In This Issue

Transcription

In This Issue

May 2008
ACTIVITIES
In This Issue
ABS Reports Continuing
Success, Record Fleet
Page 2
ABS Heralds Double
Landmark in China
Shipbuilding
Page 8
ABS Awards First
Parametric Roll Notation
Page 10
New Tanker Designs
for Arctic Whitefields
Page 24
annual meeting
ABS Reports
Continuing Success, Record Fleet
alling 2007 “a truly remarkable
year,” ABS Chairman and Chief
Executive Officer, Robert D.
Somerville reported a record fleet
size and record orderbook to the
146th Annual Members Meeting of
the classification society, held in New
York.
C
Acknowledging that “ABS has
benefited from the quite extraordinary
bull run of the last few years,”
Somerville attributed much of the
success of the organization to the
more than 3,300 employees around
the world. “I am convinced that we
would not have benefited to the extent
that we have without the unflagging
efforts of the ABS staff,” he told the
meeting. “It is the people of ABS that
differentiate our services. It has been
through their efforts that we have
been able to consistently outpace the
growth in the world orderbook.”
Somerville reported that, in the 12
months to end-2007, the ABS-classed
fleet grew by 9m gross tons to yet
another record of 135.4m gt. The yearon-year growth was almost double
that of each of the previous two
years. The growth has been sustained
through the first quarter of the current
year, subsequently pushing the fleet to
137.3m gt at the end of March.
Also continuing to grow is the ABS
orderbook for new tonnage which now
stands at almost 62m gt and a market
leading 20.7 percent share. Somerville
particularly highlighted the society’s
continuing strength in the tanker
sector where it holds a clear lead with
a 32 percent share, and its resurgence
in the bulk carrier sector where, at
the end of March, it held a 26 percent
share of the world orderbook.
Continued high levels of activity
in the offshore sector, on both the
exploration and production sides, also
provided a significant contribution
to the society’s success in 2007.
PAGE 2
Robert D. Somerville
Somerville told the members in
attendance that, at end-2007, 76
percent of all mobile offshore drilling
units on order at yards around the
world were contracted to be built to
ABS class. This included 94 percent of
all jackups on order, with the majority
of those building at Singapore-based
yards. It also included a 61 percent
share of the very active deepwater
drillship newbuilding market.
Somerville noted that classification
of production units tends to more
closely track the nationality of the
contracting party and can be, as a
consequence, a less open market.
However, he was able to report that
“ABS still maintained its overall
market leadership in this sector with a
43 percent share of the existing fleet,
nearly 20 points ahead of our nearest
competitor.”
Growth has brought challenges, the
ABS Chairman admitted. “It is not
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ACTIVITIES • MAY 2008
annual meeting
ORDERBOOK SHARE
JACKUPS
DRILLSHIPS
my position to assess the rationality
of the continued pace of ordering
in both the ship and offshore
sectors, nor to predict if or when the
inevitable slowdown will occur,” he
said. “What I can say is that we are
doing everything we possibly can to
assist all of our clients – shipyards,
shipowners, offshore operators and
equipment manufacturers to meet this
extraordinary workload.
“Our challenge has been to manage
our success so that we can continue
delivering the superior classification
and related services that we pride
ourselves on and which our clients
have come to expect from us. To
do that, we have been focused on
staffing.”
Referring to the current high demand
for quality, experienced marine
personnel, Somerville noted that the
global nature of the society’s business
and the strength of its reputation has
meant that “we have been able to
find, attract and train appropriately
qualified recruits from across the
globe, particularly in China which
has been the area of our activities
that has experienced the fastest
growth.”
The society added more than 350
professional staff in 2007 and is
continuing the aggressive recruitment
and training program that calls for
the addition of a further 400 staff
being added in 2008 to handle the
growing classification activity and
an additional 100 staff to meet the
rapidly expanding non-classification
work being undertaken by the society’s
affiliated enterprises.
The affiliates provide risk, quality and
related services to the marine, energy,
public and corporate sectors and
experienced a 30 percent year-on-year
growth in 2007. Several new products
were introduced over the course of
the year that strengthened the range of
services available.
PAGE 3
annual meeting
The ABS chairman also took the
opportunity to remind members
of some of the important issues
that continue to threaten the
self-regulatory mechanism of
classification. In particular
he highlighted the on-going
negotiations with the EC and
European marine equipment
manufacturers over the issue
of mutual recognition of class
certificates for critical machinery
and equipment that is placed
aboard a ship.
“We continue to believe this
proposal compromises maritime
safety and would place ABS in a
legally exposed position, subject
to future claims for the failure
of equipment that we have not
certified but have been forced to
accept on a vessel for which we
issue an ABS class certificate,”
he said. “I can only hope that
common sense and due regard
for safety ultimately prevail.”
Somerville also expressed
concern over recent changes
in the ownership structure
of other prominent class
societies, one of which became
a publicly traded company in 2007
and the other subject to a buy-out by
a venture capitalist with wide-ranging
financial holdings. “The implications
of these actions have yet to play out,”
Somerville told the ABS members, “but
they do raise a number of interesting
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and possibly unsettling scenarios.
How, for example, does a publicly
traded company reconcile its duty to
maximize returns for its shareholders
with its duty to promote maritime
safety as a classification society?
Safety is not, and never should be,
for sale.”
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Looking ahead, Somerville forecast
continued high levels of activity
through the remainder of 2008
and into 2009. “Our challenge
is to continue to exceed the
expectations of our clients and
to work cooperatively with the
principal regulatory bodies – at the
IMO, in Brussels and Washington
and elsewhere – to develop and
implement practical initiatives that
enhance maritime safety and protect
the natural environment.”
A full copy of the ABS 2007 Annual Review
is available from the ABS website at:
http://www.eagle.org/news/pubs.html. The
review contains more complete statistical data
and a summary of the organization’s activities
in 2007.
PAGE 4
news
McGrath Takes a Lead Role
in ABS Pacific Realignment
A
s part of its strategic initiative
to strengthen the coordination
and administration of core
service delivery to clients, ABS has
appointed Mark McGrath to the new
position of Senior Vice President
Operations, ABS Pacific. He has
transferred to the divisional headquarters in Singapore and reports
to ABS Pacific President and COO
James Liebertz.
shipbuilding nation in the immediate term as it continues to expand its
facilities and streamline its production
capabilities.
“Korea is very nimble on the one hand
by reverting to building bulk carriers, and very strategic on the other by
targeting high value ships such as LNG
carriers and offshore units,” McGrath
said. “It is virtually without competition in the drillship sector and is the
leading contender for building major
floating production platforms.”
McGrath will
provide specific oversight
on the devel- China also is a major ABS success
story. ABS’ ability to provide superior
opment of
strategic goals
and objectives
for the region,
including
business
planning and
Mark McGrath
budgeting.
He will guide
and coordinate the Pacific Division’s
operations as well as monitor and
evaluate performance against strategy
while lending personal assistance to
the development of new business
opportunities.
With over 90 percent of ABS’ total
orderbook in gross tons placed in
shipyards in the Pacific region, and at
a time when the world’s as well as ABS’
own orderbook is at an unprecedented
high, the Pacific Division is moving
decisively to maintain service delivery.
“The volume of ABS business in the
region has dramatically increased in
line with marine industry growth,
putting additional demands on
our resources,” McGrath said.
“We need to constantly adjust to
these market demands so that
we can continue to meet the
expectations of our clients.”
Previously, McGrath had served
as ABS Vice President, Northern
Pacific Region, based in Busan,
Korea. He believes Korea will
continue to be the dominant
ACTIVITIES
ACTIVIT
T IES • MAY 2008
services in combination with strategic
business development efforts on
key projects have been differentiators.
“The key to adding new chapters
to the China success story will
be continuity in service delivery
improvements,” he said.
Further south, McGrath is focused
on strengthening services to support
Singapore’s strong rig building
and FPSO/FSO conversion growth
activities. He points out that the
establishment of the ABS Singapore
Offshore Technology Center has
attracted joint development projects
with key clients.
Korea will continue
to be a dominant
shipbuilding nation.
China is a major ABS
success story because
of close relationships
established over many
years.
Rig building and FPSO/
FSO conversion are the
focus in Singapore.
PAGE 5
news
Meeting the Challenge of China
FOR A CLASSIFICATION SOCIETY THE FOCUS IS ON PEOPLE, TRAINING AND QUALITY
C
hina. Economic powerhouse.
Trading giant. And now one
of the world’s most important
shipbuilding and repair centers.
There are currently more than 150
shipyards in China holding export
orders for oceangoing commercial
vessels. And there is an even greater
number building smaller vessels,
barges and ships for the nation’s
domestic trades.
With strong central government
support, China’s shipbuilders have a
clearly stated goal – to be the leading
shipbuilding nation in the world.
“Wherever ships are being built, there
will be an ABS office or representative
nearby,” says ABS General Manager
for China Wing Kee Ho. “In China we
already have surveyors working on
projects in 138 of those yards.”
Wing Kee Ho
to become the leading non-national
classification society in the country.
Year-on-year growth in the number of
ABS professionals serving the Chinese
market has been averaging more than
30 percent.
Managed from the two principal port
Ho points out that ABS has maintained offices in Shanghai and Hong Kong,
the network of ABS surveyors now
an active presence in China for many
covers the major shipbuilding centers.
years. As Chinese shipbuilding and
And the active ABS engineering office
repair activity has grown, ABS has
increased its own activities and staffing in Shanghai is able to offer prompt
PAGE 6
plan review and close personal service
to the shipyards’ design teams.
“Because shipbuilding in China
is still relatively new, many of the
yards and our shipowner clients
really look to us for guidance,”
says Ho. “The biggest and best of
the shipyards have come a very
long way in a remarkably short
time and now have systems and
personnel in place that are absolutely
world class.
news
“As for some shipowners, there is
often an understandable element of
caution in their dealings with Chinese
shipbuilders,” Ho adds. “For many
of them, even though they may have
experience with new construction
in Japan and Korea, this is the first
time they have ordered from either
Chinese shipyards or from a particular
shipbuilder in China.
“Owners want to work very closely
with us and really use the experience
of the ABS survey team as they try
to keep a tight oversight on their
projects,” explains Ho.
“For ABS the situation is really very simple,” says ABS
Assistant Chief Surveyor
for the Pacific Division
Kurt Larsen. “Throughout
construction and at delivery
the only question we have
to ask is ‘Does this compoproduction teams and
nent, this module, this weld
with the shipowners’
and ultimately this ship
representatives.
Kurt Larsen
meet the applicable ABS
Rules?’ If it doesn’t then
“What we are finding
it needs to be reworked until we are
here is an unbelievable level of
satisfied that it does. Our challenge is
energy, a tremendous willingness
to help the shipyard understand that
to learn, to improve and ultimately
there is no room for compromise and
a commitment to turning out world
to assist them to meet the required
class ships,” says Ho.
standards.”
“Take a shipyard like Hudong.
The society has appointed of some
Ten years ago it had very limited
of its most experienced surveyors
experience. Today it is delivering
from its global survey team to oversee sophisticated LNG carriers. Other
its activities in the Chinese yards
yards are now turning out jackups
and to work with the shipyards’
and FPSOs for the offshore industry,
VLCCs, very large ore carriers and
10,000 teu containerships – all to
ABS class. The growth curve has been
amazing and it is showing no sign of
slowing,” he adds.
In such a rapidly changing environment, training is of crucial importance.
That is why ABS has been hosting
regular training courses and seminars
in Shanghai and the principal shipbuilding centers to help prepare this
new generation of Chinese designers
and builders.
“Training of our own ABS staff is
equally important,” says Ho. For the
many new ABS surveyors in China,
course work at the Shanghai campus
of the ABS Academy is supplemented
by a comprehensive on-the-job
mentoring and training program
designed to transfer knowledge and
experience from veteran surveyors to
the new generation.
Ultimately, meeting the challenges
created by the rapid growth in
Chinese shipbuilding is a source
of pride for the team of ABS surveyors
and engineers. “Its tough, but its
fun,” says Larsen. “Ultimately it is
the quality of the people we have
here that is the reason for our
continuing success in this exciting
and expanding market.”
PAGE 7
news
ABS HERALDS DOUBLE LANDMARK IN CHINA SHIPBUILDING
China Delivers First LNG Carrier & Largest
Mark Corsetti, Principal Surveyor ABS Shanghai and Kang Mui Wong,
ABS Pacific Vice President of Engineering for China and Taiwan,
attended the christening ceremony for the DAPENG SUN.
A
nother milestone in the rapid
development of Chinese shipbuilding capacity was marked
on 3 April as, at separate ceremonies,
two of the nation’s shipbuilders
delivered the first LNG carrier to be
built in China and the largest containership to emerge from a Chinese
shipyard. Both of these historic first
shipbuilding projects were completed
to ABS class standards.
Shanghai-based Hudong-Zhonghua
Shipyard delivered the 147,000 m3
LNG carrier Dapeng Sun to China
LNG Shipping (International) Ltd for
service between Australia’s North West
Shelf and China’s first LNG receiving
terminal in Guangdong Province. It
is the first of a five ship series that are
being dual classed by ABS and China
Classification Society (CCS). Keel
laying for the first ship took place in
June 2005. Construction is already
nearing completion on the second in
the series, the Dapeng Moon scheduled
for delivery in late-June, with the
PAGE 8
fifth and final ship
expected to be
handed over one
year later in June
2009.
“LNG carriers are
one of the most
sophisticated vessel
types for a shipyard
to produce,” noted
ABS Pacific Division
President and COO James Liebertz at
the delivery. “This is a really remarkable achievement for a relatively new
shipbuilder to take on such a project
and develop the infrastructure and
skills to deliver this ship in such a
short time frame.”
To assist the yard, ABS assigned a team
of surveyors to the project with many
years of experience in LNG construction and in particular with the GTT
No. 96 membrane containment system. “An LNG project is quite different
from standard tanker and bulk carrier
construction,” Liebertz added. “This
was a high profile project that entailed
technical and cultural challenges for
all of the parties concerned. It is a real
credit to everyone that has been involved in this project that it has gone
as smoothly as it has and we are very
proud of the finished product.”
ABS is currently the only class society
with LNG carriers building to its standards in China, Korea and Japan. “The
first ship converted to carry liquid gas
was ABS-classed,” said Liebertz. “The
first purpose designed and built LNG
news
Containership – Both to ABS Class
carrier was
to ABS class.
ABS is the
only society to
have classed
LNG carriers
with all of
the different
containment
systems that
are currently
James Liebertz
on offer. It is
only appropriate that this historic vessel has also
been delivered to ABS standards.”
The second milestone occurred at
the Nantong COSCO KHI Shipyard
(NACKS) with the delivery of the
10,000 teu COSCO Oceania to COSCO
Container Lines. This is the largest
containership to have been built in
China and is the first of a four-ship
series from the yard.
September 2007. “A sched“COSCO is a long standing
ule that took less than
client and we are honored
seven months from keel
to have been selected to
laying to delivery for a ship
class this historic series of
of this size and complexity
ultra large containerships
is a real testament to the
for them,” said ABS Senior
capabilities of the large,
Vice President for China
experienced Chinese shipand the Central Pacific
yards,” Koo added. “ABS
Region, Kingsley Koo. “No
was proud to be part of the
other classification society
team that helped make this
has the same degree of exKingsley Koo
happen.”
perience with classing ultra
large containerships as
does ABS,” he noted,
referring to the fleet
COSCO Container Lines’ 10,000 teu
COSCO OCEANIA, the largest containerof ABS-classed 11,000
ship to have been built in China.
teu vessels already in
service for AP Moller.
The COSCO project
was tightly planned
and coordinated with
the keel laying taking
place in early
At the delivery ceremony for the COSCO OCEANIA, from left: S.L. Chiu, Deputy General Manager ABS China, Christopher J. Wiernicki,
ABS President and COO and Kingsley Koo, Senior Vice President ABS Pacific spoke with a member of the Chinese media.
PAGE 9
news
ABS Awards First Containership
Parametric Roll Notation
P
arametric roll is one of those
destructive phenomena that
depend on a set of coincidences
so finely balanced as to make the
occurrence seem nearly impossible.
The ship’s geometry has to have
certain characteristics; its length has
to be comparable to the wavelength
of the sea conditions through which
it is passing; and its speed must bear
a certain relationship to both the
wavelength and the vessel’s natural
rolling frequency.
leading ABS’ parametric roll research
studies, describes the phenomenon as
a fear of the unknown. “Shipowners
would often approach me at conferences with questions about parametric
roll, asking why and how it happens.
Over time, I came to see that there is
a kind of mystique and fear about this
phenomenon.”
This phenomenon was first recognized
almost 50 years ago, but was seen
as affecting only smaller ships with
poor stability in following seas. The
development of a new generation of
large, fast, fine formed, high deck
capacity containerships has refocused
attention on the problem.
A ship motions specialist and former
professor at Kaliningrad University
of Technology in Russia, Belenky
is still an educator at heart and has
dedicated himself to understanding
and explaining the phenomenon. “The
message I want to communicate to the
industry is that there is no mystique to
parametric roll. We at ABS understand
the phenomenon well and are taking
actions to help keep our clients safe
from it.”
Vadim Belenky, Senior Engineer, ABS
Corporate Technology, the engineer
These actions include awarding three
ships in the Hyundai Merchant Marine
Co., Ltd. (HMM) fleet with what is
believed to be the first class notation
specific to parametric roll issued to
industry. The optional class notation
was issued against criteria contained
in the ABS Guide for the Assessment of
Parametric Roll Resonance in the Design
of Container Carriers, which provides
analysis measures to determine if
a particular vessel is vulnerable to
parametric roll and the potential
magnitude of the roll motions. It
was the first class criteria addressing
the subject that is firmly based on
ship motion analysis supported by
extensive simulations.
The PARR C1 notation was granted
to the 4,700 teu Hyundai Forward and
the 8,600 teu vessels Hyundai Faith
and Hyundai Force. In discussing the
importance of the notation, Executive
Vice President and Head of the
Marine Division for HMM, Joo-Suk
Kwon noted, “The award of the ABS
The 8,600 teu HYUNDAI FAITH is among the first vessels to receive the ABS PARR C1 notation for the assessment of parametric
roll vulnerabilities.
PAGE 10
news
Parametric Roll notation to our
container carrier newbuildings
further demonstrates HMM’s
commitment to safe operation.”
Criteria in the Guide are based
on some of the most advanced
analysis done to date in the
industry, through joint research
by ABS and Hyundai Samho
Heavy Industries Co. Ltd.
(HSHI). By applying the criteria,
designers can determine if a ship
may be vulnerable to parametric
roll in worst case scenarios. “If
the design is vulnerable,” explains
Belenky “several options exist to
address this vulnerability.”
These options include design
modifications such as the inclusion of flume tanks and conducting numerical simulation studies and
model testing to develop a series of
diagrams that will define the combinations of speed and course that, given
sea state and load conditions, might
be dangerous. These diagrams can be
placed on board the vessel to provide
guidance to the Master and navigating
officers.
Attending the parametric roll notation ceremony for the HYUNDAI FAITH, from left: Franck Violette,
ABS Pacific Director Technology & Business Development, Northern Region; Andre Han, ABS Korea
Country Manager; Joo-Suk Kwon, HMM Executive Vice President and Head of the Marine Division;
and Vadim Belenky, ABS Senior Engineer, Corporate Technology.
Hyun-Sang Shim, HSHI Senior Vice
President and Head of the Design
office said “this notation award
continues to demonstrate HSHI’s
leadership in the design and building
of state-of-the-art container carriers.
The assistance and guidance provided
by ABS to our HSHI engineers to
assess the parametric roll performance
was invaluable throughout the
project.”
ABS has a long experience with
container carriers and is involved with
a number of next generation ultra
large containership (ULCS) design
development projects with Korean
shipyards.
ABS Heightens
Parametric Roll
Awareness in Korea
ABS Parametric Roll Studies Match
Personal Experiences
T
Participants at the recent two-day training session on the parametric roll
he ABS Academy in Korea recently held a
phenomenon at the ABS Academy in Busan, Korea.
two-day training session on the parametric
roll phenomenon, and the optional class notation
available to owners. Evaluations from the participants were among the best received for the academy to date, with many of
the shipyard personnel expressing that they were also taking measures to try and increase awareness of the phenomenon.
One participant, Captain Ko with HMM, had a personal encounter with parametric roll and noted that the explanations and
simulations provided by ABS were in line with his experiences.
The World’s Largest Shipyards Discuss Parametric Roll with ABS
ABS Senior Engineer Vadim Belenky met with more than 100 designers and engineers at several yards in Korea, including
Hyundai Samho Heavy Industries Co. Ltd. (HSHI), STX Shipbuilding Co., Ltd. (STX), Hanjin Heavy Industries (Hanjin), Daewoo
Shipbuilding & Marine Engineering Co. (DSME) and Samsung Heavy Industries, Co. (SHI). In each of the yards, the meetings
were collaborative forums, demonstrating the commitment of the industry to lessen parametric roll occurrences in the future.
PAGE 11
news
Examining the Structural Performance
of Large Container Carriers
A
BS has partnered with Orient
Overseas Container Lines
(OOCL) and Samsung Heavy
Industries (SHI) to assess the actual
structural service performance of
a large container carrier through a
comprehensive full-scale measurement
system developed to measure the
wave environment, ship motions and
structural response. The first year
of the multi-year project has been
successfully completed, resulting
in noteworthy observations in ship
motion, wind and wave conditions,
and hull girder strains and derived
hull girder bending and torsional
moments.
Recognized as the largest container
carrier at the time of delivery,
the 8,063 teu MV OOCL Europe
was outfitted with a full scale
measurement system comprised
of two main components, the hull
stress monitoring system (HSMS)
and the onboard wave monitoring
system (WaveFinder). The vessel
was also equipped with SHI’s voyage
optimization system SORAS.
The HSMS monitored the hull
girder bending movements and bow
acceleration to determine that the
vessel operated within safe operational
limits. Hull stress data was recorded
by ten long base strain gages (LBSG)
positioned at three transverse sections,
at two sections midship and at the
forward part of the upper deck. An
accelerometer was installed at the
forward bosun’s store to monitor the
bow acceleration as well as the effects
of impact loads due to slamming.
A motion sensor was also installed at
the accommodation area to record the
roll and pitch motions. All sensors
recorded 20 samples every second,
then processed the results to compile
statistics every five minutes, resulting
in a complete history of the moments
broken into five-minute intervals. In
addition, raw time history data are
PAGE 12
recorded 24 hours
a day such that
notable events can
be analyzed in detail,
if necessary.
During the first year
campaign, the MV
OOCL Europe traded between Asia
and Europe, encompassing different
ocean environments, such as the
South China Sea, the Indian Ocean,
the Mediterranean Sea and the
Atlantic. Two significant storms were
experienced, providing interesting data
as to the wave parameters that may
affect ship motion and sea loads.
The initial findings during the first
year campaign demonstrated that the
operating conditions of the vessel
were close to the design capacity of
the vessel. Such findings suggest that
similar HSMS placed as a standard
onboard large container carriers would
assist crews in making informed
decisions during intense weather
activity, such as encountered by
the MV OOCL Europe. Additionally,
the findings suggest that an HSMS
coupled with a weather routing and
voyage optimization system provide
operators an additional tool to
maintain reliable schedules as well
as save on fuel costs.
ABS offers unparalleled experience in
the design, construction and life cycle
management of containerships, having
been closely linked to the principal
innovations of the industry. The
society currently classes the largest
containerships in service.
ABS will present the measurement findings at the 27th International Conference on Offshore
Mechanics and Arctic Engineering
this June in Portugal. More information on the conference may be
found at www.asmeconferences.
org/omae08
news
ABS Expands Training to
Meet Industry Needs
T
he combination of less
experienced personnel
and increased regulatory
responsibility is apt to leave
shipowners and managers looking
to training as a resolution. And,
many are looking to classification
societies as sources to provide that
training.
Responding to this need for training
in the industry, ABS is strengthening
its course offerings through a new,
centrally coordinated training division.
Graham Marshall, recently appointed
Director of External Training explains
that the re-organization “will expand
the global reach of ABS training and
further expand the range of topics
covered, allowing us to provide
instruction
that addresses
the industry’s
current
needs.”
accessible. The greatest concern most
employers have about training is the
time away from work, and especially
time spent traveling,” says Marshall.
Over 500 staff members from more
than 100 shipowners attended training “It is so much easier if we are
practically next door.”
in Piraeus last year on a diverse range
of over 45 topics from mandatory
Marshall recognizes the challenges
auditing through to optional soft
ABS is not a
ahead and anticipates that the greatest
skills such as training the trainer and
newcomer
struggle will be designing material
specialized technical issues such as
to industry
flexible enough to meet regional
coatings and shaft alignment.
training.
demands. “Operators in Brazil may
As one of
have a stronger interest in the carriage
Expansion is the primary goal for
the leading
Graham Marshall
of ethanol, for example, than those in
Marshall, who plans on further
classification
Greece,” explains Marshall. “We must
widening the scope and topicality of
societies,
courses offered at each location, along anticipate the regional interests and
ABS has a tremendous reservoir of
with increasing the number of service design our material in a manner that
technical knowledge and expertise
allows for these differences.”
locations. “Our satellite centers have
captured and made available to both
ship and offshore owners and builders been very successful in providing
According to Marshall, the industry
targeted training,” says Marshall,
through its training courses. It has
is braced for further changes in order
referring to the training facilities
maintained an extensive industry
to meet public expectations. For
currently operating in Houston,
seminar program for many years.
example, environmental directives
Singapore, Busan and Piraeus.
alone will create a sizeable number
More recently, several hundred
of new challenges. “Many builders
A satellite center opening this fall in
employees from the principal Korean
and owners seek to sharpen the
Shanghai will launch an aggressive
shipbuilding companies have been
technical and managerial skills of
expansion plan to provide training
through one or more of the speciallytheir personnel in order to maintain
tailored ABS training courses offered at where the industry is growing the
high levels of operating safety, while
the society’s facility in Busan. And both fastest, with additional centers
meeting the objectives of the new
builders and operators of LNG carriers being considered for several other
global imperatives and remaining
locations around the world. Marshall
have been undergoing extensive
competitive.” says Marshall. “Training
sees the additional training centers
training related to the construction,
is a commitment to support the owner
as imperative to meeting industry
operation and maintenance of these
and builder in meeting these needs.”
demands. “We must be more
specialized vessels that has been put
together by the experienced survey
and engineering staff at ABS.
PAGE 13
news
ABS and Polish Register Sign
Cooperative Agreement
A
BS and the Polish Register of
Shipping (Polski Rejestr Statkow
or PRS) have signed a wideranging agreement to offer dual class
services, share software, conduct joint
research and develop other projects of
mutual interest. The pact was signed
during a ceremony in March by ABS
President and COO Christopher J.
Wiernicki and Polish Register Board
President Jan Jankowski.
ing a rigorous
auditing process, and its
contribution
to discussions
at the IMO
through its
national
delegation,
Wiernicki
noted, “These
efforts have
The new agreement follows the recent sent a clear
dual class plan by ABS and PRS for
signal to
two 38,000 dwt double hull bulk
industry of
carriers. The vessels have been ordered the commitChristopher J. Wiernicki, ABS President and COO of ABS, signs the
from Tianjin Xingang Shipbuilding
ment of Dr.
cooperative agreement as (standing from left) Jan Jankowski, PRS
in China by the Polish Steamship
Jankowski
Board President; Antonio C. Lino Costa, ABS Europe Vice President
Company (Polsteam).
and the staff
of Global Marketing; Stefan Grochowalski, PRS Director of Research
of PRS to the
and Development; and Jerzy Wyrzykowski, PRS Board Member and
Director for External Cooperation look on.
“The Polish Register has been
development
carrying out an intense research
and provision
and development program into
of classificabreakthroughs in the approach to desafety criteria for bulk carriers and
tion services that enhance maritime
veloping safety regulations and inforfor smaller vessels over the last few
safety. ABS is very pleased to begin
mation technology development pose
years,” said Wiernicki. “Their work
working with them, both on new
significant challenges for classification
has helped to advance the industry’s
construction projects and future resocieties,” he said. “This cooperation
understanding in these areas.”
search efforts, to our mutual benefit.”
agreement with ABS is a clear expression of our desire to make a meaningCoupled with the Polish society’s
Jankowski welcomed the new agreeful contribution to maritime safety.”
recognition by the EU in 2006, follow- ment, stating, “The combination of
New OSVs for Naviera Bourbon Tamaulipas
Two new offshore support vessels – ROCA PARTIDA
and EL MEZQUITAL – were recently delivered to
Naviera Bourbon Tamaulipas in Tampico from
Yangzhou Dayang Shipbuilding Co., Ltd. in China.
The sister ships are offshore support vessels with
a DPS-2 notation. Both vessels are ABS classed.
Celebrating the delivery of the vessels, from left:
Capt. Gerardo Sanchez, President and Director
of Naviera Bourbon Tamaulipas; ABS Americas
President and COO Thomas Gilmour; ABS Mexico
County Manager Paul DeLaire; and Ing. Gerardo
Sanchez, Assistant Director of Naviera Bourbon
Tamaulipas.
PAGE 14
news
ABS AND INTERCARGO
Joint Study Examines
Bulk Carrier High Loading Rates
A
t some ore loading terminals,
bulk carriers may be loaded at
rates as high as 20,000 mt per
hour. In collaboration with Intercargo,
ABS has undertaken an exploratory
research study to investigate the effects
of high loading rates on bulk carrier
structural integrity.
The study has examined several
factors, including:
•
Loading and operational
envelopes in port and at sea
•
Cargo hold loading patterns
•
Loading sequences
•
Cargo loading rates
•
Pump capacity
•
Expected overshooting time for
individual loading pours
high loading
rates and
overshooting
on overall
structure.
To identify
critical areas
in the hull
structure and
numerically
quantify stress
Bill Shi
levels during
the loading
process, a full ship finite element
analysis using the ABS Dynamic
Loading Approach (DLA) system
was carried out for the most critical
pours.
According to ABS Director of
Engineering Support Bill Shi, the
• Accuracy of draft readings
DLA system most effectively models
• Cargo profile in individual cargo
the vessel in both the still water
holds
and dynamic load cases. With the
static condition of the full ship finite
Using a typical capesize bulk carrier
element model in self equilibrium, the
for the sample case study, ABS devised deformation and stress distribution in
a technical approach to connect
any part of the hull structure can be
realistic loading sequences with high
predicted without the effects of any
loading rates and evaluate the effects of boundary constraints.
Preliminary Joint
Study Findings
•
Individual physical
parameters defining the
effects of high loading
rates need to be better
understood.
•
The technical approach
adopted by ABS provides
an effective template for
further study.
•
The least conservative
loading sequences should
be identified to facilitate
a better understanding of
the factors influencing the
complex effects of high
loading rates.
•
A joint industry study
with Intercargo and other
owners’ associations is
suggested as the most
effective approach for
further study
The complex effects of high loading rates
are influenced by several factors.
PAGE 15
news
UK Shipping has Reasons to Shout
D
espite facing more uncertainty
than ever before, combined
with direct challenges from
government at the regional and
national levels, it is ironic that both
the UK industry and government
policy on shipping are experiencing
great success, according to UK
Chamber of Shipping DirectorGeneral Mark Brownrigg.
Speaking at an ABS-sponsored annual
dinner of the London branch of the
Propeller Club, Brownrigg identified
taxation, training, international
crewing and coastal management as
issues where the government needs to
pull together with maritime labor and
industry to find solutions. All of them
have “potential to do significant harm
to the way the UK is perceived as a
maritime nation,” he said.
The UK-based fleet has grown to
nearly 20 million tons and, with a
UK-registered fleet now nearly five
times greater than in 2000, shipping
is earning more than $2 million
every hour of every day for the UK,
Brownrigg said.
Two of the biggest issues facing the
industry in the future are the need to
attract young people to the industry
and protecting the environment. “The
environment is fast becoming the
primary legislative imperative of our
time,” Brownrigg said. “Emotion and
political pressures run high and illconsidered action for action’s sake can
Mark Brownrigg, Director-General, Chamber of Shipping (second from left) receives an
ABS crystal eagle from William Sember, ABS Europe President and COO as James Bellew,
President, Port of London Chapter, Propeller Club (left) and David Randell, Secretary,
Port of London Chapter, Propeller Club look on.
tend to crowd out the necessary time
for proper reflection and evaluation on
the case and consequences.”
Shipping, he said, was particularly
vulnerable because of its image
problem and the public’s reaction to
incidents when even small spillages
occur. The findings of the recent study
on emissions commissioned by the
International Maritime Organization
should facilitate “firm and clear
decisions on future standards for ships
and their fuel by the IMO and the
EU,” he said. But legislators need
to be
reminded
that a
holistic
Efthimios Mitropoulos, Secretary-General of IMO (left)
and James Bellew, President, Port of London Chapter,
Propeller Club discussing the issues.
PAGE 16
approach is needed so that
“efforts to improve one aspect of
a ship’s performance do not lead
to deterioration in other areas of
transport or energy.”
The industry must reiterate the
message that shipping can only be
effectively legislated for at a global
level and that operators must be
allowed flexibility on how to meet
the goals of environmental legislation.
Shipping has a good story to tell on
the environment and must promote
this, he said.
Clockwise from left foreground: Peter Hinchcliffe, Marine Director,
International Chamber of Shipping; Sue Terpilowski, Managing Director,
Image Line Communications Ltd.; Richard Leslie, Permanent Secretary,
IACS; Mark Brownrigg, Director-General, Chamber of Shipping; and
Peter Swift, Managing Director, Intertanko.
news
Shipping Meets Global Energy Needs
Somerville addresses challenges at MARE Forum in Houston.
N
o matter the price of oil, the
shipping industry is doing
what it has always done to
meet the challenge and provide the US
and the rest of the world with readily
available energy resources, at the
lowest possible cost, in a safe, secure
and environmentally responsible
manner, according to ABS Chairman
and CEO Robert D. Somerville. That
was the opening message as more than
150 delegates convened in Houston
for the MARE Forum 2008 addressing
the maritime transportation of energy.
Under the theme “Identifying Today’s
Priority Issues,” the forum examined
the financial, regulatory and economic
issues that may potentially influence
the way in which the energy and
maritime industries will attempt to
meet demand worldwide with a focus
on the US.
“It is immaterial if the price of oil is
$100 a barrel or $200,” Somerville
said. “If there is a demand for that
oil, there will be shipowners jostling
for the opportunity to carry it. There
will be shipyards competing for the
opportunity to build the ships to
carry it.”
Whether it is ethanol, CNG or LNG,
Somerville explained that ships can
be technically designed to meet any
imaginable need. “We have both
individual entrepreneurs and major
oil companies spending vast amounts
of money on new offshore units
to explore for, and recover, energy
resources from the most inhospitable
areas.”
He noted the recent spate of orders
for new deepwater drillships and the
latest order for a $1 billion newbuild
FPSO as examples of how shipping
is helping the energy industry drill in
the Gulf of Mexico’s deep waters and
other areas. “We have always figured
out ways to meet the new challenges –
whether they are technical, financial,
political or human,” Somerville said.
From left: Clay Maitland, Managing Partner, International Registries, Inc.; Raymond
Burke, Partner, Burke & Parsons; and Robert D. Somerville, ABS Chairman and CEO.
“We’ve done so in a manner
that has resulted in almost
continual improvement in the
overall safety record for both
the shipping and offshore
industries.”
Although the safety record has
translated into a comparable
record of improvement in the
number and severity of adverse
environmental incidents,
Somerville said that does not
mean that there will not be
challenges in the future. Attracting,
training and retaining qualified people
needed to design, build and man the
growing fleets of ships and offshore
units are critical needs. He noted
that ABS has added more than 700
people in the last three years and has
budgeted to recruit an additional 400
people this year.
Despite the industry’s exemplary safety
record, however, Somerville pointed
out that the general public expects
the industry to operate with a zero
pollution incident profile. He said that
owners, governments, class societies,
charterers and others must make a
cooperative effort to work toward that
goal, based on mutual respect and
understanding.
“We need to work harder at educating
our safety partners in government
about how this industry operates and
the enormous strides that we have
taken – and continue to take – to do
so as responsibly as we possibly can,”
Somerville said. “And we must listen
more closely to their concerns so that
our efforts are properly aligned to
effectively address them.”
PAGE 17
news
Edgar Leads Environmental Focus Group
W
hile some
may see
shipping
as one of the most
environmentally
efficient forms of
transportation,
others perceive
it as a threat to
marine life and the
environment as a
Jane Edgar
whole. According
to ABS Director of
Environmental Technology Jane Edgar,
scientific efforts are being made to
promote awareness of shipping’s
impacts. “ABS aims to assist the
industry in understanding why shipping is targeted by environmentalists
and come up with environmentallyfriendly programs that can prove
beneficial for both ship operators
and the general public,” she says.
Edgar previously worked with ABS
Consulting, an affiliate of ABS, as Environmental Manager for Marine Services. She took on her new role with
PAGE 18
ABS in late 2007, coordinating
the global research and product
development efforts related to
services designed to assist shipowners and offshore operators
to meet the growing number
of international, regional and
national environmental regulations that impact their activities.
“Developing a practical,
sensible environmental culture
provides one of the best
potential economic growth areas
for shipowners,” says Edgar. “It is
unfortunate that environmental
responsibility tends to be seen as a
penalty – a nuisance for the economy,
business and our own personal
freedoms.”
One of ABS’ many steps toward
promoting awareness of shipping’s
impact on the environment is
providing the information and
training clients need to understand
the influences of their products. “If
our clients are more aware of their
impact then we can work with them to
provide a better, more environmentfriendly service to their client base,”
says Edgar.
“ABS can help clients identify and
quantify vessel waste streams as a part
of an environmental management
program,” she says. “We can also help
shipowners look ahead and anticipate
issues that may not have regulations
just yet, but there is a perceived need
for standards.”
A major project is CO2 indexing to
help clients reduce their ships’ carbon
footprints. “If shipowners knew the
carbon footprints that their fleets leave
in the atmosphere, they could make
changes on their vessels to reduce
these footprints based on energy
management audits,” says Edgar.
“We must be proactive in our efforts
so that our new solutions do not cause
additional problems. If one person
makes a conscious effort to make a
difference in the environment, their
ambition can create a domino effect.”
news
Joining the Growing Green Revolution
N
ew and evolving
environmental
regulations on
shipping may convey
sincere international
concerns to reduce
shipping’s effects on the
environment, but can
shipowners and class
societies keep up with
the fast pace at which
these standards are being
produced?
regulations under the tight
deadlines imposed,” says
ABS Americas Director of
Technology and Business
Development Tom Kirk,
addressing the recent
Intertanko Latin America
panel meeting.
Kirk informed the panel
about the various waste
Tom Kirk
management concerns at
the international, regional,
national and local levels as well as
“While ABS is fully supportive of any
various waste streams from ships, an
attempt made to encourage enhanced
effective environmental management
protection of the environment, we
program for the shipowner and the
as well as shipowners are concerned
role of the class society in promoting
about the ability of industry and
environmental safety.
manufacturers to collaborate and
develop new systems and processes
ABS standards allow owners to
needed to comply with these
demonstrate a proactive approach
to environmental compliance.
For example, ABS had anticipated
that the International Maritime
Organization (IMO) was moving
toward the adoption of standards
for the protective location of fuel oil
tanks and developed standards for
their location and offered a voluntary
notation, protection of fuel and
lubricating oil tanks (POT), four years
in advance of the IMO regulations’
final implementation date.
“We recognize that we are only
one member of the safety and
environmental regime,” said Kirk.
“But we also recognize that with
the many new environmental fields
appearing, it is critical that all
members of that regime collaborate
so that new standards are sensible,
practical and effective.”
Revised Regulations on Ship Emissions
t the recent 57th session of the IMO’s Marine
Environment Protection Committee (MEPC)
amendments to the MARPOL Annex VI regulations to
further reduce harmful emissions from ships were agreed.
The main changes would see a progressive reduction in
sulfur oxide (SOx) emissions from ships, with the global
sulfur cap reduced initially to 3.5 percent (from the current
4.5 percent), effective 1 January 2012; then progressively to
0.5 percent, effective 1 January 2020, subject to a feasibility
review to be completed no later than 2018.
A
The limits applicable in Sulphur Emission Control Areas
(SECAs) would be reduced to 1.0 percent, on 1 March 2010
(from the current 1.5 percent); being further reduced to 0.1
percent from 1 January 2015.
Progressive reductions in nitrogen oxide (NOx) emissions
from marine engines were also agreed, with the most stringent controls on so-called “Tier III” engines, i.e. those installed on ships
constructed on or after 1 January 2016, operating in Emission Control Areas. In the current Annex VI, there are two SECAs designated,
namely, the Baltic Sea and the North Sea area, which also includes the English Channel. The revised Annex VI will allow for an
Emission Control Area to be designated for SOx and particulate matter, or NOx, or all three types of emissions from ships.
The proposed draft amendments to Annex VI and the NOx Technical Code will
now be submitted to MEPC 58 (which meets from 6 to 10 October 2008) for
adoption, in accordance with an agreed timetable. This would see the revised
Annex VI enter into force in 2010. Work on greenhouse gases is scheduled
for completion in 2009, in time for IMO to submit a position paper to the
Copenhagen Conference (December 2009).
A more detailed explanation of the
proposed amendments can be found on
the ABS website abseagle.org and will be
included in the next edition of Activities.
PAGE 19
commentary
Somerville Underscores Multilateral
Collaboration as a Key to Sensible
Regulations
In a recent presentation to
the Connecticut Maritime
Association, ABS Chairman
and CEO Robert D. Somerville
discussed the need to strengthen
communication ties with
legislative bodies. The following
is extracted from his remarks.
t is an absolute imperative for
our industry to continue to
develop and encourage an open,
collaborative conversation with our
government representatives. To have
the ears of political and regulatory
officials at all levels – not only telling
us of their concerns but making
themselves available to listen to ours –
is an outstanding example of the way
forward for this industry.
I
response to some new legislative issue
which itself is probably in response
to an unfortunate incident. That can
make us appear to be always taking
a negative, stonewall approach to
proposed initiatives.
Robert D. Somerville
conferred on various associations
and bodies, including IACS. ABS is
also able to provide technical advice
through its participation on the US
and other flag State delegations.
Fortunately, the IMO now acts
much faster than in the past. And
There have been several positive
the resulting requirements are
steps in this direction. For example,
usually sensible and practical efforts
an ad hoc industry advisory group
to improve maritime safety and
brought together in Washington DC in provide further protection for the
February examined some of the issues environment. As a rule, they reflect
confronting the US Coast Guard. ABS
the collaborative approach between
was also pleased to testify in a hearing industry, government and other
before the US Senate Subcommittee on parties, including environmental
Surface Transportation and Merchant
groups, to their formulation. They
Marine Infrastructure, Safety and
also have the over-riding benefit of
Security on ways to protect US shores being international standards.
from oil spills. A large contingent
from the European Maritime Safety
As an industry, what we do not
Agency (EMSA) Secretariat along
yet enjoy is a similar collaborative
with government representatives
relationship with many of the regional,
from several European countries
national and local legislatures.
participated in the Mare Forum
Increasingly, it is within these
organization’s recent conference in
elected bodies that new unilateral
Athens.
requirements are developed – usually
in response to a specific incident that
This is very encouraging because, like has affected their waters. Unilateral
it or not, more industry regulations are regional regulations, often well
emanating from the halls of regional,
meaning, can impose tremendous
national or local governments. Tradidifficulties on operations.
tionally, collaborative efforts between
industry and governments at the IMO As an industry, we tend to be reachave worked well, giving industry a
tive. With some notable exceptions,
voice through the consultative status
we tend to stir into action only in
PAGE 20
We cannot expect our government
representatives – whether elected or
civil servants – to take us seriously
if the only time they hear from us
is when we are trying to prevent
them taking what they perceive to
be necessary action to regulate an
industry that does not know how
to regulate itself.
The alternative requires a lot more
effort. It demands a proactive approach
of constant, open communication. We
need our representatives, their staffers
and the good people at the European
Commission and elsewhere to better
understand our industry. We need
to inform them of the importance
of the industry to their national
economies. We need to apprise them
of the outstanding overall safety
record so that isolated incidents can
be viewed in perspective rather than
as evidence of a perceived persistent
irresponsibility. And we must be
prepared to cooperate with them in a
willing and proactive way.
We must recognize that they do not
wake up every morning with a fresh
set of ideas on how to penalize the
industry. Understanding is a two-way
street. If we want them to develop
a better understanding of our operations, and our needs, we must be
prepared to do the same.
We need to better understand the
pressures they face, particularly in the
aftermath of a casualty when public
pressure for action can be intense.
And we must recognize that we are
not perfect – that there are areas of our
activities that can be improved – and
become more willing to take proposed
commentary
Regional and local legislative initiatives can prove problematic.
preemptive solutions that address
these weaknesses to the appropriate
body for action.
We are much more fragmented.
We have interests representing the
shipyards, tanker operators, bulk
carrier owners, the containership
A mutual understanding of each side’s sector, national flag interests, ports
imperatives is an essential step towards and so on. We find it difficult to
a collaborative approach to regulations speak with one voice and canvass a
that make sense for both sides. New
consistent, unified policy. We should
regulatory requirements should not be be helping to clarify issues, not
confuse them.
by decree. They should be the result
of negotiation, of “getting to yes.” And
all of this depends on our ability, as an Class is the self-regulatory mechanism
for this industry. We do not develop
industry, to develop a level of mutual
trust with our government representa- standards in a vacuum. At ABS, our
members are drawn from the ranks
tives.
of shipowners, from shipbuilders,
A staffer from the old House Merchant marine underwriters, academia and
government – all of whom have input,
Marine and Fisheries Committee
through our committee structure, on
once said that it was inconceivable
proposed new Rules and standards.
that Boeing and the major airlines
would ever come to Capitol Hill with
opposing viewpoints and, in effect,
Our mission, often repeated, is to
promote the safety of life, property
ask the committee to adjudicate.
and the protection of the natural
environment. In doing this, we also
act as a Recognized Organization
on behalf of more than 100 governments. And yet we are viewed with
a great deal of distrust by some
government bodies. This is a cause
of bewilderment to me.
Our mission is the same as that of government – safety and environmental
protection. And yet, that vital element
of trust appears to be missing.
Therefore, I have made a personal
commitment to do everything I
can to turn this around; to inform
governments about our role; to
cooperate with them in a close and
collaborative way and, ultimately, to
build that needed level of trust so that
we can do our part in improving the
safety relationship with government.
PAGE 21
Technology
New Tanker Designs for
Arctic Whitefield Developments
R
ising oil and gas exploration
activities in the harsh Arctic
environment are presenting new challenges for the designers of tankers and gas carriers that
are expected to be the workhorses,
bringing those resources to market.
Last December, Samsung HI delivered
the Vasily Dinkov, the largest commercial ship designed and built for
Arctic service and the first in a series
of 70,000 dwt double acting shuttle
tankers specifically designed for harsh
conditions. Dual classed by ABS and
the Russian Maritime Register of Shipping, it operates under time charter to
Naryanmarneftegas, a ConocoPhillips/
LUKOIL joint venture company.
Many more such vessels are projected
to be built in the coming years as
northern energy resources are developed. The parameters are clear: satisfy
industry needs within reasonable and
practicable operational, commercial,
safety and environmental constraints
while operating within an environment that, in the
past, has been
almost exclusively
reserved for the
world’s most powerful icebreakers.
With the demand
for more sophisticated, expensive
vessels, the greater
operational risks
to which these
assets will be
exposed should be
explored.
to offer an acceptable level of confidence that the risks associated with a
venture have been properly addressed.
The increased complexity and larger
size of the vessels being developed for
operation in harsher and more remote
environments are driving the adoption of safety equivalency standards,
of unified standards and of risk-based
approaches to life cycle management
that will help promote safe and reliable
operation. In many instances these
new designs will incorporate novel
Tikka contends that traditional prescriptive standards have served the in- concepts that go beyond our empirical
dustry well. “Empirical knowledge will experience.”
always form the bedrock upon which
According to Tikka, “when the new
appropriate
technical frontiers extend beyond
technical
known boundaries, it is the applicastandards
tion of sophisticated risk assessment
will be
techniques that will guide the designfounded,”
ers, and form the basis for the classhe says.
sification and statutory acceptance of
“But these
these new designs.”
techniques
are no longer
She is, however, quick to dismiss
sufficient, by
Kirsi Tikka
any thought that the challenges may
themselves,
analysis, greater attention and
more comprehensive and systematic
approaches to risk management,”
says Kirsi Tikka, ABS Vice President
Global Technology and Business
Development. “The capital investments that are involved, the financial
risks of downtime and the environmental risks of failure are so great that
safety must be explicitly understood,”
she adds.
“These new ventures are creating
risk exposures
that demand more
The VASILY DINKOV
is the largest
commercial ship
designed and built
for Arctic service.
PAGE 22
Technology
prove insurmountable. “The technology, the brainpower and the willingness is readily available,” she says.
“Technology breakthroughs such as
dynamic loading analysis, probabilistic modeling, non-linear structural
response, composite materials, quantitative risk assessment and numerical simulations help us rationalize
structure performance and safety
requirements and provide us with
the risk superior moves the industry
counts on.”
Class has already taken a leadership
role with the development of the
new IACS Polar Class Rules that took
effect at the beginning of March. The
new Rules, jointly developed by the
IACS member societies, grew from
the acceptance that vessels operating
in the Arctic region are exposed to
a number of unique demands. It’s a
start, but many more matters remain
to be addressed. The content of the
ABS Guide for Vessels Operating in Low
Temperature Environments represents
an example of additional criteria for
aspects of winterization and cold
weather operations not covered by the
traditional Ice Class requirements.
The reliability and the redundancy of
the machinery and safety equipment,
insulation of spaces and ergonomic
considerations also need to be addressed. Other considerations not
covered by Ice Class Rules may include material and coatings selection;
hull construction/arrangement and
equipment that takes into account the
likelihood of tank contents freezing;
the need for protection of personnel
from the elements; and the impact of
ice accumulations on vessel stability.
New designs will
incorporate novel
concepts that go
beyond empirical
experience.
setting the requirements for materials and equipment. For example the
definition adopted in the IACS Unified
Requirement S6 defines DST as the
lowest mean daily average temperature
in the area of operation for data taken
over at least a 20-year period.
tackling as they develop the new
generation of polar class tankers
or the new whitefield energy
developments in the Arctic. A
multitude of research projects being
undertaken in Finland, Russia and
Canada, are expected to provide the
necessary technical understanding
to tackle these design challenges
with confidence.
Tankers and other vessels intended
to trade in the Arctic region should
be designed to
take into account
POLAR CLASS DESCRIPTIONS
the current and
foreseeable statutory regulations
Polar
Ice Description
for environmental
Class
(based on WMO Sea Ice Nomenclature)
protection in adPC 1
Year-round operation in all Polar waters
dition to coastal
State requirements
Year-round operation in moderate multi-year
PC 2
related to the
ice conditions
same issue. IMO
Machinery arrangements may need
Guidelines make
Year-round operation in second-year ice which
PC 3
modification as a result of low ambia strong statement
may include multi-year ice inclusions
ent temperatures. Sea water supplies
in this regard by
for essential operational systems and
referring in a conYear-round operation in thick first-year ice which
PC 4
safety systems must be provided durmay include old ice inclusions
siderable number
ing navigation and at port in ice covof sections to the
Year-round operation in medium first-year ice
ered waters. Essential equipment and
need for preventPC 5
which may include old ice inclusions
systems should be available at all times ing pollution from
and in any temperature conditions.
ships navigating in
Summer/autumn operation in medium first-year
PC 6
the region.
ice which may include old ice inclusions
Heating of spaces and equipments
should also be considered. The defini- These are just
Summer/autumn operation in thin first-year ice
PC 7
tion of the design service temperature some of the issues
which may include old ice inclusions
(DST) for the vessel is important for
that designers are
PAGE 23
Technology
FIRST JOINT RULES FOR LNG
Class Societies ABS and RS Jointly
Develop Rules for Arctic Gas Carriers
A
BS and the Russian Maritime
Register of Shipping (RS) are
jointly developing classification
Rules for Arctic Liquefied Natural Gas
Carriers under a wide ranging cooperative agreement between the two
IACS members.
The announcement was made during
the 4th Annual Arctic Shipping 2008
International Conference & Seminar
in St. Petersburg, Russia. This is the
first pairing of societies to create
Rules for the liquefied natural gas
(LNG) market sector.
“We made the strategic decision that
it was in the best interest of industry
to combine our shared experience
and technical expertise to address the
need for guidance with these carriers
in the Arctic, especially at a time
when gas transport from the Arctic
regions of Russia will increase over
the next few years,” said Roger Basu,
Director, ABS Corporate Research &
Product Development.
The principal elements in ice
strengthening LNG carrier design
are: strengthening of the hull; the
interaction of the hull structure with
the containment system; minimum
propulsion power requirements; and
the strength of the propeller.
ABS’ pioneering ice class research on
nonlinear finite element analysis of
side structures subject to ice loads,
which led to the issuance of comprehensive Guidance Notes on Ice Class,
provides a methodology for studying the impact of ice loads on LNG
containment systems. At the recent
Gastech 2008 conference, in Bangkok,
ABS presented its approach to combining Ice Class Rules with direct
calculations for the design of
Arctic LNG vessel propulsion.
standards in severe climate conditions
enables RS to proceed with investigations into the permissible service
conditions for operation in heavy ice.
Simulation of the potentially dangerous ice-through sailing pattern,
as summarized from the integrated
practical experience of operation in
the Russian Arctic, is normally applied
to ships of
high ice class
utilizing
ice damage
statistics
analysis,
ice load
assessment and
advanced
ultimate
Roger Basu
capacity
assessment.
Development of the
joint Rules
for Arctic
LNG carriers
allows ABS
and RS to
share experiVladimir Evenko
ences gained
in Russian,
Canadian and US Arctic waters. This
collaboration will benefit the industry
by bringing together the extensive
experience of RS with transportation
in the Russian Arctic and the experi-
ence of ABS with operations in the
Beaufort Sea and the Canadian Arctic.
Combined with advanced technology
using risk analysis, testing and
computational methods, this will
provide the basis for the new criteria.
Vladimir Evenko, RS Vice-General
Director, commented that “safe
operation of large LNG carriers
in the Russian Arctic is a very
complicated and challenging
issue, with a number of technical,
functional, legal and environmental
aspects to be duly addressed. The
combination of two societies’
experience, gained through the
decades, is most advantageous and
an effective way to create a regulatory
framework that is both comprehensive
and user friendly, with a view to
meeting demand for Arctic LNG
carrier designs in the nearest future.
The ABS-RS bilateral cooperation,
being of a strategic nature, will
therefore be focused on research
and developments in terms of the
joint Rules.”
Cooperation in rule development
is part of an overall agreement
between the two societies which
share the common mission of
working towards safe and
reliable transportation in
harsh environments.
Wide experience in
achieving high safety
PAGE 24
Technology
Milestone Study Advances LNG Carrier
Structural Design in Arctic Conditions
containment system under ice loads;
developed an ice load model taking
into account interaction between
hull and ice, quasi-static loads and
time varying dynamic loads; and
investigated failure modes with
development of cargo containment
acceptance criteria.
“We specifically wanted to check
the containment system and hull
structure simultaneously responding
to ice impact loads,” says Roger Basu,
Director, ABS Corporate Research &
Development.
He further explains that a hazard
identification or HAZID analysis was
conducted to define hull critical ice
impact load cases for a 150,000 m3
carrier. Six impact scenarios or critical
cases were analyzed in the study. They
were: bow glancing in thick multi-year
ice; shoulder glancing in thick multiyear ice; shoulder reflected in thick
multi-year ice; shoulder wedging in
thick multi-year ice; mid-body glancing in thin multi-year ice; and midbody pressure in thick multi-year ice.
Shown here is a finite element model of an LNG cargo containment system of the membrane
type and of a spherical type LNG carrier under ice loads. The ice load modeling comes from
BMT Fleet Technology’s software.
A
joint development project
conducted by ABS, BMT Fleet
Technology and Hyundai Heavy
Industries (HHI) investigating the
structural integrity of cargo containment systems under different ice impact scenarios has just been completed
leading to recommendations and guidance for these containment systems
operating in ice conditions.
The study’s completion is timely as
many LNG carriers will be required
in the coming years to transport gas
from Arctic regions of Russia which
some industry analysts estimate holds
“From the study we have an improved
understanding of the cargo containment system under ice loads,” he adds.
“This will lead to guidance for designers of LNG carriers and other large
ships operating in ice.”
approximately one-third of
the world’s vast oil and gas
reserves.
With no ice-breaking LNG
carrier in service history, the
study becomes a milestone
in advancing Arctic LNG
transport.
The four phase study identified and generated severe ice
loads for structural analysis;
performed finite element
(FE) analysis on the local
model of hull structure and
The full technical paper presented at
the Fourth Annual Arctic Shipping 2008
Conference & Seminar, St. Petersburg,
Russia titled “Structural Integrity Assessment
of Cargo Containment System for Arctic LNG
Carriers Under Ice Loads” is available for
download from the ABS website at: http://
www.eagle.org/news/techpapers2008.html
PAGE 25
Technology
SHIP PROPULSION FOR ARCTIC LNG VESSELS
W
ith estimates placing about
one-third of the world’s vast
oil and gas reserves awaiting
exploration in the Russian Arctic, there
has been increased focus and developments in ice navigation, winterization
and structural issues for tanker and
LNG ship designs.
Development, at the industry’s leading ice-going ships. Strengthening
gas conference, Gastech 2008. His
the hull, rudder, propellers, shafts
paper looked at direct calculations
and gears are clearly related to
and model tests for propulsion
the safety of navigation in ice.
designs. The two most critical
A comprehensive design should
design issues in ice ship propulsion,
include strength design of the
engine powering and propulsor
propulsor under ice load conditions.
performance, were discussed
and comparisons of
ABS recently presented the paper
propulsion designs based
“Combining Ice Class Rules with
on Finnish-Swedish Ice
Direct
Class Rules (FSICRs) and
Calculations on direct calculation were
for Design of presented for Fixed Pitch
Arctic LNG
Propeller (FPP), Controllable
The full technical paper presented at Gastech
Propulsion” Pitch Propeller (CPP) and
2008 titled “Combining Ice Class Rules with
by SingDucted Propeller.
Direct Calculations for Design of Arctic LNG
Kwan Lee,
Propulsion” is available for download from
Principal
Along with examining
the ABS website at: http://www.eagle.org/
Engineer,
propulsion designs, the
news/techpapers2008.html
Corporate
paper discussed the
Research
importance of integrated
Sing-Kwan Lee
& Product
design considerations for
Collaborative Efforts to Advance FPSO MonoBR
P
etrobras and Japan
Oil, Gas and Metals
National Corporation are jointly addressing
the technological issues
associated with the use of
a round shaped, monocolumnhull FPSO MonoBR system. The
design has a storage capacity of
800,000 barrels and will be
permanently moored in the Gulf
of Mexico.
ABS gave approval in principle for the
MonoBR hull in 2005. Offloading will be
carried out using DP class 2 shuttle
tankers. Pre-HAZID for the offloading
system has been just finished at ABS
Houston. HAZID and AIP for the offloading system are scheduled to be conducted
next year.
PAGE 26
Technology
Offshore Structure Assessment Program
for Semisubmersibles
E
valuating dynamic loads, hull
strength and site-specific fatigue
assessments are key to design
criteria for semisubmersible drill rigs.
ABS has developed an offshore structural assessment program specifically
designed for these units. The software
allows designers to more quickly and
easily check the design against the ABS
Rules for Building and Classing Mobile
Offshore Drilling Units (MODU) to
verify compliance.
The ABS Eagle Offshore Structure
Assessment Program (OSAP) consists
of three main functions: design wave
calculation; global strength assessment; and buckling and ultimate
strength evaluation.
“This software simplifies the complex
and time consuming task of creating a comprehensive assessment of
wave conditions that can be expected
at specific locations or are specified
by the owner,” says Pao-Lin Tan,
Manager, ABS Corporate Research &
Product Development.
engineers and information technology
experts from ANSYS will demonstrate
the strength assessment software at a
forthcoming seminar in Houston,
Texas, targeting designers of these units.
Initial reviews have been positive. An
easy-to-use interactive graphic user
interface (GUI) allows designers to
zoom, pan, clip and rotate finite element models, to navigate to specific
areas of interest and query various
structural elements, such as shell,
beam or pipe, independently or
collectively as pre-defined sets.
and accelerations; design waves and
vessel response amplitude operators
(RAOs) can be graphically depicted to
facilitate the selection of rational loads
for hull strength assessment; degrees
of pitching, rolling and yawing can
be graphically depicted; and yielding,
buckling and fatigue checks in
accordance with the ABS MODU
Rules can be performed with the
results graphically depicted.
Highlights of the software’s
capabilities include: vessel
motions and wave data entered
into the program create the wave’s
associated critical response forces
The powerful yet user-friendly
software was developed by ABS and
is designed to work seamlessly with
such leading engineering simulation
software packages such as ANSYS.
The program is also open or flexible
meaning the software’s architecture is
such that it can easily interface with
other commercial design software.
“Multiple assessments can be
carried out once the fatigue, buckling
and global strength data is entered.
Designers
can check
to verify the
structure
meets ABS
class requirements,” Tan
explained
further.
Pao-Lin Tan
A team of
ABS offshore
PAGE 27
Technology
The Application of Classification
to High Performance Naval Craft
A
BS and the US Navy have been
working together over the last
several years to develop and
apply classification rules for naval
vessels. The first complete set of
standards
was the ABS
Guide for
Building and
Classing High
Speed Naval
Craft (HSNC
Guide),
which is
being used
in the clasGlenn Ashe
sification
of the US
Navy’s Sea
Fighter, Swift,
Torpedo
recovery/
security
craft, US
Naval Academy training
boats, the
Egyptian fast
Thomas Ingram
missile craft
and patrol
boats for the
Egyptian,
Omani and
Canadian
navies.
Derek Novak
Howard Fireman
PAGE 28
and construction of the next generation US Navy destroyer, DDG 1000,
and the Littoral Combat Ship (LCS)
series which are high-speed multimission platform ships.
The approach to applying classification on naval craft and how the
requirements fit together along with
valuable lessons learned from the
ongoing applications were the focus
of a paper presented on behalf of ABS
during the Pacific 2008 International
Maritime Conference, which convened
in Sydney, Australia. The paper was
a collaborative effort by members of
the ABS Government Operations and
the ABS Americas Naval Engineering
departments in Washington DC and
Houston, including Glenn Ashe, Vice
President, ABS Government Operations; Thomas Ingram, Manager,
ABS Government Programs; Derek
Novak, ABS Americas, Manager, Naval
Engineering; and Howard Fireman,
Director of Future Concepts and
Surface Ship Designs for the US Naval
Sea Systems Command (NAVSEA).
Lessons Learned
1. It is imperative that the criteria
against which certification is to
be evaluated are clearly stated
and that objective thresholds
be established to the maximum
extent possible. There must
be a process which allows
relevant, comprehensive rule
set shaping within constraints
of a disciplined risk assessment
environment to be developed.
2. The roles of each involved
party should be documented
and clearly understood. The
specification or contract must
clearly empower the certification
agent and make clear the process
by which interpretation of the
meaning of criteria is established
and the process through which
disputes are handled. ABS and
the US Navy have agreed to share
the role of interpreting any requirements in the Rules during their
application.
These initial
standards
laid the
foundation for the
subsequent
development of the
ABS Rules
for Building
and Classing Naval
Vessels. The
ABS Naval
Vessel Rules
are currently
being used
in the design
Technology
3. Open communication throughout
the entire process is a key to success. It must be understood from
the beginning that there will be
difficult aspects to resolve en route,
but each party has the same overall
objective – to deliver a vessel which
meets or exceeds specified expectations.
US Navy’s SEA FIGHTER, Littoral Combat Ship (LCS)
4. As every effort is made to incorporate state-of-the-art technology
wherever possible, a disciplined
and documented risk-based analysis approach should be applied
to identify and address numerous
possible outcomes.
5. It is important to clearly define
the Rules before the initiation
of design approval. Review and
approval of design submittals
should be completed prior to
initiation of construction.
6. An inherent part of the classification process is the certification of
key components including machinery and mechanical systems at their
point of manufacture by the classifi-
cation society. Items such as main
propulsion components, shafting,
switchboards and the like must be
built by vendors to approved plans
and must be certified by the classification society for compliance with
the established Rules. Shipbuilder
procurement documents must
relate requirements to vendors, and
vendors must deliver the resulting
certification documentation with
the equipment.
LNG Facilities Take the Spotlight
T
he global liquefied natural gas
(LNG) market is growing rapidly.
The global
trade of
LNG alone
in 2006
was 7.5
trillion cubic feet (153 million tons),
according to industry analyses, and is
expected to increase. With such factors
as higher natural gas prices, rising gas
import demand and the desire of gas
producers to monetize their gas reserves, many experts foresee the LNG
trade growth
accelerating
in the coming years.
Ah Kuan Seah
FSRU developments in the US
are becoming testing grounds
for competing concepts.
Those key
trends
provided
the backdrop as the
5th Annual
LNG Tech
Asia Pacific
Conference
convened in
Singapore.
ABS Pacific, Southern Region
Vice President, Technology and
Business Development Ah Kuan Seah
delivered a presentation on offshore
LNG facilities and technological
developments, including an overview
of current and upcoming projects for
regasification terminals, gravity-based
structures, regasification LNG carriers
and floating LNG (FLNG) for production units.
Seah addressed how floating storage and regasification unit (FSRU)
developments in the US are becoming
interesting testing grounds for competing concepts. He noted that FLNG
development is turning a new leaf as
the consortium approach seems to be
advancing. He also pointed out that
cryogenic hose and pipeline technologies are filling the gap in overall
technology.
PAGE 29
Technology
ABS Defines Operational Envelopes for
Ships at World’s First Offshore LNG Terminal
T
echnical assessments for
several companies with
liquefied natural gas (LNG)
carriers planning to service the
Adriatic LNG Terminal offshore Italy
are being conducted by ABS.
All LNG carriers calling at the
terminal will be required to have
approval from its class society to
operate in a partially-loaded condition
while at the terminal. Class approval
includes defining allowable wave
height, considering tank
filled level with respect to
the LNG carrier’s heading
and wave period.
tests, for
comparative assessment.
For the
Adriatic
LNG
terminal
assessments,
ABS will
issue class
approval
says metocean
conditions within
the location of the
terminal are considered relatively benign
for 95 percent probability of occurrence.
ABS will be conducting
sloshing assessments for
vessels in the 138,000
to 145,000 m3 range for
several companies.
In 2002 ABS an“Assessments using
nounced its Guidance
computational fluid
Notes for Building
dynamics (CFD) will be
and Classing Offshore
applied in our sloshing
LNG Terminals which
analyses as well as taking
facilitated industry deinto account site specific
velopment of both gravity-based and
for vessels in berthing/
environmental condiunberthing and offload- floating terminals contemplated for
tions,” explains Yung
offshore installation. The Adriatic LNG
ing operation condiShin, ABS Senior Staff
Terminal is a fixed concrete gravitytions. Shin says partial
Consultant, Corporate
based structure (GBS). A key issue
filling operating limits
Research & Product
for these floating terminal concepts
are also being considDevelopment. “This
is designing for the relative motion
Yung Shin
ered for emergency
includes the strength of
between the terminal and LNG carrier
the containment system
departure conditions.
during offloading operations including
and the pump tower
ship to terminal interaction and sloshwhich serve as the cargo handling
The Adriatic LNG Terminal will be
ing effects due to roll motion.
connection to the hull and the base
the world’s first offshore LNG receivsupport structure,” he added. The
ing terminal projected to be
loads and stresses placed on the pump ready for operation in 2009.
tower structure are important as conThe terminal will receive
LNG from Qatar, store the
ventional designs of LNG tanks were
LNG, regasify it and feed the
based on a high-filling level and not
gas through a 17 km pipeline
designed to support the higher load
to shore and the Italian gas
levels exhibited in a low-filling level
distribution system.
situation.
Learn more about ABS services for LNG
ABS is able to analyze the effect of
partially-loaded membrane tanks
using its set of proprietary sloshing
programs, complemented with model
PAGE 30
The LNG carriers will be
conventionally moored
alongside the terminal for
offloading operations. Shin
carriers in the Gas Markets section of the ABS
website at: http://www.eagle.org/prodserv/
offshore/gasmarkets/index.html
Technology
ADDRESSING WORKBOAT HABITABILITY
Heightening Maritime Safety,
Performance and Commercial Viability
A
s the maritime industry
continually strives to
develop and maintain
higher safety standards, a
rising tide of attention is
being focused on the design
of areas where crew members
live and work while they
are aboard offshore platform
supply vessels, crew boats
and lift boats. The integration
of human factors engineering
(also known as ergonomics)
with accommodations and
ambient environmental
workspace design criteria
for workboats was the focus
of the paper presented by
ABS during the Offshore
Support Journal (OSJ) Annual
Conference in London.
Authored by Staff Consultants
Kevin McSweeney and Clifford
Baker, ABS Corporate Operational
Safety and Evaluation, and Denise
McCafferty, formerly with ABS,
the paper titled “Crew Habitability
on Workboats: Comprehensive
Guidance” provided an overview
of the ABS criteria for providing
well-designed accommodations
and work spaces to address the
ambient environmental factors that
many crew members face including
whole-body vibration, noise, indoor
climate and
lighting.
Kevin McSweeney
Improving
habitability may
also impact business prospects and
financial bottom line
performance, according to the authors.
“Shortages of qualified mariners have
exerted commercial
pressures that have
influenced the
maritime industry
to look for new
ways of attracting
and retaining
good, reliable crew
members. Improving
habitability is seen
as part of the
answer,” they wrote.
Defining habitability as “the quality
of the spaces where personnel work,
sleep, dine and enjoy break-time
recreation along with the associated
ambient environmental conditions in
those spaces,” the authors stated, “It is
logical that these factors can affect the
quality of life of those aboard workboats.”
The OSJ annual conference served as
a forum for senior offshore support
executives, shipbuilders and designers,
equipment manufacturers and industry associations to discuss key issues,
gather intelligence and network with
other industry leaders.
Denise McCafferty, Kevin McSweeney and
Clifford Baker applying human factors
engineering principles to maritime vessels.
Clifford Baker
The authors
contend
that applying the ABS
habitability
criteria can
cost-effectively improve
health, safety
and the job
performance
aboard
workboats.
PAGE 31
Technology
Recent Updates to ABS Rules & Guides
Go to the ABS website to sign up to receive email notifications whenever new publications or notices are
available. ABS Rules and Guides are available for purchase and/or free download directly from the site. The
following listing reflects Rules and Guides updates posted between February and April 2008.
RECENT PUBLICATIONS
Rules for Building and Classing Mobile
Offshore Drilling Units 2008 (Pub 6)
The 2008 version of the ABS Rules for Building and Classing Mobile
Offshore Drilling Units was recently released. Consisting of seven
booklets, the Rules have been reorganized and a new Part 5 for
fire and safety measures and features has been added. The survey
requirements are now in Part 6. Part 1 has been consolidated to
emphasize the common applicability of classification requirements for
offshore units and structures. The printed edition also includes the
supplemental requirements for MODUs in the bound book.
The seven volume set includes:
• Notices and General Information
• Part 1 Rules for Conditions of Classification – Offshore Units and
Structures
- Part 1 Conditions of Classification Supplement for MODUs
• Part 2 Rules for Materials and Welding
• Part 3 Hull Construction and Equipment
• Part 4 Machinery and Systems
• Part 5 Fire and Safety – Measures and Features
• Part 6 Surveys
The set also includes a CD-Rom containing the full volume in a searchable
Adobe Acrobat® format.
Until the next edition is published, Rule Change Notices and/or Corrigenda, as necessary,
a aare aavailable
ail bl only
l aas ddownload
l ad
files from the ABS website.
generic rules Notices & corrigenda
Part 1
Rules for Conditions of Classification (2008)
• Corrigenda, March 2008
• Rule Change Notice 1, March 2008
Part 2
Rules for Materials and
Welding (2008)
Part 1
Rules for Conditions of Classification –
Offshore Units and Structures (2008)
Part 7
Rules for Survey After
Construction (2008)
PAGE 32
Technology
Notices & corrigenda
Pub 2
Pub 3
Rules for Building
and Classing
Steel Vessels
(2008)
• Corrigenda,
March 2008
Rules for Building
and Classing
Aluminum
Vessels (1975)
• Rule Change
Notice 9, March
2008
Pub 4
Rules for Building
and Classing Steel
Vessels for Service on Rivers and Intracoastal
Waterways (2007)
Pub 5
Rules for Building and Classing Steel Vessels
Under 90 Meters (295 Feet) in Length (2006)
Pub 6
Rules for Building and Classing Mobile Offshore
Drilling Units (2008)
• Corrigenda, April 2008
Pub 7
Rules for Building and Classing Underwater
Vehicles, Systems and Hyperbaric Facilities
(2002)
Pub 8
Rules for Building and Classing Single Point
Moorings (1996)
Pub 9
Rules for Building and Classing Bulk Carriers
for Service on the Great Lakes (1978)
Pub 10
Rules for Building and Classing Steel Barges
(2003)
Pub 57
Guide for the Certification of
Drilling Systems (2006)
Pub 61 Guide for Building and Classing
High Speed Craft (2001)
• Rule Change Notice 6,
March 2008
Pub 62 Guide for Building
and Classing Motor
Pleasure Yachts (2000)
March 2008
Pub
Pu 63 Guide for Building and
Classing Facilities on
Offshore Installations
(2000)
• Corrigenda, March
2008
• Rule Change Notice
4, March 2008
Pub 64
sing Subsea
Guide for Building and Classing
Pipeline Systems (2006)
Pub 82
Guide for Building
and Classing
Floating
Production
Installations (2007)
• Corrigenda, March
2008
March 2008
Pub 106 Guide for Building and Classing
ssing Offshore
LNG Terminals (2004)
• Corrigenda, April 2008
Pub 107 Guide for Building and Classing Liftboats
(2002)
Pub 11
Rules for Building and Classing Steel Floating
Drydocks (1977)
Pub 12
Rules for Building and Classing Reinforced
Plastic Vessels (1978)
Pub 123 Guide for Building and Classing Subsea
Riser Systems (2006)
Pub 29
Rules for Building and Classing Offshore
Installations (1997)
Pub 138 Guide for Vessels Intended to Carry
Compressed Natural Gases in Bulk
(2005)
PAGE 33
PAGE 34
ABS MEMBERS
ABS Elects New
Board, Council
and Committee
Members
T
he Council of ABS elected two
new board members following
the classification society’s Annual
Meeting of Members in New York.
Joining the ABS Board are Choo Chiau
Beng (C.B.), Chairman and CEO of
Keppel Offshore & Marine and
Elizabeth D. Whitaker, a prominent
Dallas attorney. The new members
represent an enlargement of the ABS
Board from 13 to 15 Directors.
• Sang-Ho Shin, STX
Shipbuilding Co., Ltd.
• RAdm. James A. Watson, US Coast Guard
• Haralambos J. Fafalios, Fafalios Ltd.
• Robert A. Giuffra, ABS
The ABS Technical Committee is the
body of leading industry representatives that conducts the final review
of all proposed changes to the ABS
Two well known members of the mari- Rules prior to their being presented to
time community were also elected as
the ABS Rules Committee for formal
life-time Emeritus Members of the ABS adoption.
Council at the society’s Annual Meeting. They are William O. Gray of Gray “Classification is the principal self
Maritime Co. and Basil C. Scarvelis of regulating mechanism for the marine
Trident Maritime Agency, Inc.
and offshore industries,” says ABS
Chairman & CEO Robert D. SomerAdditionally, the following ABS
ville. “Input from industry is a vital
Members were elected to three-year
part of our efforts to develop and
terms as members of the ABS Council: implement technically sound and
practically applicable standards that
• Amir Hamzah bin Azizan, American
promote the safety of life, property and
Eagle Tankers (UK) Limited
the natural environment. That guidance is provided by our members, by
• Mark W. Barker, Interlake Steamship
the members of our various national
Company
and regional committees, through our
• Angela A. Chao, Foremost Group
technical committee structure and by
• Nicholas G. Fistes, Grand Union
our Council and Board. Every individual within this broad membership
• Robert A. Giuffra, ABS
network is selected to reflect the entire
• Frederick J. Harris, General Dynamics
spectrum of industry interests, each
NASSCO
eminent in their particular field.”
• Donald R. Kurz, Keystone Shipping Co.
• Cristina Lucia Duarte Pinho, Petroleo
Brasileiro S.A. – PETROBRAS
Elected to five-year terms as ABS
Members by the Council:
• Bruce S. Rosenblatt, Bruce S. Rosenblatt
& Associates, LLC
• Brad L. Berman, LISCR, LLC
• Randy Chen, Wan Hai Lines Ltd.
• Paulo Cesar Chafic Haddad, Estaleiro
Atlantico Sul S.A.
• Robert Ho, Yang Ming Marine
Transport Corp.
• Yuri Isupov, Palmali Group of
Companies
• Masaki Kawase, MODEC Inc.
• Pairoj Kaweeyanun, Chevron Shipping
Company
• Andrew Kendrick, BMT Fleet Technology
Ltd.
• Yong-Seung Kim, C&Shipbuilding
Marine
• In-Sung Lee, STX Shipbuilding Co., Ltd.
• Ali Hassan Mahmood, Al Jazeera
Shipping Company
• Capt. Jitendra Misra, Emerat
Maritime LLC
• David Moore, Chevron Shipping
Company
• Paticio Alvarez Morphy, Perforadora
Central, S.A. de C.V.
• Lowell J. Mortimer, Campbell Shipping
Co. Ltd.
• Dr. Sujata Arun Naik, Tolani Shipping Co.
• Genji Okouchi, Doun Kisen Co., Ltd.
• William S. H. Peng, Chinese Maritime
Transport (Hong Kong) Ltd.
• Timothy L. Coombs, Chevron
Shipping Company
• Manuel Paulo Serrao Pinto de
Magalhaes, PORTLINE – Transportes
Maritimos Internacionais S.A.
• Ramesh Bhat, Eagle Bulk Shipping
• Sean Dalton, The Travelers Companies
• Toshiyuki Seno, Fukujin Kisen Co.
• Mark Buetzow, Chevron Shipping
Company LLC
• Sotiris Dushas, Alba Maritime
Services S.A.
• Alan L. S. Tung, Orient Oversea
(International) Ltd.
Newly elected to the ABS Technical
Committee:
PAGE 35
ABS Members
◄ Raymond Burke,
Burke & Parsons and
Gerald A. Malia, Law
Offices of Gerald A. Malia.
▼ Angel Saucedo Escobar, CEMEX and
Jose Pablo Elverdin, Argenmar S.A.
▼ Joseph J. Cuneo, William J. Sember, ABS and
Edward J. Schlueter, Crowley Maritime Corp.
► Peter TangJensen, ABS, Bruce
S. Rosenblatt, Bruce
S. Rosenblatt &
Associates, LLC and
Joseph J. Cuneo.
▼ Capt. James C. DeSimone, New York City Dept. of
Transportation, Staten Island Ferry and Frederick C.
Robertie, American Hull Insurance Syndicate.
▲ Kirsi Tikka, ABS, Capt. Dag Engstrom, Dag Engstrom
Rederi AB and Capt. John Engstrom, Dag Engstrom
Rederi AB.
PAGE 36
ABS Members
▼ In the foreground, Antonio C. Lino Costa, ABS, Cristina Lucia Duarte
Pinho, Petroleo Brasileiro S.A. - PETROBRAS, Francis Blancheland,
Single Buoy Moorings Inc. and Allyn Risley, BG LNG Services, LLC.
▲ Deirdre Littlefield, Starr Marine Agency,
Inc. and Roger F. Ablett, CNA Insurance Co.
▲ James B. Liebertz, ABS and Eric K. Larsson, Seamens Church Institute.
► Seated in the middle
row, from left: Leonard
H. Tyler, Maine Maritime
Academy, Michael L.
Carthew, Chevron Shipping
Company LLC, Douglas C.
Wolcott, Wolcott Associates, John A. Hickey and
Spyros M. Polemis, Seacrest
Shipping Company Ltd.
PAGE 37
ABS Members
ABS Membership Plaques
Angel Saucedo, General Manager of Maintenance and Operations
for CEMEX received his ABS membership plaque from Thomas
Gilmour, ABS Americas President and COO.
Captain S.Y. Kuo, Second Vice Group Chairman, Evergreen Group
(center) receives his ABS membership plaque from Kingsley Koo,
ABS Pacific Senior Vice President, Central Region (right) as ABS
Taiwan Country Manager Steve Hryshchyshyn looks on.
ABS Mexico Country Manager Paul DeLaire (left) presents an ABS
membership plaque to Luis Ocejo, Senior Managing Director of
Maritime Transport and Ports, Transportacion Maritima Mexicana,
S.A. de C.V.
Thomas Gilmour, ABS Americas President and COO (left) presents
an ABS membership plaque to Dr. Bruce Hall, President and COO,
SeaOne Maritime Corp. as Phil Rynn, ABS Consultant looks on.
New Pacific Division
Management Realignment
Eric Kleess
PAGE 38
Andre Han
Thomas Blenk
Eric Kleess has been promoted to Vice
President, Northern Pacific Region. Andre
Han replaces Klees as ABS Korea Country
Manager. Having served as Assistant
Country Manager in Korea, Han’s promotion
is believed to represent the first time that a
Korean national has ever been appointed
to head the activities of one of the foreign
classification societies in that country.
Providing assistance to Han will be
Thomas Blenk, who will assume the
position of Assistant Country Manager,
Korea. Blenk moved from his position as
Principal Surveyor at the SPP Shipyard.
people & Places
New Office Expands Presence in Japan
A
BS has opened a new office
in Imabari, Ehime prefecture,
Japan, in recognition of the
importance of both the shipbuilding
activity in the area and of the many
Imabari-based shipowners with whom
ABS has established strong relationships. It becomes the fifth ABS office
location in Japan, joining the existing
network of offices in Yokohama, Kobe,
Nagasaki and the Kure station office.
Jien Jonen has been appointed manager of the new office.
At a reception celebrating the opening,
ABS President and COO Christopher J.
Wiernicki noted that ABS was the first
foreign classification society to open
an office specifically to service the
Imabari area. He told the many
members of the Shikoku shipping
community, “we
will be able to
provide more
responsive,
more personal
service to you,
and strengthen
our relationships
with all of you
in the coming
years, by main-
taining a permanent ABS staff presence The ABS orderbook at Imabari
here in Imabari.”
shipyard includes VLCCs, product
tankers, a series of capesize bulk
In response, Imabari Shipbuilding
carriers and another series of
Chairman Toshiyuki Higaki noted the handymax bulk carriers. According
increased level of activity for both the to ABS Country Manager for Japan
shipyard and for the many locallyKen Okabayashi, it is intended to
based shipowners and the role that
quickly build the office staffing to
ABS has played in the past. Suggesting four or more surveyors plus support
that ABS will further benefit from the
personnel.
increased activity, Higaki said, “we
welcome the launch of the new ABS
office here in Imabari.”
ADDRESS CHANGES
At the opening of the ABS Imabari office,
from left: Ken Okabayashi, ABS Japan
Country Manager; Toshiyuki Higaki,
Chairman of Imabari Shipbuilding
Co., Ltd.; H. Nara of Tokyo Marine;
Christopher J. Wiernicki, ABS President
and COO, and James Liebertz, President
and COO, ABS Pacific.
PLEASE NOTE THE FOLLOWING CHANGES
TO CONTACT DETAILS FOR ABS OFFICES.
ANGOLA
LUANDA
ABS Europe Ltd.
Rua 28 de Maio, Nr. 12
Bairro Maianga
Municipio da Maianga
Luanda Angola
Tel:
244-222-330803
Fax:
244-222-338421
CAMEROON
DOUALA
ABS Europe
Ex Immeuble SOCAR
15 198 Akwa-Douala
Cameroon
Tel:
237-33-43-34-21
Senior Surveyor-in-Charge Tel:
237-75-29-95-29
Fax:
237-33-43-34-22
UNITED KINGDOM
NEWCASTLE
ABS Europe Ltd.
Unit 6 Apex Business Village
Northumberland Business Park
Newcastle on Tyne
NE23 7BF United Kingdom
Tel:
44-191-250-4900
Fax:
44-191-250-0517
VIETNAM
Opening sake barrels for good luck and the success of the new ABS Imabari office,
from left: Akira Akiyama, ABS Pacific Vice President, Northern Region, Technology and
Business Development; Terry Kaibara, ABS Pacific Senior Vice President, Engineering;
Toshiyuki Seno, President of Fukujin Kisen Co., Ltd.; Christopher J. Wiernicki, ABS
President and COO; and Toshiyuki Higaki, Chairman of Imabari Shipbuilding Co., Ltd.
HO CHI MINH
ABS Pacific
6th floor, Lucky Star Office Building
102 bis, Le Lai Street,
Ben Thanh Ward
District 1, Ho Chi Minh City
Vietnam
Tel:
84-8-290-6351-2
Fax:
84-8-290-6353
PAGE 39
people & Places
Naval Technical Committee Meets with Fleet Representatives
T
he ABS Naval Technical
Committee (NTC) recently
held its fifth meeting at ABS
Headquarters to review the proposed
Rule changes for the 2008 edition of
the Rules for Building and Classing
Naval Vessels (NVR).
“This was the first meeting held
involving fleet representatives
concerned primarily with the
operational impact and in-service
▲ Dave Axelson, Naval Surface Warfare
Center, Carderock Division-Ships Systems
Engineering Station and Mark Oakes, John
J. McMullen Associates review the NVR
updates.
◄ RAdm. Joseph Carnevale, Shipbuilders
of America and Capt. Dave Lewis, US Navy
Naval Surface Force assess the clarity of the
proposed changes to the Naval Vessel Rules.
impact of the proposed Rule
changes,” said Glenn Ashe,
Vice President, Government
Operations, ABS Americas. “Their
active participation is invaluable
insofar as the utility of the NVR to the
US Navy and they provided highly
insightful input to the committee.”
The meeting focused on methods
to improve the clarity of the technical requirements in the Naval
Vessel Rules without increasing navy
shipbuilding program costs. The US
Naval Sea Systems Command (NAVSEA) stressed the goal of reducing
the logistics burden to maintain spare
parts. The aim is to achieve commonality of spare parts to improve affordability and availability.
The NTC parallels the existing ABS
Technical Committee with specific
attention to Naval Vessel Rules. It
comprises nearly 30 technical experts
covering the full range of naval surface
PAGE 40
ship design, construction and maintenance issues. The NTC is jointly
chaired by the Chief Engineer of the
Navy and Chief Engineer of the US
Coast Guard. Navy representatives
include NAVSEA 05, the technical
group directors of NAVSEA, NSWC,
PEO Ships, the fleet operational commands and Military Sealift Command.
The USCG representatives also include
senior personnel from the Engineer-
▲ Participants at the recent ABS Naval
Technical Committee focused on methods to
improve the clarity of the technical requirements in the Naval Vessel Rules without
increasing navy shipbuilding program costs.
ing Logistic Center. The remaining
members of the NTC are drawn from
the shipyards, designers and academia
who are currently involved in warship
construction.
people & Places
A True ABS Friend
Mexican Navy Admiral Sergio Anaya Retires
A
BS Mexico Country Manager Paul DeLaire (left) paid tribute
to retiring Mexican Navy Admiral Sergio Anaya earlier this
year and presented him with an ABS crystal eagle, declaring
him a true friend to ABS. Anaya has been a strong supporter of ABS
and has pushed for complete plan reviews for all Mexican Navy
vessels with ABS to achieve compliance with an international
classification standard.
Currently, ABS Naval Engineering is conducting plan review for the
Oaxaca cruiser vessels, which will have a name change to Bicentario
(Bicentennial) to coincide with Mexico’s bicentennial in 2010.
NTSB’S HIGGINS VISITS ABS
Safety Official Meets Class
L
earning more about ABS’
activities and the role of class
were top agenda items when US
National Transportation Safety Board
Member Kathryn Higgins recently
visited ABS headquarters. Higgins
received an escorted office tour by
ABS Americas President and COO
Thomas Gilmour and was briefed
by ABS representatives.
Higgins was appointed to the
NTSB in 2006. She has nearly four
decades of experience in the public
and private sectors, including service
as the president and CEO of TATC
Consulting and as vice president
for public policy at the National
Trust for Historic Preservation.
Higgins’ distinguished background
also includes experience as vice
chair of the Presidential Commission
on US Coast Guard roles and missions.
The NTSB is an independent federal
agency that investigates every civil
aviation accident in the US and
significant accidents in the other
modes of transportation – railroad,
highway, marine and pipeline. The
board conducts special investigations
and safety studies,
and issues safety
recommendations
to prevent future
accidents.
From left, Fernando
Lehrer, Director, Marine
Life Cycle Services,
ABS Consulting; Tom
Nolan, Vice President,
Risk Consulting Division (North America
Region), ABS Consulting; Thomas Gilmour,
President and COO,
ABS Americas; Kathryn
Higgins, Member,
National Transportation Safety Board; John
McDonald, Assistant
Chief Surveyor for
Naval Programs, ABS;
and Joe Riva, Assistant
Chief Surveyor, ABS
Americas.
PAGE 41
people & Places
Simplifying the Complexity of Coatings
W
hile applying a tank coating
might appear to be a sprayand-go job to some, it is
practically an art form for ABS Senior
Engineer Edward Jansen. “Marine
coatings are
part of a
protection
system that
needs to be
constantly
maintained
and treated
through
correct cargo
rotations,”
Edward Jansen
he says. “It’s
a great deal
more complicated than many people
think.”
Jansen joined ABS in 2006 as a
surveyor in Rotterdam and recently
was promoted to senior engineer
with ABS Corporate Technology. He
brings to the position more than 30
years of experience, nearly ten spent
as a seafarer. Educated as a marine
engineer, Jansen has worked primarily
as a marine coatings consultant,
servicing a variety of clients
internationally. “Coatings, or technical
liquids, are unfinished products that
must be handled, treated and
applied correctly; otherwise, there
are many things that can go wrongg
and that can lead to complex
failure investigations,” he says.
standards will soon apply to all ships
of more than 500 gross tonnage,” says
Jansen.
Jansen’s knowledge and experience
are a valuable resource as he trains
ABS field surveyors. He will also
be conducting intensive research to
improve coating applications and
maintenance.
His passion and expertise in
technical liquids will be utilized
to develop a knowledge center
within the organization to
address client queries regarding
coatings standards and updates
to the applicable Rules. “The
PSPC [Performance Standards
for Protective Coating]
ABS Events and Conferences C
Calendar
l
d
5 – 8 May
Offshore Technology Conference
Houston, TX
www.otcnet.org/2008
8 – 9 May
Corporate Social Responsibility: The
Maritime Chain of Responsibility
London, UK
ABS Panelist: Stewart Wade
www.navigateconferences.com
13 – 14 May
Tugs & Barges Conference &
Exposition
Stamford, CT, US
Sponsored by ABS
ABS Presenter: Thomas Gilmour
www.marinelog.com
Detailed information regarding
conferences and symposiums can
be found in the News & Events
section on the ABS website at
http://www.eagle.org/news/
schedule.cfm
PAGE 42
19 May
ASNE Launch & Recovery
Symposium
Annapolis, MD, US
Sponsored by ABS
ABS Presenters: Tom Ingram, Roy
Thomas
www.navalengineers.org
28 – 29 May
Optimising Ship Maintenance
London, UK
ABS Presenter: Bob Conachey
www.acius.net
29 – 30 May
Asia Gas 2008 Conference
Singapore
www.abf-asia.com
2 – 6 June
Posidonia 2008
Athens, Greece
ABS Stand: 121
www.posidonia-events.com
3 – 5 June
MACC 2008
Little Creek, VA, US
www.boats.dt.navy.mil/macc
5 June
LNG Workshop
Montreal, Canada
ABS Presenter: Patrick Chaney
10 June
Oslo Shipping Forum
Oslo, Norway
Sponsored by ABS
www.nhstevents.com/events
19 – 20 June
LNG North America
Houston, TX
ABS Presenter: Patrick Chaney
www.lngevent.com/
23 June
ASNE Day 2008
Washington, DC, US
www.navalengineers.org
class activity
Newly Classed Vessels and
Recent Contracts
KOKKARI, a 300,000 dwt, double hull oil carrier, VEC-L, TCM,
FL 25, SH, RES, SHCM, POT, ESP, CRC, CPP, RW, built by Universal
Shipbuilding Corp. Ariake Shipyard for Karley Finance S.A.
1 January to 31 March 2008
PAGE 43
ABS activity
Newly Classed Vessels
and Facilities
TANKERS
AMORGOS, 3,220 gt / 4,627 dwt, VEC, built by Fujian Southeast Shipyard for Aegean
Bunkering Services
BUNGA KASTURI LIMA, 157,209 gt / 300,246 dwt, SH, VEC, built by Shanghai
Waigaoqiao Shipbuilding for MISC Berhad
BW ORINOCO, 43,797 gt / 76,580 dwt, SH, VEC, TCM, built by Dalian Shipbuilding & H I
for BW Shipping Managers
CARRY, 23,248 gt / 37,847 dwt, SH, SHCM, ES, RES, FL 25, Ice Class “IA”, VEC-L, TCM,
built by Hyundai Mipo Dockyard for Carry Shipping
CATERINA COSULICH, 4,969 gt / 6,920 dwt, built by Zhenjiang Asia Star Shipbuilding for
Fratelli Cosulich
CHERRY, 8,539 gt / 13,060 dwt, VEC, built by 21st Century Shipbuilding for Brockstone
Investment
COROMEL, 8,515 gt / 13,201 dwt, VEC, built by Sekwang Shipbuilding for Livadero
Shipping
Launching ceremony for 21st Century
Shipbuilding Co., Ltd. SEA PHANTOM, a
13,000 dwt double hull chemical and oil
carrier, VEC, ESP, CRC, CPP, for Perosea
Shipping Co.
COTTON, 23,248 gt / 37,879 dwt, SH, SHCM, ES, RES, FL 25, Ice Class “IA”, VEC-L,
TCM, built by Hyundai Mipo Dockyard for Cotton Shipping
DL CLOVER, 8,539 gt / 13,063 dwt, VEC, built by 21st Century Shipbuilding
for Clover Shipping
EN VOYAGER, 5,052 gt / 6,404 dwt, built by Zhenjiang Sopo Shipbuilding
for En Maritimes
FEOSO LEADER, 1,409 gt, built by Zhuhai Shipbuilding Industry for Feoso Oil
GAGASAN PERAK, 7,057 gt / 10,810 dwt, VEC, TCM, built by Nok Bong Shipbuilding for
GS Tankers Dua
GAN-SWORD, 12,137 gt / 16,745 dwt, ES, Ice Class “IA”, NBLES, VEC, built by Yardimci
Gemi Insa for Gansword Shipping
MOTIVATOR, 8,539 gt / 13,065 dwt, VEC, built by Sekwang H I for Clarion Shipping
NEW RANGER, 8,452 gt / 12,951 dwt, VEC, built by Samho Shipbuilding for Fontana
Shipping
NORDIC HELSINKI, 8,539 gt / 13,035 dwt, VEC, built by Sekwang H I for EMS Ship
Management
OCEAN JUPITER, 30,965 gt / 50,314 dwt, SH, SHCM, RES, FL30, VEC, built by SLS
Shipbuilding for Da Zhong Tankers
OCEAN MARINER, 8,452 gt / 12,983 dwt, VEC, built by Samho Shipbuilding for Planet
Maritime
OCEAN TIARA, 62,863 gt / 108,941 dwt, SH, SHCM, RES, VEC, built by Shanghai
Waigaoqiao Shipbuilding for Dong Sheng Tankers
PACIFIC CONDOR, PACIFIC DELIGHT, 59,164 gt / 115,577 dwt, SH, SHCM, VEC, built by
Sasebo H I for Heroic Eos
EAGLE HOPE, a 44,700 dwt, double hull
oil carrier, Ice Class IA, VEC, SH, SHCM,
ESP, UWILD, CRC, RW, built by Onomichi
Dockyard Co. Ltd. for the Eagle Hope
Partnership.
PATRIOTIC, 8,539 gt / 13,078 dwt, VEC, built by Sekwang H I for Carel Maritime
RIO GENOA, 83,722 gt / 159,395 dwt, SH, SHCM, VEC-L, built by Shanghai Waigaoqiao
Shipbuilding for Rio Genoa Schiffahrts
ROVA, 23,248 gt / 37,847 dwt, SH, SHCM, ES, RES, Ice Class “IA”, VEC-L, TCM, built by
Hyundai Mipo Dockyard for Rova Shipping
SANKO HARMONY, 40,865 gt / 73,919 dwt, SH, SHCM, Ice Class “IA”, VEC, built by
Onomichi Dockyard for Harmony Tankship
SARACENA, 14,553 gt / 18,000 dwt, SH, SHCM, Ice Class “A1”, R2, VEC, built by
Celiktekne Tersanesi for Mediterranea Di Navigazione
PAGE 44
ABS activity
SERIFOS, 3,220 gt / 4,664 dwt, VEC, built by Fujian Southeast Shipyard for Serifos
Shipping
SICHEM HONG KONG, SICHEM BEIJING, 8,537 gt / 13,068 dwt, VEC, built by 21st
Century Shipbuilding for Eitzen Chemical
STRAITVIEW, 2,222 gt / 3,550 dwt, built by Dentas Gemi Insa Ve Onarim Sanayi for
Dudman Investment & Finance
UNITED BANNER, 42,010 gt / 73,635 dwt, SH, SHCM, FL30, VEC, built by New Century
Shipbuilding for United Banner
UNITED CARRIER, 42,010 gt / 73,635 dwt, SH, SHCM, FL30, VEC, built by New Century
Shipbuilding for United Carrier
BULK CARRIERS
ALPHA PRUDENCE, 91,373 gt / 178,002 dwt, BC-A, SH, SHCM, GRAB, built by
Shanghai Waigaoqiao Shipbuilding for Wallace Navigation
ANTONIS ANGELICOUSSIS, 91,373 gt / 177,885 dwt, BC-A, SH, SHCM, GRAB, built by
Shanghai Waigaoqiao Shipbuilding for Omega International
BOSTON, 91,373 gt / 177,828 dwt, BC-A, SH, SHCM, GRAB, TCM, built by Shanghai
Waigaoqiao Shipbuilding for LIB Shipping
CLIPPER TENACIOUS, 19,918 gt / 30,634 dwt, BC-A, SH, SHCM, TCM, built by Cochin
Shipyard for Cotrader Four
CLIPPER TREASURE, 19,971 gt / 30,549 dwt, BC-A, SH, SHCM, TCM, built by
Shanhaiguan Shipyard for Trader Four
ECOSTAR G.O., 40,170 gt / 75,149 dwt, SH, SHCM, GRAB, TCM, built by Hudong
Zhonghua Shipbuilding for Calisto Trading
Steel cutting ceremony for Daewoo
Shipbuilding and Marine Engineering Co. Hull
No. 5299, a 300,000 dwt oil carrier, NIBS,
VEC, TCM, SH, ES, SHCM, UWILD, ESP, CRC,
for the Shipping Corporation of India, Ltd.
GENCO LONDON, 91,373 gt / 177,853 dwt, BC-A, SH, SHCM, GRAB, TCM, built by
Shanghai Waigaoqiao Shipbuilding for Genco London
GENNARO AURILIA, 40,488 gt / 74,414 dwt, SH, SHCM, HCS, TCM, built by Hudong
Zhonghua Shipbuilding for Fratelli d’Amato
INGRID OLDENDORFF, 22,698 gt / 37,406 dwt, BC-A, SH, SHCM, GRAB, built by
Saiki H I for Helmstar Shipping
LOWLANDS PATRASCHE, 32,387 gt / 58,500 dwt, BC-A, SHR, built by Tsuneishi H I for
Stringaster Line
PRIVATE, 91,373 gt / 177,858 dwt, BC-A, SH, SHCM, GRAB, TCM, built by Shanghai
Waigaoqiao Shipbuilding for Private Shipping
SIDARI, 40,170 gt / 75,204 dwt, BC-A, SH, SHCM, GRAB, TCM, built by Hudong
Zhonghua Shipbuilding for Thunder Navigation
WIGEON, 22,790 gt / 37,328 dwt, SHR, GRAB, Ice Class “IC”, built
by Tianjin Xingang Shipbuilding & H I for Oryx Shipping
CONTAINERSHIPS
EVER SAFETY, 75,246 gt, SH, SHCM, ES, FL 30, built by Mitsubishi
H I for Evergreen International
MCC SUNDERBAN, 9,990 gt, SH, SHCM, TCM, built by Singapore Technologies Marine
for Shreyas World Navigation
MURAT K, 9,978 gt, Ice Class “IC”, NIBS, built by Sedef Gemi Insaati for Ermu Kalkavan
Schiffseigentums
OOCL HOUSTON, 40,168 gt, SH, SHCM, built by Samsung H I for Orient Overseas
Container Line Ltd.
Sea trials for Eastern Shipbuilding Group,
Inc.’s JOSEPHINE ANNE, a 413 dwt tow vessel
for E.N. Bisso & Son, Inc.
GAS CARRIERS
METHANE NILE EAGLE, 145,000 m3, SH, SH-DLA, SHCM, FL40, NIBS, TCM, built by
Samsung H I for Eagle LNG Shipping
PAGE 45
ABS activity
OFFSHORE
FOIs
ATLANTIS, built by Daewoo Shipbuilding & Marine Engineering for
BP America Production Company
Self Elevating Drilling Units
HAWK, 1,313 gt, built by Bollinger Shipyards for Edison Chouest Offshore
MISCELLANEOUS
Barges
650-3, 13,462 gt, SH, SHCM, built by VT Halter Marine for Vessel Management Services
ALWARDI 23, 12,577 gt, built by Taizhou Sanfu Ship Engineering
for Metico Shipbuilding
ARMOURED 9, 3,530 gt, built by Jiangsu Suyang Shipyard for Metico Marine
PETALOUDA, a 47,000 dwt double hull
oil carrier, VEC, TCM, SH, SHCM, ESP, CRC,
RW, built by Onomichi Dockyard Co. Ltd.
for Hale Maritime Inc.
ASIARIDER 601, ASIARIDER 701, 3,151 gt, built by Taizhou Sanfu Ship Engineering for P
T Pelayaran Mitra Kaltim Samudera
ASIARIDER 801, ASIARIDER 901, 3,151 gt, built by Huxin Shipbuilding for P T Pelayaran
Mitra Kaltim Samudera
BIG ATIN, BIG HANI, 3,151 gt, built by Taizhou Sanfu Ship Engineering for Asian Shipping
Corporation
BRAVO, 5,248 gt, built by Nantong Tiannan Shipyard for Raven
CSF 3003, 3,233 gt, built by Yangzhou Hairun Shipbuilding & Engineering for Sinosin
Sentosa
DN 129, 3,939 gt, built by Yangzhou Xinyang Shipbuilding for Sinosin Sentosa
DN 130, 3,939 gt, built by Yangzhou Hairun Shipbuilding & Engineering for Sinosin
Sentosa
DOUBLE SKIN 143, 10,256 gt, built by Bay Shipbuilding for
Vane Line Bunkering
EASTERN NEBULA, 4,905 gt, built by Jiangsu Taixing Ganghua Shipbuilding for Eastern
Navigation
EIDE BARGE 45, 4,969 gt, built by Yangzhou Hairun Shipbuilding & Engineering for
Sinosin Sentosa
ENERGY 6506, 4,946 gt, built by Bollinger Marine Fabricators
for Hornbeck Offshore Operations
ENERGY 6507, 4,939 gt, built by Bollinger Marine Fabricators
for Hornbeck Offshore Operators
EWAN 28, 3,958 gt, built by Nanjing Lansheng Shipyard for Ewan Marine
FINACIA 63, FINACIA 67, 3,143 gt, built by Nanjing Asiapride Shipping Making for Entebe
Shipping
SELECAO, a 74,000 dwt double hull crude
and oil products tanker, VEC, SH, SHCM,
built by Sungdong Shipyard for Tsakos
Energy Navigation.
FORDECO 3655, 5,298 gt, built by Nantong Tongbao Shipyard
for QSA Marine & Logistics
GTO 397, 4,370 gt, built by Nanjing Yonghua Shipbuilding for Sinosin Sentosa
HANIQA, 3,143 gt, built by Zhenjiang Yangtse Shipyard for Hathaway Marine
HM 308, 3,143 gt, built by Zhenjiang Yong An Shipyard for Hathaway Marine
HO’OMAKA HOU, 4,511 gt, built by US Barge for Young Brothers
HOUSTON, 8,460 gt, built by Bay Shipbuilding for Petroleum Transport
JMC 3331, 4,953 gt, built by Yangzhou Hairun Shipbuilding & Engineering for Eagle Red
KYUNGKI-102, 3,527 gt, built by Taizhou Sanfu Ship Engineering for Kyungki Shipping
LINAU 73, 4,328 gt, built by Pacific Marine & Shipbuilding for Shin Yang Shipping
MARITIME TOPAZ, 3,292 gt, built by Nantong Yahua Shipbuilding for Maritime
MBS 331, 4,059 gt, built by P T Karya Tekhnik Utama for P T Mitra Bahari Sentosa
PAGE 46
ABS activity
MORRO BAY, 6,576 gt, built by Gunderson Marine for Sause Bros
NUNIA, 3,143 gt, built by Yangzhou Hanjiang Jiudian Eastern Shipyard for
Hathaway Marine
OTTO 1, 10,413 gt, built by P T Batamec Shipyard for Otto Industrial
POET 1292, 9,184 gt, built by Nantong Yahua Shipbuilding for Pacific Ocean
Engineering & Trading
PULAU TIGA 3459, 4,556 gt, built by P T Palma Progress Shipyard for P T Pulau
Seroja Jaya Pratama
RMN 338, 3,231 gt, built by Nanjing Yonghua Shipbuilding for Sinosin Sentosa
RTC 81, RTC 82, 5,770 gt, built by Southeastern New England Shipbuilding for
Reinauer Transportation
SAINTY NO. 6, 12,575 gt, built by Taixing Huahai Shipbuilding for Smooth Shipping
SAMPYO 202, 3,527 gt, built by Taizhou Sanfu Ship Engineering for Sampyo
SEA WIN 3651, 5,265 gt, built by Nantong Tongbao Shipyard for Sea Win Marine
SEAWAYS 17, 3,662 gt, built by Nanjing Yonghua Shipbuilding for Sinosin Sentosa
SLP SUNRISE, 4,958 gt, built by Nanjing Lansheng Shipyard for QSA Marine
& Logistics
SS 3301, 4,370 gt, built by Yizheng Xinyang Shipbuilding for Sinosin Sentosa
WINBUILD 369, 5,248 gt, built by Nantong Tiannan Shipyard for Pacific Ocean
Engineering & Trading
Naming ceremony for the 21st Century
Shipbuilding Co., Ltd. DL VIOLET, a 13,000
dwt double hull chemical and oil carrier, VEC,
ESP, UWILD, CRC, for DL Shipping Co., Ltd.
Government Vessels
GENERAL WARREN, 571 gt, built by Orange Shipbuilding for US Army Corps of
Engineers
GORDON M. STEVENS, 503 gt, built by Orange Shipbuilding for US Army Corps
of Engineers
LAWSON, 398 gt, built by Quality Shipyards for US Army Corps of Engineers
PCT 58 RENARD, PCT 59 WOLF, 302 gt, built by Victoria Shipyards for Canada
Department of National Defense
YC 1674, YC 1675, 267 gt, built by Basic Marine for Naval Sea Systems Command
USNS LEWIS AND CLARK, 43,758 gt, Ice Class “C0”, DLA, APS, NIBS, R1, VEC,
built by National Steel & Shipbuilding for Military Sealift Command
Passenger Vessels
COASTAL RENAISSANCE, 21,777 gt / 2366 dwt, ES, built by Flensburger Schiffbau
Gesellschaft for British Columbia Ferry Services
Tugs, Workboats and OSVs
ANSAR 18, 1,462 gt, Fire Fighting Vessel Class 1, built by Grandview Shipbuilding
& Engineering for Jaya Shipbuilding & Engineering
ARMADA TUAH 101, 2,147 gt, Fire Fighting Vessel Class 1, ÀDPS-2, built by Nam
Cheong Dockyard for Numi Armada Navigation
Launching ceremony at PPL Shipyard Pte
Limited for DEEP DRILLER 7, a self-elevating
drilling unit, CDS, for Deep Driller Pte. Ltd.
BARTHEL TIDE, 1,313 gt, built by Quality Shipyards for Tidewater Marine
CAMPOS COMMANDER, 2,999 gt, ÀDPS-2, built by Estaleiro Navship for Bram Offshore
Transportes Maritimos
CELENA CHOUEST, 2,996 gt, ÀDPS-2, built by North American Shipbuilding for
Nautical Ventures
DOUBLE EAGLE, GRAND SLAM, TRIPLE PLAY, 1,455 gt, ÀDPS-2, built by Bollinger
Shipyards for Rigdon Marine
ENA COMMANDER, 2,551 gt, Fire Fighting Vessel Class 1, ÀDPS-2, built by Jiangsu
Zhenjiang Shipyard for Eastern Navigation
HARVEY SUPPLIER, 2,281 gt, ÀDPS-2, built by Eastern Shipbuilding for Harvey
Gulf International Marine
PAGE 47
ABS activity
Steel cutting ceremony for Shanghai
Jiangnan-Changxing Shipbuilding Co., Ltd.
YANGTZE PEARL, a 297,000 dwt oil carrier,
VEC, SH, SHCM, ESP, for Nanjing Tanker Corp.
JOHN COGHILL, 2,174 gt, ÀDPS-2, built by Bender Shipbuilding for Seacor Marine
JOSHUA CHOUEST, 4,918 gt, built by North American Shipbuilding for Reel Pipe
MARIDIVE 518, 1,678 gt, Fire Fighting Vessel Class 1, built by Fujian Southeast Shipyard
for Maridive & Oil Services
NANUQ, 3,575 gt, Ice Class “A1”, built by North American Shipbuilding for Nautical
Ventures
NOR CAPTAIN, SEA OCELOT, 2,708 gt, Fire Fighting Vessel Class 1, ÀDPS-2, built
by Jaya Shipbuilding & Engineering for Java Marine Lines
OCEAN DIAMOND, 2,443 gt, Fire Fighting Vessel Class 1, ÀDPS-1, built by Jingjiang
Nanyang Shipbuilding for Samson Maritime
PACIFIC ATAAWHAI, 2,442 gt, Fire Fighting Vessel Class 1, ÀDPS-2, built by Jingjiang
Nanyang Shipbuilding for Salvin Far East
PELICAN QUEST, 1,160 gt, Fire Fighting Vessel Class 1, built by Cheoy Lee Shipyards
for Pelican Offshore Services
PETRA PIONEER, 1,678 gt, Fire Fighting Vessel Class 1, built by Fujian
Southeast Shipyard for Mount Bubu
RESOLVE, 1,043 gt, built by VT Halter Marine for Vessel Management Services
SEA SUPPORTER, 2,344 gt, Fire Fighting Vessel Class 1, ÀDPS-2, built by P T Jaya
Asiatic Shipyard for Gulfmark Offshore
SEACOR CANYON, 1,939 gt, Fire Fighting Vessel Class 1, ÀDPS-2, built by P T Nan
Indah Mutiara Shipyard for Seacor Marine (Asia)
Keel laying ceremony for Dubai Grandweld
Shipyard’s three 40 m aluminum crewboats,
building for Stanford Marine. The three
crewboats are in addition to a total of
six crewboats being built by Grandweld,
one of which was recently delivered,
the STANFORD SWAN.
SMITH TIDE, 1,868 gt, Fire Fighting Vessel Class 1, ÀDPS-1, built by P T Pan United
Shipyard Indonesia for Tidewater Marine
SUTTON TIDE, THOMPSON TIDE, 2,256 gt, Fire Fighting Vessel Class 1, ÀDPS-2,
built by Northern Shipyard Gdansk for Tidewater Marine
VADM K.R. WHEELER, 5,565 gt, built by North American Shipbuilding for Reel Pipe
Yachts
AFTER EIGHT, 498 gt, built by Northern Marine for Seacliffe Yachting Limited Cargo Trust
ARETI I, ARETI II, 334 gt, built by Burger Boat for Areti II
DIANE, 483 gt, built by Azimut-Benetti for Papoose
PAGE 48
ABS activity
HELIOS, 315 gt, built by Perini Navi for Helios II
JAZZ OF MONACO, 194 gt, built by Azimut-Benetti for Neil Gillon
LADY JOY, 499 gt, built by Christensen Shipyard for DJ Yacht Enterprises
ONE O ONE, 458 gt, built by Heesen Yacht Builders for Plano Holding
ORINOKIA, 299 gt, built by Azimut-Benetti for Triton Services
PARTY GIRL, 498 gt, built by Christensen Shipyard for M/Y Party Girl
SALVAJE, 488 gt, built by Overmarine Due for Salvaje Shipping
SUDAMI, 273 gt, built by Inace Industria Naval Do Ceara for Sudami Cayman
VERONIKA, 188 gt, built by Inace Industria Naval Do Ceara for Global Explores
Others
AMETHYST, 4,940 gt, cement carrier, TCM, built by Yardimci Gemi Insa for Mardian
Two Shipping
BORCOS FIRDAUS 5, 238 gt, HSC utility vessel, built by Strategic Marine for Borcos
Shipping
BOURBON MELTEM, 454 gt, HSC crew boat, ÀDPS-1, built by Midship Marine for
Bourbon Supply Investissement
CHERYL TIDE, JO LYNN TIDE, 494 gt, HSC crew boat, built by C&G Boat Works for
Twenty Grand Marine Services
FIREBIRD, FIRECREST, 236 gt, HSC crew boat, built by Penguin Shipyard International
for Stanford Marine
GAYLA GRAHAM, 337 gt, HSC crew boat, built by C&G Boat Works for Graham Gulf
HUGH R. SHARP, 497 gt, research vessel, built by Dakota Creek Industries for
University of Delaware
LIBARAN, 270 gt, HSC crew boat, built by Sam Aluminum Engineering for Yayasan
Sabah Shipping
SMS VINCENT, 268 gt, HSC crew boat, built by Sam Aluminum Engineering for P T
Wintermar
UFS DUA, UFS SATU, 236 gt, HSC crew boat, built by Penguin Shipyard International
for United Flagship Services
Launching ceremony for 21st Century
Shipbuilding Co., Ltd. ROYAL JASPER,
a 13,000 dwt double hull oil and chemical
tanker, VEC, ESP, CRC, for Sekwang
Hi-Tech Co.
At the keel laying ceremony.
From left: David Liner, Site
Manager, Qatargas; D. H. Oh,
Director, DSME; B. R. Yoo,
Team Leader, DSME; Archie
Churcher, Superintendent,
Qatargas; and Hyun Woo
Han, Project Manager, ABS.
Keel laying ceremony for Daewoo Shipbuilding and Marine Engineering Co., Ltd. Hull No. 2264, a
98,000 dwt liquefied gas carrier, NIBS, TCM, SH, SH-DLA, ES2020, SHCM, UWILD, HM1, CRC, SFA 40,
HM2+R , RW, for Qatar Gas.
PAGE 49
ABS activity
Recent Class Contracts
TANKERS
SANKO HERITAGE, a 74,700 dwt double
hull oil carrier, Ice Class 1A, VEC, SH, SHCM,
ESP, UWILD, CRC, RW, built by Onomichi
Dockyard Co. Ltd. for Heritage Tankship
Limited.
Eight 11,100 gt / 19,000 dwt at Zhejiang Hongguan Shipbuilding
Six 45,000 gt / 74,999 dwt for Dynacom at Sungdong Shipbuilding &
Marine Engineering
Five 60,000 gt / 114,000 dwt at New Times Shipbuilding
Four 81,000 gt / 143,970 dwt for Cardiff Marine at Jiangsu Rongsheng H I
Four 30,965 gt / 52,000 dwt for Ocean Tankers at SLS Shipbuilding
Four 28,850 gt / 47,400 dwt for Shoei Kisen Kaisha at Iwagi Zosen
Four 25,400 gt / 42,000 dwt for Ocean Tankers at SLS Shipbuilding
Four 10,000 gt / 16,500 dwt for Ice Tanks at Liaoning Hongguan
Shipbuilding
Four 8,500 gt / 11,947 dwt for Benelux Overseas at STX Shipbuilding
Three 160,782 gt / 291,176 dwt for National Shipping Saudi Arabia at
Hyundai Samho H I
Three 40,000 gt / 51,000 dwt for Morfini at SLS Shipbuilding
Two 161,500 gt / 301,200 dwt for Shipping Corp of India at Daewoo
Shipbuilding
& Marine Engineering
Two 81,000 gt / 143,970 dwt for Thenamaris Ships Management at
Jiangsu Rongsheng H I
Two 49,700 dwt for Polyar Shipping at SLS Shipbuilding
Two 25,400 gt / 40,000 dwt for Morfini at SLS Shipbuilding
One 28,300 gt / 50,000 dwt for Samos Steamship at Onomichi Dockyard
BULK CARRIERS
Ten 53,000 gt / 81,000 dwt for Target Marine at C & H I
Ten 21,000 gt / 32,000 dwt at Jinse Shipbuilding
Two 94,000 gt / 179,995 dwt at Sasebo H I
One 90,000 gt / 177,000 dwt for Foremost Group at Shanghai Jiangnan
Changxing Shipbuilding
One 90,000 gt / 177,000 dwt for Gleamray Maritime at Shanghai Jiangnan
One 90,000 gt / 177,000 dwt for Orion Bulkers at Shanghai Jiangnan
One 90,000 gt / 177,000 dwt at Shanghai Waigaoqiao Shipbuilding
GAS CARRIERS
Three 210,000 m3 at Daewoo Shipbuilding & Marine Engineering
OFFSHORE
MODUs
One 7,000 gt at Yantai Raffles Offshore
Self Elevating Drilling Units
Two 7,500 gt at P T Graha Trisaka
Two 7,000 gt at Letourneau
Two 6,000 gt at P T Nan Indah Mutiara Shipyard
Two 3,000 gt at Boconco Shipbuilding
One 7,500 gt for Power Well Service at Semco
One 7,500 gt at Yantai Raffles Offshore
One 7,000 gt for Noble Drilling Holding at Dalian Shipbuilding Industry
Sea trials for J.M. Marintac Shipbuilding
Corp.’s AMERICA, a 500 dwt towing and fire
fighting vessel Class 1 for Signet Maritime
Corporation.
PAGE 50
MISCELLANEOUS
Barges
Eleven 2,340 gt at Yangzhou Hanjiang Shipyard
Nine 3,151 gt at Taizhou Sanfu Ship Engineering
Seven 5,500 gt for Thong Yong 2000 Marine at Taixing Huahai Shipbuilding
Four 5,500 gt at Nantong Tiannan Shipyard
Four 2,340 gt at Nanjing Shengda Shipbuilding
Four 2,340 gt at Zhenjiang Yangtse Shipyard
Three 4,500 gt for Young Brothers at US Barge
Two 3,151 gt for Jiangsu Easthigh Group Import & Export
at Yizheng Run Fa Shipbuilding
ABS activity
Two 3,151 gt for Pacific Ocean Engineering & Trading at
Wujiang Xinsheng Shipbuilding
Two 3,151 gt at Huxin Shipbuilding
Two 3,151 gt at Nanjing Shengda Shipbuilding
Two 3,151 gt at Nanjing Zhenlong Ship Industry
Two 3,151 gt at Nantong Chang Qing Sha Shipyard
One 12,500 gt at Nanjing Yonghua Shipbuilding
One 7,130 gt at Gunderson Marine
One 6,133 gt at Zidell Marine
One 5,500 gt at Wuxue Janda Shipbuilding
One 5,500 gt at Yangzhou Hairun Shipbuilding Engineering
One 5,500 gt for Thong Yong 2000 Marine at Jinsheng Ships
Manufacture
One 3,151 gt at Nanjing Asiapride Shipping Making
One 3,151 gt at Yizheng Run Fa Shipbuilding
One 2,200 gt for Seacor Holdings at Jeffboat
Government Vessels
Twenty-one barges, 23 gt, for US Army at Basic Marine
Tugs, Workboats and OSVs
Eleven 2,256 gt at Northern Shipyard Gdansk
Eight 1,300 gt at Cheoy Lee Shipyards
Four 3,200 gt for MLC Barging at Nantong Tongbao Shipyard
Four 2,147 gt for Swire Pacific Offshore Services at P T Nan
Indah Mutiara Shipyard
Three 2,300 gt for Sanko Steamship at Universal Shipbuilding
Three 1,600 gt for Seaspec Marine Services at P T Nan Indah
Mutiara Shipyard
Two 3,200 gt for Coastal Offshore at Guangzhou Hangtong
Shipbuilding
Two 2,000 gt at Jingjiang Nanyang Shipbuilding
Two 2,000 gt at P T Jaya Asiatic Shipyard
Two 1,600 gt for Otto Offshore at Guangzhou South China
Shipyard
Two 1,400 gt for Hadi H Al-Hammam at Zhongshan Jinhui Ship
Repair & Building
One 9,200 gt at Strategic Marine
One 4,500 gt for Edison Chouest Offshore at North American
Shipbuilding
One 3,084 gt at Fincantieri Cantieri Navali Italiani
One 2,000 gt at Fujian Mawei Shipbuilding
One 2,000 gt for Nam Cheong Dockyard at Fujian Southeast
Shipyard
One 1,715 gt for ASL Shipyard at Jiang Men Hongda Shipyard
One 1,100 gt for Pelican Offshore Services at Guangdong
Hongsheng Shipbuilding
Yachts
Four 400 gt at Azimut-Benetti
Two 500 gt at Westport Shipyard
Two 400 gt at Cantieri Navali Lavagna
One 500 gt at Azimut-Benetti
One 495 gt at Heesen Yacht Builders
One 400 gt at Cantieri Navali Baglietto
One 400 gt at Mondo Marine
One 400 gt at Northern Marine
One 400 gt at Westport Shipyard
One 300 gt at Crescent Custom Yachts
One 300 gt at Pax Navi Tur. San. Ith. Ihr. Ltd. Sti.
One 300 gt at Richmond Yachts
Others
Four high speed craft, 420 gt, for Bourbon Supply
Investissement at Midship Marine
Naming ceremony for Samsung Shipyard’s NEVERLAND GOLD, a
115,000 dwt double hull oil carrier, VEC, TCM, SH, ES, SHCM, POT, PMA,
ESP, UWILD, CRC, RW, for Finaval S.P.A.
Seong-Hun Kim, ABS Senior Surveyor and Project Manager (left)
for the J-5 LNGC vessels, receives a plaque for recognition of
appreciation for outstanding service from S. T. Nam, President and
CEO of DSME.
Naming ceremony for Daewoo Shipbuilding and Marine Engineering
Co.’s AL AAMRIYA, MURWAB and FRAIHA, 98,000 dwt liquefied
natural gas carriers, NIBS, TCM, SH, SH-DLA, SHCM, UWILD, HM1,
CRC, SFA 40, HM2+R , RW, for Qatar Gas Transport Company Ltd.
and the J-5 conglomerate comprising MOL, NYK, K-Line, Mitsui and
IINO shipowners and operators.
PAGE 51
Corporate External Affairs
16855 Northchase Drive
Houston, TX 77060 USA
ABS WORLD HEADQUARTERS
ABS Plaza
Tel: 1-281-877-5800
Fax: 1-281-877-5803
Telex: 6737929 ABS HQ
Email: abs-worldhq@eagle.org
ABS EUROPE DIVISION
ABS House
No. 1 Frying Pan Alley
London E1 7HR, United Kingdom
Tel: 44-20-7247-3255
Fax: 44-20-7377-2453
Email: abs-eur@eagle.org
ABS PACIFIC Division
438 Alexandra Road #10-00
Alexandra Point
Singapore 119958
Republic of Singapore
Tel: 65-6276-8700
Fax: 65-6276-8711
Email: abs-pac@eagle.org
ABS AMERICAS DIVISION
ABS Plaza
Tel: 1-281-877-6000
Fax: 1-281-877-6001
Email: abs-amer@eagle.org
www.eagle.org
We Welcome Your Thoughts
ABS Activities is intended to provide our Members and clients with ABS views, news and research.
Editorial content is gathered from ABS engineering and field offices around the globe.
Managing Editor:
Contributing Editors:
Graphic Designers:
Stewart Wade
Jennifer Bewley, Susan V. Gonzalez, Felicia Griffin & Laila Rihawi
Christopher Reeves & Sharon Tamplain
To comment, please contact Stewart Wade, Vice President, External Affairs, at tel: 1-281-877-5850 or
email CorporateCommunications@eagle.org.
The mission of ABS is to serve the public interest as well as the needs of our clients by promoting
the security of life, property and the natural environment primarily through the development and
verification of standards for the design, construction and operational maintenance of marine-related
facilities.
ON THE COVER
DAPENG SUN, a 147,000 m3 liquefied natural gas carrier, built by Hudong-Zhonghua Shipyard for China LNG
Shipping (International) Ltd. for service between Australia’s North West Shelf and China’s first LNG receiving
terminal in Guangdong Province. It is the first of a five-ship series that are being dual classed by ABS and China
Classification Society.
TX 04/08 12000 8152

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