Page 62: of Marine News Magazine (March 2013)

Lines 1966 with declaration Resolution A 231 (VII) and A 320 (IX) IMO International Convention on Tonnage Measure- ments 1969 IMO International Telecommunication and Radio Regulator of 1973/1976 and 1982 including GMDSS - Rules 1999 For Radio Communication  IEEE-45 Recommended Practice for Electrical Installations on Shipboard  IES Recommended Practice for Marine Lighting,  IEC, Electrical Installations In Ships  ILO, convention no. 92 and no.133 for crew accommodation. US Environmental Protection Agency (40 CFR 140)  Federal Water Pollution Control Act (33 USCG 1251 et seq.)  ASTM Publication F1166 ? Standard Practices for Human Engineering Design for Marine Systems, Equipment and Facilities - latest edition, as well as other ASTM Standards speci cally called out in these Speci cations ANSI Standards, as speci cally called out in the vessel Speci cations SAE Standards, as speci cally called out in the vessel Speci cations Oil Spill Prevention Act of 1990  UL Standards, including, but not limited to UL 1581, Reference Standard for Electrical Wires,  Cables and Flexible Cords  IMO International Convention for the Prevention of Pollution from Ships, MARPOL  1974/1978 Annexes I, IV, V resolution MEPC 14 (20) 07.09.84, resolution A 393 (x) and Annex VI  with all current amendments and/or modi cations ISPS requirements  SOLAS Certi cation (Tug ? there are no living quarters on the barge)  SNAME guidelines for conduct of tests and trials  Other Flag State requirements. (Assumed to be Jones Act, USCG/American Flag) The above list of regulations that our units meet, is not a ?wish list.? It is the reality of what we do. To be certain, there are some regulations that do not apply to Unmanned Barges. Why? Because they are as noted; ?unmanned.? As a designer however, I have yet to have a client who did not ask me point blank if something that is not required by regulation, is truly needed for safety ? and not a one who refused to install something I felt was necessary for the safety of the crew. It is news to me, and to my clients that charterers allow extra days when chartering an AT/B due to weather being a concern. An AT/B can operate in the very same weather as a ship can, and truth be known, ships sometimes slow more than AT/B?s in bad weather due to propeller and rud- der emersion.I do not know of a single AT/B utilizing a high capacity connection system that came out of the notch because a pin broke ? the connections are designed along with their surrounding structure, for as much as 3X the expected loads. Name me all of the AT/B accidents using a major connection system since they came into widespread use in the 90?s where there was a casualty? An oil spill? The author?s description of the motions of an AT/B is also incorrect. The contention regarding emergency haw- OP/EDCOLUMNMarch 2013 62 MNMN March2013 Layout 50-65.indd 62MN March2013 Layout 50-65.indd 623/4/2013 3:54:28 PM3/4/2013 3:54:28 PM