With great pleasure Martin & Ottaway announces that Jim van Langen has joined the firm as an engineering and management consultant.
In the first half of 2015 Martin & Ottaway will be performing a study for the National Fish and Wildlife Foundation, "MAX1 Studies" (MARPOL Annex I Studies), that will address the following questions:
- How effective are shipboard Oily Water Separators?
- What can be done to further increase the effectiveness of shipboard oily waste management?
The intent of MAX1 is to establish the deepest possible industry cooperative framework and seeks partners and participants to address the wide ranging issues concerning OWS systems and machinery space waste stream management.
A while ago Wayne Thomas forwarded the “Costa Concordia Report on the Safety Technical Investigation” to everybody in the office and only just now did I have a chance to read it.
While the report is not dated or specifically identified as “final” it appears this is an English language version of the last word by the Italian Ministry of Infrastructure and Transports on the Costa Concordia and closely resembles an NTSB final report in its technical thoroughness.
There have been various press and web discussions regarding the recommendations in the report, but a few less obvious paragraphs struck me as particularly interesting with regard to emergency human factors issues as have been discussed in the women and children first and OODA Loop blogs and in some of our papers such as the QESTH paper.
At the end of 2012 we can look back and see it has been another interesting year in our industry.
Here are ten things, in no particular order of importance, that stand out for me:
1. Planet Solar
There is no doubt that we can get around the world by sail, but what if we were to use the other sustainable technology, photo voltaic solar power? The math for PV is much more difficult than sail. By comparison, sun light has much lower power densities than wind. It is very difficult to fit sufficient PV areas on a ship and still have it move at a reasonable speed. But can it be done? It was proven to be possible with Planet Solar. It certainly was not fast, but extremely low weight and very high efficiencies with regard to drag and propulsion made it work and in 2012 she completed her first PV powered circumnavigation.
2. Vestas Sailrocket 2
On November 24, 2012, the Vesta Sailrocket 2 set an outright sailboat speed record of 65.45 knots. This is a doubling of the outright sailboat speed record since 1977 when it was 31 knots! Remarkably this increase in speed was almost entirely achieved by very careful optimization after 35 years of continuous experimentation.
3. CMA CGM Marco Polo
It is not entirely clear if she is even the largest container vessel today, but she is proof that the growth trend for super large container vessels has not yet stopped. Bigger boats from Maersk are expected next year. Remember these vessels are the longest vessels currently plying the oceans, because ULCC’s like Seawise Giant have been scrapped.
We all like to kid about acronym soup, and it is pretty difficult to keep up with all the new ones. I remember that as a young engineer I was always hesitant to ask in public, because I was afraid that asking the question would prove my ignorance.
Somewhere in my career I crossed that bar and now when somebody uses an acronym that I don't know (well, at my age, it generally is an acronym I can't remember), I no longer worry about admitting my ignorance and simply ask what it means. Occasionally I even emerge victoriously without trying when the acronym dropper cannot tell me what it means.
Martin & Ottaway has been deeply involved in a specific acronym progression that has roiled the maritime industry for a while now. It began in the 1990's with QMS, it begat TQM, then it begat ISM, which begat SMS, which begat STCW, which begat ISPS, which begat ECP and dozens of derivative acronym offshoots. And to deal with all of it, the industry developed the corporate HQSE department and Martin & Ottaway functions as an HQSE consultant. HQSE stands for Health, Quality, Safety and Environmental. At first glance, this acronym is reasonably inclusive of the systems that a well run shipping company needs to have in place to satisfy the demands that are not directly related to the company's income producing model. We like to call them "for the public" systems, because they allow a company to function as a responsible world citizen (and more importantly, based on our experience, they actually add to the corporate bottom line).
But the acronym is not complete and misses a number of important concepts.
I was struggling with this when writing a paper about recent HQSE system issues that I will be presenting at the SNAME annual meeting on October 26. That paper shows that training systems need to be an integral component of HQSE systems. This led me to wonder about how to introduce the "T" for training into HQSE.