AUGUST 2012 MARITIME REPORTER The...

The Worlds Largest Circulation Marine Industry Publication The Information Authority for the Global Marine Industry since 1939

A U G U S T 2 0 1 2

MARITIMEREPORTER

ANDENGINEERING NEWS

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

The

ShipyardEdition

InsightsJan Kees Pilaar

MD, Blohm + Voss

U.S. ShipbuildingNSRP: Navy & Industry Partner

ProfileLife, Business & Future of

John Dane III

Government UpdateShipping & Sanctions

Market ReportLNG Growth Drivers

Fast CraftVibration Mitigation

Shipboard Waste ManagementTerragon Enviro & The Next STEP

PreviewShipping Insight 2012

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http://www.cvisiontech.com

2 Maritime Reporter & Engineering News

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14 INTERVIEW: ANDREW MAK, COO, TRIYARDSWith yards in Vietnam and Houston, TRIYARDS is a specialist in abroad spectrum of engineering and fabrication solutions.

by Greg Trauthwein

16 SHIPPING & SANCTIONSEconomic sanctions, imposed by national and international govern-ments for a variety of political reasons, can be snare traps for un-suspecting maritime enterprises.

by Dennis L. Bryant

18 LNG MARKET PROSPECTS TO 2016Douglas-Westwoods new LNG Market report examines newprospects for liquefaction & regasification (import) terminals andLNG carriers.

by Murray Dormer, Douglas-Westwood

22 EXPORT CONTROL REFORMInter-agency effort to reform the U.S. export control regime has re-sulted in specific proposals to transfer oversight to the Departmentof Commerces Bureau of Industry and Security (BIS).

by Barbara Linney & Kevin Miller, Miller & Chevalier

24 MARITIME ... OR NOT?What constitutes a Maritime Contract under U.S Law & why you shouldcare.

by Thomas H. Belknap, Jr., Blank Rome

26 SHAKE, RATTLE & ROLLStudy of effects of whole body vibration on crew and passengersaboard fast craft.

by John Haynes

30 WAVE ADDED RESISTANCEMARIN unveils some secrets of wave added resistance.

by Patrick Hooijmans

32 MARINE INSURANCE: READY FOR THE WORSTMarine insurance and making effective catastrophe plans for hurri-cane zones.

by Kirk Rider & Charlie Pugliese

34 TORQUE MARINE IPSWhile many view investments in new technology as an expense, rulesregarding emission reduction can actually pay back via fuel con-sumption reductions.

by Peter Pospeich

40 THE CORVUS POWER PLAYCorvus Energy has created a revolutionary battery for the maritimemarket, a power source with power density, longevity and durabilitythat has led to the companys rapid ascension.

by Greg Trauthwein

ALSO IN THIS EDITION

10 EDITORIAL74 BUNKER FUEL MANAGEMENT76 MARINE ELECTRONICS86 PEOPLE & COMPANY NEWS94 PRODUCTS106 BUYERS GUIDE107 CLASSIFIEDS112 ADVERTISERS INDEX

SUBSCRIPTION INFORMATIONOne full year (12 issues) $73.00; two years (24 issues)$105.00 in U.S. (Canada & Mexico also)Rest of world one year international $120.00; two years$174.00 including postage and handling. For subscrip-tion information:

Email: [email protected] www.marinelink.com

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

ON THE COVER

44Pictured on the cover is anAustal USA aluminum welderworking on USS Independ-ence (LCS 2). Thirty pagesof Shipyard coverage startson page 44.

contentsWelcome to Hamburg!The SMM 2012 sets to convene again in Hamburg, Germanyin early September, and pictured here is an indelible sight onthe Hamburg waterfront, the Blohm + Voss Repair in Ham-burg on the River Elbe.

On the occassion of our SMM edition, and in conjunctionwith our Shipyards coverage, MR interviews Jan KeesPilaar, managing director, Blohm + Voss, starting onpage 44.

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Move to GreenPerry agrees with the assessment that

the maritime industry is inherently con-servative, averse to adopting new tech-nologies until they are well proven in thefield. But there is a twist on the notion ofgreen.

The marine industry is averse to newtechnology, and I wouldnt have put any-thing in my boats that wasnt proven for10 years, Perry said. But when talk turnsto green in the marine industry, the firstof mind thought is energy efficiency andemission reduction. Perry contends, too,there is a stronger green pull today.

But while the industry may be conser-vative on adopting new technology, themarine industry, too, is all about money more accurately saving money andimproving reliability. If we can prove tothem that we can save them money, theywill participate. I wont take a job on if Idont think we can improve the perform-ance of their operations.

In fact, Perry sees the users of CorvusTechnology as not simply customers,rather as business partners, and he and histeam are not simply looking to push bat-teries out into the market place, ratherevaluate each individual company andinitiative as a project on its own merits.It is this holistic, project-based approachwhich gives him the backing to enter onlyprojects where the payback on incorpo-rating the system has a payback of 5years or less. Today he sees the ferry, tugand Offshore Service Vessel as particu-larly ripe for the hybrid solution, as wellas a major push into the subsea market where power consumption and integrityare the definitive limiters in the expandeduse of subsea robotics as the majorforces of activity in the near term.

But while saving green (cash) is indeednice, saving the other green (environ-ment) offers tangible benefits, too, fittingin with the Corvus Energy mantra oflooking at the whole picture rather than afew pixels. Corvus Energy batteries arethe key to hybridizing heavy equipmentsuch as harbor tugboats, ferries andOSVs, which due to duty cycle and fuelconsumption lend themselves to dramaticfuel reductions. These fuel reductionstranslate into large cost savings partic-ularly with the skyrocketing costs of allfuel and pending legislation that willmake marine fuel significantly cleanerand more expensive by 2020 and pro-vide return on investment in very shorttime frames. In turn, the fuel saved alsoprovides huge reductions in carbon, par-ticulate and NOx emissions. Particulatematter is reduced most significantly asmost of the fuel savings is incurred at lowengine speeds when the engines are op-

erating at least efficiency and producingmost soot.

ReferencesIn any industry it seems that a com-

panys prowess is best told by the refer-ences it holds, and Corvus has no

shortage of high-profile marine refer-ences, serving some of the biggest, mostprogress names in the business, includingFoss, Eidesvik Offshore and KOTUG,many of which have been covered in ourpages in volume, and will be briefly re-capped here.

Corvus and Foss are inextricably linkedas they have together with many other in-dustry partners designed, built and deliv-ered a series of hybrid tugboats to servethe west coast U.S. market, one of theworlds more stringent areas of operationin terms of environmental initiative and

August 2012 www.marinelink.com 41

Talleres Navales del GolfoIslote San Juan de Ula s/n91800, Veracruz, Ver. Mxico.Tel: (52) 229 9892500Fax: (52) 229 [email protected]

A WORLDWIDE EXPERIENCED SHIPYARD WITH INTEGRAL SERVICES

Repair and maintenance of ships, machinery, equipment and enginesRepair and maintenance of jack-up and semisubmersible platformsFabrication of offshore modules and components, fabrication and assembly of all types of light and heavy steel structuresConversion, upgrading and life extension of ships and offshore units

Services

TALLERES NAVALES

A GLOBAL COMPANY WHICH BEGAN ITS OPERATIONS IN 1995. CURRENTLY OFFERS INTEGRAL FABRICATION AND SHIP REPAIR SERVICES.

MR#8 (34-41):MR Template 8/9/2012 9:23 AM Page 41



Americas shipyards arefierce competitors, but theycan also be close collabora-tors. The National Shipbuild-

ing Research Program (NSRP) is acooperative effort for American ship-builders and the U.S. Navy, with the aimof improving efficiency and economy toreduce the cost of Navy ship constructionand repair in American shipyards.

According to the Navys NSRP pro-gram manager Connie Bowling of theNaval Sea Systems Command, the pro-gram seeks to reduce the cost of building,operating and repairing Navy ships byimproving productivity and qualitythrough advanced technology andprocesses.

NSRP seeks to share and rapidly im-plement manufacturing best practices,take advantage of breakthrough tech-nologies and processes with the entireshipbuilding industry through govern-ment and industry collaboration.

Projects have been awarded to morethan 200 entities from 37 different states.Resource allocation decisions are madeby the industry-led Executive ControlBoard, after consideration of input fromNavy sponsors. "Navy and industry setthe strategic focus and direction, but theinitiatives have to come from come fromindustry, Bowling says.

NSRP has a budget of about $30 mil-lion a year, split between the Navy andindustry. We require a cost share for theproducts, Bowling says.

The NSRP research program is not sub-ject to Federal Acquisition Regulations(FAR), but project funding decisions aresupported by a competitive process char-acterized by independent third-partyevaluation of project proposals. NSRPcalls for the resulting work to be sharedacross the shipbuilding industry and notbe held as proprietary to a single entity.We can quickly award projects to theconsortium with the agreement that theR&D results, products and costs areshared with all.

Participants represent all of the Navysplatforms, including the associated tech-nical warrant holders and Program Exec-utive Offices (PEOs), and each of the

Navy shipyards. The Coast Guard is alsoinvolved. All of the key factions of theNavy and our shipbuilding industry, in-cluding some of our tiered suppliers, areworking together to make better ships ata more affordable price, Bowling says.

NSRP is focused on more than just con-trolling acquisition costs, but reducingtotal ownership costs (TOC), as well.The program complements, and hasproven successful in leveraging, otherprograms such as Office of Naval Re-search (ONR) Manufacturing Technol-ogy (ManTech) and SBIR (SmallBusiness Innovative Research), the lat-ter providing smaller companies and or-ganizations the opportunity to contributeand benefit. In addition, each of thePEOs has a research and developmentprogram that is coordinated with NSRPactivities.

NSRP opened the aperture for aca-demic programs as well as small and newcompanies. Even college courses andrelatively small projects can have a bigimpact. A relatively low-cost NSRP-sup-ported project created a mobile, au-tonomous, robotic welding platform toreplace manual welding processes inorder to realize substantial savings intime, set-up requirements, safety andoverall cost in Naval ship construction.

The robotic welder, created in a base-ment workshop as a modest NSRP proj-ect involving a small business and theUniversity of Tennessee, is a success

story. Bowling says four shipyards arenow employing the welder for use on theNavys DDG 1000, DDG 51, LPD 17,the Coast Guards National Security Cut-ter, and tank barges, and others are pur-chasing the system to introduce at theiryards. Weve saved 88% reduction insetup time, 93% reduction inremoval/disassembly time and 30% re-duction in total time on the job. Andthats just the easily measured stuff. Wehave reduced support structure needs likeman-lifts and scaffolding, while at thesame time improved worker safety, andenabled more flexible labor alternativesfor shipyard supervisors.

Not all projects relate directly to tangi-ble shipbuilding processes, but focus onsuch things as education, better environ-mental practices, streamlined businessprocesses or advanced information tech-nology applications.

Research investments are determinedby consensus based on the agreed uponNSRP strategic plan, and results areshared with all participants. The NSRPExecutive Control Board meets fourtimes a year, and includes participationby the sponsoring PEOs. Research pan-els meet regularly to report on their proj-ects and discuss ways to increasecollaboration. And, an annual event atthe Washington Navy Yard, attended bytop Navy leadership, including the Assis-tant Secretary of the Navy for Research,Development & Acquisition, gives the

project teams the chance to showcasetheir work, and Navy program managersthe opportunity to witness NSRP valuedelivery.

The shipbuilding industry is highlycompetitive. Risks can be high and mar-gins low. So shipbuilders are not knownfor sharing their technological advance-ments with each other. It took a longtime for them to get comfortable with thismodel, said Bowling.

But, Bowling says, the industry under-stands the value of working together tohelp the nation and the Navy spend theirlimited shipbuilding and repair dollarswisely. Industry gets that. The Navygets that. Ideas and projects are flowingin, and this program is hitting its stride.

At NSRPs inception, it required sig-nificant creativity to establish the mech-anisms and business practices acrossNAVSEA/ PEOs and industry to avoidanti-trust violations. We have gained ef-fectiveness over the past decade after fig-uring out the legalities and processes todo what was intended - focus on results,Bowling said. Once we determined ourcommon objectives, and got through thebusiness aspects, with proper accountingrules and audit trails in place, and estab-lished equitable meeting scenarios, wewere able to become productive, shesaid. Now the focus is on the greatergood. We can determine whats broken,what needs to be improved, and howquickly can we get there.


National Shipbuilding Research Program Navy, Industry partner for research; sharing costs, risks, and rewards to reduce total ownership costs

By Edward Lundquist

Weve saved 88% reduction in setup time, 93% re-duction in removal/disassembly time and 30% reduc-tion in total time on the job. And thats just the easilymeasured stuff.

Connie Bowling, Navys NSRP Program Manager, Naval Sea Systems Command

(Continued on page 50)





Smart Growth at

Marinette MarineScott A. Wellens (right) the director of facility and

process improvement for Marinette Marine Corpora-tion (MMC), a Fincantieri company, is a member ofthe NSRP executive board. The Wisconsin shipyardis busy with several projects, including the Navys Lit-toral Combat Ship. That means updating the infra-structure and bringing in new workers.

We had to grow, Wellens says. We will es-sentially double the size of our physical plant in ajust a few short years. Rarely, do you ever get achance to do everything in a short period of time. Wecouldnt stop production because we had to keepbuilding ships as we were expanding. With our process improvement efforts, wewant to make the buildings work for us so we can improve the efficiency of build-ing the ships. We needed to create a sequence that improved our flow and re-duced the travel time from one stage of construction to the next. Were balancingour work stations and leveraging the learning curve.

We knew we would be hiring a number of people because our existing workforce was about 600 to 700 people, and we have to grow to between 1,300 and1,400 people, Wellens says. Thats more than double the work force.

Weve set up programs with University of Wisconsin at Marinette for some ofthe drafters, designers, and those types of professional positions, Wellens says.

According to University of Wisconsin-Marinette Dean and Campus ExecutiveOfficer Paula Langteau, the school has been working with MMC for the past fiveyears to help the shipyard meet their growing need for qualified shipbuilding de-signers, thanks to funding from NSRP to develop the curriculum. In 2007 wedeveloped a classroom continuing-education course called Applications of Mod-ern Shipbuilding Design for Marinette Marine, Langteau says. We also startedoffering the course online for the rest of the industry.

Based on the initial success, UW-Marinette developed four follow-on classes inspecific disciplines, such as structure, electrical, piping and HVAC, and design forproduction. All five courses are now offered online in a certificate program whichis available to the entire industry. This package of courses made UW-Marinettethe first institution in North America to offer fast-track, distance-delivered coursesin a full certificate program in modern shipbuilding design, she says.

Today MMC is not just sending designers to the course. Langteau says thecompany has begun to send production staff through it. We are told they can bemore productive if they have an understanding of the full design concept.

Training people for professional positions was a good project for NSRP be-cause what works at Marinette could be applied to the shipbuilding business as awhole, she says. Our delivery platform is unique as well, Langteau explains,enabling students to connect remotely from anywhere in the world to access ourcourses.





NSRP projects are targeted at engi-neering planning, production, environ-mental issues, education and training,facilities, technology, and regulatorycompliance for shipbuilding, includingnew construction and repair, and more.Were focused on the critical factors thatimpact acquisition and TOC, so we canmake the most out of our investment,says Bowling.

For example, an industry proposer canrecommend an industry-wide problem tobe solved, or a technology that can bematuredsuch as in design, welding, orpaintingwith a cost proposal and ateam to do the work. If the industryboard and the government agree that theproject addresses program strategic ob-jectives the project can compete withother proposals for funding. Were try-ing to address similar problems at similarshipyards. Industry tells us collectivelywhat they think should happen. We lookto see if that recommendation could beused on a Navy ship, could meet a mili-tary specification or requirement, or fur-

ther the development of a needed tech-nology, she says.

NSRP projects have addressed coat-ings, modular construction, welding tech-niques and processes, reduction ofrework, production planning, exchangeand interoperability of data, materials,standardized procedures, safety andhealth issues and environmental con-cerns, and more.

For example, a single-coat primer andcoating system for voids and tanks thatwill last the life of the ship has been de-veloped and tested; saving money thatotherwise would have to be spent on dif-ficult and expensive process during over-hauls.

Many of these things have a long re-turn on investment, she said. But whenthese ideas are looked at for their totalownership costs over the life cycle of aship, theyre no-brainers.

Focus on Marinette Marine CorporationLocated on the Menominee River in

Marinette, Wisconsin, Marinette Marine

Corporation (MMC) was founded in1942 to support the shipbuilding needs ofAmerica during World War II. The ship-yard was privately held, and was acquiredby The Manitowoc Company in 2000. In2008, the company was acquired by Fin-cantieri Marine Group Holdings in 2008.Fincantieri has shipyards in Italy build-ing both commercial and naval ships,from cruise ships and mega-yachts to air-craft carriers, frigates and submarines.MMC has built three of New York Cityslandmark Staten Island ferries, Guy V.Molinari, Senator John J. Marchi, andSpirit of America.

A number of ships for the Navy andCoast Guard have been built here at theMMC facility on the Menominee River.The Coast Guards 16 Juniper-class 206-ft. and 14 Keeper-class 175-ft. seagoingbuoy tenders were built at Marinette, aswas the 3,500 ton Great Lakes icebreaker,USCGC Mackinaw (WLBB 30), alongwith several of the Avenger-class minecountermeasure vessels; torpedoweapons retrievers and Yard Patrol Craft

for the U.S. Naval Academy. More re-cently, the yard built the Improved NavyLighterage System (INLS) self-poweredcauseway sections for offloading ele-ments of the sea base to the shore.

Today, Wellens says the focus atMarinette is on building LCS.

MMC is a partner on the LockheedMartin-led team responsible for the Free-dom-class variant for LCS, one of twovariants being built for the Navy. Theother is the Independence-class beingbuilt at Austal USA in Mobile, Ala.

MMC started construction on the firstLCS in 2005. USS Freedom (LCS 1)was launched in 2006 and commissionedin 2008 at Milwaukee. Construction onMarinettes second LCS, Fort Worth(LCS 3) began in 2009, and was deliv-ered to the Navy two months early. TheFort Worth is scheduled for commission-ing in September 2012.

In addition to LCS, two other ships arebeing built at Marinette now. On June16, the yard celebrated the launch of thefisheries survey vessel Reuben Lasker for

National Shipbuilding Research Program & Marinette Marine Corp.(Continued from page 48)

Shipyard Signal International

A ubiquitous presence in the Gulf ofMexico ship construction and repairmarket is Mobile, Ala.-based Signal In-ternational, a Marine and Fabricationcompany which employs about 1800 inits four production facilities across Ala-bama, Mississippi and Texas. Signalspecializes in new construction, ship re-pair, and rig repair.

Signal can handle marine constructionand repair needs with three dry docks;Dry Dock 1 is Panamax size with a liftcapacity of 22,000 tons; Dry Dock 2 hasa 4500t lift capacity and the Dual Car-rier, a heavy lift dry dock, boasts a 400x 200 ft. footprint with a lift capacity of

30,000 tons. Signal offers both offshoreand technical services such as leg-up,quarters mods, platform installationsand 3D modeling and 3D laser scanning.

Signal is currently building two ATBsfor Kirby Ocean Transport Company(KOTC) in Orange, Texas. The 488 x 90x 36 ft. barges will use the Articouplecoupling system to connect to oceantugs, which are also being built by theOrange shipyard. The vessels have beendesigned by Robert Hill and Ocean Tug& Barge Engineering Corp., and the6,000 hp tugs will each measure 125 x42 x 22 ft., powered by two EMD 12-710 main engines with Reintjes reduc-

tion gears, outfitted with Nautican noz-zles and triple rudders. The tugs areclassed to ABS Maltese Cross, +A1Ocean Towing Service standards. Thebarges are based on Ocean Tug &Barges Costwise Class AT/B barges, de-signed to reduce resistance and enhancemaneuvering. In particular, the stern de-sign of the barges is the result of exten-sive model testing and CFD studies.

Signal made a strategic decision overthree years ago to close its overhaul andrepair yards in Texas and concentrate onnew construction at its Orange shipyardusing modular construction and world-class manufacturing techniques. This de-

cision resulted in an investment of about$40 million and a complete revampingof the Orange yard, which sits on 80acres and has almost 500,000 sq. ft.(46,452 sq. m.) of covered building hallsand shops.

The core of the effort is a formal Con-tinuous Improvement Program based onLean Manufacturing principles. Chang-ing the workflow and a complete re-thinking of how to reduce costs andimprove schedules with no sacrifice insafety or quality was undertaken by ourIndustrial Engineering Department andthe workers themselves.

Virtually all aspects of Signals engi-neering, procurement and manufactur-ing processes were affected.

The general term we use for the newprocess is Continuous Flow Manufac-turing.

The Pascagoula East Yard has similarinvestments to improve automation aswell as dredging a deep hole 500 x 300x 60 ft. deep dockside.

Signal Ship Repair in Mobile, AL hasrecertified its Panamax floating drydock, made quayside improvements andadded new Administration, Estimating,Personnel and Port Engineer offices.

Signal invests $40m in Orange, TX shipyard; Building ATBs currently for Kirby Ocean Tranporation Co.Signal International CEO Dick MarlerAlabama Operations





the National Oceanic and AtmosphericAdministration (NOAA). The ship is ex-tremely quiet so it wont disturb marinelife, and features advanced navigationsystems, acoustic sensors, and scientificsampling gear to conduct research onfish, marine mammal and turtle popula-tions. The Arctic Region Research Vessel(ARRV) Sikuliaq is currently being builtalongside LCS. Sikuliaq is sponsored bythe National Science Foundation and willbe operated by the University of AlaskaFairbanks to conduct science mission onbehalf of the University-NationalOceanographic Laboratory System(UNOLS) community.

New way to train new workersThis past year, UW-Marinette again

teamed up with Marinette Marine andShipConstructor Software for the devel-opment of a new Shipyard OrientationProgram course. Along with other con-tributors, the team created a virtual ship-yard to get a basic understanding ofshipyard layouts and functions.

SOP is an immersive, virtual 3-D ship-

yard training model for newcomers andnon-shipbuilders that provides self-pacedinstruction to achieve a basic under-standing of shipyard layouts and func-tions. Students can go into buildings andperform tasks to learn about safety, revealproperties of ship systems and compo-nents, and become familiar with processof ship construction and maintenance.

The concept for this course was to cre-ate a 3D virtual shipyard that coupledwith a shipyard orientation curriculumenables new employees to fly an avatararound to explore the virtual shipyard,click on items, and learn about the inter-connectedness of processes and produc-tion, at their own pace. This time, thecourse was designed to be offered fullyonline, in a 24/7, on-demand, instructor-less platform. The virtual, 3D yard ad-dresses the industry need for astandardized, cross-discipline orientationprogram that is both cost-effective andshipyard neutral. This model is generic,and represents various items seen in anyshipyard and is not just modeled after oneshipyard. But Langteau says the program

can also be customized for any shipyard,with their particular layout, rules and pro-cedures. There are other local educationalsynergies. Northeastern Wisconsin Tech-nical College has a facility thats walkingdistance from the shipyard. The techni-cal college system in Wisconsin is amodel because they work well with localindustry as to what our needs are, saysWellens. The State of Wisconsinawarded us a grant to develop that cur-riculum. NWTC has subject matter ex-perts with shipbuildingexperiencesome former employees ofMarinette Marinein the areas of elec-trical, welding, pipe fitting and ship fit-ting.

Wellens also says tours of the yard havebeen conducted for area high school stu-dents, and they can take vocationalcourses that earn dual credits leading totheir high school diploma as well as thetechnical college. Working with areahigh schools and colleges, were aligningthe vocational curriculum through educa-tion and employment with concentrationsin shipbuilding trades.

NSRP funding available for researchusing two different vehicles

A Research Announcement (RA) proj-ect is a major initiative project. In gen-eral, they are higher dollar value andfrom one to three years in durations. Apanel project is generally under $100-150k and shortup to 12 monthsinduration.

RA projects also bring together a crossfunctional team to solve a problem andusually more time and testing to resolveor mature. The panel vice the major proj-ect (the RA) path is available to solve amore immediate problem or to determineviability of a bigger problem. Our panelprojects are key to NSRP success, saysBowling. We have subject matter ex-pects from across the industry(ship-builders, centers of excellence, technicalwarrant holders, small business, etc.who gather to solve or address a func-tional issue, such as. welding, safety,painting or surface preparation, or edu-cation, to give a few examples.

Examples of RA and Panel projects canbe found at www.NSRP.org




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