ABS Reports

Continuing Success, Record Fleet

ABS class. This included 94 percent of

C
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.
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 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
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
4 3 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

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 year-
on-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 nov
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, alsc
provided a significant contribution
to the society's success in 2007.

PAGE 2
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
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
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."
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."
 s part of its strategic initiative shipbuilding nation in the immedi- services in combination with strategic

A to strengthen the coordination

and administration of core
service delivery to clients, ABS has
ate term as it continues to expand its
facilities and streamline its production
capabilities.
business development efforts on
key projects have been differentiators.
"The key to adding new chapters
appointed Mark McGrath to the new to the China succe:;s story will
position of Senior Vice President "Korea is very nimble on the one hand be continuity in service delivery
Operations, ABS Pacific. He has by reverting to building bulk carri- improvements," he said.
transferred to the divisional head- ers, and very strategic on the other by
quarters in Singapore and reports targeting high value ships such as LNG Further south, McGrath is focused
to ABS Pacific President and COO carriers and offshore units," McGrath on strengthening services to support
James Liebertz. said. "It is virtually without competi- Singapore's strong rig building
tion in the drillship sector and is the and FPSOIFSO conversion growth
McGrath will leading contender for building major activities. He points out that the
provide spe- floating production platforms." establishment of the ABS Singapore
cific oversight Offshore Technology Center has
on the devel- China also is a major ABS success attracted joint development projects
opment of story. ABS' ability to provide superior with key clients.
strategic goals
and objectives
for the region,
including
business
planning and
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, MAY 2008

C
hina. Economic powerhouse.
Trading giant. And now one
of the worlds 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."
Ho points out that ABS has maintained
an active presence in China for many
years. As Chinese shipbuilding and
repair activity has grown, ABS has
increased its own activities and staffing
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
offices in Shanghai and Hong Kong,
the network of ABS surveyors now
covers the major shipbuilding centers.
And the active ABS engineering office
in Shanghai is able to offer prompt
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.

PAGE 6 ACTIVITIES. MAY 2008

 "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 re-
ally 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 compo-
nent, this module, this weld
and ultimately this ship
meet the applicable ABS
Rules?' If it doesn't then
it needs to be reworked until we are
satisfied that it does. Our challenge is
to help the shipyard understand that
there is no room for compromise and
to assist them to meet the required
standards."
The society has appointed of some
of its most experienced surveyors
from its global survey team to oversee
its activities in the Chinese yards
and to work with the shipyards'
ACTIVITIES' MAY 2008
production teams and
with the shipowners'
representatives.
"What we are finding
here is an unbelievable level of
energy, a tremendous willingness
to learn, to improve and ultimately
a commitment to turning out world
class ships," says Ho.
"Take a shipyard like Hudong.
Ten years ago it had very limited
experience. Today it is delivering
sophisticated LNG carriers. Other
yards are now turning out jackups
and FPSOs for the offshore industry,
VLCCs, very large ore carriers and
lO,OOO 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 environ-
ment, training is of crucial importance.
That is why ABS has been hosting
regular training courses and seminars
in Shanghai and the principal ship-
building 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
 nother milestone in the rapid
A development of Chinese ship-
building 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 con-
tainership 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 construction," Liebertz added. "This
the delivery "This is a really remark- was a high profile project that entailed
able achievement for a relatively new technical and cultural challenges for
shipbuilder to take on such a project all of the parties concerned. It is a real
and develop the infrastructure and credit to everyone that has been in-
skills to deliver this ship in such a volved in this project that it has gone
short time frame." as smoothly as it has and we are very
proud of the finished product."
To assist the yard, ABS assigned a team
of surveyors to the project with many ABS is currently the only class society
years of experience in LNG construc- with LNG carriers building to its stan-
tion and in particular with the GTT dards in China, Korea and japan. "The
No. 96 membrane containment sys- first ship converted to carry liquid gas
tern. "An LNG project is quite different was ABS-classed," said Liebertz. "The
from standard tanker and bulk carrier first purpose designed and built LNG
ACTIVITIES' MAY 2008
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 ships 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
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.
Vadim Belenky, Senior Engineer, ABS
Corporate Technology, the engineer
leading ABS' parametric roll research
studies, describes the phenomenon as
a fear of the unknown. "Shipowners
would often approach me at confer-
ences 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."
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."
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 pmvides
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 Cl 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
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 inclu-
sion of flume tanks and conduct-
ing numerical simulation studies and
model testing to develop a series of
diagrams that will define the combina-
tions 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.
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.
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 MY aaCL 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
recorded 24 hours
a day such that
notable events can
be analyzed in detail,
if necessary
During the first year
campaign, the MY
aaCL Europe traded between Asia operators an additional tool to
and Europe, encompassing different maintain reliable schedules as well
ocean environments, such as the as save on fuel costs.
South China Sea, the Indian Ocean,
the Mediterranean Sea and the ABS offers unparalleled experience in
Atlantic. Two significant storms were the design, construction and life cycle
experienced, providing interesting data management of containerships, having
as to the wave parameters that may been closely linked to the principal
affect ship motion and sea loads. innovations of the industry. The
society currently classes the largest
The initial findings during the first containerships in service.
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 MY aaCL Europe. Additionally,
the findings suggest that an HSMS
coupled with a weather routing and
voyage optimization system provide

PAGE 12
 he combination of less
T 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."
ABS is not a
newcomer
to industry
training.
As one of
the leading
classification
societies,
ABS has a tremendous reservoir of
technical knowledge and expertise
captured and made available to both
ship and offshore owners and builders
through its training courses. It has
maintained an extensive industry
seminar program for many years.
More recently, several hundred
employees from the principal Korean
shipbuilding companies have been
through one or more of the specially-
tailored ABS training courses offered at
the society's facility in Busan. And both
builders and operators of LNG carriers
have been undergoing extensive
training related to the construction,
operation and maintenance of these
specialized vessels that has been put
ACTIVITIES, MAY 2008
~,'
and engineering staff at ABS.
Over 500 staff members from more
than 100 shipowners attended training
in Piraeus last year on a diverse range
of over 45 topics from mandatory
auditing through to optional soft
skills such as training the trainer and
specialized technical issues such as
coatings and shaft alignment.
Expansion is the primary goal for
Marshall, who plans on further
widening the scope and topicality of
courses offered at each location, along
with increasing the number of service
locations. "Our satellite centers have
been very successful in providing
targeted training," says Marshall,
referring to the training facilities
currently operating in Houston,
Singapore, Busan and Piraeus.
A satellite center opening this fall in
Shanghai will launch an aggressive
expansion plan to provide training
where the industry is growing the
fastest, with additional centers
being considered for several other
locations around the world. Marshall
sees the additional training centers
as imperative to meeting industry
demands. "We must be more
~
employers have about training is the
time away from work, and especially
time spent traveling," says Marshall.
"It is so much easier if we are
practically next door."
Marshall recognizes the challenges
ahead and anticipates that the greatest
struggle will be designing material
flexible enough to meet regional
demands. "Operators in Brazil may
have a stronger interest in the carriage
of ethanol, for example, than those in
Greece," explains Marshall. "We must
anticipate the regional interests and
design our material in a manner that
allows for these differences."
According to Marshall, the industry
is braced for further changes in order
to meet public expectations. For
example, environmental directives
alone will create a sizeable number
of new challenges. "Many builders
and owners seek to sharpen the
technical and managerial skills of
their personnel in order to maintain
high levels of operating safety, while
meeting the objectives of the new
global imperatives and remaining
competitive." says Marshall. "Training
is a commitment to support the owner
and builder in meeting these needs."
PAGE 13
A
BS and the Polish Register of ing a rigorous
Shipping (Polski Rejestr Statkow auditing pro-
or PRS) have signed a wide- cess, and its
ranging agreement to offer dual class contribution
services, share software, conduct joint to discussions
research and develop other projects of at the IMO
mutual interest. The pact was signed through its
during a ceremony in March by ABS national
President and COO Christopher J. delegation,
Wiernicki and Polish Register Board Wiernicki
President Jan Jankowski. 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 commit-
from Tianjin Xingang Shipbuilding ment of Dr.
in China by the Polish Steamship Jankowski
Company (Polsteam). and the staff
of PRS to the
"The Polish Register has been development
carrying out an intense research and provision
and development program into of classifica-
safety criteria for bulk carriers and tion services that enhance maritime breakthroughs in the approach to de-
for smaller vessels over the last few safety. ABS is very pleased to begin veloping safety regulations and infor-
years," said Wiernicki. "Their work working with them, both on new mation technology development pose
has helped to advance the industry's construction projects and future re- significant challenges for classification
understanding in these areas." search efforts, to our mutual benefit." societies," he said. "This cooperation
agreement with ABS is a clear expres-
Coupled with the Polish society's Jankowski welcomed the new agree- sion of our desire to make a meaning-
recognition by the EU in 2006, follow- ment, stating, "The combination of ful contribution to maritime safety"
A
t some ore loading terminals, high loading
bulk carriers may be loaded at rates and
rates as high as 20,000 mt per overshooting
hour, In collaboration with Intercargo, on overall
ABS has undertaken an exploratory structure.
research study to investigate the effects To identify
of high loading rates on bulk carrier critical areas
structural integrity in the hull
structure and
The study has examined several numerically
factors, including: quantify stress
Loading and operational levels during
envelopes in port and at sea the loading
' process, a full ship finite element
Cargo h 0 ld Ioa d mg patterns
. analysis using the ABS Dynamic
Loadmg sequences Loading Approach (DLA) system
Cargo loading rates was carried out for the most critical
Pump capacity pours,
Expected overshooting time for ' '
. ' Accor d mg to ABS Dlrector 0 f
m d IVId ua II oa d mg pours ,. ,
Engineenng Support BIll Shl, 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.
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 Director-
General 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 ill-
considered action for action's sake can
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
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.
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.
"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 owners, governments, class societies,
challenges in the future. Attracting, charterers and others must make a
training and retaining qualified people cooperative effort to work toward that
needed to design, build and man the goal, based on mutual respect and
growing fleets of ships and offshore understanding.
units are critical needs. He noted
that ABS has added more than 700 "We need to work harder at educating
people in the last three years and has our safety partners in government
budgeted to recruit an additional 400 about how this industry operates and
people this year. the enormous strides that we have
taken - and continue to take - to do
Despite the industry's exemplary safety so as responsibly as we possibly can,"
record, however, Somerville pointed Somerville said. "And we must listen
out that the general public expects more closely to their concerns so that
the industry to operate with a zero our efforts are properly aligned to
pollution incident profile. He said that effectively address them."

ACTIVITIES MAY 2008 PAGE 17

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
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 ship-
ping is targeted by environmentalists
and come up with environmentally-
friendly 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 En-
vironmental Manager for Marine Ser-
vices. She took on her new role with
ABS in late 2007, coordinating
the global research and product
development efforts related to
services designed to assist ship-
owners and offshore operators
to meet the growing number
of international, regional and
national environmental regula-
tions 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 environment-
friendly 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."
N
ewand evolving regulations under the tight to environmental compliance.
environmental deadlines imposed," says For example, ABS had anticipated
regulations on ABS Americas Director of that the International Maritime
shipping may convey Technology and Business Organization (IMO) was moving
sincere international Development Tom Kirk, toward the adoption of standards
concerns to reduce addressing the recent for the protective location of fuel oil
shipping's effects on the Intertanko Latin America tanks and developed standards for
environment, but can panel meeting. their location and' offered a voluntary
shipowners and class notation, protection of fuel and
societies keep up with Kirk informed the panel lubricating oil tanks (POT), four years
the fast pace at which about the various waste in advance of the IMO regulations'
these standards are being management concerns at final implementation date.
produced? the international, regional,
national and local levels as well as "We recognize that we are only
"While ABS is fully supportive of any various waste streams from ships, an one member of the safety and
attempt made to encourage enhanced effective environmental management environmental regime," said Kirk.
protection of the environment, we program for the shipowner and the "But we also recognize that with
as well as shipowners are concerned role of the class society in promoting the many new environmental fields
about the ability of industry and environmental safety. appearing, it is critical that all
manufacturers to collaborate and members of that regime collaborate
develop new systems and processes ABS standards allow owners to so that new standards are sensible,
needed to comply with these demonstrate a proactive approach practical and effective."

t the recent 57th session of the IMO's Marine

A Environment Protection Committee (MEPC)

amendments to the MAR POL 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.

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).

ACTIVITIES, MAY 2008


I
ist 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.
There have been several positive
steps in this direction. For example,
an ad hoc industry advisory group
brought together in Washington DC in
February examined some of the issues
confronting the US Coast Guard. ABS
was also pleased to testify in a hearing
before the US Senate Subcommittee on
Surface Transportation and Merchant
Marine Infrastructure, Safety and
Security on ways to protect US shores
from oil spills. A large contingent
from the European Maritime Safety
Agency (EMSA) Secretariat along
with government representatives
from several European countries
participated in the Mare Forum
organization's recent conference in
Athens.
This is very encouraging because, like
it or not, more industry regulations are
emanating from the halls of regional,
national or local governments. Tradi-
tionally, collaborative efforts between
industry and governments at the IMO
have worked well, giving industry a
voice through the consultative status
PAGE 20
conferred on various associations
and bodies, including lACS. 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
the resulting requirements are
usually sensible and practical efforts
to improve maritime safety and
provide further protection for the
environment. As a rule, they reflect
the collaborative approach between
industry, government and other
parties, including environmental
groups, to their formulation. They
also have the over-riding benefit of
being international standards.
As an industry. what we do not
yet enjoy is a similar collaborative
relationship with many of the regional,
national and local legislatures.
Increasingly, it is within these
elected bodies that new unilateral
requirements are developed - usually
in response to a specific incident that
has affected their waters. Unilateral
regional regulations, often well
meaning, can impose tremendous
difficulties on operations.
As an industry, we tend to be reac-
tive. With some notable exceptions,
we tend to stir into action only in
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.
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 op-
erations, 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
ACTIVITIES. MAY 2008
preemptive solutions that address
these weaknesses to the appropriate
body for action.
A mutual understanding of each side's
imperatives is an essential step towards
a collaborative approach to regulations
that make sense for both sides. New
regulatory requirements should not be
by decree. They should be the result
of negotiation, of "getting to yes." And
all of this depends on our ability, as an
industry, to develop a level of mutual
trust with our government representa-
tives.
A staffer from the old House Merchant
Marine and Fisheries Committee
once said that it was inconceivable
that Boeing and the major airlines
would ever come to Capitol Hill with
opposing viewpoints and, in effect,
ask the committee to adjudicate.
ACTIVITIES, MAY 2008
We are much more fragmented.
We have interests representing the
shipyards, tanker operators, bulk
carrier owners, the containership
sector, national flag interests, ports
and so on. We find it difficult to
speak with one voice and canvass a
consistent, unified policy. We should
be helping to clarify issues, not
confuse them.
Class is the self-regulatory mechanism
for this industry. We do not develop
standards in a vacuum. At ABS, our
members are drawn from the ranks
of shipowners, from shipbuilders,
marine underwriters, academia and
government - all of whom have input,
through our committee structure, on
proposed new Rules and standards.
Our mission, often repeated, is to
promote the safety of life, property
and the protection of the natural
environment. In doing this, we also
act as a Recognized Organization
on behalf of more than 100 govern-
ments. 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 gov-
ernment - 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
R:
'singoil and gas exploration
activities in the harsh Arctic
nvironment are present-
ing new challenges for the design-
ers 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 com-
mercial 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 Ship-
ping, 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 devel-
oped. The parameters are clear: satisfy
industry needs within reasonable and
practicable operational, commercial,
safety and environmental constraints
while operating within an environ-
ment that, in the
past, has been
almost exclusively
reserved for the
world's most pow-
erful icebreakers.
With the demand
for more sophis-
ticated, expensive
vessels, the greater
operational risks
to which these
assets will be
exposed should be
explored.
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 invest-
ments that are involved, the financial
risks of downtime and the environ-
mental risks of failure are so great that
safety must be explicitly understood,"
she adds.
Tikka contends that traditional pre-
scriptive standards have served the in-
dustry well. "Empirical knowledge will
always form the bedrock upon which
appropriate
technical
standards
will be
founded,"
she says.
"But these
techniques
are no longer
sufficient, by
themselves,
to offer an acceptable level of confi-
dence that the risks associated with a
venture have been properly addressed.
The increased c,?mplexity and larger
size of the vessels being developed for
operation in harsher and more remote
environments are driving the adop-
tion 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
concepts that go beyond our empirical
experience."
According to Tikka, "when the new
technical frontiers extend beyond
known boundaries, it is the applica-
tion of sophisticated risk assessment
techniques that will guide the design-
ers, and form the basis for the clas-
sification and statutory acceptance of
these new designs."
She is, however, quick to dismiss
any thought that the challenges may

"These new ven-

tures are creating
risk exposures
that demand more

The VASILY DINKOV

is the largest
commercial ship
designed and built
for Arctic service.

PAGE 22 ACTIVITIES, MAY 2008

prove insurmountable. "The technol-
ogy, the brainpower and the willing-
ness is readily available," she says.
"Technology breakthroughs such as
dynamic loading analysis, probabi-
listic modeling, non-linear structural
response, composite materials, quan-
titative risk assessment and numeri-
cal 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 lACS Polar Class Rules that took
effect at the beginning of March. The
new Rules, jointly developed by the
lACS 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 setting the requirements for materi- tackling as they develop the new
Temperature Environments represents als and equipment. For example the generation of polar elass tankers
an example of additional criteria for definition adopted in the lACS Unified or the new whitefield energy
aspects of winterization and cold Requirement S6 defines DST as the developments in the Arctic. A
weather operations not covered by the lowest mean daily average temperature multitude of research projects being
traditional lee Class requirements. in the area of operation for data taken undertaken in Finland, Russia and
over at least a 20-year period. Canada, are expected to provide the
The reliability and the redundancy of necessary technical understanding
the machinery and safety equipment, Tankers and other vessels intended to tackle these design challenges
insulation of spaces and ergonomic to trade in the Arctic region should with confidence.
considerations also need to be ad- be designed to
dressed. Other considerations not take into account
covered by lee Class Rules may in- the current and
elude material and coatings selection; foreseeable statu-
hull construction/arrangement and tory regulations
equipment that takes into account the for environmental
likelihood of tank contents freezing; protection in ad-
the need for protection of personnel dition to coastal
from the elements; and the impact of State requirements
ice accumulations on vessel stability related to the
same issue. lMO
Machinery arrangements may need Guidelines make
modification as a result of low ambi- a strong statement
ent temperatures. Sea water supplies in this regard by
for essential operational systems and referring in a con-
safety systems must be provided dur- siderable number
ing navigation and at port in ice cov- of sections to the
ered waters. Essential equipment and need for prevent-
systems should be available at all times ing pollution from
and in any temperature conditions. ships navigating in
the region.
Heating of spaces and equipments
should also be considered. The defini- These are just
tion of the design service temperature some of the issues
(DST) for the vessel is important for that designers are

ACTIVITIES MAY 2008

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 coop-
erative agreement between the two
lACS 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 compre-
hensive Guidance Notes on Ice Class,
provides a methodology for study-
ing the impact of ice loads on LNG
containment systems. At the recent
Gastech 2008 conference, in Bangkok,
ABS presented its approach to com-
bining Ice Class Rules with direct
calculations for the design of
Arctic LNG vessel propulsion.
Wide experience in
achieving high safety
PAGE 24
standards in severe climate conditions ence of ABS with operations in the
enables RS to proceed with investi- Beaufort Sea and the Canadian Arctic.
gations into the permissible service Combined wit,h advanced technology
conditions for operation in heavy ice. using risk analysis, testing and
Simulation of the potentially dan- computational methods, this will
gerous ice-through sailing pattern, provide the basis for the new criteria.
as summarized from the integrated
practical experience of operation in Vladimir Evenko, RS Vice-General
the Russian Arctic, is normally applied Director, commented that "safe
to ships of operation of large LNG carriers
high ice class in the Russian Arctic is a very
utilizing complicated and challenging
ice damage issue, with a number of technical,
statistics functional, legal and environmental
analysis, aspects to be duly addressed. The
ice load combination of two societies'
assess- experience, gained through the
ment and decades, is most advantageous and
advanced an effective way to create a regulatory
ultimate framework that is both comprehensive
capacity and user friendly, with a view to
assessment. meeting demand for Arctic LNG
carrier designs in the nearest future.
Develop- The ABS-RS bilateral cooperation,
ment of the being of a strategic nature, will
joint Rules therefore be focused on research
for Arctic and developments in terms of the
LNG carriers joint Rules."
allows ABS
and RS to Cooperation in rule development
share experi- is part of an overall agreement
ences gained between the two societies which
in Russian, share the common mission of
Canadian and US Arctic waters. This working towards safe and
collaboration will benefit the industry reliable transportation in
by bringing together the extensive harsh environments.
experience of RS with transportation
in the Russian Arctic and the experi-
and construction of the next genera-
tion US Navy destroyer, DDG 1000,
and the Littoral Combat Ship (LCS)
series which are high-speed multi-
mission platform ships.
The approach to applying classifi-
cation 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 Opera-
tions; 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 require-
ments in the Rules during their
application.
r; eCouncil 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
.
Sa~g-H.o :hln, STX
Beng CC.B.), Chairman and CEO of Shipbuilding Co., Ltd...
Keppel Offshore &: Marine and RAdm. James A. Watson, US Coast Guard Haralambos J. Fafallos, Fafallos Ltd.
Elizabeth D. Whitaker, a prominent Robert A. Giuffra, ABS
Dallas attorney. The new members The ABS Technical Committee is the Paulo Cesar Chafic Haddad, Estaleiro
represent an enlargement of the ABS body of leading industry representa- Atlantica Sui SA
Board from 13 to 15 Directors. tives that conducts the final review Robert H0 Yang MIng Marlne
of all proposed changes to the ABS T C
Two well known members of the mari- Rules prior to their being presented to ransport orp.
time community were also elected as the ABS Rules Committee for formal Yuri Isupov, Palmali Group of
life-time Emeritus Members of the ABS adoption. Companies
Council at the society's Annual Meet- Masaki Kawase, MODEC Inc.
ing. They are William O. Gray of Gray "Classification is the principal self . Kaweeyanun, Chevron ShIpplng
Palro] "
Maritime Co. and Basil C. Scarvelis of regulating mechanism for the marine Com any
Trident Maritime Agency, Inc. and offshore industries," says ABS p. --
Chairman &: CEO Robert D. Somer- Andrew Kendrick, BMT Fleet Technology
Additionally, the following ABS ville. "Input from industry is a vital Ltd.
Members were elected to three-year part of our efforts to develop and Yong-Seung Kim, C&Shipbuilding
terms as members of the ABS Council: implement technically sound and Marine
.. , . practically applicable standards that In-Sung Lee, STX Shipbuilding Co., Ltd.
Amlr Hamzah bin AZlZan, American promote the safety of life, property and .
Eagle Tankers (UK) Limited th e na t ura 1enVlronmen t . Th a t gUtd- All' Hassan
. Mahmood, AI Jazeera
.. Sh Ipplng C ompany
Mark W. Barker, Interlake Steamship ance IS provided by our members, by .'
Company the members of our various national Cap~ ..Jitendra Misra, Emerat
and regional committees through our Maritime LLC
Angela A. Chao, Foremost Group .. '
... techmcal committee structure and by David Moore, Chevron Shipping
Nicholas G. Flstes, Grand Union our Council and Board. Every indi- Company
Robert A. Giuffra, ABS vidual within this broad membership Paticio Alvarez Morphy Perforadora
. . network is selected to reflect the entire Central ' S A de C V. '
Fred erlc k J. HarrlS, Genera I Dynamlcs
NASSCO spectrum of industry interests, each .
eminent in their particular field." Lowell J. Mortimer, Campbell Shipping
Donald R. Kurz, Keystone Shipping Co. Co. Ltd.
Cristina Lucia Duarte Pinho, Petroleo Elected to five-year terms as ABS Dr. Sujata Arun Naik, Tolani Shipping Co.
Brasileiro SA - PETROBRAS Members by the Council: Genji Okouchi, Doun Kisen Co., Ltd.
Bruce S. Rosenblatt, Bruce S. Rosenblatt William S. H. Peng, Chinese Maritime
& Associates, LLC Brad L. Berman, USCR, LLC Transport (Hong Kong) Ltd.
. Randy Chen, Wan Hai Lines Ltd. Manuel Paulo Serrao Pinto de
Newly elected to the ABS Techmcal
.. Timothy L. Coombs, Chevron Magalhaes, PORTUNE- Transportes
C ommlttee. Shipping Company
..
M arltlmos .,
InternaCionalS SA..

Ramesh Bhat, Eagle Bulk Shipping Sean Dalton, The Travelers Companies Toshiyuki Seno, Fukujin Kisen Co.
Mark Buetzow, Chevron Shipping Sotiris Dushas, Alba Maritime Alan L. S.Tung, Orient Oversea
Company LLC Services SA (International) Ltd.

ACTIVITIES' MAY 2008 PAGE 35

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ABS Activities is intended to provide our Members and clients with ABS views, news and research.
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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.

ABS. ~ ABS SAFEHUU.

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of the American Bureau of Shipping. TX 04/0812000 8152