introduce new senior management in its Europe
and Pacific divisions. William J. Sember, currently President and COO, ABS Europe
Ltd., based in London, will return to Houston as Vice President Global Marketing,
responsible for further developing client relations in all sectors.
Todd Grove, President and COO of the Pacific Division of ABS will move from
Singapore to London, assuming the position of President and COO, ABS Europe
Ltd. Mark McGrath will be promoted to replace Grove as President and COO of
the Pacific Division of ABS, located at the Divisional headquarters in Singapore.
McGrath has been serving as Senior Vice President Operations for the Pacific Di-
vision. Taking over for McGrath as Senior Vice President Operations, will be Eric
Kleess, currently Vice President Northern Pacific Region. Kleess will move to Sin-
gapore from the Regional headquarters in Korea. Replacing Kleess will be Stephen
Auger who will move to Korea from Qatar where he is currently serving as Vice
President, Middle East Region within ABS Europe.
Rick Pride, ABS Country Manager, Denmark, will be promoted to Regional Vice
President Middle East to replace Auger and he, in turn, will be replaced by Brad
Achorn who will move from his current position as Country Manager, Malaysia.
Christopher Perrocco, currently Principal Surveyor, Abu Dhabi, is to be promoted
to Country Manager, Malaysia and will move to Kuala Lumpur to take on this new
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 11: 09 AM Page 82
June 2009 www.marinelink.com 83
Malbranque and SNRI, the sales and distribution
company Valco Valves & Automation (Norway) and
Technor Valve Services (to be renamed Valco Valve
Services) (France). The Group has approximately
400 employees, and is owned by leading private eq-
uity investor and oil and gas specialist HitecVision,
who acquired the Technor Group in 2006.
Quantum Wins Contract
Quantum Marine Engineering won a contract to
engineer, design, supply and support the roll stabi-
lization systems for the U.S. Coast Guard's new class
of Fast Response Cutters designated as the WPC
project. Bollinger Shipyards, Inc. is the prime con-
tractor for this new class of cutters. The contract
calls for up to 34 of these new ships to be built and
delivered to the USCG over a multi-year contract.
Over the past three years Quantum has been awarded
contracts from a diverse range of military customers
and builders for supply of roll stabilization systems
for coastal patrol vessels, offshore patrol vessels,
frigates and a number of special projects.
Aalborg Invests in BWT
On April 30, 2009, Aalborg Industries and Aqua-
worx signed a joint venture agreement for develop-
ment and global marketing of systems for ballast
water treatment. Aquaworx is owned by the German
listed company PlasmaSelect. Aquaworx has a well-
functioning and patented technology which until
now has been applied to water treatment in land-
based plants. With Aalborg Industries as partner,
water treatment systems from Aquaworx will be fur-
ther developed for maritime applications and mar-
keted and produced competitively in close
co-operation with the Aalborg Industries Group.
Aalborg Industries will hold 60% as majority
shareholder of the new company and Aquaworx the
remaining 40%. The existing product technology
will including the IMO approval and patent right be
transferred to the new company as a joint ownership.
DMW Distributor for HS Marine
DMW Marine, LLC was appointed the North
American distributor for HS Marine cranes.
Offering all variants of marine cranes including
telescoping, and knuckleboom cranes HS also man-
ufactures pipehandling cranes, yacht cranes and
heavy duty offshore cranes.
Email: dw@dmwmarine.com
IMO Type Approval for Guardian
Hyde Marine received final Type Approval for the
Hyde GUARDIAN Ballast Water Management Sys-
tem. The Type Approval Certificate has been issued
by Lloyd's Register on behalf of the UK Maritime
and Coastguard Agency to confirm compliance with
Guidelines contained in IMO resolution
MEPC.174(58). This approval covers the complete
range of Hyde GUARDIAN systems with capacities
from 60 cu. m./hr. to 6000 cu. m./hr.
Dura-Bond Choses Calico
Calico Coatings was named the exclusive cam
bearing coating company for Dura-Bond. Dura-
Bond is a leader in cam bearing manufacturing as
well as other components.
Höegh Shifts to Jeppensen
Jeppesen Marine was selected by Höegh Fleet
Services as its exclusive supplier of electronic charts
to 20-plus Höegh Autoliners car carriers. A handful
of ships have already made orders. The shipowner
decided earlier this year to switch from navigating
by Electronic Navigation Charts (ENCs) to Jeppe-
sen Marine's C-MAP Professional+ chart database.
"We see this as an excellent way to decrease our op-
erating costs while maintaining the high quality of
our navigation tools," said Magnar Høijord, a ma-
rine superintendent with Höegh Fleet Services re-
sponsible for navigation systems and services.
DNV Opens Doors to New "Green"
U.S. Headquarters
DNV opened its new 90,000 sq. ft. “eco-friendly” building
in Katy, Tex., a building that will house many of DNV’s North
American businesses. The new facility is another step in
DNV's increasing presence in US and Canada, with business
offerings in Energy, Maritime and Transportation, Healthcare,
Climate Change and Food Safety.
DNV's Houston-area headquarters is designed to meet Gold
Level LEED certification. "This whole project is driven by our
corporate values and our purpose, which is to safeguard life,
property and the environment," said Ron Hoffmaster, Human
Resources Manager for DNV North America and project co-
ordinator for the new facility. "We want to create a work en-
vironment that attracts the highest caliber of employees while
supporting our commitment to sustainable business practices."
Sustainability begins with an in-house recycling center that
sorts most of the every-day office products used by employees
such as plastic, aluminum, and cardboard, paper. Filtered
water systems reduce the use of plastic bottles. Centralized
printing and copying areas minimize internal heat while re-
ducing ink and paper waste by using an employee code-pro-
tected “print on demand” feature. Ergonomic chairs are made
from recycled materials.
From groundbreaking right through move in, more than 90%
of disposed building materials were diverted from the landfill
to be reused or recycled. Use of low-emitting materials such
as paints, varnishes, carpets, sealants and other materials sig-
nificantly reduces off-gassing typically associated with new
Inside the new building, efficient plumbing fixtures reduce
water use by more than one third. The air-conditioning sys-
tem uses non-ozone depleting refrigerants. The building itself
is serviced by a green energy provider ensuring that a per-
centage of non-carbon based renewables - such as wind - sup-
ply power.
Many of the materials - including door and window frames,
terrazzo countertops and resilient flooring - were manufac-
tured regionally in Texas, supporting the local economy and
reducing costs and carbon emissions associated with trans-
portation. Many other components were manufactured using
recycled materials. These include carpet, countertops and
even the eye-catching decorative glass in the seven coffee bars
produced from recycled crushed glass.
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 2: 36 PM Page 83
Swell Solution for RNLI
Cablofil steel wire
tray has been chosen
as the cable manage-
ment system for the
RNLI's new fleet of
Tamar lifeboats. The
Tamar is an all-
weather 31.5-ton
vessel with a maxi-
mum speed of 25
knots. The RNLI al-
ready operates six of the new lifeboats
and will introduce another nine over the
coming three years each featuring an ad-
vanced electronic package called the Sys-
tems and Information Management
System (SIMS). Devonport Management
Ltd (DML) assembles the prefabricated
boat sections then fits out the Tamar prior
to sea trials. The fit out includes the
boat's complex electrical systems includ-
ing the SIMS technology and DML
needed to use a lightweight cable man-
agement system that would facilitate ease
of maintenance and offer a compact so-
lution. DML's fitters have run 650 data
and electrical cables (around five miles
in length) throughout the boat to power
the various electrical boxes and electrical
components that run the boat and help the
crew save lives.
A New Propeller Series
Helseth Propulsion of Norway
launched a new propeller series: the SX
is a further development of Helseth´s
highly regarded TX series, which has
been in use in a number of vessels for
over ten years with great success. The
new series features
several important
modifications. The
pitch mechanism is
now even stronger in
order to meet the de-
mands of offshore
use; the new pitch
hydraulics are based
on an advanced proportional system en-
suring exact and fast response. All in all,
weight has been reduced and reliability
has been improved without any increase
in cost. The new series is suitable for
motor power from 800 to 4500 kW
MAN Diesel’s first S40ME-B elec-
tronic engine has entered service. Yield-
ing 6,810 kW at 146 rpm and an mep of
21 bar, the new engine was built by STX
in Korea and is one of six ordered by In-
tership Navigation of Cyprus to power a
series of vessels. The ME-B engine is the
prime mover aboard the “Pacific Adven-
ture”, a multi-purpose vessel built at
HuangHai shipyard in China. The new-
building recently passed its sea-trials suc-
cessfully. The market requirement for the
lowest possible propeller speed in rela-
tion to bore size has led to the new ME-
B engine having a stroke/bore ratio of
4.4. In turn, the new engine has an in-
creased maximum cylinder pressure, giv-
ing rise to an improved fuel consumption
that is 2 g/kWh lower than existing,
small-bore engines. Thanks to the elec-
tronic control of the engine’s parameters,
the ME-B is also well-equipped to meet
the new Tier-II emission requirements.
Email: mandiesel-cph@mandiesel.com
Offshore Solutions
Wins Award
Offshore Solutions B.V., the joint ven-
ture between AMEC and GTI N.V. won
the Offshore Technology Conference
2009 Woelfel Best Mechanical Engi-
neering Achievement Award (BMEA) for
the design and operation of its Offshore
Access System (OAS).
Designed to operate in 2.5 m Hs (sig-
nificant wave height) sea states, the OAS
is a hydraulically operated heave com-
pensated telescopic gangway, enabling
the safe transfer of personnel from a ves-
sel to an offshore installation. The OAS
connects to an offshore installation
through the combination of smart elec-
tronics, measuring the vessel movements
with a patented connection sequence.
KVH’s New
TracPhone FB150
KVH Industries introduced its new
TracPhone FB150 maritime satellite
communications system. At 10.5-in. in
diameter and 12-in. high, the TracPhone
FB150 antenna is the smallest in KVH’s
complete line of Inmarsat FleetBroad-
band-compatible TracPhone systems,
perfect for boats as small as 40 ft.
The fully stabilized TracPhone FB150
will offer IP data connections up to 150
Kbps and simultaneous voice and SMS
service, all via Inmarsat’s trusted Fleet-
Broadband network, in a compact and af-
fordable package for leisure and
c o mme r c i a l
vessels, fishing
boats, and small
g o v e r n me n t
vessels. Using
the brand-new
Inmarsat I4
satellite constel-
lation, the Trac-
Phone FB150 is designed to provide
many years of reliable service to vessel
owners around the globe.
Email: info@kvh.com
Major Pump Order
Pump specialist
Grundfos A/S received
an order from Zhe-
jiang Yangfan Ship-
yard in China to
deliver 126 pumps for
six 9,500 dwt multi-
purpose cargo vessels
for Clipper in Den-
mark to be delivered in 2009 and 2010.
This $675k Grundfos order is the first
ever placed by a shipyard, signifying a
major step forward into the marine mar-
ket for Grundfos A/S.
Email: kkirkegaard@grundfos.com
High Current Protection in
Corrosive Environments
Designed to
provide high cir-
cuit protection,
both the new
Cooper Buss-
mann Marine-
Rated High-Amp
Circuit Breaker
with switch func-
tion and Marine-
Rated Battery Fuse offer ignition
protection per SAE J1117. These two
new product lines have been added to the
company’s existing line of high power
circuit protection products available. The
new Cooper Bussmann Marine-Rated
High-Amp Circuit Breaker (part number
CB187) is weather-tight and also com-
plies with the ABYC E-11 standard for
ignition protection. Equipped with a
manual single-lever function, both the
surface-mount and panel-mount versions
are usable as an ON/OFF switch – capa-
ble of withstanding 3000 ON/OFF cycles
@48Vdc. Both versions come in multi-
ple amp ratings from 25 to 150 amps
with a 5kA @12VDC interrupt rating
(Per ABYC E-11). All high-amp circuit
breaker electrical connections are made
via corrosion resistant 5/16-18 plated
copper alloy terminals.
Handheld Digital
The $350
HHP241 is a
handheld digital
ma n o me t e r
available in
gage, absolute
and differential
pressure mod-
els with ranges
as low as 28
InH2O. The
unit features
eight user selectable engineering
units, min/max, hold, and display av-
erage modes with a user activated
back light. This CE compliant prod-
uct shuts off automatically after 20
minutes of keypad inactivity. The
HHP240 delivers precision pressure
measurement for field, plant, and lab
Sabre DX Gantry
Cutting Machine
ESAB Cutting Systems introduced
the Sabre DX Heavy-Duty Gantry
Cutting Machine. Designed to carry
plasma and oxy-fuel cutting stations,
the new machine features the latest
technology in drives, controls, and
process equipment. The machine
also features ESAB’s m3 Precision
Plasmarc system that allows the ma-
chine to cut and mark with the same
plasma torch. Available on the Sabre
DX in 200, 360, 450 or 600 amp con-
figurations, the m3 Plasma System
combines multiple plasma cutting
and marking features in a single sys-
tem, producing precision cutting and
marking on materials up to 1.5”
thick, and sever capabilities on ma-
terials up to 6” thick.
84 Maritime Reporter & Engineering News
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 11: 10 AM Page 84
June 2009 www.marinelink.com 85
Portable Video Scope
MSC Cruises announced a partnership
with the Olympus Corporation of Japan,
designed to guarantee the safety of ma-
chinery and equipment aboard the MSC
Cruises fleet using the portable video-
scope IPLEX-FX. The IPLEX-FX fea-
tures a 6.5-in. anti-glare, transreflective
LCD monitor, a portable control unit
housed in a magnesium chassis which is
water/dust/shock proof and a flexible
probe that can be used to inspect engines,
hull bulkheads and auxiliary equipment
and installations. By using Remote Vi-
sual Inspection, MSC Cruises technicians
will be able to check the remote, hard-to-
access areas without having to perform
disassembly. It is particularly useful for
identifying occlusion of tubes and filters,
cracks and corrosion due to rust among
many others.
LifeForce Marine
Sudden Cardiac Arrest (SCA) is the
world biggest killer, with more than 3
million people dying from it every year.
When a person suffers SCA, their heart's
regular rhythm becomes chaotic or ar-
rhythmic, which means it is not pumping
blood around the body. Every minute that
the heart is not beating lowers the odds
of survival by 7% to 10%. After 10 min-
utes without defibrillation very few peo-
ple survive. The LIFEFORCE marine
defibrillator is the first product of its type
to be designed specifically for the marine
environment and has been TypeApproved
by Germanischer Lloyd.
The company have already equipped
more than 300 ships with LIFEFORCE
in 5 months, protecting approximately
12,000 seafarers in the process.
Allweiler Pumps
with Allseal
Screw pumps made
by Allweiler AG are
now available with a
new opto-electronic
module. Known as
Allseal, this new
product detects wear
of the mechanical
seal as soon as it begins and immediately
warns the operator of any leaks. The
pump can then be automatically switched
off and pumping tasks switched over to a
secondary unit.
VapCor Inc. introduces HydraFlow NS
Hydraulic & Gear Fluids designed to cre-
ate a safer workplace in environmentally
sensitive areas. HydraFlow NS fluids
typically have a pour point of -60°F (-
51°C) and an upper operating range of
approximately 150°F (65°C). This wide
range of usability enables HydraFlow NS
fluids to work in most weather condi-
tions. Unlike mineral oil-based lubricants
HydraFlow NS fluids do not oxidize over
time to form sludge. They also do not
break down (hydrolyze) in the presence
of water a common problem with polyol
ester and vegetable-based lubricants.
Llebroc Helm Chair
The new Phoenix Helm-Chair from
Llebroc is one of seven models in our
new Series2 line of indoor/outdoor lux-
ury pilot recliners. Rugged and durable,
the Phoenix features include: • All alu-
minum construction • Soft UltraLeather
all-weather material • 12-inch footprint
bottom mount • 4-inch telescoping pole
for quick height adjustment • Forward
and back slide with multiple locking po-
sitions • Swivel with multiple locking po-
sitions • Lift and stow footrest • Our
revolutionary AquaFlex in-seat suspen-
Deck Machinery,
Compressors, Steering Gear
Hatlapa offers a global service sup-
port network and is constantly expanding
and developing, ready to serve ship oper-
ators at all times with its world-wide net-
work of service stations. Today, the
Hatlapa-Service Team takes care for
equipment, deck machinery, compres-
sors, steering gears and cranes on ap-
proximately 15,000 vessels in the world;
42 agencies in 35 countries and sub-
sidiaries in Singapore, Shanghai, Great
Britain, Cyprus and Korea guarantee con-
stant presence on location.
Email: info@hatlapa.de
eXtreme RIBS





Inmarsat launched its new FleetBroad-
band 150 service. Developed for the
leisure, fishing, coastal merchant and
small defense vessel markets, Fleet-
Broadband 150 (FB150) is designed to be
the world’s smallest, lightest, fastest
global maritime service.
For the leisure market, FB150 offers a
simple and cost-effective way to stay con-
nected by phone, SMS or email when
sailing. It offers a voice connection at
landline quality, accessible simultane-
ously with Internet-capable IP data at
150kbps and simple-to-use SMS. Above-
deck equipment measures around 20cm in
diameter and weighs only 4.5-9lbs, en-
suring a quick and easy installation.
FB150 connects to a standard PC and sup-
ports off-the-shelf applications.
“The emphasis is on compactness, out-
standing performance and simplicity,”
said Piers Cunningham, Maritime Busi-
ness Director, Inmarsat. “Our long-term
development plan for FleetBroadband
was to take all the benefits of our proven
network and construct a low-cost package
targeting small maritime vessels and
boats. For the first time, FB150 brings
large vessel connectivity to smaller
boats.” Inmarsat has optimized the new
entry-level service to address the needs of
smaller vessels with lower data require-
ments. FB150 provides owners and oper-
ators of leisure craft with the assurance of
a reliable connection, no matter what their
position. As an IP-based service, FB150
works with the same standard home/of-
fice software that most leisure users will
know. For smaller fishing vessels, FB150
enable access to the same online weather
updates and fishing resources as its larger
competition. “We promised to deliver a
sub-$5000 terminal for small vessels, and
we have delivered on time and on specifi-
cation,” Cunningham said.
Inmarsat Fleetbroadband 150
At Ribex 2009, eXtreme ribs in-
troduced the eXtreme 30, a RIB de-
signed to be lighter, stronger and
more efficient. The new unit is en-
tirely constructed of prepreg car-
bon fiber using Formula 1
autoclave technology. The hull is
manufactured from 4 mm solid car-
bon fiber, in strength the equivalent
of 6 mm of steel but at a fraction of
the weight. The hull and other
components of the eXtreme rib are
constructed out of prepreg carbon
using autoclave technology. All of
the technology, in the estimation of
the manufacturer, results in a lower
weight, higher strength unit. As
Herbert Dercksen, CEO of eX-
treme ribs said, “The eXtreme rib
is lighter, stronger, has need of less
horsepower and still performs at a
higher level than customary in the
rib market. We are confident to
challenge every manufacturer in
the 30 and 40 feet range on
strength-to-weight ratio and over-
all performance.”
Fender Davits
N o r e q
Fender AS in-
troduced a
new concept
of launching
(davits) for pneumatic- and foam
filled fenders. It is designed to give
advantages when it comes to main-
tenance and service, installation
and deck preparations, and also for
heating in arctic climate. All equip-
ment is integrated inside the davit
structure. The NoreqFender davit
system, NFD, is built to ensure safe
and reliable lowering and hoisting
of fenders.
• All components protected inside
davit structure
• Easy installation
• Available with heating for
arctic use
• Covering fender sizes up to
5.500 kg's
Email: bjorns@noreqfender.no
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 4: 31 PM Page 85
86 Maritime Reporter & Engineering News
ABS Academy
16855 Northcahse Dr., Houston, TX 77060
www.absacademy.org; email:usaacademy@eagle.org
Graham Marshall
tel: 281 877 6852
Products: Classification Services including training,
Adams Marine Seminars
P.O. Box 99, Crystal River, FL 34423
Mike Adams
tel: 877-447-1950
Descr: USCG Captain` Licensing School
Products: OUPV, Master Up-Grade, Limited Guide, STCW, Towing En-
dorsement, Rules of the Road, CPR/FA,
Alliance Maritime Safety
P O Box 3219, Alliance, OH 44601
Capt Bud Moore
tel: (330) 823-1024
Descr: Merchant Marine Licensing, Safety and Security Training
Products: Merchant Marine Licensing, Maritime Security and Safety
Australian Maritime College
Locked Bag 1409, Launceston, Tas 7250 Australia
Ian Miller
tel: +61 363354452
Descr: Maritime Education
Belmet Marine Training Centre
Atomic Street, Triangle Farms, Bellville
Cape Town, Western Cape 7535 South Africa
John Binns
tel: +27219485682
Descr: Subsea Fabrication
Products: Steel fabrication; training for boilermakers & welders,
The California Maritime Academy
200 Maritime Academy Drive, Vallejo, CA 94590
Office of Admissions
tel: 800-561-1945; fax: 707-654-1336
Descr: The California Maritime Academy is part of the California State
University system and offers undergraduate degrees in six majors related
to maritime trade and transportation.
Products: Undergraduate Degrees in Maritime Trade and Transportation
related majors,
Calhoon Meba
27050 St. Michaels Road, Easton, MD 21601
(410) 822-9600
Email: info@mebaschool.org
Descr: The Calhoon MEBA Engineering School is a private maritime ed-
ucational facility for training members of the Marine Engineers Beneficial
Association, as well as all maritime and related industry professionals. It
mission is to provide each of today's professional marine engineers, deck
officers, and related industry professionals with internationally recog-
nized, state of the art training and experience that enhances the safety,
reliability, and profitability of their vessels and equipment, while preserv-
ing and protecting the natural environment.
Cap Sante International
2801 Comercial Ave, Anacortes, WA 98221
Patrick Boyle
tel: 888 889 8343
Descr: Fast Rescue Boat STCW Training
Products: Fast Rescue Boat Training
Chicago Maritime School
Box 245, Lemont, IL 60439
Capt Bill Russell
tel: 773-454-9004
Products: Captain Exam prep courses, radar training, towing vessel mate
course, safety and MTSA security training,
Confident Captain/Ocean Pros
18 Market Square, Newport, RI 02840
Kent Dresser
tel: 401-849-1257
Descr: Confident Captain offers students world class training in USCG
approved Captain`s courses as well as AB/STCW/RADAR and more. Our
professional instructors will provide students with the necessary skills to
begin or advance a rewarding maritime career.
Products: Master 100-200 ton, OUPV, AB, STCW, RADAR, Marlinespike,
and More...,
Converteam Inc.
Technical Training Center, 3993 West Sam Houston Parkway North Suite
300, Houston, TX 77043
www.converteam.com ; email:doug.olson@converteam.com
Doug Olson
tel: 713-895-0068; fax: 713-895-0072
Products: Dynamic Positioning (N.I. validated) and Automation System
IDESS Maritime Centre (Subic) Inc.
Building 2079 Nabasan Pier Naval Magazine Area
Subic Bay, Freeport Zone, 2222 Philippines
Christine Spears
tel: +63 47 252 3043 / +63 2 5280320
Products: Competency based maritime, oil and gas and shore-based in-
dustry training and assessment services. Please see this link for our
services: http://www.idess.com/courses.htm,
International Navigation School
3794 Meredith Dr., Royston, BC V0R 2V0 Canada
J Barry Hudson
tel: 250 703 0364
Descr: Distance learning Marine Navigation School
Products: E learning navigation courses,
John Sabella & Associates, Inc.
190 W. Uncas Road, Port Townsend, WA 98368
John Sabella
tel: (360) 379-1668
Descr: Nautical Media: Marine Safety Training, Boater Education, Mar-
itime History
Products: Comprehensive inventory of instructional media.,
Kongsberg Maritime Simulation Inc.
P.O. Box 180, West Mystic, CT 06388
Herb Taylor
tel: 860-536-1254; fax: 860-536-0923
Descr: Maritime and tactical training simulators
Products: Maritime training simulators for
Shiphandling/Navigation, Engineering, Cargo Handling, Communica-
tions, Vessel Traffic Services, and Crane Operations
Long Beach City College
4901 E. Carson Street, Long Beach, CA 90808
Scott Fraser
tel: 562-938-4505
Descr: Education / Training
Products: Electronic Technician Certificate and Associate Degree pro-
gram. Classes include robotics and ROV Technology
Louisiana State University
Marine/Industrial Fire and Emergency Response Program
6868 Nicholson Drive, Baton Rouge, LA 70803
tel: 225-766-0600
Descr: The mission of the Louisiana State University Fire and Emergency
Training Institute is to provide training and education to fire and emer-
gency response providers in order to protect life, property, and the envi-
Maine Maritime Academy
Box C-3, Castine, Me 04420
Capt. Timothy Leach
tel: 207-326-2400
Descr: Maritime College Education
Products: College education, Continuing Maritime Training,
MAR Inc./Ohmsett Facility
PO Box 473, Atlantic Highlands, NJ 07716
Jane Delgado
tel: 732-866-7183
Descr: Ohmsett is the only facility in the world where full-scale oil spill re-
sponse training, testing, and research can be conducted with oil in a real-
istic simulated marine environment under controlled conditions.
Products: Oil Spill Response training, testing and research.,
Marine Simulation LLC
P.O. Box 56, Atlantic Beach, NC 28512
Paul Unterweiser
tel: 252-723-8350; fax: 252-723-8350
Descr: Developers of 3D simulators for marine professionals
Products: ROVsim, ROVsim Undersea Pilot Series, vSHIP
Maritime Professional Training
1915 South Andrews Avenue, Fort Lauderdale, FL 33316
Descr: Education and training
Products: Simulation Center, Marine Tech Shipboard Firefighting Site,
the Sea Survival Training Facility, and the MPT Fleet of Training vessels
Maritime Protective Services
100 East Linton Blvd., Suite 408B, Delray Beach, FL 33483
Debbie Whaley
tel: 561-330-2020; fax: 561-330-2260
Descr: MTSA/ISPS Code Training Courses, Plans/Audits/Assessments
Products: MTSA/ISPS Code Training Courses, Plans/Audits/Assess-
Massachusetts Maritime Academy
101 Academy Drive, Buzzards Bay, MA 02532
Robert Walsh
tel: 508-830-5000 x2114
Descr: Maritime Academy
Products: Commercial Maritime Training via USCG Approved and STCW
Maritime Institute of Technology and Graduate Studies
5700 Hammonds Ferry Rd, Linthicum, Md. 21090
Tel: (410) 859-5700
Email: admissions@mitags.org
Products: Training and education
Descr: The Maritime Institute of Technology and Graduate Studies
(MITAGS) is a world-renowned maritime training and simulation center.
The Institute has been providing high quality maritime training programs
for military and commercial mariners for over thirty years. Over one hun-
dred courses are available to mariners from around the globe. In fact,
MITAGS is one of the few schools in the United States that offers all off
the STCW-95 training courses that are necessary to go from Ordinary
Seaman to Unlimited Master.
272, de l`Estuaire, Québec city, QC G1K 8S8 Canada
Paul Racicot
tel: 418-692-0183
Descr: Equipped with state of the art navigation simulators (1 DNV
"Class A" with 330° visuals, 3 stations with 200° visuals+ 3 destktop sta-
tions ), the MSRC offers continuous proficiency training to pilots and ad-
vanced training for Professionnal mariners.
Products: Courses offered: Azimuthing Podded Propulsion; Radar Errors;
ECDIS; BRM; BRM for Pilots; Emergency Manoeuvring; Tailor-made
training in Ship Handling (with or without tugs).,
Mid-Atlantic Maritime Academy
5705 Thurston Avenue, Virginia Beach, VA 23455
Thomas Strenge
tel: 757-464-6008
Descr: maritime training
Products: 65+ USCG approved courses in deck and engineering, entry-
level to unlimited master/chief engineer; integrated full engine room and
full bridge TRANSAS simulators,
1 East 11th St., Port of Palm Beach, FL 33404
Daniel Walsh
tel: 561-845-7374
Descr: Maritime Security (MTSA&ISPS) Training & Consultancy
Products: MTSA & IPSA Training and Maritime Security Compliance
Management Programs
Newcastle University
Armstrong Building, Newcastle upon Tyne, NE1 7RU
United Kingdom
Professor George Bruce
tel: +44 (0)191 222 8101
Descr: A leading School for Marine Science and Technology, with a wide
range of undergraduate and postgraduate programmes.
Products: Degree Programmes, BEng. M.Eng. MSc, Mphil, PhD, full and
part time programmes and distance learning
1729 Alaskan Way South, Seattle, WA 98134
(206) 838-7422
Gregg Trunnell
email: gtrunnell@mates.org
Descr: PM) is a non-profit 501 C-9 Trust. PMI offers over 20 different
courses are taught on a regular basis, ranging in duration from four-hour
seminars to a Two Year "Mate of Towing" Program. Student instructor
ratio averages 12:1.
PCCI, Inc.
300 North Lee Street, Suite 201, Alexandria, VA 22314-2640
Tom Hudon
tel: 1-703-684-2060 ext 1012
Descr: Marine and Environmental Engineers
Products: All-Hazards Training, Drills and Exercises for the Maritime
Port Security Consulting
P. O. BOX 16868, Galveston, Tx 77552-6868
Steven P. Flores
tel: 281-685-1571
Descr: Port Security Consulting
Poseidon Simulation AS
Storgata 105, Leknes, 8370, Norway
Lodve Storfjell
tel: +47 975 83 621
Products: GMDSS and Bridge Simulators
Quality Maritime Training
8601 4th Street N., #209, St. Petersburg, FL 33702
G. Trowbridge
tel: 800-581-5509
Descr: Mariner Training
Products: USCG Approved Courses & STCW Training
STAR Center
2 West Dixie Highway, Dania Beach, FL 33004
Graeme Holman
tel: 954 920-3222 ext 7172
Descr: Maritime Simulation, Training, Assessment & Research
Products: Training, Ship and port development and maritime simulation,
Texas A&M System / TEEX
301 Tarrow, Colldge Station, TX 77840-7896
Kirk Richardson
tel: 979.845.7641
Descr: Marine firefighting / oil spill / response training
Products: Basic Advanced Combined Shorebased firefighting / Oil Spill /
Emergency Reponse / Assessments / All Vessels / Offshore Exploration,
Drilling, Support / LNG / USCG approved,
The University of Southern Mississippi
1020 Balch Blvd., Stennis Space Center, MS 39529
Linda Downs
tel: 228-688-3177
Descr: Advanced Education in Hydrographic Science
Products: Master`s degree in Hydrographic Science from a program ac-
creddited at the category A level by the International Hydrographic Office
United States Merchant Marine Academy
300 Steamboat Road, Kings Point, NY 11024
Jose Femenia
tel: 516-773-5743
Descr: Marine Engineering Education
Products: On-line, distance-learning Master of Marine Engineering pro-
The University of Southern Mississippi
1020 Balch Blvd., Stennis Space Center, MS 39529
Linda Downs
tel: 228 688-3177; fax: 228 688-1121
email: Linda.Downs@usm.edu
Descr: Department of Marine Science
Products: Undergradute and Graduate Degrees in Hydrography and Ma-
rine Science,
The University of Wisconsin - Marinette
750 W. Bay Shore Street
Marinette, WI 54143
Sharon Huntley
tel: 715-735-4343
Descr: Two-year, fully accredited college in the University of Wisconsin
college system. Located in Marinette, Wisconsin.
Products: Professional Certification offered through an introductory
course to shipbuilding design using Shipconstructor software.,
US Maritime Institute, Inc.
440 South Federal Highway, Suite 205, Deerfield Beach, FL 33441
Capt. Jake DesVergers
tel: 954-596-2728
Descr: Training, Inspections, Consulting
Products: Professional solutions for the maritime industry. USMI offers a
series of familiarization and auditor classes for multiple regulations in-
cluding the ISM, ISPS, MLC, and MTSA.
4460 Corporation Lane, Suite 200, Virginia Beach, VA 23462
Fred Stewart
tel: 757-498-4766
Descr: VSD is a leading provider of innovative customized solutions to
governments and corporations across the globe.
Products: e-Learning, Consulting & Analysis, Media Services, Software
Engineering, and Engineering Services
Weena 598, Rotterdam, 3012 cn, Netherlands
Cristijn Sarvaas
tel: +31 10 201 4520
Descr: Virtual emergency response and maritime training.
Products: Ship Simulator 2008, Ship Simulator Professional, RescueSim
Youth Maritime Training Association
PO Box 70425, Seattle, WA 98127
Gary Stauffer
tel: 206 300-5559
Descr: A non-profit foundation that makes opportunities for K-12 Wash-
ington State students to gain the knowledge, guidance and opportunity to
pursue a career in the maritime world.
Products: Counsel youth on maritime career pathways, support school
and community maritime youth programs
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 11: 11 AM Page 86
June 2009 www.marinelink.com 87
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 11: 12 AM Page 87
88 Maritime Reporter & Engineering News

Technical Marine Service,Inc., 6040 North Cutter Circle,
Suite 302, Portland, OR 97217-3956, USA , tel:503-285-
8947, fax:503-285-1379, SBrox@tms-usa,com contact:
Steve Brox, www.tms-usa.com
Washburn Doughty, P.O. Box 296, E. Boothbay, ME 04544,
Coastal Marine Equipment, 20995 Coastal Parkway,
Gulfport, MS 39503-9517, USA , tel:228-832-7655,
fax:228-832-7675, sales@coastalmarineequipment.com
contact: Ralph Waguespack,
Omega Engineering, One Omega Dr., Stamford, CT
06907, USA , tel:203 359-1660, fax:203 968-7192,
In-Place Machining, 3811 N. Holton St., Milwaukee, WI
53212, USA
Coastal Marine Equipment, 20995 Coastal Parkway,
Gulfport, MS 39503-9517, USA , tel:228-832-7655,
fax:228-832-7675, sales@coastalmarineequipment.com
contact: Ralph Waguespack,
Skookum, P.O. Box 280, Hubbard, OR 97032, USA
Motor-Services Hugo Stamp, 3190 SW 4th Avenue, Ft.
Lauderdale, FL 33315, USA , tel:954 763-3660, fax:954

The Brass Works Inc., P.O. BOX 566, DeLand, FL 32721,
USA , tel:386-943-8857, fax:386-943-8810,
Jamestown Metal Marine Sales, Inc., 4710 Northwest 2nd
Ave., Boca Raton, FL 33431, USA
Maritime Associates International, 3832-010 Baymeadows
Rd. #407, Jacksonville, FL 32217, USA
Baier Marine, 1914 N 34th Street Suite 502, Seattle, WA ,
tel:206 709-1500 ext. 223, fax:206 632-2441,
sales@baiermarine.com contact: Alex Smith,
Juniper Industries, 72-15 Metropolitan Ave., Middle
Village, NY 11379, USA , tel:718-326-2546, fax:718-326-
Coastal Marine Equipment, 20995 Coastal Parkway,
Gulfport, MS 39503-9517, USA , tel:228-832-7655,
fax:228-832-7675, sales@coastalmarineequipment.com
contact: Ralph Waguespack,
Jamestown Metal Marine Sales, Inc, 4710 Northwest 2nd.
Ave., Boca Raton, FL 33431, USA
Maritime Associates International, 3832-010 Baymeadows
Rd. #407, Jacksonville, FL 32217, USA
Jamestown Metal Marine Sales, Inc., 4710 Northwest 2nd
Ave., Boca Raton, FL 33431, USA
Maritime Associates International, 3832-010 Baymeadows
Rd. #407, Jacksonville, FL 32217, USA

Maritime Associates International, 3832-010 Baymeadows
Rd. #407, Jacksonville, FL 32217, USA
DBC Marine Safety Systems, 101-3760 Jacombs Rd.,
Richmond, BC V6V 6T3, Canada
Tuflex Rubber Products, LLC Marine Division, 2109
E.Palm Avenue Ste 201, Tampa, FL , tel:1 800-770-6008,
fax:813 875-2312, marine@tuflex.com contact: Kristy
Nash, www.tuflex.com
PSI Marine, Inc., 3075 Shattuck, Ste 801, Saginaw, MI
Bristol Harbor Group, Inc., 103 Poppasquash Rd.,
Bristol, RI 02809, USA , tel:401-253-4318, fax:401-253-
2329, design@bristolharborgroup.com
Farrell and Norton Naval Architects, PO Box 66,
Newcastle, ME , tel:207-563-3210, fax:401-679-0388,
info@thomasmfarrell.com , www.farrellandnorton.com
Motor-Services Hugo Stamp, 3190 SW 4th Avenue, Ft.
Lauderdale, FL 33315, USA
IRG Group LLC, PO Box 451, Republic, MO , tel:1-888
900-5052, fax:1-888 879-2610,
Technical Marine Service,Inc., 6040 N.Cutter Circle Suite
302 Portland,Ore 97217 , tel:503 285-8947, fax:503 285
1379, SBrox@tms-usa.com

Omnithruster Inc., 2201 Pinnacle Parkway Twinsburg,
Ohio 44087, Cleveland, OH 44139, USA , tel:330 963-
6310, fax:330 963-6325, widmer@omnithruster.com
contact: Kurt Widmer, www.omnithruster.com
ABB Turbo Systems, Bruggerstrasse 71 A, Baden ,
Coastal Marine Equipment, 20995 Coastal Parkway,
Gulfport, MS 39503-9517, USA , tel:228-832-7655,
fax:228-832-7675, sales@coastalmarineequipment.com
contact: Ralph Waguespack,
Coastal Marine Equipment Inc., 20995 Coastal Parkway,
Gulfport, MS 39503-9517, USA , tel:228-832-7655,
fax:228-832-7675, sales@coastalmarineequipment.com
contact: Ralph Waguespack,
Ark Marine LTD, PO Box 134 Fonthill, Ontario L0S 1E0

This directory section is an editorial feature published in every issue for the convenience of the readers of MARITIME REPORTER. A quick-reference readers' guide,
it includes the names and addresses of the world's leading manufacturers and suppliers of all types of marine machinery, equipment, supplies and services. A list-
ing is provided, at no cost for one year in all issues, only to companies with continuing advertising programs in this publication, whether an advertisement appears 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
MR June 2009 # 11 ( 81- 88) : MR Templ at e 6/ 8/ 2009 2: 06 PM Page 88
June 2009 www.marinelink.com 89
Employment/Recruitment • wwwMaritimeJobs.com
THE VANE BROTHERS COMPANY is recruiting qualified
candidates for positions on our brand new state-of-the-art
marine transport vessels operating along the Northeastern
Atlantic Seaboard. We offer highly favorable work schedules –
2 weeks on – 2 weeks off, as well as excellent opportunities for
career advancement.
Tug Masters and Mates
Must possess a valid Master of Towing Vessels near coastal
or greater endorsement. Exper|ence w|th petro|eum barges
necessary. New York Harbor experience preferred.
Mar|ne Eng|neers
Chief engineers for Coastal and Inland tugboats. Must possess
a valid DDE (Designated Duty Engineers) license or greater. Valid
MMD (Merchant Marine Document) required. Two years engine
room experience required.
Current MMD and PIC endorsement required; experience
If you have the skills and experience for any of our open positions,
please contact our F|eet Recru|ter at 410-735-8212, or fax your
resumé to 410-735-8280.
Over a Century of Maritime Excellence
Baltimore Norfolk Philadelphia / /
Marine Technical Representative
Job Location: Virgin Islands
The Marine Technical Representative
(MTR) position requires a disciplined,
self motivated, problem solving team
member with exceptional verbal and writ-
ten skills. Reporting to the Manager of
East Coast Operations, the MTR is
responsible for attending tank vessels
and monitoring operations at the HOV-
ENSA refinery to insure compliance with
client requirements, including but not lim-
ited to; Pollution Prevention Practices,
Safety Monitoring, Condition Surveys,
Vessel Performance Reviews, Petroleum
Loss Control, Cargo Blending and
Expediting. For each vessel attended
the MTR is required to generate a com-
prehensive technical report conforming
to the client’s specific requirements.
Following a pre-defined training period
the MTR will also be responsible for
communicating directly with clients via
telephone, e-mail and other forms of
electronic communication.
Minimum Requirements for the Position:
1. Merchant Mariner’s License as Master
or Chief Officer (Unlimited Tonnage).
2. Minimum three (3) years experience
as licensed officer on tank vessels.
3. Minimum one (1) year experience as
senior officer on tank vessels.
4. Valid Driver’s License.
5. Computer / Software proficiency,
including but not limited to Outlook, Word
and Excel.
Additional Qualifications:
The following will be considered a plus
for any candidate applying for the posi-
tion –
• Experience as a Marine Surveyor, Loss
Control Specialist or Cargo Claims
• Experience with product tankers and /
or marine terminal operations.
• ISM Auditor / Lead Auditor Certification.
• SIRE / CDI Vetting Inspector
Candidates should e-mail a detailed
resume and cover letter which explains
their interest in the advertised position
and their career goals. Candidates
meeting the minimum requirements will
be contacted for an interview. Only U.S.
Citizens or Green Card holders will be
Work Location: St. Croix, U.S. Virgin
Islands. Infrequent, limited travel to the
US Gulf Coast and Foreign Ports may be
John O'Connor
International Marine Consultants
6800 Jericho Turnpike
Suite 118E
Syosset NY 11791-4401 USA
Email: employment@IMCmarine.com
Web: http://www.IMCmarine.com
Field Technical Services Representative
PMC (Protective & Marine Coatings), a busi-
ness unit of PPG Industries, Inc., is seeking a
bright, aggressive, self-motivated individual to
fill an immediate opening as Field Technical
Service Representative in the Marine Coat-
ings Division. This position may be based out
of New Orleans or Alabama. Responsibilities
include achieving established sales goals,
maintaining existing customers, developing
new business, and supporting local Sales
Representatives. Requirements include
knowledge of Marine Coatings; technical ex-
perience in a Marine related business; knowl-
edge of marine vessels, shipyards and docks;
and excellent written/verbal communication
skills. Bilingual candidate is preferred. A col-
lege degree is desired.
We offer a competitive salary, commission op-
portunity, company vehicle, expense reim-
bursement, and a full benefits package
(including 401k, medical, and paid vacation).
Apply online at:
Outside Sales Representative
(New Orleans)
PMC (Protective & Marine Coatings), a busi-
ness unit of PPG Industries, Inc., is seeking a
bright, aggressive, self-motivated individual to
fill an immediate opening as Sales Represen-
tative in the Marine Coatings Division. Re-
sponsibilities include achieving established
sales goals, maintaining existing customers,
developing new business, and supporting
local Field Technical Service Representatives.
Requirements include knowledge of Marine
Coatings; direct selling experience in a Ma-
rine related business; knowledge of vessels,
shipyards and docks; and excellent
written/verbal communication skills. Bilingual
candidate is preferred. A college degree is
We offer a competitive salary, commission
opportunity, company vehicle, expense reim-
bursement, and a full benefits package (in-
cluding 401k, medical, and paid vacation).
Apply online at:
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 3: 24 PM Page 89
90 Maritime Reporter & Engineering News
Employment/Recruitment • wwwMaritimeJobs.com
Outside Sales Representative
(New York, New Hampshire & Connecticut)
PMC (Protective & Marine Coatings), a busi-
ness unit of PPG Industries, Inc., is seeking a
bright, aggressive, self-motivated individual to
fill an immediate opening as Sales Represen-
tative in the Marine Coatings Division. Re-
sponsibilities include achieving established
sales goals, maintaining existing customers,
developing new business, and supporting
local Field Technical Service Representatives.
Requirements include knowledge of Marine
Coatings; direct selling experience in a Ma-
rine related business; knowledge of vessels,
shipyards and docks; and excellent
written/verbal communication skills. Bilingual
candidate is preferred. A college degree is
We offer a competitive salary, commission
opportunity, company vehicle, expense reim-
bursement, and a full benefits package (in-
cluding 401k, medical, and paid vacation).
Apply online at:
Outside Sales Representative
(Massachusetts Area)
PMC (Protective & Marine Coatings), a busi-
ness unit of PPG Industries, Inc., is seeking a
bright, aggressive, self-motivated individual to
fill an immediate opening as Sales Represen-
tative in the Marine Coatings Division. Re-
sponsibilities include achieving established
sales goals, maintaining existing customers,
developing new business, and supporting
local Field Technical Service Representatives.
Requirements include knowledge of Marine
Coatings; direct selling experience in a Ma-
rine related business; knowledge of vessels,
shipyards and docks; and excellent
written/verbal communication skills. Bilingual
candidate is preferred. A college degree is
We offer a competitive salary, commission
opportunity, company vehicle, expense reim-
bursement, and a full benefits package (in-
cluding 401k, medical, and paid vacation).
Apply online at:
Pipe Estimator
Job Location: USA, Tampa
Pipe Estimator
Tampa Pipe & Welding is seeking a
qualified Piping Estimator with a strong
background in marine and industrial
process piping systems. Candidates
must be able to correctly interpret project
specifications, drawings, generate mate-
rial takeoffs and assess projects poten-
tial risks. The successful candidate will
be responsible for estimation and devel-
opment of professionally generated proj-
ect proposals for different types of piping
systems; carbon steel, stainless steel,
aluminum, CUNI and others. Proficiency
in MS Excel and Word, material acquisi-
tion and negotiations experience and
skills required. Experience with and effi-
cient production of shop drawings
required, AutoCAD is desirable. Must
have exceptional people and organiza-
tional skills as well as strong analytical
and communications skills, both written
and verbal. BSME a plus. Salary com-
mensurate with experience. Qualified
candidates should e-mail their resumes:
jdones@internationalship.com. We are
a DFW and EOE.
Julio E. Dones
Tampa Pipe and Welding
5212 E. Hartford Street
Tampa FL 33619 USA
Phone: 813-247-3311
Email: jdones@internationalship.com
Fleet Technical Manager
Job Location: USA, Scarsdale
Roymar Ship Management Inc. is a
world-class ship management company
based in lower Westchester, NY, that
provides the technical management to
TBS International’s growing fleet
presently numbering 47 fully geared
general cargo and bulk carrier vessels.
Roymar is seeking an experienced
proactive individual with relevant experi-
ence at management level for the posi-
tion of Fleet Technical Manager. The
Fleet Technical Manager will lead a Ship
Management Team responsible for the
18 to 20 vessels assigned to them and
ensure that the ships are operated and
maintained to the highest standard in
compliance with legal and regulatory
requirements and in accordance with
Roymar’s standards and policies.
Candidates must have experience with
the technical management of a large
number of vessels and be fully familiar
with all Class and Regulatory require-
ments for bulk carriers and dry cargo
vessels. Responsibilities include man-
aging all aspects of maintenance, repair,
survey and certification, drydocking,
conversion or modification of your
assigned vessels. Other responsibilities
include ensuring cargo spaces fit the
intended use, analyzing ship
reports/performance, verifying ships are
seaworthy, and assisting in preparing
vessel operating budgets. Periodic
regional and international travel will be
required and visits to assigned vessels
at least annually are expected. Roymar
offers excellent benefits and salary.
Candidates must possess the following
essential skills, qualifications and experi-
•minimum of a Bachelor's Degree, Post
Graduate Diploma or Professional
Degree in Maritime Studies or equiva-
•preferably hold a Class 1 Certificate of
Competency (Motor) with minimum of 2
years sailing experience as C/E,
•have the necessary past experience in
vessels’ technical management, includ-
ing dry docking, maintenance and
repair, having handled at least 5 – 6 ves-
sels as Technical Superintendent,
•strong financial and budgetary experi-
•excellent computer skills and knowl-
•proactive, well organized, exceptional
written and oral communications skills
•USA citizenship or permanent resi-
dence/work permit required.
Please send resume to recruiting@roy-
mar.com or fax to (914) 793-2519 with
heading FTM on all transmissions.
Human Resources
Roymar Ship Management
455 Central Park Ave
Scarsdale NY 10583 USA
Phone: 914-961-1000
Fax: 914-793-2519
Email: recruiting@roymar.com
Web: http://www.tbsship.com
Marine Buyer / Purchasing
Job Location: USA, Fort Lauderdale
Resolve Marine Group has an immedi-
ate opening for a
Marine Buyer.
**Minimum of 5 years experience as a
Marine Buyer for
ships and heavy equipment**
**Shipyard experience preferred**
**Sourcing vendors for vessel mainte-
nance equipment,
tools and supplies**
**Purchase in a timely manner all items
using written
requisitions ordered by departments
and vessels on
site and in the field**
**Arrange economical shipping / trans-
portation for
**Assure all outside carriers and vendors
adequate insurance**
**Expedite all orders for delivery status
and receipt*
**Review purchase requisitions**
**Assist in preparing bid packages**
**Obtain and evaluate quotes received
on bid packages*
**Analyze current and potential suppli-
**Establish new vendor accounts as
Joyce Macon
Resolve Marine
1850 SE 17th St
Fort Lauderdale FL 33325 USA
F a x : 9 5 4 - 7 6 4 - 8 7 2 4 E m a i l :
Visit our web site at www.senescomarine.comto apply on line,
or fax your resume to Joe Matarese @ (401) 294-3654, or email
to jmatarese@senescomarine.com.
We offer competitive pay/benefits, including medical, dental,
life insurance, 401(K), flexible spending account, and more. All
employment is contingent upon successfully passing a medical
evaluation, physical, and drug screening.
Marine Estimator/Sales
15 years experience in Marine Estimating of mid-sized vessels
(Tugs, Barges, ATB and OSV’s). Knowledgeable in estimating
entire vessel package including hull structure, piping and outfit-
ting. Must have computer experience, be detail orientated the
ability to follow through on quotes and interact with potential
customers. Understand current market opportunities and con-
We currently have an opening for:
Is the premier Northeast shipbuilder of Tugs, Barges, and ATB’s.
We are located on Narragansett Bay in Rhode Island.
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 10: 49 AM Page 90
June 2009 www.marinelink.com 91
Vessels/Real Estate/Business for Sale/Charter
New/Used Equipment • www.MaritimeEquipment.com
Products & Services ● www.MaritimeEquipment.com
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 3: 37 PM Page 91
92 Maritime Reporter & Engineering News
Products & Services ● www.MaritimeEquipment.com
Solid Brass Body
Stainless Steel Shackle
Match your Master Lock key number
LockMasters USA Inc 1-800-461-0620
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 10: 52 AM Page 92
June 2009 www.marinelink.com 93
Products & Services ● www.MaritimeEquipment.com
International, LLC
The industry leader in right, ready and reliable
power testing solutions since 1997.
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 10: 54 AM Page 93
94 Maritime Reporter & Engineering News
Professional ● www.MaritimeEquipment.com
Total Ship Design
ˆ Naval Architecture/
Marine Engineering
ˆ Ship and Boat Design
ˆ Pre-Contract Support
ˆ Plan Review
ˆ Construction Management
An employee-owned company providing expert services
to Ship Owners, Operators and Builders worldwide.
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703.418.0100 or 703.933.6616
Aligned with your needs.
ˆ In-Service Surveys
and Engineering
ˆ Special Projects
ˆ Program and
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ˆ Modeling and Simulation
C6K6A 6G8=>I:8IH
B6G>C: :C<>C::GH
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 3: 17 PM Page 94
June 2009 www.marinelink.com 95
Professional ● www.MaritimeEquipment.com
799 Middlesex Turnpike • Billerica, MA 01821
Noise Control
Engineering, Inc.
Shipboard Noise & Vibration Control
Design Analysis FEA
Treatment Selection Diagnostics
Testing Underwater Noise
978-670-5339 • Fax 978-667-7047
Consulting Engineers Serving the Marine Community
Naval Architects | Marine Engineers | Ocean Engineers
Seattle, Washington
Vessel Design & Acquisition
Pollution Abatement
Construction Management
Transportation Planning
Marine Logistics
Risk Assessment
Structural Analysis
Maneuvering Simulation
Ship Motions & Seakeeping
Visit our demos at
MARPOL Training Institute, Inc.
Computer Based Training
DNV Certified
CLASS MR June 2009: CLASS MR June 2009. qxd 6/ 8/ 2009 3: 21 PM Page 95
79 King Engineering . . . . . . . . . . . .www.king-gage.com . . . . . . . . . . . . . .(800) 242-8871
47 Kvichak Marine . . . . . . . . . . . . .www.kvichak.com . . . . . . . . . . . . . . . . .(206) 545-8485
67 Llebroc Industries . . . . . . . . . . .www.helm-chair.com . . . . . . . . . . . . . .(800) 284-5771
11 Lloyd's Register . . . . . . . . . . . . .www.lr.org . . . . . . . . . . . . . . . . . . . . . . .(281) 675-3100
19 Maersk Line, Limited . . . . . . . . .www.maersklinelimited.com . . . . . . . .(703) 351-9200
18 Malin International Ship Repair www.malinshiprepair.com . . . . . . . . . .(409) 740-3314
74 Marine Equipment . . . . . . . . . . .Please call us . . . . . . . . . . . . . . . . . . . .(281) 447-8597
77 Maritime Associates . . . . . . . . .www.marinesigns.com . . . . . . . . . . . .(775) 832-2422
75 Maritime Professional Training www.mptusa.com . . . . . . . . . . . . . . . . .(954) 525-1014
12 Markey Machinery . . . . . . . . . .www.markeymachinery.com . . . . . . .(800) 637-3430
59 Mascoat Products . . . . . . . . . . .www.mascoatmr.com . . . . . . . . . . . . .(800) 675-5807
77 Mid-Atlantic Maritime Academy.www.mamatrains.com . . . . . . . . . . . .(866) 775-8382
2,3 Military Sealift Command . . . .www.sealiftcommand.com . . . . . . . . .(888) 228-5509
55 MMC International . . . . . . . . . . .www.mmcintl.com . . . . . . . . . . . . . . . .(516) 239-7339
4 Motor-Services Hugo Stamp Inc.www.mshs.com . . . . . . . . . . . . . . . . .(954) 763-3660
C2 MTU Detroit Diesel . . . . . . . . . .www.mtu-ironmen.com . . . . . . . . . . . .(313) 592-7000
9 Nace International . . . . . . . . . . .www.nace.org . . . . . . . . . . . . . . . . . . . .(281) 228-6299
67 Omnithruster Inc. . . . . . . . . . . . .www.omnithruster.com . . . . . . . . . . . .(330) 963-6310
1 PPG Protective & Marine Coatings.www.govermentsolutions.ppg.com(888) 9ppgpmc
54 PSI Marine, Inc. . . . . . . . . . . . . .www.tideslide.com . . . . . . . . . . . . . . . .(989) 695-2646
68 Quality Shipyards . . . . . . . . . . .www.tdw.com . . . . . . . . . . . . . . . . . . . .(985) 876-4846
C3 Radio Holland USA . . . . . . . . . .www.radiohollandusa.com . . . . . . . . .(713) 378-2100
71 Rice Propulsion . . . . . . . . . . . . .www.ricepropulsion.com . . .(877) 839-6304 Toll Free
71 Scandinavian Micro Systems .www.scanrepeater.com . . . . . . . . . . . .(954) 583-5700
31 Scania USA . . . . . . . . . . . . . . . .www.scaniausa.com . . . . . . . . . . . . . .(210) 403-0007
20 SeaArk Marine . . . . . . . . . . . . . .www.seaark.com . . . . . . . . . . . . . . . . .(870) 367-9755
55 ShipConstructor Software Inc. .www.ShipConstructor.com . . . . . . . . .(888) 210-7420
73 Skookum . . . . . . . . . . . . . . . . . .www.skookumco.com . . . . . . . . . . . . .(800) 547-8211
87 SNAME . . . . . . . . . . . . . . . . . . .www.snameexpo.com . . . . . .Please visit our website
62 SNAME Membership . . . . . . . .www.sname.org . . . . . . . . . . .Please visit our website
73 Steelways, Inc. . . . . . . . . . . . . . .www.steelwaysinc.com . . . . . . . . . . . .(845) 562-0860
61 Strategic Marine . . . . . . . . . . . .www.strategicmarine.com . . . . . . . . .61 8 9437 4840
72 Superior Lidgerwood-Mundy corp.www.lidgerwood.com/sales . . . . . .(715) 394-4444
7 Talleres Navales del Golfo . . .www.tnghph.com.mx . . . . . . . . . . . .52 229 989 2500
8 Technical Marine Services . . . .www.tms-usa.com . . . . . . . . . . . . . . . .(503) 285-8947
65 Tecnico Corp. . . . . . . . . . . . . . . .www.tecnicocorp.com . . . . . . . . . . . . .(757) 545-4013
77 Unitel Marine Security Services.www.unitel.com/radar.htm . . . . . . . . .(212) 889-3000
32 USMMA . . . . . . . . . . . . . . . . . . .http://gmats.usmma.edu . . . . . . . . . . .(516) 726-6100
53 VNS Int'l . . . . . . . . . . . . . . . . . . .www.vnsint.com . . . . . . . . . . . . . . . . . .(877) 271-0114
75 VNS Int'l . . . . . . . . . . . . . . . . . . .www.vnsgeekforce.com . . . . . . . . . . .(877) 271-0114
13 W & O Supply . . . . . . . . . . . . . .www.WOSUPPLY.com . . . . . . . . . . . .(800) 962-9696
83 Washburn Doughty . . . . . . . . . .www.washburndoughty.com . . . . . . . . .207-633-6517
77 Western Machine Works . . . . .www.alliedship.com . . . . . . . . . . . . . . .(604) 929-7901
33 Westfalia Separator, Inc. . . . . . .www.wsus.com . . . . . . . . . . . . . . . . . . .(800) 509-9299
45 World Wide Metric . . . . . . . . . . .www.worldwidemetric.com . . . . . . . . .(954) 321-0784
69 WQIS . . . . . . . . . . . . . . . . . . . . .www.wqis.com . . . . . . . . . . . . . . . . . . .(212) 292-8700
GET FREE INFORMATION ONLINE at: www.maritimeequipment.com/mr
Page# Advertiser Website Phone # Page# Advertiser Website Phone #
6 ABB Turbocharger AG . . . . . . .www.abb.com/turbocharging . . .011 41 58 585 5152
66 ABS Nautical Systems . . . . . . .www.abs-ns.com . . . . . . . . . . . . . . . . .(281) 877-5700
53 AG Marine . . . . . . . . . . . . . . . . .www.AGMarine.com . . . . . . . . . . . . . .(253) 851-0862
81 Americ Corporation . . . . . . . . . .www.americ.com . . . . . . . . . . . . . . . . .(800) 364-4642
44 American Bureau of Shipping www.eagle.org . . . . . . . . . . . . . . . . . . .(281) 877-5800
79 American Technology Corporation .www.atcsd.com . . . . . . . .Please visit our website
77 Anchor Marine . . . . . . . . . . . . . .www.anchormarinehouston.com . . . .(713) 644-1183
81 Aurand Manufacturing . . . . . . .www.aurand.net . . . . . . . . . . . . . . . . . .(513) 541-7200
35 Aveva . . . . . . . . . . . . . . . . . . . . .www.aveva.com . . . . . . . . . . . . . . . . .44 1223 556655
81 Blount Boats . . . . . . . . . . . . . . . .www.blountboats.com . . . . . . . . . . . . .(401) 245-8300
29 Bollinger Shipyards, Inc. . . . . . .www.bollingershipyards.com . . . . . . .(985) 532-2554
28 Brent Coon & Assoc. . . . . . . . .www.1800asbestos.com ........(800)ASBESTOS(800)272-3786)
76 Burrard Iron Works Limited . . .Please call us . . . . . . . . . . . . . . . . . . . .(604) 684-2491
15 Castrol Marine Ltd. . . . . . . . . . .www.castrolmarine.com . . . .Please visit our website
69 CD Adapco Group . . . . . . . . . .www.cd-adapco.com . . . . . . .Please visit our website
16 Centa Corporation . . . . . . . . . . .www.centa.info . . . . . . . . . . . . . . . . . . .(630) 236-3500
17 Climax Portable Machine Tools, Inc.www.cpmt.com . . . . . . . . . . . . . . .(503) 538-2185
71 Coastal Marine Equipment, Inc.www.coastalmarineequipment.com .(228) 832-7655
14 Crowley . . . . . . . . . . . . . . . . . . . .www.crowley.com . . . . . . . . . . . . . . . . .(904) 727-2200
23,25 Crowley Maritime . . . . . . . . . . .www.crowley.com . . . . . . . . . . . . . . . . .(904) 727-2301
27 Crowley Maritime . . . . . . . . . . .www.crowley.com . . . . . . . . . . . . . . . . .(904) 727-2613
81 CSD SealingNorth America . . .www.csd.us.com . . . . . . . . . . . . . . . . .(603) 293-0100
57 CWF Hamilton & Co Ltd . . . . .www.hamiltonjet.co.nz . . . . . .Please visit our website
74 Dalseide, Inc. . . . . . . . . . . . . . . .www.rustibus.com . . . . . . . . . . . . . . . .(832) 203-7170
21 David Clark Company, Inc. . . .www.davidclark/marine . . . . . . . . . . . .(800) 298-6235
60 DBC Marine . . . . . . . . . . . . . . . .www.dbcmarine.com . . . . . . . . . . . . . .(604) 278-3221
59 Diamond/Sea Glaze . . . . . . . . .www.diamondseaglaze .com . . . . . . .(800) 770-0455
77 Don Sutherland Photography .www.don-sutherland.com . . . . . . . . . .(718) 447-3908
37,39 Electronic Marine Systems . . .www.emsmarcon.com . . . . . . . . . . . . .(732) 382-4344
41,43 Electronic Marine Systems . . .www.emsmarcon.com . . . . . . . . . . . . .(732) 382-4344
12 Engines, Inc . . . . . . . . . . . . . . . .www.eiservicesinc.com . . . . . . . . . . . .(888) 521-8874
76 Floscan . . . . . . . . . . . . . . . . . . . .www.floscan.com . . . . . . . . . . . . . . . . .(206) 524-6625
5 General Dynamics NASSCO .www.nassco.com . . . . . . . . . . . . . . . . .(619) 544-7533
76 GENTEX Corporation . . . . . . .www.lvissystem.com/mr0906 . . . . . . .(603) 657-1200
65 GKN Driveline . . . . . . . . . . . . . .www.aquadrive.com . . . . . . . .Please visit our website
A48 Goltens Worldwide . . . . . . . . . .www.goltens.com . . . . . . . . . . . . . . . . . .508-728-3128
10 Gulf Copper . . . . . . . . . . . . . . . .www.gulfcopper.com . . . . . . . . . . . . . .(409) 941-6200
72 H.O. Bostrom . . . . . . . . . . . . . . .www.hobostrom.com . . . . . . . . . . . . . .(262) 542-0222
47 Hyde Marine, Inc. . . . . . . . . . . .www.hydemarine.com . . . . . . . . . . . .(440) 871- 8000
45 ITW Polymer Technologie . . . .www.chockfast.com . . . . . . . . . . . . . . .(215) 855-8450
71 Jastram Engineering . . . . . . . . .www.jastram.com . . . . . . . . . . . . . . . . .(604) 988-1111
21 Jeppesen Norway . . . . . . . . . . .www.jeppesen.com . . . . . . . . . . . . . . .47 51 46 47 00
63 Jo-Kell Inc. . . . . . . . . . . . . . . . . .www.jokell.com . . . . . . . . . . . . . . . . . . .(800) 365-5214
51 Juniper Industries . . . . . . . . . . .www.juniperindustries.com . . . . . . . . .(800) 221-4664
C4 Karl Senner, Inc. . . . . . . . . . . . .www.karlsenner.com . . . . . . . . . . . . . .(504) 469-4000
36 KAWASAKI HEAVY INDUSTRIES, LTD.www.khi.co.jp . . . . . . . . . . . .(212) 759-4950
54 KE Marine / Worldwide Diesel .www.kemarine.com . . . . . . . . . . . . . . .(904) 354-6566
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
96 Maritime Reporter & Engineering News
MR June 2009 Ad I ndex: Layout 1 6/ 9/ 2009 1: 55 PM Page 1
COV2, C3&C4 MR June 09: COV2, C3&C4 MR May. 09. qxd 6/ 4/ 2009 1: 54 PM Page 2
When Only the Best Will Do!
Karl Senner, Inc.
25 W. Third St.
Kenner, LA 70062
(504) 469-4000
Fax: (504) 464-7528
Karl Senner, Inc.
12302 42nd Drive S.E.
Everett, WA 98208
Mr. Whitney Ducker
(425) 338-3344
E-mail Us
Service: service@karlsenner.com
Sales: sales@karlsenner.com
Parts: parts@karlsenner.com
www. kar l s enner. com
Contact Us
Marine Transmissions Azimuthing thrusters Controllable Pitch
Propellers and Bowthrusters
M/V Pat Voss
Karl Senner, Inc.
Supplied Blessey Marine Services
two (2) Reintjes WAF 773 reverse
reduction gears with Horizontal
offsets and ratios of 7.087:1,
including Internal Shaft Brakes for
this new construction recently
added to the Blessey fleet.
Owner: Blessey Marine Services
Harahan, Louisiana
Shipyard: Verret Shipyard
Plaquemine, Louisiana
COV2, C3&C4 MR June 09: COV2, C3&C4 MR May. 09. qxd 6/ 4/ 2009 1: 44 PM Page 3

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