The technology, called Aero-Citadel, introduces a streamlined and aerodynamic shape to a ships superstructure and other advances in the vessels accommodation block, engine room , and funnel casing. The design also includes a built in citadel along other piracy prevention measures.

The exterior design was developed through extensive wind tunnel testing that Imabari says could potentially lead to a reduction in wind pressure and drag by up to 25 or 30%.  In the case of cape size bulker, Imabari says, this could lead to a 2% reduction in fuel consumption. The shape also makes it easy to turn the bow of the ship windward during anchorage, and decreases the risk of anchor dragging.

All stairs leading to the bridge are placed on the inside of the superstructure and the entrance on lower level deck is equipped with thicker, reinforced steel doors to make it more difficult for intruders to enter. In addition the stairs and entranceway, the windows are equipped with bulletproof glass, and water cannons are placed on the upper deck to help blast attacking pirates.

The superstructure also includes a citadel with enough supplies to accommodate crewmembers for several days, and is protected by double-layer security doors. Inside the citadel, the facility features communication equipment running on its own independent power source, ship maneuvering equipment that can shut off the main engine and steering gear, and surveillance equipment allowing access to vessel data, including video, picture and sound.

In addition to the unique superstructure shape and anti-piracy measures, the accommodation block features energy efficient LED lighting and noise and vibration insulation for enhanced crew comfort, and a wheelhouse with a widened backward view for safer navigation.

Signet Weatherly, image courtesy Robert Allan Ltd.

Signet Weatherly is the latest RAmparts 3200 Class ASD from the design board of Robert Allan Ltd.

Recently delivered to her proud owner, Signet Maritime Corporation, the tug will be based in Corpus Christi, Texas and is named after the winner of the 1962 America’s Cup.  The new vessel will enhance Signet’s Gulf operations, providing ship-assist capabilities along with long range towing.

The RAmparts 3200 design is configured for low-manning operation, with a high standard of machinery automation. The vessel is equipped with both a bow winch for ship assist work and a stern winch and tow pins for towing and other operations over the stern, as well as for offshore duties. Extended fuel capacity gives her extended range for towing rigs in and around the Gulf of Mexico and Caribbean.

Signet Weatherly was built in accordance with American Bureau of Shipping notation:

•  A1 Tug, Towing Vessel,  AMS Unrestricted Voyages

Particulars of this tug are as follows:

Tank Capacities are:

On trials, Signet Weatherly met or exceeded all performance expectations, with the following results:

The vessel has been outfitted to the highest standards for a crew of up to 10 people. The large main deckhouse contains a spacious galley and mess, and 2 cabins with shared en suite WC for the Chief Engineer and Master. The lower deck contains 3 crew cabins, WC and 2 showers, a galley store and a deck stores room. The wheelhouse is designed for maximum all-round visibility with forward and aft control stations providing maximum visibility to both fore and aft deck working areas.

The deck machinery is comprised of a 50HP Markey DEPC-48 Render / Recover Hawser Winch on the foredeck with a brake holding power of 300,000 lbs. Line pull is rated at 15,000lbs at 100 ft/min and 3,500lbs at 200 ft/min. Maximum stall pull is 40,000lbs. Capacity is 500 ft of 9″ circ. line.

Located on the aft deck is a 100HP Markey TESD-32 side-by-side double drum towing winch with a brake holding capacity of 400,000lbs. and carrying 2300 ft of 2″ dia wire. Maximum line pull at stall is 135,000lbs., with rated capacities of 92,000lbs at 30 ft/min and 11,000lbs at 90 ft/min.

There is a Smith Berger 12T-214 tow pin / roller / hold-down block integrated into the bulwarks aft.

Propulsion comprises a pair of MTU 16V 4000M60 diesel engines, each rated 1760kW at 1800 rpm, driving a pair of Niigata ZP31 Z-drives with 102.4 inch diameter fixed pitch propellers.

The electrical plant comprises 2 Northern Lights M1066 diesel gen-sets, each with power output of 130 kW.

Ship-handling fenders at the bow comprise of one tier of 32 inch hollow rubber fenders with a lower run of 14 inch “W” block fenders. A 14 x 14 inch hollow “D” fender provides protection at the main and foc’sle deck sheer lines, and 14 inch “W” block type fendering is used at the stern.

Oil and gas will remain the backbone of the world’s energy supplies for a long time to come, and the offshore sector continues to expand in every direction, in particular, toward deeper water and harsher environments.

According to Douglas Westwood’s ”World Deepwater Market Report 2011-2015,” the capital expenditure (CAPEX) index forecasts annual growth rates for the deepwater sector of over 20%.  All aspects of the deepwater market are contributing to this figure, with a share of about 40% for pipelines, subsea production and processing, and other SURF (Subsea, Umbilical, Riser, Flowline) activities.

About 6 months ago, GustoMSC unveiled the new Constructor class of vessels, which were specifically designed to accommodate present and future requirements of the offshore oil & gas construction and SURF market for large offshore vessels.

SURF vessels have to be able to work in deep water for prolonged periods, have short mobilization times, and also have the potential for future upgrades to operate in specific areas or conditions. The increasing water depth is for instance driving the requirements for crane capacities. The remoteness of operating areas requires vessels to be more self-supporting, have a larger payload and be increasingly efficient. Harsher conditions are one driver for improved power generation. The need for short mobilization times is driving the design of the hull for higher speeds.  All future SURF vessels will need to optimally combine these features if they are to be acceptably cost-effective.

Besides the operational requirements, safeguarding and improving health, safety, and the working environment are also essential elements of developmental work. In the offshore sector, comfort is not something to be taken lightly. Offshore vessels often have a large complement of specialists with complicated, intensive tasks to perform. They need a sound reliable platform on which to do their work.  Fatigue is always a concern. Noise and vibration, and a lack of amusement over a prolonged period are all elements contributing to fatigue while the increasingly demanding projects require the crew to be superbly fit and show plenty of stamina. And last but not least, in the hard competition for qualified personnel, owners need to be able to offer an attractive working environment for their crews.  - GustoMSC InSide

The vessels can be provided with various mission equipment systems, such as pipelay systems (S- or J-lay), reel-lay systems, flex-lay systems or be equipped as deepwater installation and cable lay. Mission equipment can be installed to operate either through a moonpool or over the stern or over the side.

We asked GustoMSC’s Sales Manager, Mattijs Faber, what the most unique feature of these vessels were.  His response:

The vessels size and capabilities are most unique and unmatched in the market: 2800sqm of aft deck, 10,000 metric ton payload to play with, capability to install a 600 metric ton subsea crane, as well as sea keeping and dynamic positioning capability in harsh conditions.

He also comments saying that an even larger version, the SURF XL, is currently being developed for operators working in the most demanding regions around the world.  This new vessel will combine reel and J-lay capabilities and have a 1,000 ton heave compensated subsea installation crane and a deep water lowering system.

As an option, all of these vessels can be designed with DNV – Ice Class notation. Their main dimensions are 155 x 30 x 13m (Loa x B x D), (DLV3000  version: 170 x 42 x 12m).

Constructor – DLV 3000

Application: Heavy Lift 

The largest vessel in the Constructor class is a real workhorse, designed to serve a wide range of roles in the construction market. The deepwater S-lay system with removable stinger and versatile 3,000t main crane with heave compensation makes the vessel suitable for deepwater installation roles. The optional mooring system allows the vessel to perform shallow water operations in close vicinity to platforms. The offset crane position provides the vessel with an unmatched effective outreach over the side and over the stern. The A-deck arrangement provides a flush and unobstructed working deck with sufficient space for modules, jackets, piles and all kinds of (subsea) equipment.  An active ballast system will be installed to reduce heeling angles during lifting operations.

Additionally the vessel will be capable of pipelaying by means of a fully covered single joint pipelay factory (Double joint in a lengthened version).

The Constructor – Flex Lay 550

Application: Subsea Umbilicals, Risers, and Flowlines (SURF) 

The vessel takes a vast amount of products in its below deck carousels and has been provided with a 550 MT Vertical Lay System positioned over a moon pool in the mid ships. Ample crane capacity will be provided in order to service subsea operations as well as the deck and moon pool area.

Constructor MPOSV

Application: SURF

The vessel can be provided with various mission equipment systems, such as pipelay systems (S- or J-lay), reel-lay systems, flex-lay systems or be equipped for various other missions, such as deepwater installation and cable lay. Mission equipment can be installed to operate either through a moonpool (option) or over the stern. Ample crane capacity can be provided in order to service subsea operations as well as the deck and moon pool area.

Constructor S-Lay Vessel

Application: SURF

The vessel has been provided with a Single joint S-lay pipelay system located under deck, with a fixed (removable) stinger. The vessel provides a stable platform for lifting operations and high crane capacity can be provided in order to service subsea installation operations as well as other construction activities.

GustoMSC HV Power Cable Lay Vessel

Application: For Linking Onshore and Offshore Power Grids

The vessel takes a vast amount of products in its carousels. An A-frame can be provided for launching and retrieving ploughs and trenchers.

In order to provide the necessary flexibility for crossover work into the offshore construction market the vessel allows for ample crane capacity as well as a large open deck area.

1862: Civil War ironclads stage the first sea battle in naval history between armor-plated vessels.

By Tony Long

The battle took place at Hampton Roads, Virginia, where a day earlier the CSS Virginia (known popularly as the Merrimack, her name when she had been a frigate in the pre-war U.S. fleet) savaged the Union blockade squadron anchored there. The Union guns proved ineffective against the armor plating protecting the Confederate marauder, allowing the ironclad to move in close and even ram and sink a ship. The Virginia was returning at daybreak to finish off the Union fleet when the ungainly looking USS Monitor showed up to engage it.

- keep reading -

Battle of Lissa (1866)

(sometimes called Battle of Vis) took place on 20 July 1866 in the Adriatic Sea near the Dalmatian island of Lissa (“Vis” in Croatian) and was a decisive victory for an outnumbered Austrian Empire force over a superior Italian force.

It was the first major sea battle between ironclads and one of the last to involve deliberate ramming. (wiki)

right: postcard of memorial commemorating the Battle of Lissa

In a dramatically simplified lithograph by Kapp, Ferdinand Max watches close by as the
Re d’Italia up-ends into the blue Adriatic. super enlarged view

- image source; above and below -

Contemporary painting by Eduard Nezbeda shows the Kaiser ramming the Re di Portogallo. The wooden ship lost her foremast and funnel to raking fire from the U.S.-built Italian ship.

With the Austrian two-decker’s figurehead still embedded in her hull, the Italian managed to escape in the smoke while the Kaiser backed off for another go. The Portogallo retreated to Ancona with the rest of the Italian fleet and resumed duty after repairs.

Another veteran of Lissa, the 1,724-ton wooden screw corvette Erzherzog Friedrich was launched in April 1857. With her light draft she was able to operate close in to shore or in shoal waters anywhere. This proved helpful in her later career as a scientific exploration ship of the Austrian Navy. This photo was taken in 1873, seven years after the battle. -source

Battle of Lissa, painting by Anton Romako, 1880
Full resolution‎ (1,576 × 2,017 pixels)

On July 20, 1866, near the island of Vis (Lissa) in the Adriatic, the Austrian fleet, under the command of Rear-Admiral Wilhelm von Tegetthoff, made its name in the modern era at the Battle of Lissa during the Third Italian War of Independence. The battle pitted Austrian naval forces against the naval forces of the newly created Kingdom of Italy. It was a decisive victory for an outnumbered Austrians over a superior Italian force, and was the first major European sea battle involving ships using iron and steam, and one of the last to involve large wooden battleships. more on wiki

- more: Full Statistics on the Ships that Fought at Lissa -

- more: Essay on the Evolution of the Ram in Steam Navies -

also: Faces of 150-year-old sailors reconstructed

Forensic anthropologists have reconstructed the faces of two sailors whose skulls were recovered from the USS Monitor which sank 150 years ago.

Originally discovered by Navy divers during the recovery of the gun turret from the ocean floor in 2002, the remains were retrieved by archaeologist Eric Emery of the Joint POW-MIA Accounting Command in Hawaii during the excavation.

by Bart Stockdill, M.A.Sc., P.Eng., Mechanical Engineer

Water will boil at room temperature if the pressure is low enough. In fact, the pressure has to be very low, about 2% of standard atmospheric pressure at sea level.

Just like a wing generating lift, marine propellers use pressure differences across their blades to generate thrust. The pressure distribution on a propeller blade depends on its shape and how that shape influences the speed of the water flowing
around the blade. As the flow speeds up, the pressure drops and conversely when the flow slows down, the pressure rises.

Thus the blade is shaped to promote higher speed on the forward or suction side and lower speed on the aft or pressure side. If the blade shape is too aggressive, very low pressure can result. Indeed, this pressure can be low enough to reach the boiling point of water which then leads to cavitation.

In the figures above, the pressure distribution on the propeller of a semi-displacement hull is shown at 18 knots and 1200 rpm. The low pressure areas on the forward side of the propeller are shown in blue in the left figure. The high pressure areas on the aft side of the propeller are shown in orange on the right. Since the hydrostatic pressure increases with depth below the water surface, the pressure on the bottom half of the propeller is slightly higher than the top half.

The pressure plots show a problem with this propeller near the leading edge of the blades. There is a narrow band of high pressure (red area, left) on the suction side and a narrow band of low pressure (blue area, right) on the pressure side. This is undesirable since it means that the leading part of each blade is generating thrust in the wrong direction!

There is one catch though: these pressure plots do not include the effect of cavitation. The dark blue areas show pressure below the vapour pressure of water which means cavitation should occur in those areas.  By turning on the cavitation model, the phase change from water to water vapour can be captured.  This is shown in the figure at the right where the pink area represents the interface between water and water vapour. The remarkable accuracy of this cavitation prediction can be seen by comparing the areas of erosion on the actual propeller (left) with CFD results (right).

The model shows that sheet cavitation is occurring near the leading edge on the pressure side of the blades. This indicates that effective angle of attack near the leading edge must be negative, resulting in an area of very low pressure on the aft side of the blade.

The erosion damage to this propeller occurred after only 500 hours of service. By using CFD analysis, the nature of the cavitation and the hydrodynamic conditions that are causing it have been identified. Now the propeller design can be modified and the performance of the new propeller verified using the same approach. This reduces the potential for
additional propeller modifications that are sometimes necessary when using traditional design methods.

Offshore Ship Designers' IMT-982 PSV, to be built at Balenciaga for Northstar.

The Netherlands-based Offshore Ship Designers, or OSD, said Tuesday it has sealed a deal with two offshore operators to provide the ship design for 10 large diesel-electric Platform Supply Vessels to be build at three shipyards in Brazil, Japan and Spain.

OSD said that the designs will be provided to Swire Pacific Offshore Operations (Pte) Limited, who has ordered four IMT-997 Platform Supply Vessels to be built by Universal Shipbuilding Corporation in Japan and four sister vessels to be built at the EISA shipyard in Brazil. The 97m LOA 5,000 dwt vessels will be classed with DP2 capability and have diesel-electric propulsion systems with azimuth propulsion units.  The vessels will be delivered progressively from early 2014.

Meanwhile, Craig Group’s Northstar Shipping has ordered and additional two IMT-982 PSVs to be built at Balenciaga in Spain. The 83m LOA vessels have diesel-electric propulsion systems that offers greater fuel economy and efficiency. The vessels have an initial operating deadweight of 2,550 dwt, a useable deck area of 912 square meters and are powered by four MAK 9M20 1450 kW generator sets driving two Steerprop 1900 kWe Azimuths. The vessels are specially designed to operate at less than 5,000 tonnes displacement to work with older North Sea Structures where vessel size and weight restrictions apply and will be also classed with DP2 capability.

“The key elements of our IMT range of offshore support vessels are fuel efficiency and design for purpose,” said Neil Patterson, managing director of OSD-IMT, the UK arm of the OSD group.  “These leading offshore operators want vessels designed efficiently for specific tasks, and with these new designs we can tailor the hull, cargo systems, power and propulsion systems to the required operating profile. With offshore operators developing oil fields in deeper water and in more exposed environmental conditions, the requirements are for more efficient high capacity support vessels often with special requirements.  OSD can design exactly what is needed, through the IMT range of OSV’s and with our extensive experience of diesel-electric systems and regulations such SPS Code, IBC Code and Probabilistic Damage, our designs can built anywhere in the world at the most competitive price.”

 The technologies are grouped under four main headings:

• Ship design
• Propulsion
• Machinery
• Operation & Maintenance

Combining these areas and treating them together as an integrated solution can result in truly efficient ship operations.

The following are design concepts and their associated contribution to a more efficient ship design.

A larger ship will in most cases offer greater transport efficiency  – “Efficiency of Scale” effect.  A larger ship can transport more cargo at the  same speed with less power per cargo unit.  Limitations may be met in port handling.

Regression analysis of recently built ships show that a 10% larger ship will give about 4-5% higher transport efficiency. 

Minimising the use of ballast (and other unnecessary weight) results in lighter displacement and thus lower resistance. The resistance is more or less directly proportional to the displacement of the vessel. However there must be enough ballast to immerse the propeller in the water, and provide sufficient stability (safety) and acceptable sea keeping behaviour (slamming).

Removing 3000 tons of permanent ballast from a PCTC and increasing the beam by 0.25 metres to achieve the same stability will reduce the propulsion power demand by 8.5%.

The use of lightweight structures can reduce the ship weight. In structures that do not contribute to ship global strength, the use of aluminium or some other lightweight material may be an attractive solution.

The weight of the steel structure can also be reduced. In a conventional ship, the steel weight can be lowered by 5-20%, depending on the amount of high tensile steel already in use.

A 20% reduction in steel weight will give a reduction of ~9% in propulsion power  requirements. However, a 5% saving is more realistic, since high tensile steel has already been used to some extent in many cases.

Finding the optimum length and hull fullness ratio (Cb) has a big impact on ship resistance.

A high L/B ratio means that the ship will have smooth lines and low wave making resistance. On the other hand, increasing the length means a larger wetted surface area, which can have a negative effect on total resistance.

A too high block coefficient (Cb) makes the hull lines too blunt and leads to increased resistance.

Adding 10-15% extra length to a typical product tanker can reduce the power demand by more than 10%.

The Interceptor is a metal plate that is fitted vertically to the transom of a ship, covering most of the breadth of the transom. This plate bends the flow over the aft-body of the ship downwards, creating a similar lift effect as a conventional trim wedge due to the high pressure area behind the propellers. The interceptor has proved to be more effective than a conventional trim wedge in some cases, but so far it has been used only in cruise vessels and RoRos. An interceptor is cheaper to retrofit  than a trim wedge.

1-5% lower propulsion power demand. Corresponding improvement of up to 4% in total energy demand for a typical ferry.

A ducktail is basically a lengthening of the aft ship. It is usually 3-6 meter long. The basic idea is to lengthen the effective waterline and make the wetted transom smaller. This has a positive effect on the resistance of the ship. In some cases the best results are achieved when a ducktail is used together with an interceptor.

4-10% lower propulsion power demand. Corresponding improvement of 3-7% in total energy consumption for a typical ferry.

The shaft lines should be streamlined. Brackets should have a streamlined shape. Otherwise this increases the resistance and disturbs the flow to the propeller.

Up to 3% difference in power demand between poor and good design. A corresponding improvement of up to 2% in total energy consumption for a typical ferry.

The skeg should be designed so that it directs the flow evenly to the propeller disk. At lower speeds it is usually beneficial to have more volume on the lower part of the skeg and as little as possible above the propeller shaftline. At the aft end of the skeg the flow should be attached to the skeg, but with as low flow speeds as possible.

1.5%-2% lower propulsion power demand with good design. A corresponding improvement of up to 2% in total energy consumption for a container vessel.

The water flow disturbance from openings to bow thruster tunnels and sea chests can be high. It is therefore beneficial to install a scallop behind each opening. Alternatively a grid that is perpendicular to the local flow direction can be installed. The location of the opening is also important.

Designing all openings properly and locating them correctly can give up to 5% lower power demand than with poor designs. For a container vessel, the corresponding improvement in total energy consumption is almost 5%.

Compressed air is pumped into a recess in the bottom of the ship’s hull. The air builds up a “carpet” that reduces the frictional resistance between the water and the hull surface. This reduces the propulsion power demand. The challenge is to ensure that the air stays below the hull and does not escape. Some pumping power is needed.

Saving in fuel consumption:

• Tanker: ~15 % 
• Container: ~7.5 % 
• PCTC: ~8.5 % 
• Ferry: ~3.5%

Part 2 of this series focuses on ship propulsion technology.  

At 1253 feet (382m) in length, and 384 feet (117m) at the beam, this massive ship will have a footprint twice as large as the Emma Maersk.  Eight diesel generators will provide 95MW of power to 12 azimuth-mounted thrusters and for all operational needs.

This ship was uniquely designed with the ability to deconstruct aging offshore oil production structures, particularly those found in the North Sea, as well as for high capacity pipelay operations.

USS Antietam and the USS Carl Vinson battlegroup (US Navy photo)

On the bow of the Pieter Schelte is a unique system that allows her to latch on to a topsides structure and conduct a 48,000 ton maximum lift to separate this structure from the supports below that reach down to the sea floor.  To put this in perspective, 48,000 tons is about 5 times as heavy as a Ticonderoga-class Cruiser.

Once the topsides removal is complete, the ship will then turn 180 degrees and a powerful array of high capacity cantilever cranes will lift the steel “jacket” truss off the bottom and lay it flat on the aft deck.  This system will have the capacity to lift even the largest steel structures in the North Sea, the location of her primary mission once commissioned in 2013.

As a dynamically-positioned pipelay vessel, the Pieter Schelte will have a 2,000 ton tension capacity, twice that of the Allseas Solitaire, the current world record holder for pipelay capacity.  She will have the capacity to lay concrete-coated steel trunklines nearly 6 feet in diameter from her stern.

Video Flyby Of The Pieter Schelte

Click here to view the embedded video.

Decommissioning An Oil Platform

Pieter Schelte Decommissioning of an oil rig

For more videos of the Pieter Schelte visit Allseas’ movie gallery. To view other offshore behemoths visit gCaptain’s Heavy Lift section.

“This is another step in helping America’s Marine Highways move our economy and relieve congestion on our roads,” said U.S. Transportation Secretary Ray LaHood.  “The U.S. maritime industry is vital to our economy and our security.  These vessel designs will bolster both in a way that maximizes efficiency while minimizing environmental impact.”

Eleven designs have been created for new vessels focussing primarily on roll-on roll-off vessels. The designs include six RO/RO vessels, three combination RO/RO-container carriers, a feeder container ship, and a RO/RO-passenger ferry.

Marad adds that the new vessel designs also meet a portion of the U.S. military’s sealift needs.

The detailed ship designs can be found HERE.

Photo: The 'ECORE', a VLOC concept design developed by class society DNV in partnership with FKAB, TGE Marine, Cargotec and MAN Diesel & Turbo.

Development of in-house ‘green ship’ designs by class societies risks creating conflict of interest with their core safety role.

(Houston, TX—) ABS President and Chief Executive Officer Christopher J. Wiernicki has warned that a move into ship design by some class societies creates a fundamental conflict of interest with their role as independent providers of safety approval and certification.

Wiernicki used his keynote address at the Houston Mare Forum USA conference to question the rationale of some class societies in promoting energy-optimized designs created in-house, a development he described as ‘deeply troubling’.

Wiernicki said the issue went to the heart of the underlying principle for classification, yet he was surprised to have heard no other voices questioning the growing intrusion of class into an area of ethical quicksand.

“The bottom line is that, since the objectives of the designer and the class society are so fundamentally different, having class societies promote themselves as designers is dangerous,” said Wiernicki. “It undermines the basic fabric of the industry, it destroys the credibility of class as an independent third party, it has the potential to lead to poor designs that could impact the credibility of the whole industry and it upsets the essential checks and balances between commercial pressures and effective safety and environmental risk management.”

Having trained and qualified as a naval architect, Wiernicki said he was acutely aware of the differences between the design and certification disciplines and the dangers of crossing the line between them.

“When classification societies begin developing and promoting their own designs, the essential independence of class is compromised. If ABS were to promote an in-house design for an energy-efficient tanker, how could we retain our integrity if we were then to approve that same design for construction?”

With the International Maritime Organization’s Energy Efficiency Design Index (EEDI) adopted for new vessel construction earlier this year, he acknowledged that the industry is moving into a period of innovative thinking with respect to basic ship design.

But this change should not have the unintended consequence of allowing class societies to become ship designers in an attempt to increase their market share. Classification’s independent reputation with underwriters, bankers, flag and port States would be fatally compromised if it designed the ships it also classes, he said.

Wiernicki said discussions internally at ABS as well as with clients and shipyards left him unable to reconcile the concept of class acting as a ship designer which then reviews and approves the same design. He went on to state that class societies need to choose between being class societies and designers – they cannot be both.

“I will go even further and say that they should not and cannot be allowed to, because wearing both these critical hats undermines the basic safety integrity of our entire industry. This is not a class issue; this is an industry issue,” he concluded.

Source: American Bureau of Shipping