August 2015 Marine Log by Marine Log

Annual Green Technologies Supplement Inside

arine oG M L Reporting on Marine Business & Technology since 1878

www.marinelog.com

AUGUST 2015

EPIC SALVAGE of

the Costa Concordia

First U.S. wind farm vessel takes shape Quiet down: Underwater noise Indemnity insurance for architects?

25TH ANNUAL

NOVEMBER 10-12, 2015 Ernest N. Morial Convention Center

New Orleans, LA www.cleangulf.org

Inland. Offshore. Coastal. Solutions for Spill Preparedness and Response

CLEAN GULF Covers: » Planning and Preparedness » Response » Research and Existing and Emerging Technologies » Subsea » Inland Preparedness and Response » Special Interest

contents

august 2015 Vol. 120, NO. 8

departments 2 Editorial Keeping Arctic drilling safe

6 Inland Waterways NESP Now

8 Update

The removal of the Costa Concordia required more than 500 workers working around the clock for two and a half years

features

SPECIAL SUPPLEMENT

18 Acoustics

Sound Check

NOAA’s Ocean Noise Reference Station Network will help scientists understand ambient ocean noise and its affect on marine life

GREEN TEchNoloGiEs & SuStainable Shipping Special advertiSing Supplement

auguSt 2015

15 Inside Washington

21 Ship repair & Maintenance

U.S. Coast Guard still in search of icebreaking capability

Icing Repair

The USCG is in need of a new polar class icebreaker—the question is when and how will they fund the procurement for the new ships

35 Newsmakers SUNY Maritime names Burke and Clott as its inaugural ABS chairs

26 Salvage Maritime

36 Tech News

Raising the Costa Concordia

A closer look at the largest maritime salvage operation in history Plus: A preview of this year’s Maritime Salvage Conference

33 Insurance

A Favorable Solution

What naval architects should consider when faced with steep insurance requirements

•D avie launches first LNG ferry built in North America •B ouchard christens huge ATB onstruction of first U.S. offshore •C windfarm vessel underway •M eyer Werft to build two LNG-fueled cruise ships for Costa Cruises • J ensen-designed ATB gets ABS approval in principle • L ayoffs on the way at Newport News Shipbuilding

•O ptimizing Asset Performance • Ensure Compliance and Peak Performance • A Green Commitment • ABS’ Operational and Environmental Performance • And much more... Banner image Cover & Supplement: shutterstock/vfbjohn

MTU partners with Li-Ion battery specialist Akasol

37 Contracts All American Marine wins research vessel contract

40 environmental Forum Deepwater Horizon: A lesson learned...again By Clay Maitland August 2015 MARINE LOG 1

editorial

Keeping Arctic Drilling Safe Should drilling in the Arctic be banned? That’s what Senator Jeff Merkley thinks. In June, Merkley sponsored a bill called “Stop Arctic Ocean Drilling Act of 2015,” which would prevent any new or renewed leases for the exploration, development, or production of oil, natural gas, or any other mineral in the Arctic planning area. The Senator’s reasoning is that any type of spill in the area would be devastating to the Arctic’s marine life. “The ecosystem in the Arctic is too fragile and the ability to respond to a spill in this region is nonexistent,” said the Senator in announcing his bill. Shell has already invested a pile of money in developing Arctic drilling—in the billions of dollars. Keeping its drilling operations safe is priority one for Shell and it has shown it is willing to invest in any number of safety systems and technologies required to move that effort forward. Last month, it received conditional approval from the Bureau of Safety and Environmental Enforcement (BSEE) of two Applications for Permits to Drill that allows the oil company to conduct limited exploratory drilling activities in the Chukchi Sea. The permits only allow it to drill in the top sections of wells and blocks the company from drilling into oil bearing zones. In order to apply to get those restrictions to be lifted, Shell will need to get a capping stack to the area that it can deploy within 24 hours. The containment device would enable the control and shut down of the flow of oil from a well in case there was an incident. Shell’s capping stack was on its way to Shell’s drilling site in Alaska onboard the icebreaker Fennica last month. But as we write in this month’s ship repair article

on page 21, en route the Fennica suffered damage to its hull that required it to be dry docked at Vigor’s Portland facility for emergency repairs. While the icebreaker did not release any oil into the water, Shell officials have to feel a little snake bit. As we went to press, environmental protesters from Greenpeace holding banners that read “Save the Arctic,” suspended themselves from the St. Johns bridge in Portland in an effort to block the Fennica from sailing back to Alaska after its repairs were completed.

“The ecosystem in the Arctic is too fragile and the ability to respond to a spill in the region is nonexistent” —Senator Jeff Merkley T h e p r i m a r y co n ce r n to e nv i ro n mentalists is similar to that of Senator Merkley—the ability and availability of resources to respond to a major spill or an incident in the Arctic. You’ll be able to learn more next month at the Maritime Salvage Conference & Expo, where Arctic response will be addressed by some of the world’s foremost experts in salvage and marine firefighting. Jointly produced by the American Salvage Association and Marine Log, the conference—themed the Evolution of Casualty Response—will have a host of maritime salvage and spill response experts on hand

John R. Snyder, Publisher & Editor jsnyder@sbpub.com

to discuss spill and casualty response in the Arctic, including some emerging technologies. The three-day event, September 22-24 in Stamford, CT, will also include two interactive workshops, one a table top training exercise and the other a HECSALV/POSSE software training seminar. As part of our maritime salvage coverage in this issue, you’ll want to read the fascinating article on the largest salvage operation in history authored by Crowley Maritime’s Amelia Smith, who writes about “Raising the Costa Concordia.” This is also our 12th annual Green Issue, where you’ll be able to read about some of the best practices and best technologies that will enable ship operators to comply with the latest environmental regulations. One of those technologies is Liquefied Natural Gas (LNG) as a marine fuel, which has been one solution for some progressive operators looking to comply with operating within an Emission Control Area. Leading off our Update this month, we highlight the historic launch of the first ferry to be built in North America that will burn Liquefied Natural Gas as fuel. Built north of the border at Chantier Davie, the MV Armand-Imbeau II is the first of two dual fuel ferries being built by the Canadian shipyard for ferry operator Société des Traversiers du Québec (STQ). When it enters service this fall, however, the ArmandImbeau II won’t be the first dual fuel ferry to operate in North America. That honor goes to another STQ ferry, the NM F.-A. Gauthier, which went into service on July 13. The ferry, built in Italy by Fincantieri, has already carried 4,000 passengers.

Maritime Trivia Trivia Question #28: Why did homeward bound homesick sailors dangle a line overboard? The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to: marineart@jclary.com

July’s trivia question: What was the famous clipper CUTTY SARK named after? It was named after the undergarment worn by the figurehead of the witch Nannie.

2 MARINE LOG August 2015

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MarineLoG august 2015 Vol. 120, NO. 8 ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

INTERNATIONAL SALES DIRECTOR Louise Cooper lcooper@sbpub.com

PUBLISHER & Editor-in-chief John R. Snyder jsnyder@sbpub.com

NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com

Managing Editor Shirley Del Valle sdelvalle@sbpub.com

REGIONAL SALES Manager Ian Littauer ilittauer@sbpub.com

CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn jesmedia@unitel.co.kr

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CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com Conference Director Michelle M. Zolkos mzolkos@sbpub.com Conference Assistant Katelyn Lombardi klombardi@sbpub.com COLUMNISTS/contributors Laura Oremland, NOAA Brian Boeckman and Corey Raymo, JLG Amelia P. Smith, Crowley Maritime Corp. Chris Engstrom, Hall & Company Clay Maitland, NAMEPA

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inland waterways

“NESP NOW” Important things can take time in our Nation’s capital, and the Navigation Ecosystem Sustainability Program (NESP) falls squarely in this category. Authorized in the 2007 Water Resources Development Act (WRDA), it is still not under construction. NESP is an unprecedented, multi-purpose authority allowing the U.S. Army Corps of Engineers to integrate management of the Upper Mississippi River System’s infrastructure with ecosystem improvements. NESP includes construction of seven modern 1,200-foot navigation locks at vitally important lock locations (Locks and Dams 20, 21, 22, 24 and 25 on the Upper Mississippi River, and La Grange and Peoria Locks on the Illinois Waterway). Congress further authorized smaller-scale navigation efficiency improvements. NESP’s authorization includes $1.948 billion for the new locks and $256 million for the small-scale efficiency measures; $1.717 billion was authorized for a 15-year ecosystem restoration program and $10.42 million annually for its monitoring. The unique NESP program facilitates both a healthier economy and river ecosystem. It will create and support tens of millions of job-hours for skilled construction trades, as well as expand and sustain jobs at grain elevators, manufacturing facilities, ports and terminals, and within the recreational sector. By modernizing navigation capacity, NESP will increase the economic potential of the American farmer and bolster the positive trade balance in the agriculture sector. By also investing in our marine ecosystems, job opportunities can be created for habitat managers, water quality scientists, and aquatic restoration specialists. In fact, about 300 jobs can be derived from funding just pre-engineering design (PED) work, with potentially 6,000 jobs from a $200 million construction appropriation. The majority of America’s locks and dams were built in the 1920s and 1930s, yet function to transport 21st century cargoes that fuel our modern economy. The U.S. Department of Transportation projects 1.1 billion tons of increased freight will move 6 MARINE LOG August 2015

Michael J. Toohey, President/CEO, Waterways Council, Inc.

on the inland waterways by 2040. This critical transportation supply chain component needs reinvestment and modernization. Similarly, over the last 150 years, the ecological health of the Upper Mississippi River has degraded from multiple uses and alterations, but could be substantially improved with NESP’s implementation. Ecological system improvements include modified dam operations, 65 backwater and island enhancements, 29 side channel reconnections, 92 modifications to channel structures, and system ecological monitoring to document river health and support riverine and riparian habitat. On June 18, Waterways Council, Inc. (WCI) led an effort to send two letters urging the continuation of PED funding in the amount of $10 million to be appropriated for and identified through directed language in FY’16. The letters were sent to the “Big 4” in the Senate and House: Senator Thad Cochran, Chairman, and Senator Barbara Mikulski, Ranking Member, of the Senate Appropriations Committee, and Senator Lamar Alexander, Chairman, and Senator Dianne Feinstein, Ranking Member, of the Senate Energy & Water Development Appropriations Subcommittee. In the House it was sent to Rep. Hal Rogers, Chairman, and Rep. Nita Lowey, Ranking Member, of the House Appropriations Committee, and Rep. Mike Simpson, Chairman, and Rep. Marcy Kaptur, Ranking Member, of the House Energy & Water Development Appropriations Subcommittee. While the Senate FY’16 appropriations bill recommends more economic study on the NESP program, both the House and Senate appropriations bills have Investigations Account funding available that could be used for continued PED work for NESP with directed language to that effect. The letter highlighted some important facts, including how our Nation’s inland waterways provide capacity, competition, and the most economical and environmentally friendly transportation option for bulk commodities used here in the United States, and exported to marketplaces worldwide.

Here’s a quick overview: • 6 0% of the Nation’s export-bound grain is transported on the inland waterways; • An effective and efficient water transport system is essential to supply American farmers with fertilizer and inputs for planting seasons; • Farmers depend on our waterways’ infrastructure to compete and win against producers outside the USA; • Ecosystem restoration improvements will allow the ecological system to rebound and provide improved water quality, fish and wildlife habitat, and supports a $1.2 billion recreational economy (1990 statistic); • When the Panama Canal expansion is completed next year, it will create opportunities for increased American trade, but not if our channels are not dredged and our locks and dams are not modernized to meet demand; • More than a half-million American jobs depend on operational ports and inland waterways; • The waterways are vital to our manufacturing sectors and to the construction industry; • American consumers benefit from trans portation cost-savings made possible by the inland waterways; for every $1 invested in our inland waterways, $14 is returned in national benefits; and, • N ESP will restore valuable river habitat such as islands, flowing channels, and marshes which also provide flood water storage, water filtration for processing excess nutrients in the water to reduce the cost of delivery to communities that use the river as a drinking water source. Sixty-seven organizations from shipping, labor, conservation, port, and carrier sectors signed these letters because they all rely upon a healthy, vital inland waterways system. NESP will deliver for all of these areas. You can find the letters and stakeholders who signed at: http://waterwayscouncil.org/ wp-content/uploads/2013/01/Final-NESPletters-with-logos-pdf.pdf. Use WCI’s Action Alert to urge NESP NOW! http:// cqrcengage.com/wci/app/write-a-letter?2& engagementId=111953 www.waterwayscouncil.org

TER REGIS NOW!

2015 NORTH AMERICAN

October 5-7, 2015

WORLD MARITIME DAY www.worldmaritimedayna.net

Maritime Education and Training Summit Collaboration for Industry’s Future

Securing Maritime’s 21st Century Workforce Maritime Institute of Technology & Graduate Studies (MITAGS), Linthicum Heights, MD PROGRAM Monday October 5, 2015 (Arrival) 6-9:00 PM Opening Dinner for those Attending Conference plus Industry Panel “Hot Topics” • Paul “Chip” Jaenichen, MARAD • Fred Kenney, IMO • Tim Meisner, Transport Canada • RADM Paul Thomas, USCG • RADM James Watson, ABS • Clay Maitland, NAMEPA (Moderator) Tuesday October 6, 2015 (Day 1) 8:45 am Opening Remarks • Congressman Elijah Cummings Maryland 7th District Keynote Speaker • Admiral Paul Zukunft- Commandant, United States Coast Guard Keynote Speaker Honorable Tim Meisner- Director General, Marine Safety & Security, Transport Canada Day Chairman Remarks RADM James Watson (USCG, Ret.)- President and COO, ABS Americas Plenary Session– Maritime Workforce Needs in the 21st Century • Session Chairman: RADM Michael Alfultis- President, SUNY Maritime College • Panelist 1 Shipping: Mark Barker- Interlake Steamship CEO Workshop I A. Educators: Starting a Marine/Maritime/Intermodal School or Program

B. 1. Industry: Apprentice/Internship Programs B. 2. Industry: Marine/Maritime Professional Organization Partnerships C. Administrators: Maritime Higher Education K-12 Partnerships LUNCH (Luncheon Speaker) Paul “Chip” Jaenichen Maritime Administrator Workshop II A. Educators: Academic outcomes of marine/maritime/ intermodal K-12 school programs B. 1. Industry: Domestic Vessel Operator Association Partnerships B. 2. Industry: Overcoming Regulatory Impediments to a Maritime Career C. Administrators: Promoting a Diverse Workforce Workshop III A.1. Educators: Marine/Maritime/Intermodal High School Career Tech Programs A. 2. Educators: Global Primary and Secondary Marine/ Maritime Education B. Industry: Military Transition to Merchant Mariner B. 2. Industry: Marine/Maritime Professional Organization Partnerships C. Administrators: Community Maritime Organization Support

Keynote Speaker • Secretary of Labor, Thomas E. Perez (Invited) Plenary Session – American Labor Developing a 21st Century Workforce • Session Chairman: RADM Thomas K. Shannon USN, Commander Military Sealift Command (Invited) • Panelist 1 President MM&P, Don Markus • Panelist 2 President AMO, Paul Doell (Invited) • Panelist 3 President SIU, Mike Sacco (Invited) • Panelist 4 President MEBA, Marshall Ainley (Invited) Workshop IV A. Educators: Marine/Maritime/IntermodalK-12 Teacher Development B. Industry: Industry K-12 School Partnerships C. Administrators: Marine/Maritime Community College Programs Workshop V A. Educators: Marine/Maritime STEM Education Programs B.1. Industry: Port and Terminal Workforce Development B. 2. Industry: Quality of Training: Measuring Effectiveness C. 1. Administrators: Post-Secondary Marine/Maritime Education C. 2. Administrators: Maritime Museums and Aquarium Partnerships

Wednesday, October 7, 2015 (Day 2)

Workshop VI A. Educators: Role of Simulation Technology in Preparing for the Future B. Industry: Future Workforce Needs and Trends C. Administrators: U.S. Coast Guard and Navy Partnerships with K-12 Schools

8:15 am Opening Remarks • Rear Adm. Frederick Kenney (USCG –Ret)- Director of Legal and External Affairs, International Maritime Organization

CONFERENCE SUMMATION DAY TWO Moderator: Captain Michael Rodriguez USN, Deputy Maritime Administrator

DINNER • “Maryland Shore Dinner” All Conference Attendees

Visit our website: www.WorldMaritimeDayNA.net for more information and to register today!

UPDATE biz notes South Korean yards see major operating losses

History making:

Davie launches first LNG ferry built in North America Quebec-based Chantier Davie Canada Inc. made history last month when it launched the MV Armand-Imbeau II. The ferry is the first LNG ferry built in North America. To launch the historic vessel, Chantier Davie used a pneumatic lift bag system— the first time such a system has been used in Canada. The environmentally friendly system is fully reusable and eliminates the need to dispose of wooden foundations after launching. Moreover, the lift bag system also means less stresses are placed on the ship’s hull during launching and the launching is carried out in a controlled manner. Classed by Lloyd’s Register, the ferry is the first in a series of two dual-fuel ferries being built by Chantier Davie for ferry operator Société des Traversiers du Québec (STQ). Both ferries are Ice-Class rated to 1A for the

hull and 1AS for the propulsion system, for year-round ice navigation. Each ferry will be fitted with Wärtsilä 20DF engines, LNGPac fuel storage and treatment system, and electric thrusters. Additionally, each will carry up to 432 passengers, 115 cars and eight heavy goods vehicles. The ferries will replace two ferries put in service on the Tadoussac crossing back in the 80’s. The new LNG-powered ferries will operate the crossing, on the TadoussacBaie-Sainte-Catherine route, year round. The route is located on the Saguenay Fjord. The addition of the new ferries to its fleet furthers STQ’s initiative of renewing its fleet with efficient green technology. Chantier Davie is expected to deliver the MV Armand-Imbeau II later this fall. Its sister ship, the MV Jos-Deschenes II will follow four months later.

The industry’s slow recovery is having a major impact on three of South Korea’s largest shipyards. Shipbuilding giants Samsung Heavy Industries, Daewoo Shipbuilding & Marine Engineering Co. Ltd (DSME), and Hyundai Heavy Industries Co Ltd. all reported massive operating losses late last month. After the market closed on July 28, Samsung Heavy Industries reported an operating loss of 1.55 trillion won ($1.3 billion). The report surpassed analysts’ initial expectations of a 343 million won loss. Hyundai Heavy Industries reported a 171 billion won ($1.52 billion) operating loss during its second quarter, but expects for the impact of cost cutting and production process improvements to help create profits during the second half of the year. Meanwhile, DSME reported a provisional second-quarter operating loss of 3.03 trillion won ($2.62 billion). DSME noted that the loss was due to delays on offshore projects. Korean shipbuilders have shifted their focus to major offshore projects to offset their loss of market share of large merchant ships to lower price Chinese competition. Moreover, speculation is mounting regarding Korea Development Bank (KDB) possibly selling off DSME. On July 22, KDB said DSME’s overseas subsidiaries, Daewoo Mangalia Shipyard in Romania and wind turbine business, DaWind, in Irwin, TX, must be liquidated.

Alcohol played a factor in two deaths on the same workboat The U.K. Marine Accident Investigation Branch says that alcohol was a factor in two separate fatalities, involving the workboat GPS Battler, within a five month time period. On August 13, 2014, the master of the 21m GPS Battler drowned after the open tender returning him from the marina in Almeria, Spain, to his anchored vessel, was overwhelmed in choppy seas. The tender flooded rapidly and started to submerge. The master initially swam clear, but lost consciousness and died. GPS Battler’s mate, who was with the master, was recovered from the water uninjured. The semi-submerged tender later foundered while being towed to the shore. Less than five months later, on January 6, 2015, a mate joining GPS Battler fell into 8 MARINE LOG August 2015

the water from the quayside in Marin, Spain while waiting for the access arrangements to the vessel to be made safe. The mate went motionless and the crew was unable to recover him from the water. Although he was recovered by a Spanish Coast Guard RIB, he was in the water for almost an hour and had drown. According to MAIB’s report, elements of the safety management system on board the workboat were not followed in either incident. And alcohol consumption, which played a role in both incidents, albeit to varying degrees, was against the workboat’s drug and alcohol policy—which stated that personnel is not to consume any alcoholic beverages during the four hours immediately

preceding scheduled vessel operation/watchstanding duty. Additionally, the policy states that the company requires all personnel to have a Blood Alcohol Concentration that does not exceed 0.04% by weight at all times. MAIB found in its investigations that in the first incident, the deceased (the master) was 25% over the U.K.’s drink-drive limit. Meanwhile, the deceased in the second incident was almost four times over the limit. Following the accidents, GPS Marine Contractors Ltd., the workboat’s operator, took steps in the hopes of improving the effectiveness of the safety management system on board its workboats. It has also taken steps to better monitor crews’ adherence to its drug and alcohol policies.

Inland • Coastal • Offshore • Deepsea

Bouchard christens huge ATB at the Port of New Orleans New York-headquartered Bouchard Transportation Co., Inc., christened the largest Articulated Tug Barge unit in its fleet at the Port of New Orleans last month. The Articulated Tug Barge (ATB) is made up of a 10,000 hp twin-screw ATB tug, the M/V Kim Bouchard, and a 250,000 bbl barge, B No. 270. The barge measures 628 feet long, with a beam of 91 feet and a depth of 47 feet. Built by VT Halter Marine, Pascagoula, MS, the unit was designed by naval architectural firm Guarino & Cox, Covington, LA. Barge B. No. 270 was launched at the Pascagoula Shipyard on May 1, 2015. The barge features a bulbous bow for fuel efficiency. The tug, the Kim M. Bouchard, was launched at VT Halter’s Moss Point Marine facility in Escatawpa, MS, on February 26. The tug is classed by ABS as +A1 Towing Vessel, Dual Mode ATB, USCG Subchapter M, and is equipped with an Intercon Coupler System. VT Halter Marine and the Bouchard family have a long history of working together. During remarks at the ceremony, VT Halter Marine’s Sid Mizell said that the shipyard has built 21 tugs and 13 barges for Bouchard since 1975. VT Halter Marine is currently finishing a second 250,000 bbl ATB unit and two 6,000 hp ATB tugs for Bouchard Transportation. The ATB unit, consisting of the 10,000 hp ATB tug Donna J. Bouchard and the 250,000 bbl Barge B No. 272, will be delivered in January 2016. The two smaller tugs are due for delivery in 2016 and mated with two ocean tank barges being converted by Bollinger Shipyards. Bouchard Transportation’s history dates back to its incorporation in 1918 by founder, Capt. Fred Bouchard, the youngest tugboat captain in the Port of New York. Bouchard is a family-owned business and the nation’s largest independently-owned oceangoing petroleum barge company. The company operates on all three coasts of the United States: East, Gulf, and West, as well as the Great Lakes. Bouchard’s fleet consists of 25 barges ranging from 25,000 to 252,000 barrels and 21 tugs ranging from 3,000 to 10,000 horsepower.

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The ATB is comprised of a 10,000 hp twinscrew ATB tug, the M/V Kim Bouchard, and a 250,000 bbl barge, B No. 270

August 2015 MARINE LOG 9

UPDATE Construction of first U.S. offshore wind farm vessel underway Work is well underway at Blount Boats in Warren, RI, on what will be the first U.S.-flag vessel built for the U.S. offshore wind farm market. The 21-meter-long aluminum catamaran vessel is being built for Rhode Island Fast Ferry and will operate for Block Island Wind Farm in Rhode Island. The five turbine wind farm, the first commercial wind farm in the U.S., is expected to be up and running by the fourth quarter of 2016. The 21-meter Crew Transfer Vessel (CTV) is being built under a design licensed from South Boats (IOW), Isle of Wight, the U.K., one of the leading designers and manufacturers of wind farm vessels in Europe. South Boats IOW has designed and built some 85 CTV’s for the European offshore wind sector. Being pioneers and innovators is nothing new to Blount. Yankee ingenuity is part of Blount’s DNA. “My father just wanted to know what the problem was and then he’d come up with the solution,” Marcia Blount, President, Blount Boats told Marine Log on

The 21.5 m wind farm vessel will be delivered in 2016

design characteristics of those early Botrucs a recent visit to the shipyard. “We’re known that were built for the Cheramie Bros., for our iconic designs,” she added. The founder of the shipyard, the late Golden Meadow, LA. Mr. Blount held 22 patLuther Blount, was known for his innova- ents at the time of his death at age 90 in 2006. In a way, the new 21m Crew Transfer Vestive approach to complex problems and sel (CTV) brings Blount back to its “roots.” can-do attitude. He founded Blount Marine in 1949 and built over 300 vessels in his life- Some of the first vessels built by the shipyard in the early 1950s were catamarans, time, including the Botruc series of special 65 ft offshore oil rig tenders for the early days including the 1952-built Twintube, a 64 ft 10 in gasoline and light fuel tanker sold to the of the Gulf of Mexico oil patch. The modStaten Island Oil Co. 1 14-02-17 8:28 PM ern day offshore support vessels still 1761_shipmoPC_FINAL_TO_PRINT.pdf echo the

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Inland • Coastal • Offshore • Deepsea Back in 2011, the family-owned Blount Boats signed a licensing agreement with South Boats IOW to become the exclusive shipyard to manufacture U.S. flagged aluminum catamarans based on South Boats IOW designs for the U.S. wind farm industry. Marcia Blount points out that the shipyard can also build designs based on those of Alicat Workboats. Both Alicat Workboats and South Boats IOW are owned by the Gardline Shipping Group. Offshore wind a good fit “The crew transfer market is perfect for us,” pointed out Julie Blount, Executive Vice President, Blount Boats. Blount Boats’ 21.5m wind farm vessel will be dual certified to USCG Subchapter T (Small Passenger) to carry up to 49 passengers and subchapter L (Offshore Supply Vessel) to carry up to 16 offshore workers. Propulsion power for the aluminum cat will be supplied by two MAN V12-1200CR main engines that will produce 1,400 hp at 2,100 rev/min and drive two HamiltonJet HM571 waterjets via ZF Marine 3050 marine gears. The vessel is estimated to reach sprint speeds in excess of 28 knots, with the ability to cruise at 27 knots in light condition and 23 knots in loaded condition.

A Cummins Onan 17kw generator will provide AC power to the air conditioning system, a heating system and small galley. A PTO driven hydraulic system will power a deck crane, the fire pump, a fuel transfer pump, and a salt water pressure washing system. All other equipment will be fed DC power through house batteries. One important feature is the vessel’s ability to carry up to 12 tons of cargo in the bow and three tons of cargo in the stern. The bow has a boarding/loading platform to allow offshore workers to make the transition from the vessel to the wind turbine. The vessel connects to the turbine base by use of a special bow fendering system—the latest generation in proven fendering systems. The vessel will be capable of making transfers in 1.5m significant wave heights. The interior of the deckhouse will be outfit with a head, a small galley area with settee seating, 12 suspension seats, storage lockers, entertainment system, Wi-Fi, and sound absorbing decking. The entire deck house is isolated from the hull with vibration mounts for a quieter and smoother ride. Delivery is set for April 1, 2016, with the CTV entering service by May of that year. The CTV isn’t the only activity at Blount Boats. The shipyard recently completed a

series of 25 fifty-three foot-long crewboats based on a Damen design over a two year period for an undisclosed customer. “It was a new experience for us because we hadn’t had an opportunity to build a series of boats of that magnitude,” says Marcia Blount. “We got quite good at it.” Work is also progressing on a 79 ft x 23 ft double hull steel bunker fuel tanker for American Petroleum Transport, Inc. Designed by naval architects Farrell & Norton, the Chandra B will have a cargo capacity of 56,450 gallons and will operate in New York Harbor and New Jersey. Delivery is set for this August. It also fabricated a module in support of a boat construction project at Gladding Hearn Shipbuilding, A Duclos Corporation. Marcia and Julie Blount

NatioNal oceaNic aNd atmospheric admiNistratioN NOAA is the premiere scientific agency of the Federal Government. We offer a variety of seagoing positions aboard our fleet of scientific research and survey vessels. As a Federal employee for the Department of Commerce, you will be eligible for Federal benefits, paid training, excellent pay and job security. Work for NOAA as a Wage Mariner, your career will have an endless horizon. eNgiNeeriNg, deck, steward, aNd survey opportuNities are available.

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UPDATE Meyer Werft to build two LNG-fueled cruise ships for Costa Cruises This past June, Carnival Corporation & plc made history when it announced a four-ship newbuild program that would see the construction of the world’s first LNG-fueled cruise ships. The four ships will use LNG to generate 100 percent of the ship’s power both in port and on the open sea—effectively reducing emissions. At the time of the announcement, Carnival Corporation, which has a total of ten cruise

brands, disclosed that two of the LNG-fueled ships will operate under its German brand, AIDA Cruises. Most recently, we learned, the remaining two ships in the program will go to Carnival’s Costa Cruises brand. The AIDA brand LNG-fueled ships will be built at Meyer Werft’s Papenburg, Germany shipyard. Costa’s two ships will be built at Meyer Werft’s Turku, Finland yard. The Costa

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Cruises pair will be delivered in 2019 and 2020. The four-ship contract with Meyer Werft is part of a larger previously announced strategic memo of understanding with leading shipbuilders Meyer Werft and Fincantieri S.p.A for nine new ship orders between 2019 and 2022. Each LNG-fueled cruise ship will exceed 180,000 gross tons, offering more than 2,600 passenger cabins and 5,200 lower berths to comfortably accommodate the 6,600 guests. A major part of Carnival Corporation’s new ship design involves making more efficient use of the ship’s spaces, which includes multi-functional common areas and plans for more personal space, creating an enhanced onboard guest experience. “These new ships will be phenomenal additions to our fleet, and we’re looking forward to seeing our Costa and AIDA brands bring this ground-breaking new ship design to life for our guests in a way that is customized for each brand,” said Arnold Donald, CEO of Carnival Corporation. “As we continue enhancing our fleet, it is very important to us that every decision we make in the development of these new ships is about the guest experience, which supports our goal to exceed guest expectations and create great vacation memories for every person who boards one of our ships.” “Above all,” said Donald, “these strategic investments are designed to exceed the vacation needs of our guests, but it is also important to note that these next-generation ships are an important part of our measured growth strategy, which includes replacing less efficient ships with newer, larger and more efficient vessels over a very specific period of time.” The new Costa Cruises ships will prominently feature the brand’s “Italy’s finest” experience, with the new ship designs and creative uses of space serving to enhance the overall onboard immersion in Italian culture. Carnival says the ships and crew will serve as ambassadors for the finest of Italian society on the seas, enabling guests to discover Italy’s unique style, hospitality, entertainment and culinary excellence. Bernard Meyer, CEO of Meyer Werft, said, “These ships represent the next generation of cruise ship innovation, featuring a revolutionary ‘green cruising’ design implemented to meet the specific needs of guests who sail with the Costa and AIDA brands.” The new ship order will also enable the Costa Group, which includes a combined 25 ships across the AIDA and Costa brands, to continue to build on its leadership position in the European cruise market. In 2014, one out of every two cruise guests in Europe sailed onboard a Costa or AIDA cruise ship.

Inland • Coastal • Offshore • Deepsea

Jensen designed ATB gets ABS approval in principle ABS has granted approval in principle to a Jensen Maritime-designed, liquefied natural gas (LNG)-bunkering articulated tug-barge (ATB). The approval establishes that Jensen’s vessel concept, which is classed as an A1 Liquefied Gas Tank Barge, is compliant in principle with ABS rules and guides. Ideal for mobile bunkering, Jensen’s ATB is also oceans rated, meaning that it is not limited to the intracoastal waterways, like many other similar types of LNG ATBs. This flexibility allows the vessel to facilitate the transfer and use of small-scale LNG in places with limited infrastructure, including offshore locations. The ATB will be built with four 1,000 m3 Type C LNG tanks (seven bar working pressure), enough LNG to bunker a large containership twice before having to replenish the ATB’s own supply. Its capacity, combined with flexible operational areas, makes the ATB an ideal solution for a customer who has significant LNG needs at one or more ports not located near an LNG terminal. “This vessel is exciting for so many reasons, but perhaps most notably because it offers a solution for the maritime industry, which struggles with whether to develop LNG infrastructure or vessels first,” said Jensen’s Johan Sperling, Vice President. “This unique concept offers customers an economical alternative to sourcing LNG terminals or trucking LNG to multiple ports. Additionally, the design was developed using Jensen’s proprietary production engineering capabilities, which makes the construction and assembly more efficient. It’s an incredible package.” The barge measures 360’ x 60’ x 35’, with a combined tug-and-barge length of 452’. The tug features two Tier 3 GE 6L250 engines, each offering at least 2,035 HP, and two Rolls Royce 205 Z-drives, with a speed of 12 knots. The ATB will carry 30,800 gallons of fresh water and 90,100 gallons of ballast water and provides enough space for 12 crewmembers. Safety features include a double hull, designed to help to protect the ATB’s 4,000-gallon fuel tank, and firefighting capabilities. Classed as a firefighting vessel (FFV-1), the vessel is well equipped to handle emergencies on board and can satisfy most requirements to have at least one FFV-classed tug escorting LNG tankers into port. Finally, because there is no linkage between the tug and barge, the two can disconnect quickly in the event of emergency. Expected time to build the ATB is between 18 to 30 months.

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UPDATE Greece takes lead in scrapping bulker fleet According to Vesselsvalue.com, an online vessel valuations and AIS Vessel Mapping Service provided by Seasecure Shipbroking Limited, during the first six months of 2015, Greece, China, and Singapore were the top three countries in scrapping bulkers—scrapping a total of

136 Capesize, Handysize, Handymax, and Panamax bulk carriers. Greek owners scrapped more Capesize and Handysize bulkers in 2015. This, say the analysts, is likely due to a more negative view on the drybulk market, with scrapping being the preferred option for those wishing to exit the sector. Greek owners scrapped 48 percent of their Handysize fleet—13 of 27 vessels.

Meanwhile, Chinese owners scrapped 29 Handysize bulkers built between 1980 and 1990. Of its Capesize bulkers built between 1980 and 1997, China scrapped seven (7) of its 24 owned and Greece 20 of its 41 owned.

Layoffs on the way at Newport News Shipbuilding Huntington Ingalls Industries’ Newport News Shipbuilding division has warned workers that layoffs are ahead for both hourly paid and salaried employees. In a “Dear Shipbuilders” letter, Newport News Shipbuilding President Matt Mulherin said that several changes are required to reduce spending—and those changes will include the layoffs of both hourly paid and salaried employees. “These reductions,” he says, “are a result of a decrease in workload over the new two years.” Work is currently winding down on the three major aircraft carrier projects at Huntington Ingalls Industries’ Newport News Shipbuilding division. It is expected that more than 500 jobs will go this year and another 1,000 plus jobs will be lost in 2016. The 2015 layoffs are expected to occur this fall, while the 2016 layoffs will occur as workload drops across the yard. Mulherin does, however, ask employees to “remember that the workload valley has both a beginning and end as our workload increases again in 2017.” Newport News will also offer employee assistance to the impacted workers, providing outplacement services, this includes job fairs being held at the yard, thus enabling other business to come onsite and interview the impacted employees.

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U.S. Coast Guard still in search of icebreaking capability Back in Fiscal Year 2013, the U.S. Coast Guard started the process of designing and building a new heavy icebreaker, receiving funding of $7.6 million and another $2 million in FY 2014. But with no funding forthcoming in FY 2015, the project has slowed. That’s not to say that the Coast Guard’s needs have changed. With commercial and research activities expanding in the polar regions, the U.S. Coast Guard’s need for new icebreaking capability remains dire in order to meet its missions. The Coast Guard’s only active heavy icebreaker, the CGC Polar Star, was reactivated in 2013, undergoing a major refit at Vigor Industrial, at a reported cost of about $57 million, to extend its service life by 7 to 10 years to between 2020 and 2023. Meanwhile, the Polar Star’s sister, the Polar Sea, is inactive and the Coast Guard’s medium icebreaker Healy has a service life until 2030. How to meet the Coast Guard’s icebreaking needs in the short term was the subject of a hearing last month held by

the House Subcommittee on Coast Guard and Maritime Transportation. The hearing focused on The National Icebreaker Fund Act, a draft bill that would create a funding source that could be used for the alteration or renovation of icebreakers and the lease or charter of private icebreakers. In written testimony before a hearing held last month by the House Subcommittee on Coast Guard and Maritime Transportation, USCG Director of Marine Transportation Systems Gary Rasicot and USCG Director of Incident Management and Preparedness Policy Mary Landry said, “The Coast Guard’s current icebreaking activity in the Arctic and Antarctic is being met with the minimum number of assets necessary, but as these assets age, the ability to maintain this level of effort is at significant risk.” The sticking point is figuring out how to pay for a new heavy icebreaker, with an estimated price tag of between $900 million and $1.1 billion, according to a recent Congressional Research Service report. While trying to come up with a plan on

building a new icebreaker, “the operational status—more accurately, the non-operational status—of the icebreakers is creating mission gaps,” says U.S. Representative Duncan Hunter (R-CA), Chairman of the Subcommittee. Hunter points out that Congress has restricted the use of Coast Guard acquisition funds to the construction of an icebreaker that can carry out Coast Guard missions. U.S. icebreakers have supported numerous executive agency missions and the Coast Guard should not bear the burden of the full cost of building an icebreaker. Hunter says that the National Icebreaker Fund Act could provide funding for long- or short-term solutions for renovating the aging icebreakers or chartering or leasing an icebreaker to alleviate mission gaps to the extent possible. Additionally, through further discussion and bipartisan cooperation, the bill has been modified to include construction as a use of the fund. The bill should be viewed as part of a broader solution for the Coast Guard and its icebreakers.

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John Dwyer will kick off Ferries 2015 with an in-depth analysis of the challenges and opportunities presented by LNG as a marine fuel. Dwyer is responsible for safety, environmental and security standards for commercial vessels and waterfront facilities in the Pacific Northwest region, and is currently overseeing the development of four LNG fueling projects in Puget Sound. He also heads the Vessel Security and Washington State Ferries Security Sub-Committees within the Puget Sound Maritime Security Committee. He has over 38 years of maritime experience, including vessel inspection, port security, and casualty investigation.

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Acoustics

Underwater background noise could have a negative impact on marine life

Sound check

New NOAA Effort Underway to Monitor Underwater Sound

ust how noisy is t he ocea n ? Quiet enough to hear a pin drop, or so noisy you can barely hear the person next to you? NOAA is now undertaking a novel effort to answer these questions. In 2014, NOA A bega n est abl i sh i ng its f irst-ever coordinated Ocean Noise Reference Station Network—a set of 10 u ndersea l isten i ng st at ions deployed a round t he United States desig ned to systematica lly measure ambient noise levels in the ocean. This effort—led by the NOAA Pacific Marine Environmental Laboratory in collaboration with NOAA Fi s h e r ie s , NOA A’s Nat ion a l M a r i ne S a nc t u a r ie s , a nd t h e Nat ion a l Pa r k Service—represents the first large-scale effort to monitor long-term changes and trends in underwater sound spanning vast swaths of U.S. waters. The ocean noise network will “help scientists understand what a mbient ocea n sou nd levels a re now, how they are changing over time, and what impacts man-made noise could have on marine life,” explains Principal

18 MARINE LOG August 2015

Investigator Holger Klinck from NOAA’s Pacific Marine Environmental Laboratory.

The Significance of Background Noise to Marine Life One of the biggest concerns with ocean background noise is the potential for an undersea version of the “cocktail party effect”—an inability for species to hear each other in a noisy ocean environment. This concern is significant because many marine animals depend on sound for their most basic needs: food, communication, protection, reproduction, and navigation. Toothed whales, like sperm whales, use sound to find and identify prey sources like squid, as well as to navigate and communicate with their family groups. Many baleen whales—like humpback, blue, and fin whales—regularly repeat their songs for long-distance communication, and likely even for reproduction. And the importance of sound isn’t limited to marine mammals, but extends to fish and invertebrates as well—Caribbean spiny lobsters make

raspy sounds to help them escape predatory octopuses; oyster toadfish produce sounds to attract females; and tropical coral larvae may even use sound to detect ideal reef habitats. Could background noise really be significant enough to affect marine life? Initial research suggests the answer to this question is yes. An August 2012 article in the journal Conservation Biology showed that background noise from ships significantly reduce the ability of endangered North Atlantic right whales to communicate. Another article, published in Biology Letters, showed that blue whales change their calling behavior in response to relatively low source-level seismic survey sounds, calling more during periods without seismic noise. Creat ion of t he NOA A ocea n noise network is particularly timely given the impending creation of new shipping lanes in the Arctic, the opening of the widened Panama Canal, and the subsequent changes in background noise levels for marine life

Alexey Mhoyan/Shutterstock

By Laura Oremland, Science Communications Liaison, NOAA Fisheries Office of Science and Technology

Acoustics these new traffic patterns could engender. “Being able to produce and detect sound is critically important to many marine species, so changes to the natural background soundscape may have more effects on ecosystem health than previously thought,” explained NOAA Fisheries Biologist Jason Gedamke, one of the project leaders. The new NOAA ocean noise network will provide data on baseline ambient noise levels in U.S. waters and fill critical information gaps, as current information on trends in ambient ocean noise is limited. Looking at what type of information currently exist, one study shows that ocean ambient noise has increased in the Northeast Pacific (west of San Nicolas Island, CA) over a period of more than 40 years. The cause is attributed to increases in commercial shipping. Another study shows variability in recent trends of ship traffic noise, which has been increasing at some locations and decreasing or remaining the same at others. But despite the collection of underwater sound information by the scientific community, the military, and other sources, information is still lacking on background ocean sound levels and how they might be changing over long time frames. If sound is increasing, it may be in part because it travels so far, leaving few places for marine life to escape it and making it that much more important to measure. Lower frequency sound can travel thousands of miles. An experiment conducted in the early 1990s showed that sound emitted from Heard Island was picked up at sites in the Northern and Southern Atlantic and Pacific Oceans as well as the Indian and Southern Oceans. Sound from seismic airguns was also recorded from more than 4,000 km (2,500 miles) away—that’s almost the distance of the entire Pacific Crest Trail that goes from Mexico to Canada. This means that it’s not just the underwater noise produced locally that matters; noise occurring around the world’s oceans could be affecting ambient ocean sound conditions both near and far.

recreational fishing, etc.). Lower frequency noises or those noises perceived as “lower pitch sounds,” are most relevant since they can travel great distances (thousands of kilometers or more) under ideal sound conditions and create background noise for animals near and far. This is in contrast to higher frequency sounds such as dolphin whistles, which typically can be heard only in the local area in which they are emitted.

Sources and Examples

A Sound Strategy

Background noise in the ocean comes from natural and man-made sources. Besides the animals themselves, natural sounds come from environmental processes like earthquakes, or even from rainfall or waves. Man-made sound comes from sources such as shipping traffic, oil and gas exploration, naval operations, and a range of other sources (e.g., boats and other recreationa l motorcraf t, commercia l and

Scientists across the agency have already deployed seven of the planned 10 stations around the U.S. Each sound station includes a set of standardized instruments called hydrophones that can measure contributions to ambient noise from human sources and detect sounds from marine mammal, fish, and invertebrate species. The hydrophones are self-contained, battery-powered units that will sit on the ocean floor for up

Filling in the information gap: NOAA’s Ocean Noise Reference Station Network will include 10 undersea listening stations deployed around the United States. The stations are designed to systematically measure ambient noise levels in the ocean. The creation of the network comes at a time where new shipping lanes in the Arctic are opening up and the Panama Canal is being widened, effectively creating new traffic patterns, and more noise

to 2 years collecting data. The majority are deployed in deeper water (500–1,000m) where sound is likely to travel farthest. Scientists will retrieve them after a two-year period to collect and analyze data. One station in Stellwagen Bank National Marine Sanctuary will be retrieved in October 2015. The Sanctuary, located off the coast of Massachusetts, is an important feeding ground for many marine species, including the highly endangered North Atlantic right whale. The U.S. Northeast Passive Acoustic Sensing Network currently monitors the presence of marine mammals and fish in the region, while the new Ocean Noise Reference Station Network will record ambient noise conditions in key habitats used by the North Atlantic right whale and other species of concern. “It will provide information on what the Northeast sounds like, what Stellwagen Bank Sanctuary sounds like, and how sound conditions August 2015 MARINE LOG 19

Acoustics Long distance travel: As shown in this graphic, low frequency sound can travel thousands of miles in the ocean. Sound from seismic airguns, for example, have been recorded more than 4,000 km away— almost the distance of the entire Pacific Crest Trail that goes from Mexico to Canada

differ between regions,” explained Sofie van Parijs, the Passive Acoustic Research Program Leader for NOA A’s Northeast Fisheries Science Center. “Acoustics are fundamental to the ecological processes in Sanctuaries,” says Stellwagen Bank National Marine Sanctuary Marine Ecologist and NOAA Ocean Noise Specialist Leila Hatch. “Sanctuaries are designed to protect these ecological processes. Monitoring ambient sound at these sites will be critical to maintaining these habitats over time.” NOAA is taking a proactive approach to understanding the impacts of long-term changes in underwater sound on marine life and is focusing more on the chronic, lower level effects of sounds. A nationwide network dedicated to monitoring sound will provide a solid building block to understanding the potential impacts of noise on marine species. And that sounds like a winning strategy.

Request for public comments NOAA Fisheries is asking for public comments on its updated draft guidelines (first draft was released late 2013) that will be used to determine the effects of humanmade sounds on marine mammals. These guidelines—which will be used by federal agencies, industry and others conducting activities that generate underwater noise— w i l l ser ve as a tool to better qua ntif y the effects of sound exposure on marine

mammals, and will be used in NOAA Fisheries’ assessments and authorizations of activities under the Marine Mammal Protection Act and Endangered Species Act. The public can provide comments starting July 28 and ending on Sept. 10. Visit the NOAA Fisheries web page: http://w w w. nmfs.noaa.gov/pr/index.htm NOAA Fisheries will publish its final acoustic guidelines after review and incorporate of public comments later this year. ■

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Optimizing Asset Performance Taking a holistic approach to best manage the performance of your ship and offshore assets By Jan de Kat, Director of Energy Efficiency and Vessel Performance, Operational and Environmental Performance, ABS

hip owners and operators have a lot of pressing concerns. Chief among these are cost reduction and control, optimizing efficiency, improving environmental performance, safety and operational reliability of hull and machinery, and asset decommissioning. Some but not all of these issues are also subject to regulation which is having a profound effect on the industry. The compliance landscape for owners and operators is complex in view of the number of increasingly demanding regulations, compounded by the introduction of regional requirements. Good examples of these are monitoring, S2 MARINE LOG August 2015

reporting and verification (MRV) in the EU and ballast water management in the U.S. Compounding the situation is that some rules have uncertainty around entry into force and compliance dates. For example, the global sulfur cap could be implemented in either 2020 or 2025, depending on the outcome of the review of fuel availability in 2018. Regardless, the EU has decided to make a global cap mandatory in its waters as of 2020. Further down the pipeline are likely to be new rules addressing underwater noise, biofouling, CO2 and black carbon emissions. They require significant investments

to comply, hampered in certain cases by immature technology solutions. In the case of the Ballast Water Management Convention the delay in ratification has not stopped some owners from proceeding with installations but many others have not, meaning they have not yet begun to address the costs of compliance. One thing that can be predicted with some certainty is that both existing and future regulations call for more complex technologies to achieve complianceâ&#x20AC;&#x201D;and hence the need for more and better data and a further increase of the demands to be made on crew and ship managers.

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Addressing these challenges will inevitably require new approaches. Typically, we tend to consider the elements of efficiency, performance, safety, compliance and maintenance in isolation, but ABS believes the industry has entered an era where theory, practical experience and technology allow us to take a more holistic approach to best manage the performance of ships and offshore unit assets. Granted, moving beyond the typically fragmented marine industry is a challenge to ways of working that have been in place for decades. It will be necessary to address the traditional silos of information—not men-

Existing and future regulations call for complex technologies to achieve compliance tion a culture of commercial confidentiality that discourages transparency. The challenges extend from owners to their crews, suppliers, customers, charterers and financiers. In terms of newbuilding strategies, it can mean working more closely with shipyards to increase the focus on overall efficiency and performance rather than simply price or schedule. Integrating equipment and software systems would be part of this process. The enablers of the “holistic” approach comprise data collection and analysis techniques, IT systems, sensor technologies, simulation methods and system diagnostics that address factors such as fuel efficiency, emissions control, hull performance and machinery condition. While some of these are new, others have been available in one form or another for some years. The difference now is that they can be brought together by better connectivity. With the advent of “Big Data” there is a clear need for the ability to compress the results into actionable information for decision support purposes. In addition to a new approach to technology, equally important is a shift away from the mind-set that views this process as primarily about driving down operating costs to the lowest possible level. Instead, owners might take a broader view and consider how with the application of these technologies, their assets and fleet operations could be configured to generate the highest potential

earnings over a lifecycle and best retain their value, while at the same time promoting safety and preservation of the environment. ABS believes that addressing operational performance holistically in terms of efficiency, safety, hull and machinery condition and environmental requirements will award owners with a competitive advantage from a compliance perspective and will support operational and long-term business planning strategies. ABS provides integrated tools and services to ship owners and operators through its dedicated Asset Performance Management Group. This specialist resource includes three teams: Operational and Environmental Performance, Asset Integrity Management and Nautical Systems fleet management solutions. The group enables the key elements of regulatory compliance and asset optimization to be tied closely together, from daily operational considerations to lifecycle decisions and software capable of generating data that feed back into vessel design and on-board operations. From the perspective of the asset owner, compliance is a fact of life, but it is one that should be seen in a broader perspective. The challenge of optimizing asset performance is a choice between seeking simple, short-term cost savings or taking a lifecycle approach that maximizes operating potential, reduces maintenance costs and may have a positive bearing on asset value.

JAN DE KAT, Dir. of Energy Efficiency and Vessel Performance, Operational and Environmental Performance, ABS

August 2015 MARINE LOG S3

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The extensive product line covers all caulking, leveling, bedding, sealing and bonding applications. Furthermore, a complete range of marine deck covering, sound reducing, vibration damping and fire rated systems are available. These set new standards with features such as low weight, high noise reduction and thermal insulation. Sika’s systems are ideal for use on all crafts from skiffs to luxury sailing yachts, from power boats to cruise liners and from tankers to fast ferries. Sika Products are used in a wide array of applications and always fulfill the highest quality standards. We are committed to customer satisfaction, innovation, and teamwork.

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Founded on safety and protecting the environment 150 years ago Driven by our purpose of safeguarding life, property and the environment, DNV GL enables organizations to advance the safety and sustainability of their business. We provide classification and technical assurance along with software and independent expert advisory services to the maritime, oil and gas, and energy industries. We also provide certification services to customers across a wide range of industries. Combining leading technical and operational expertise, risk methodology and in-depth industry knowledge, we empower our customers’ decisions and actions with trust and confidence. We continuously invest in research and collaborative innovation to provide customers and society with operational and

technological foresight. With our origins stretching back to 1864, our reach today is global. Operating in more than 100 countries, our 16,000 professionals are dedicated to helping customers make the world safer, smarter and greener. In keeping with DNV GL’s safer, smarter and greener approach, it launched an initiative last year focused on six sustainability themes for the future: A safe and sustainable future—enabling the transition; From technology to transformation; The future of shipping; Electrifying the future; Arctic: The next risk frontier; and Adaptation to the changing climate. The idea behind the initiative is threefold: to inspire the next generation, to encourage business and political leaders to take the lead,

and to promote collaboration among partners and stakeholders. In order to view reports from the six themes go to: www.dnvgl.com Click: Technology & Innovation. In the maritime industry DNV GL is a leading classification society and a recognized advisor for the maritime industry. We enhance safety, quality, energy efficiency and environmental performance of the global shipping industry – across all vessel types and offshore structures. We invest heavily in research and development to find solutions, together with the industry, that address strategic, operational or regulatory challenges.

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www.dnvgl.com/maritime August 2015 MARINE LOG S5

Energy Focus: Industry Developer and Provider of Clean Energy and Efficient Technology Energy Focus, Inc. is a leading provider of clean energy efficient LED lighting products and a developer of energy efficient lighting technology. Our LED lighting products provide energy savings, aesthetics, safety and maintenance cost benefits that are 100% recyclable—drastically reducing CO2 emission over conventional lighting. Customers include national, state and local U.S. government agencies as well as Fortune 500 companies and many other commercial and industrial clients. Our exclusive partnership with the USGBC’s Green Apple Initiative at the Center for Green Schools allows us to make positive impacts

on the environment and the health of our nation’s students. In addition, our long-standing relationship with the U.S. Government continues to enable us to provide energy efficient LED lighting products to the U.S. Navy and the Military Sealift Command fleets. Our intelligent plug and play LED lamps replace the existing linear fluorescent tube lamps used in

most of the Navy’s light fixtures. The proprietary design of our Military M1 tube allows the circuit to detect and actively reconfigure itself and adapt to the incoming current. In addition, Energy Focus can replace the bulk of the lighting abroad ships across the fleet with our broad range of Navy Qualified advanced LED lighting products. www.energyfocusinc.com

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FloScan Fuel Computers Can Lower Carbon Emissions by Reducing Fuel Consumption FloScan manufactures advanced fuel monitoring and reporting systems that allow vessel operators to achieve measurable savings in fuel consumption while reducing their carbon footprint. FloScan Systems aid in reducing overall fuel consumption by providing immediate and constant fuel consumption information to the helm that can be used to dial in propulsion engines to the most efficient RPM under any load, current and sea condition. This allows for maximum fuel efficiency providing as much as a 15% or greater reduction in fuel consumption and lower engine emissions, but FloScan does so much more!

Their cutting edge FloNet System combined with their proprietary DataLog Software is currently in use on dieselpowered vessels all over the world including inland and offshore tugs, high speed crew and supply boats, military and enforcement craft, commercial fishing and high seas research vessels. In all cases it provides the tools needed to run the vessel at the highest level of efficiency while monitoring and continuously recording fuel flow and a wide range of vessel operational data in a spreadsheet format. It can also track fuel consumption through specified geographical areas using the new

“Geo-Fencing” feature. Data is stored in the vessel’s onboard computer, but can also be transmitted to operations headquarters manually or automatically. FloScan’s industry leading products have a track record of reliability, accuracy and fail-safe operation that is unmatched and it costs thousands less per vessel to purchase and install than inferior systems. For more information email sales@floscan.com or call 206524-6625. www.floscan.com

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Hyde GUARDIAN GOLD – Experience Matters Since 1998, the Hyde GUARDIAN Ballast Water Treatment System (BWTS) has emerged as an industry leader with more than 400 Hyde GUARDIAN units sold to date for installation in various ship types and sizes around the world. Calgon Carbon UV Technologies LLC d/b/a Hyde Marine, is an established leader in ballast water treatment (BWT), providing water treatment solutions and technologies to help shipowners and operators navigate pending BWT regulations. As one of the first to receive both IMO and USCG AMS approval, the chemical-free Hyde GUARDIAN Gold relies on a proven, two-step method and uses no active substances to treat ballast water.

The automatic-backwash filtration process removes sediment and large organisms from the ballast water before it is treated with high-intensity, medium pressure UV light to inactivate or kill remaining organisms. The Hyde GUARDIAN BWTS was Type Approved in 2009 by Lloyd’s Register on behalf of the UK Maritime and Coast Guard Agency, confirming compliance with IMO Resolution MEPC.174 (58) Guidelines. It was also one of the first to receive Alternative Management System (AMS) Approval from the U.S. Coast Guard on April 15, 2013. The system was also the first BWTS accepted into the U.S. Coast Guard’s Shipboard Technology

Evaluation Program. The BWTS is ideal for retrofits as it provides the compact size required by ship owners and operators – offering models handling flow capacities in the range of 60 m3/hr to 6,000 m3/hr. See why the Hyde GUARDIAN Gold BWTS is the world’s most used ballast water treatment system at hydemarine.com/leading. Email: sales@hydemarine.com www.hydemarine.com

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LEAD, FOLLOW, OR GET OUT OF THE WAY Hyde Marine has provided leading technology, equipment, and services for the maritime industry for more than 150 years. While other companies have followed in our wake, we still lead today with our Hyde GUARDIAN Gold® Ballast Water Treatment System, trusted by vessel owners around the world for its proven reliability and performance. See why the Hyde GUARDIAN Gold BWTS is the world’s most used ballast water treatment system at hydemarine.com/leading. +1.724.218.7001 I www.hydemarine.com

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Ensure Compliance and Peak Performance with RSC Bio Solutions Though the science behind our products is complex, RSC Bio Solutions was founded on a simple idea: the idea that our work and our world can coexist. We believe you can do well and do right. We believe getting the job done doesn’t have to come with tradeoffs. It doesn’t have to expose employees—or the public, for that matter—to dangerous chemicals. It doesn’t have to damage plants, animals or the air we breathe. It also doesn’t involve compromising performance. We believe you don’t have to choose between sustainability and productivity or performance and lower total cost of ownership. Our company specializes in creating win-win situations for our

customers by manufacturing and distributing high-performance, safer, readily biodegradable industrial products—hydraulic fluids, gear oils, greases and cleaners and solvents—that lower overall systems cost, minimize the risk of harm to people and the environment while reducing cleanup costs and exposure to regulatory fines. RSC Bio Solutions’ chemists and engineers ensure that our innovative, readily biodegradable products are perfected in the lab and proven to work in the most demanding field environments. Our environmentally acceptable lubricants meet VGP requirements and our products are approved for use by more than 100 OEMs.

We work closely with marine operations to provide safer, effective alternatives to petroleum-based products that cause damage through costly spills and discharges. By incorporating the proven products from RSC Bio Solutions, a leader in readily biodegradable lubricants, cleaners and solvents, and absorbents, you can have it all—easier cleanups, lower fines and a healthier environment. For more information on how RSC Bio Solutions can help you find your win-win, visit www.rscbio.com.

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August 2015 MARINE LOG S9

Scania: Reducing Your Vessel’s Environmental Impact Without Compromising Power Scania embraces every effort to reduce the effects on climate and environment. This is why emission control goes hand in hand with reduced fuel consumption without compromising power output and torque. Irrespective of engine size, you can rest assured that every cubic millimeter of fuel is taken care of in the cleanest and most economical way possible. Dual oil filtration system All Scania engines have a unique oil filtration system that provides maximum filtration and minimum wear. In order to extend the life of Scania’s oil system, a centrifugal cleaner has been placed in it. Scania’s oil filtration remains

unchallenged as the best in its class, providing benefits such as better operating economy and lower environmental impact. EMS and UI saves money and improves the environment Scania’s electronic Engine Management System (EMS) was developed in-house. It is extremely dependable, and designed to stand up to heavy use and harsh conditions. In addition, it makes a major contribution to cutting fuel consumption and emissions. The same is true for the Unit Injectors (UI or PDE) that are at the heart of the most reliable, wellproven injection system on the market. It is a robust system for

tough operating conditions. Plug and play The electrical system and instrumentation are custom tailored to the Engine Management System. Its functionality is optimized to match the intelligence of the EMS. The results are better control functions, easy to understand monitoring, quick location of faults, and programming options that can be customized for the engine’s area of application. www.scaniausa.com

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Any hour. Anywhere. THE SCANIA SERVICE NETWORK. When conditions are tough and performance is critical there is no room for downtime. The Scania network delivers parts, service, and business support that will enable you to get the job done. With specialized dealers trained on the latest emission standards and technology for North America, you can always count on Scania. Any hour, anywhere. For the closest dealer, visit www.scaniausa.com

S10 MARINE LOG August 2015

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Scienco/FAST: A Green Commitment to the Environment Scienco/FAST has had a 30-year commitment of environmental stewardship to provide superior sewage and water management systems that lessen the impact of wastewater in waterways. MarineFAST is the result of decades of experience to provide the best environmental sanitation technology and is continually requested by Ship Owners and Chief Engineers. Scienco/FAST recently received an Offshore Excellence Award for Innovation in Marine Environmental Technology. Scienco/FAST is an original equipment manufacturer of Type II Marine Sanitation Devices (MSD), environmentally-friendly cleaners & maintenance tablets, and other industrial water management

technologies. Installed on some of the â&#x20AC;&#x2DC;greenestâ&#x20AC;&#x2122; ships in the world, the MarineFAST Systems treat sewage from the facilities and help lessen the environmental impact of contaminants to keep the vessel in compliance through changing regulations, including gray water discharges from commercial vessels. Since the first installation in 1969 on board the M/V Missouri Tugboat, these MarineFAST Sewage Treatment Systems are available in several different models depending on crew size and treatment level. The versatility in design and installation allows for space constraints and overall weight of operating unit, including retrofits and price limitation. Every

system is functionally tested with clean water before shipping to ensure performance and eliminate extended out of service issues. Scienco/FAST is dedicated to delivering the highest quality support to provide assistance. With vessels circling the globe, service questions often arise with marine engineering solutions, improve system performance, treatment quality, and environmental impact of operations. For additional information about Scienco/FAST: call 1-866652-4539, visit www.sciencofast. com or email solutions@ sciencofast.com.

August 2015 MARINE LOG S11

ABS Operational and Environmental Performance (OEP) Optimizing efficiency, improving environmental performance, cost reduction and control, operational reliability and asset decommissioning are among the most pressing concerns for owners and operators of ships and offshore units today. ABS OEP assists marine and offshore clients assess the energy efficiency and operational performance of new and existing assets and successfully address current and future regulations. As a trusted advisor and project partner, ABS adopts a distinct lifecycle cost approach that awards clients with a competitive advantage from a compliance perspective and supports operational and long term business planning strategies. A leader in the application of advanced technology, analysis and modeling for complex engineering projects, ABS OEP offers a suite of services that focus on the many specialized areas of energy efficiency, vessel performance, and environmental performance. Energy Efficiency The ABS Energy Efficiency team is multi-disciplinary, with extensive experience in ship hydrodynamics, numerical modeling, model testing, full scale measurements, design, ship management and operations. Coupled with specific understanding of vessel design and characteristics, machinery systems, operational profile definitions and evolving regulations, this knowledge enables ABS to provide detailed and in-depth recommendations supported by advanced CFD tools on measures that can enhance a vessel’s hydrodynamic and propulsion performance with reduced fuel consumption. S12 MARINE LOG August 2015

For newbuilds, ABS facilitates the incorporation of differences in design by early design evaluation. Hull, propeller and machinery optimizations are undertaken across an operational profile that may yield enhanced performance from both fuel efficiency and emissions control viewpoints. Energy efficiency is not just considered in terms of vessel design but also from an operational perspective. This includes analysis of environmental standards to be met in parallel with technically feasible compliance solutions. To identify technology options with minimum total cost of ownership, ABS develops technoeconomic models that incorporate initial CAPEX, OPEX and disposal costs tailored to the client’s operational strategy. Vessel Performance ABS is in the unique position to leverage the experience, knowledge, and research of leading ship performance and voyage optimization professionals to deliver systems and analysis for improved vessel and fleet operations. ABS Vessel Performance Services are built on a sequential process designed to provide appropriate qualitative and quantitative evaluations of a ship’s current and prospective performance, and address client specific questions. Owners and operators can benefit from accurate vessel performance data analysis to achieve fuel efficiency, environmentally compliant and overall safe trading operations. Data trend analyses may assess maintenance strategies and recommend repair periods, hull cleaning intervals or other

interventions. Evaluation and improvement of existing Ship Energy Efficiency Management Plans (SEEMP) can contribute to further fuel consumption reduction and total emissions control across the fleet. Environmental Performance Compliance with environmental regulations that present progressively more stringent standards is an industry challenge. Ballast water management, emissions control and impending ship recycling regulations will certainly not be the last that go beyond the traditional IMO aims of safe shipping with minimal pollution. Countries continue to refine their requirements and enforcement regimes while requisite technologies are being developed and approved. Understanding impending regulations and their implementation timeline is knowledge held and continuously refined by ABS. ABS Environmental Performance professionals have years of experience to support client needs, provide clarification of complicated regulations and identify and mitigate the technical challenges of available compliance options. ABS technology evaluation services are interactive multiphase processes leveraging extensive technical and performance databases of available systems including design capabilities and limitations, installation requirements, power consumption, operating considerations and restrictions on equipment use. www.eagle.org

Ship Repair & Maintenance

The 40-year old Polar Star has operated beyond its intended 30-year service life...how many years does she have left in her?

ICING REPAIR Coast Guard could refit venerable Polar Class icebreakers

ne of the pressing issues for the U.S. Coast Guard is whether, when and how to fund the procurement of a new polar class icebreaker. While Russia has 40 icebreakers, with another six under construction and another five planned, the U.S. has five, one of which—the heavy icebreaker Polar Sea—is inactive. If the U.S. wants to defend its sovereignty and interests in the polar regions, and support its scientific community, it needs to commit to building a new icebreaker or, at the very least, fund a major overhaul of the inactive Polar Sea. The big stumbling block is the price tag of a new polar icebreaker. According to a Congressional Research Service report “Coast Guard Polar Icebreaker Modernization: Background and Issues for Congress,” authored by Naval Affairs Specialist Ronald O’Rourke, the cost to build a new polar icebreaker would be between $900 million and $1.1 billion. While it’s received some preliminary funding for the design and build of a new icebreaker—not quite $10 million—the Coast Guard believes that a “whole-of-government” approach will be necessary to fully fund the new icebreaker. “Obtaining a new, heavy polar icebreaker that meets Coast Guard requirements will depend upon supplementary financing from other agencies whose activities also rely upon the nation possessing a robust, Arcticcapable surface fleet.” That means agencies like the Navy will have to pitch in, too. Some help could be on the way in the form of a draft bill in the House. As we report in this month’s Inside Washington, the National Icebreaker Fund Act was the subject of a hearing of the House Subcommittee on Coast Guard and Maritime Transportation in late

Compiled by Marine Log Staff

July. The act would create a funding source that could be used for the alteration or renovation of icebreakers and the lease or charter of private icebreakers. It’s just a question as to how much money the U.S. government is willing to sink into two vessels that are 40 years old. The Polar Star (WAGB-10) and Polar Sea (WAGB-11) were both commissioned in the 1970s—designed for 30-year service lives and built by Lockheed Shipbuilding of Seattle, WA. The Polar Star and Polar Sea are among the world’s most powerful non-nuclear-powered icebreakers, with a capability to break through ice up to 6 feet thick at a speed of 3 knots—and the ability to ram through ice up to an astounding 21 feet thick. Polar Star was commissioned into service when Gerald Ford was still President—on January 19, 1976. It operated beyond its intended 30-year service life. Due to worn out electric motors and other problems, the Coast Guard placed the ship in caretaker status on July 1, 2006. In FY2009 and FY2010 Congress provided funding to repair Polar Star and return it to service for 7 to 10 years; the repair work at Vigor Industrial, which reportedly cost about $57 million, was completed, and the ship was reactivated on December 14, 2012. Although the repair work on the ship was intended to give it another 7 to 10 years of service, an August 30, 2010, press report quoted then-Commandant of the Coast Guard, Admiral Robert Papp, as saying, “We’re getting her back into service, but it’s a little uncertain to me how many more years we can get out of her in her current condition, even after we do the engine repairs.” August 2015 MARINE LOG 21

Ship Repair & Maintenance Meanwhile, the Polar Sea was commissioned into service on February 23, 1978, and consequently is also beyond its originally intended 30-year service life. In 2006, the Coast Guard completed a rehabilitation project that extended the ship’s expected service life to 2014. On June 25, 2010, however, the Coast Guard announced that Polar Sea had suffered an unexpected engine casualty, and the ship was unavailable for operation after that. The Coast Guard placed Polar Sea in commissioned, inactive status on October 14, 2011. The Coast Guard transferred certain major equipment from Polar Sea to Polar Star to facilitate Polar Star’s return to service. Section 222 of the Coast Guard and Maritime Transportation Act of 2012 (H.R. 2838/P. L. 11 2 -213 of December 20, 2012) prohibited the Coast Guard from removing any part of Polar Sea and from transferring, relinquishing ownership of, dismantling, or recycling the ship until it submitted a business case analysis of the options for and costs of reactivating the ship and extending its service life to at least September 30, 2022, so as to maintain U.S. polar icebreaking capabilities and fulfill the Coast Guard’s high latitude mission needs, as identified in the Coast Guard’s July 2010 High Latitude Study. (The business case analysis was submitted to Congress with a cover date of November 7, 2013.)

The Coast Guard stated in February 2008 that performing the extensive maintenance, repair, and modernization work needed to extend the service lives of Polar Star and Polar Sea by 25 years might cost roughly $400 million per ship. This figure, the Coast Guard said, is based on assessments made by independent contractors for the Coast Guard in 2004. The service life extension work, the Coast Guard said, would improve the two icebreakers’ installed systems in certain areas. Although the work would be intended to permit the ships to operate for another 25 years, it would not return the cutters to new condition. At a June 26, 2013, hearing before the Coast Guard and Maritime Transportation subcommittee of the House Transportation and Infrastructure Committee, Vice Admiral John P. Currier, the Vice Commandant of the Coast Guard, testified that repairing and reactivating Polar Sea for an additional 7 to 10 years of service would require about 3 years of repair work at a cost of about $100 million. The Coast Guard has testified that if annual funding levels in the Acquisition, Construction, and Improvements account are not increased from currently programmed levels, the icebreaker will be, essentially, an unfunded requirement.

Lifting Up and Reaching Out: How AWPs enable workers at shipyards to handle a variety of tasks Aerial work platforms (AWPs) and telehandlers provide the strength, power and versatility to tackle a variety of tasks in shipyards and shipyard warehouses, fabrication facilities, and workshops. Their reach and capacity allow these machines to facilitate a wide variety of work—everything from welding, sandblasting, and painting to the delivery of materials and supplies. AWPs improve job site accessibility AWPs are designed to safely place people and materials in hard-toreach spaces. With increasing frequency, they are replacing ladders and scaffolding as a safer, more secure alternative. They eliminate the need to climb up and down on exposed ladders, and workers are tied off and surrounded by railing, leaving two hands free to work safely while providing space for tools and materials. AWPs also provide a convenient way to move in, out, and around a facility or job site, unlike stationary scaffolding, and can increase productivity by eliminating erection and teardown time. Those working in the maritime industry will find a variety of choices available to them, each offering different power sources, functions, and reach capabilities to match particular applications. Larger combustion-powered boom lifts use gas or diesel fuel and lend themselves to outdoor applications, including shipbuilding and maintenance. The largest of these lifts can reach as high as 185 feet (19 stories) and provide access to more than three million cubic feet of reachable space. Smaller, more compact booms are usually powered by rechargeable batteries. They operate quietly without any exhaust, making them the boom-of-choice for indoor applications, including metal fabrication, carpentry workshops, and offices that are often part of a shipyard. AWPs also come in a variety of configurations. Telescopic booms use hydraulic cylinders to extend straight out from the base, like a telescope, and can rotate 360 degrees, while articulating boom lifts employ a joint or knuckle that enables the boom to bend and reach up, over, and sometimes around obstacles. For especially tight applications, a mast boom lift might be the best choice. These booms use a jib to reach up and over obstacles

22 MARINE LOG August 2015

and are often used to reach high shelving in warehouses or to change light bulbs and perform other maintenance tasks. Finally, scissor lifts use a crisscross support to lift the work platform and work well for maintenance tasks or repairs that require access directly overhead. Telehandlers lift and place loads When materials need to be moved in a shipyard, telehandlers come in handy. Unlike forklifts, which rely on a vertical mast to move loads, telehandlers feature telescoping booms, allowing them to deliver materials to heights of 65 feet or higher. Telehandlers can carry loads of 75,000 pounds or more, well above a typical shipyard load of 10,000 to 15,000 pounds. Smaller compact telehandlers offer tight turning radii and low profiles for outstanding maneuverability in confined spaces. With lift heights as high as 18 feet, outreach up to 11 feet, and carrying capacities of up to 5,500 pounds, they are well-suited for indoor shipbuilding activities, repair facilities, and crowded warehouses. The versatility of these machines is enhanced by a variety of attachments that fit on the end of the boom. The list of more popular attachments includes: • Fork carriages: Come in a variety of widths and offer varying degrees of rotation and side tilt as well as numerous fork options • T russ boom: Move suspended loads and heavy, bulky materials, including I-beams used in shipbuilding •B uckets: Scoop and carry large volumes of loose materials/waste •S heet material adapters: Move large, flat materials, such as drywall or plywood • Work platforms: Lift people Together, telehandlers and AWPs provide shipyards with equipment choices to accomplish a variety of tasks. Understanding the capabilities of each machine and training in their use will contribute to job site productivity and safety. —Brian Boeckman, Global Product Director, Telehandlers, and Corey Raymo, Global Category Director, Boom Lifts, JLG Industries

Ship Repair & Maintenance For example, at an April 28, 2015 hearing on Coast Guard resources and priorities before the Oceans, Atmosphere, Fisheries and Coast Guard subcommittee of the Senate Commerce, Science and Transportation Committee, Admiral Paul Zukunft, the Commandant of the Coast Guard, testified that by reactivating Polar Star, we have purchased up to 10 years of decision space to recapitalize our ice-breaking fleet. Two of those years have expired. And while I’m exploring several options to reconstitute our nation’s fleet of icebreakers, I will need topline relief [i.e., an increase] in my acquisition budget to make this requirement a reality.”

The Katmai Bay undergoes routine repairs at Great Lakes Shipyard

Shell chartered icebreaker in for repairs Last month, the icebreaker MV Fennica on charter to Shell in Alaska struck an uncharted shoal. The incident occurred while the vessel was carrying the capping stack that Shell is required to deploy should a blow out occur during drilling operations in the Chukchi Sea. The ship underwent repair at Vigor Industrial’s Portland, OR, shipyard. “The Motor Vessel Fennica was departing from the port of Dutch Harbor, Alaska when the crew discovered that they had water coming in to their Port No. 4 ballast tank. At that point they returned to port and tied up at the Delta Western dock,” he reportedly said. “Divers there discovered a one-inch wide by three foot long fracture in the ship’s hull.” Fennica and sister vessel Nordica are on charter to Shell from Arctia Offshore, a subsidiary of Finnish Government owned Arctia Shipping, and are chartered out when not required for ice management services during the Finnish winter. In a statement, Arctia said, “The incident didn’t cause any harm to the environment, neither did it pose any danger to the crew.”

Icebreaking tug gets dry docked Half a continent away on the Great Lakes, more routine repairs were performed on the U.S. Coast Guard’s icebreaking tug Katmai Bay (W TGB-101). It was hauled out of t he water for a drydocking, inspection, maintenance, and repairs at Great Lakes Shipyard, Cleveland, OH. Homeported in Sault Sainte Marie, MI, the USCGC Katmai Bay serves the entire Great Lakes system, providing icecreaking during the winters months, law enforcement, security and light house projects. Under the contract, Great Lakes Shipyard was to inspect the hull, propulsion and steering system, as well as perform steel repairs, hull cleaning and painting. The 140-foot Bay-class Icebreaking Tug was hauled out using the shipyard’s 770-ton Marine Travelift—the largest on the Great Lakes. ■

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August 2015 MARINE LOG 23

MARINE LOG CONFERENCE & EXPO

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October 22-23, 2015 New Orleans

JW MARRIOTT HOTEL 877-622-3056 Hotel Block Closes 9/29 - $225/night Group Name: All About Marine

LNG | ENVIRONMENT | THE JONES ACT | SHIPYARDS www.marinelog.com/allaboutmarine

Two Days. Four Tracks. Forty Experts Speaking ALL ABOUT MARINE. KEYNOTE ADDRESS William P. Doyle, Commissioner, Federal Maritime Commission Doyle will address how better fleet utilization and the implementation of new technologies such as LNG as a marine fuel will help meet the shipping community’s economic and environmental goals.

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While there have been significant early adopters of LNG as a marine fuel, operators overall have been slow to commit to natural gas as an alternative fuel. This track will examine options for financing newbuilds and refits, creating a new bunkering infrastructure, and developing a regulatory regime.

Environmental compliance remains at the top of the list for many vessel operators as they look to comply with a laundry list of new and impending regulations. This track will focus on the real world best available technologies and the best practices for compliance, as well as examine what regulations might be on the horizon.

Puerto Rico’s financial crisis has once again whipped up a heated debate about the Jones Act’s impact on the commonwealth’s economy. Is it time to modify the Jones Act? Should Puerto Rico receive a exemption? What’s the Jones Act’s impact on the overall U.S. economy? These are just some of the topics that this program will explore.

Shipyards need to continue to invest in order to remain competitive. What can they do to increase productivity, improve product quality, and lower costs? What government financing is available? Experts will discuss these topics, as well as examine what new construction and specialized conversion opportunities are emerging.

Topics: • LNG Fueling Infrastructure • Operational Experience • Alternative Fuels • LNG on Inland Waterways

Topics: • ECA Enforcement • Ballast Water Management • Hybrid Technology • Emissions and GHG

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Maritime Salvage

The ship was successfully refloated in July 2014

Raising the Costa Concordia Detailing the successful wreck removal operation of the cruise liner By Amelia P. Smith, Crowley Maritime Corp.

escribed as the largest, most technically demanding wreck removal operation ever attempted on a ship of its size, the wrecked Costa Concordia cruise liner was successfully removed in July 2014. For two and a half years, the gnarled cruise liner sat in protected marine waters, glowering at tiny Giglio Island. When the incident occurred in January 2012, the ship smashed into the rocky coastline where it heeled over starboard and came to rest suspended on two underwater granite knuckles. Though the rocky protrusions crushed portions of the starboard hull—in addition to damaging the port side—and left a 160-foot gash from the initial impact, they also prevented the wreck from sliding down the steep sea slope. TITAN Salvage was on site within 48 hours of the incident, ready to assist. The accident is now considered the largest passenger shipwreck by tonnage in history. But the great lengths required for its refloat and removal are perhaps even more epic, as was the talented team behind the salvage effort.

Largest Maritime Wreck Removal Project in History Begins With the stakes high and a ship twice the size of the Titanic laying precariously on its side in protected waters, vessel owners Costa Crociere (a unit of Carnival Corp. & PLC.), alongside others on a specially appointed review board, immediately began evaluating 26 MARINE LOG August 2015

proposed salvage plans from more than 10 of the most experienced wreck removal and maritime salvage companies from around the world. After an exhaustive search, they selected Italian offshore service provider Micoperi and Crowley Maritime’s TITAN Salvage. Chosen for their ability to fulfill the main objectives—which included removing the wreck in one piece with minimal risk and environmental impact, while maximizing the protection of Giglio’s economy, tourism industry and safety—the TITAN/Micoperi team set forth with a complex plan to remove the stricken vessel at a cost of more than what it took to build the vessel in 2004. The duo complemented one another well: TITAN brought valuable experience in salvaging some of the toughest marine disasters on earth, and access to highly specialized personnel and equipment. Additionally, through fellow subsidiary Jensen Maritime, Crowley’s Seattle-based naval architecture and marine engineering firm, TITAN was able to also provide sophisticated support, including project management specialists, procedure writers, designers, project control engineers, and heavy logistics managers, to aid in a successful project execution. Micoperi brought with it a long history as a specialist provider to the offshore construction and engineering sector, as well as critical heavy lift assets. The companies’ combined talents brought forth a mind-boggling plan that deployed five stages of work that have never been attempted on a scale of this magnitude.

Maritime Salvage The operation was led by TITAN’s Nick Sloane, senior salvage master and South African salvage expert, with the help of 10 others, including colleague TITAN’s Capt. Rich Habib, managing director, aboard a command and control barge. “We nicknamed them the ‘Magnificent Eleven’,” said Franco Gabrielli, the Italian official in charge of the project. By the time the TITAN/Micoperi team began their work on site in May 2012, Costa Cruises had already taken measures to protect and secure the environment. Immediately after the incident, they established several perimeters of boom around the wreckage and hired contractors to remove more than 2,300 tons of bunker oils and other pollutants. “Our multi-phase plan started with the establishment of the holdback system and stabilization of the vessel,” said Habib. “Two and a half years later, the job successfully ended with the vessel being rotated upright in one piece, refloated and towed away for final demolition and recycling by the client.”

Phase 1: Holdback System and Stabilization The Costa Concordia, which measured three U.S. football fields in length, required the crucial first step because, as Habib explained it, “It anchored and stabilized the ship onto the granite seabed to prevent slipping or sinking along the steep sea floor, which dropped off sharply nearby. Doing so also made it possible to work safely—even in bad weather.” The initial holdback lines consisted of 16 heavy wires that connected to four submarine anchor blocks. Each block weighed 35 tons and was pinned into the sea bottom between the center of the wreck and the coastline. Installation of the remaining holdbacks brought the total number of anchor blocks to 11. Multiple towers—each holding two independently controlled hydraulic strand jacks—were fitted to the blocks and were attached to 22 chains. The chains were so massive that each link measured 27 inches and weighed 900 lbs. The chains eventually were threaded beneath the hull to prevent the ship from sliding down the slope as the opposing righting force was applied in phase three. But working aboard the ship proved to be a feat unto itself. The cruise ship initially rested at a 70-degree angle in 65 feet of water. As an example of Crowley and TITAN’s commitment to safety, traversing such a sharp slope required the salvage workers to take a four-day course in mountain climbing. Each trek up required harnessing and strapping, and rigging back-up lines, and every shift was monitored for safety by rescue climbers sourced from the Italian Dolomite Mountains. Nothing came easy on a job this size. “Whichever way you looked, whether you were talking about the weight of the ship, the high center of gravity, the vessel construction, the topography of the seabed, the massive damage … all of those things just drove the size of the project,” said Habib.

Phase 2: Underwater Support and Portside Sponsons In the fall of 2012, phase two began and kept TITAN/Micoperi busy preparing the false bottom that the wreck would rest on after its parbuckling, or rotation to an upright position. Because the ship was suspended at the bow and stern by the two underwater ridges, the center of the ship had to be supported by a platform, or a “false bottom,” to allow the ship to rest upright on the steeply sloping bottom. To create this stable foundation in a an uneven terrain, TITAN/Micoperi’s dive team hand-placed hundreds of eco-friendly, cement-filled grout bags—nearly 15,000 cubic meters worth—between the two spurs of rock under the ship. The bags, each the size of a residential swimming pool, were designed with straps for easy removal at the end of the project. “That’s equivalent to about 24,000 tons of cement,” said Habib.

“Every component, every way you look at this project, you’re talking about massive numbers.” “The finish had to be as perfect as your bed mattress so the force of the parbuckling would be transferred from the ship, through its turn of the keel, onto the mattress,” said Sloane. “And it had to be spread perfectly. If any of the grout had collapsed, the ship would have collapsed in a ‘domino effect.’ The risks were very high.” During this labor-intensive stage, the more than 120 specialized divers, who represented 11 different countries, worked around the clock to help keep the project on schedule. The installation of these layers of grout and cement bags had been commenced just as the winter of 2012 on scene. Arriving with no mercy, that season turned out to be the worst on record in Giglio in 45 years, causing the project to fall significantly behind schedule. Sloane remembered the weather, including two 10-year storms that hit in just a couple of weeks in late October, well. Butting up against the grout bags were the six steel platforms, the largest of which weighed 1,000 tons, constructed at three different fabrication yards around Italy. Simultaneously, the piles that anchored the massive platforms into the seabed were installed alongside the grout bags. Each required a 6.5-foot diameter hole to be drilled through over 40 feet of solid granite and cemented into place. “We had to drill large-diameter piles into the side of an underwater granite mountain,” Sloane said, describing the challenge. “That had never been done before. It’s normally something you’d avoid doing, but we were constrained by the location and the desired footprint of the platforms. So, we had no choice but to find a solution for drilling into the bedrock.” To complete the surface-breaking granite drilling, the team created innovative sub-sea templates with hydraulic rams that matched the footprint of the platforms. This aided in the bedrock breakthrough and also helped to provide a level template on the sea bottom. The weight of the small template totaled 75 tons, with the larger two templates weighing over 270 tons. Another challenge was transporting the sponsons from the shipyards to the worksite during the weather window when they were needed so as not to delay the project further. Sponsons are metal boxes—the largest was 800 tons each and the tallest 11 stories high— that were filled with water and affixed to the sides of the vessel to ballast the wreck to the platforms. Later, compressed air was used to displace the water and create buoyancy during the refloating phase. “I think the logistical challenge of supplying the sponsons on demand at just the right time proved to be a challenge and that’s what the logistics team did fantastically well,” said Sloane. Crowley had responsibility for the interyard and cross-country deliveries of the newly built sponsons and platforms. The sponsons were constructed at five different shipyards around Italy and when each was completed, they were transferred to a marshalling site at a container yard in Livorno before being shipped to the project site via barge. Once the pieces were delivered and the drilling was complete, the hollow legs of the platforms slid easily over the piles to hold them in place—another job requiring absolute precision. Sloane explained, “The margin of error that we could allow for was less than six inches over the whole length of the platform. If it was any more than that, the legs wouldn’t fit.” To protect the environment during the drilling, the drill head was enclosed in a closed-circuit system—an eight-foot pipe running from the seabed the surface—to contain the drill cuttings, mud and sediment. Marine biologists from Rome’s Università La Sapienza also temporarily relocated more than 280 giant mussels from the meadows of Neptune Grass for protection. August 2015 MARINE LOG 27

Maritime Salvage The salvage operation was conducted by the TITAN/Micoperi team

After the platforms were installed, a crane aboard the SAL Svenja, a specialized heavylift ship, was deployed to perform the installation of 11 parbuckling and refloating sponsons on the portside of the wreck.

Phase 3: Parbuckling With the foundation secured, platforms in place and 11 of the 15 portside sponsons installed, the next step was the parbuckling. Surprising to some, this technique is nothing new. It was used, for example, to right the USS Oklahoma after the battleship was sunk at Pearl Harbor and also to salvage the Herald of Free Enterprise ferry after it capsized at Zeebrugge in 1987. But the location and sheer scale of the Costa Concordia made the technique challenging, as did the vessel’s internal structure and positioning. “This [was] brand new technology, brand new methodology,” said Girotto. “To lift a vessel in this way … it [was] the first time ever.” Even before the delicate third stage began in the summer of 2013, it brought many uncertainties for the team. No one could predict how much force would actually be required to pull the ship upright, if it had the structural integrity to withstand the pressure of the rotation, or what the damage would be on the starboard side. Every possible outcome was considered and the plans were painstakingly reevaluated. As a result, it became clear to the TITAN/Micoperi team that the bow of the vessel would need additional support during the parbuckling. “The bow was in deep water so we couldn’t put support platforms there. We had three large platforms under the ship’s belly and three baby ones under her stern, but there was almost a football field’s worth of the bow hanging over the forward reef suspended,” explained Sloane. “We knew there was a good chance when we parbuckled the bow would twist and break … so, we used the ‘blister sisters’.” Not part of the original plan, the “blister sisters” were two additional steel tanks that TITAN/Micoperi installed on the Costa Concordia’s suspended bow to provide support during and after the parbuckling, as well as during the refloating phase. Much like a cervical collar/neck brace used on patients with spinal injuries, they provided a net buoyancy of 5,000 tons to the front of the ship, reducing the chance of further damage. The installation of the “blister sisters” was completed in August 2013. On the morning of Sept. 16, after a brief delay due to thunderstorms, parbuckling operations began. The TITAN/Micoperi team 30 MARINE LOG August 2015

After two and a half years, the Costa Concordia is finally docked in Genoa

sat directing the show in their highly technical control room aboard the barge Polluce, positioned on the Costa Concordia’s bow. With the orders given, 36 hydraulic, strand jacks, with the combined capacity of 13,000 tons of force, began the job of pulling the massive vessel upright. By midnight the vessel had reached a point where artificial pulling was no longer warranted. Then rotated by about 35 degrees, the sponsons were slowly flooded and gravity assisted in completing the roll-over. Averaging six degrees an hour, the vessel finally sat fully upright—with no environmental spills—after 19 hours of work. With the project 60% completed at this stage, the vessel was finally safely upright, resting on its artificial seabed at a depth of about 32 meters. But the challenges weren’t over. The starboard damage still had to be inspected and stabilized, and the vessel needed to be winterized once more to preserve it until work could begin again in the spring.

Phase 4: Starboard Sponsons Winterization of the vessel began soon after the parbuckling, in October 2013. TITAN’s main objective in doing so was to protect the vessel and environment from further damage during the difficult coming winter months. This was done in three steps: first by positioning an additional hold-back system to avoid further movement of the bow. Second, the TITAN team installed additional removable grout bags in the area between the wreck and the shoreside rocks. Finally, to further stabilize the wreck, they positioned sea-side tubular pipes that braced the underwater platforms to the top of the sponsons. Structural surveys on the damaged starboard side were also completed, which helped to define the repair operations that would later allow for the positioning of the 15 starboard sponsons required for the refloating phase. Throughout all of it, environmental monitoring continued to assess Giglio’s sea water quality. In April 2014 installation work for the starboard sponsons began. By late April, after two-and-a-half days of work, TITAN completed the installation of the first sponson on the wreck’s starboard side. The inaugural sponson, which was the largest by height and weight, had been towed around to the inshore side and precisely ballasted for positioning against the starboard hull via a rotating heavy-lift crane aboard the pontoon barge Conquest. Strand jacks pulled against the

Maritime Salvage massive chains running beneath the hull to hold it tight to the wreck once pressurized. Simultaneously, the air-filled sponsons on the port side were ballasted with water to hold the Costa Concordia firmly to the false bottom as the work commenced. Slowly, one by one, the 15 new sponsons—plus an additional four to the portside—were added to the wreck, a feat completed by early July 2014.

Phase 5: Refloating and Tow Mid-July, Costa Crociere CEO Michael Thamm issued a statement that read, “Everything is in place and ready [for the refloat], the salvage team has successfully completed the technical tests … It is a complex operation never attempted before, but we know we can count on the best technicians in the world.” After two and a half years, the final stage of work had arrived. “The plan was to partially refloat the vessel,” said Habib. “In other words, just get it up a few meters off the platform and then move it out about 30 meters. At that point the inshore sponsons would be in deep water and we could pull—using the strand jacks on top—them down to the final depth in their final position.” “We knew it would be a challenge, so we gave ourselves seven days,” said Sloane. “It took 10.” At 6:00 a.m. on July 14, the refloating operation began. Sloane, Habib and the TITAN team arrived at the remote control room and the salvage crews began the first step of lightering the vessel, freeing it of 30,000 tons of ground reaction, via the buoyancy in the ship’s sponsons. Several hours later, Sloane gave the order to start up the powerful pneumatic blow-down systems, which were mounted on the ship, to gradually begin emptying water from all the sponsons. This displacement gently lifted the vessel from the false bottom, leaving 60 feet of the hull beneath the water. The team also began the task of tightening the massive chains connected to the sponsons. But the salvors couldn’t have anticipated that they would have absolutely no excess buoyancy to spare during the refloat. In fact, had the team not installed the blister sisters to the bow of the wreck, Habib confirmed that the ship would have been difficult to rise up off the platforms. Ultimately, the situation required the salvage team to perform a risky ‘pull full’ maneuver with the tugboats. “I have to tell you, as an experienced salvage master, I can’t begin to imagine what was going through Nick’s head,” said Habib. “Because when you’re pulling something hard and it’s aground—and this was aground on the platforms—what often happens is it starts to move very slowly, but within a few seconds, it will increase speed very quickly. We often see as salvage masters ships come off much faster than we’d like to and then we have to get control of the ship.” Regaining control of a vessel after a ‘full pull’ isn’t always a problem, especially if there is space to do so. “But Nick only had 30 meters,” said Habib, “which is nothing! And yet he still ‘pulled full.’ If I’d have had an engineer as a salvage master, I don’t think we would have come off. I think the project would have failed right then and there. It takes a guy with a lot of instinct to be able to take the risk to do that and ‘pull full’ like he did with hardly any room to maneuver. In the end she came off—I mean, it was a struggle, but she came off—in a very stately manner. She came off very slow and grudgingly. So, that was just a really exhilarating moment for all of us.” Once off the platforms and floating in deeper waters 30 meters offshore, the TITAN/Micoperi team saw for the first time the light at the end of the tunnel. “We knew then that we could bring the sponsons down to their final positions,” explained Habib. “We really felt very confident that

we could get it to the design draft and also tow it up to Genoa. That was really the moment when we all felt like we had won the project.” Over the next four days, TITAN/Micoperi deballasted the sponsons and connected and tensioned the last four chains and six cables. Water was sampled continuously to maintain the integrity of the environment throughout the process. On July 22, after many days of upward movement by only meters at a time, it was announced that the vessel had been fully refloated and was at her contractual draft. The next morning, she was scheduled to be towed away from Giglio waters forever. After final inspection, the wreck’s mooring lines were cut and, the Costa Concordia began its final voyage via a convoy of more than a dozen support vessels. The parade included two tugboats with a combined 24,000 horsepower and 275 tons of bollard pull at the bow for the hull, and two additional auxiliary tugs positioned aft. The Costa Concordia’s forward progress was made at the speed of a golf cart. Sloane and Habib were some of the few who remained onboard the disabled vessel to provide constant monitoring of its list, ballasting and speed, among other vitals. Additionally, divers and underwater Remotely Operated Vehicle (ROV) operations were available should an intervention be required on the sponsons, cables, chains and tow wires. Then, on July 27, the Costa Concordia approached its final destination. Harbor pilots boarded the vessel and one of the towing tugboats was disconnected as a harbor tug was connected to its stern. And then, after five days under tow, the former palace at sea arrived in Genoa. There it was returned to the owners for final disposition. “Ten, twenty years ago, you would have just cut the ship up. I mean, there was no other choice,” said Sloane, reflecting on the job. “But with the engineering and modeling, we were able to overcome the challenges.” “Our team’s goal was to accomplish the project with safety, ingenuity and detail,” said Chris Peterson, Vice President, Titan Salvage. “We truly believe that we have done just that. Over the past two years, every aspect of this project was handled with the utmost professionalism and an inordinate amount of calculation and planning.”

Costa Concordia Commands Respect in Many Ways It’s easy to be awe-struck when considering the size and scale of a salvage job like the Costa Concordia. By the end, the job of removing the wreckage required up to more than 500 specialists from 26 countries working around the clock, seven days a week. However, the loss of 32 people who were aboard the ship at the time of the accident, plus the tragic loss of TITAN diver Israel Moreno, never escapes the TITAN team. “Not a day goes by that the workers don’t think about why they are on this job,” said Sloane. “Nobody on the crew ever forgets about the people whose lives have been altered by this accident.” The impact the Costa Concordia has had on the friends and families of the victims can’t be overstated. The workers on the other hand know that, in many ways, this job will be the highlight of their careers. “This was,” said Sloane, “With the complexities and amount of engineering, with the scale of the equipment we brought in, to the size of the teams … this was by far the largest salvage job that has ever been done in the history of maritime salvage.” ■

Since this story was published, TITAN Salvage merged with Svitzer Salvage to form a new global marine services company named Ardent. This new organization, which is based in Houston with operational offices in the Netherlands, United Kingdom and Singapore, is now jointly owned by Crowley Maritime Corp. and the Svitzer Group. August 2015 MARINE LOG 31

MARITIME SALVAGE PREVIEW

RADM Linda Fagan, Commander, First Coast Guard District, will be the keynote speaker at the Maritime Salvage Conference & Expo

Focusing on Maritime Salvage Salvage experts to take center stage this fall at Maritime Salvage Conference & Expo

hipowners, regulators, insurers, attorneys, and salvage professionals will gather at the Maritime Salvage Conference & Expo in Stamford, CT, this fall to discuss real-world lessons and practices of salvage, wreck removal, fire-fighting, and environmental response. The conference, set for September 22-24, will be kicked off by RADM Linda Fagan, Commander, First Coast Guard District. Admiral Fagan oversees over 2,000 miles of coastline along the U.S. Northeast that include the busy ports of Boston, New York, and Newark. Prior to assignment to NORTHCOM, she served as the Commander, Sector New York, the Coast Guard’s largest shore-based operational unit. During a session sponsored by the Maritime Law Association of the United States on September 22, Jason Harris, Esq., Partner at Welch & Harris LLP, who chairs the MLA’s Salvage Committee, will provide an update on recent notable salvage case law. The MLA’s Salvage Committee advises its membership on international and domestic legal developments concerning commercial salvage, treasure salvage and related marine insurance issues. It also assists in formulating the association’s policy on emerging issues as the UNESCO Convention on Underwater Cultural Heritage, Salvage Convention, and Places of Refuge. During the session, Harris will be joined by Thomas H. Belknap, Jr., Esq., Partner, Blank Rome LLP, who will address the critical issue of “1989 Salvage Convention.” Responder immunity, a key issue for responders, will also be discussed. The two main concerns for responders that came out of the Deepwater Horizon incident is that plaintiffs sued them under general maritime law due to personal

32 MARINE LOG August 2015

injury caused by the exposure to the spilled oil and the dispersants which were approved for use on a daily basis by the Federal OnScene Coordinator under the National Contingency Plan; and bare allegations by plaintiffs of gross negligence and willful misconduct related to the response actions without having to provide any underlying facts to support such allegations. Among the other highlights at the conference, Lindsay Malen, CEO, Malen Maritime, will detail the largest maritime salvage operation ever undertaken when she discusses “Salvaging the Costa Concordia: A Closer Look.” Righting, raising and towing the giant cruise ship was a massive undertaking that broke new ground in the salvage industry. Malen will be one of three panelists that will address various aspects of Environmental Salvage. She will be joined by Dr. Dagmar Etkin Schmidt, President, Environmental Research Consulting, who will present “Weighing the Cost” of environmental salvage. She will be followed by Jim Shirley, Esq., Principal Consultant, JTS Marine, LLC, who will discuss Places of Refuge. On September 23, one of the notable presentations will be from Sam Kendall-Marsden, Syndicate Director, Charles Taylor and Co. Limited, who will speak on the “Amadeo 1 Case Study.” The Amadeo 1 was a RO/PO passenger vessel that grounded and capsized off of the coast of Chile in 2014. With their three-day pass, delegates will also have a choice of sitting in on one of two workshops on September 24. One workshop will be a special Maritime Casualty Scenario featuring a tabletop exercise produced by the ASA and the other will be a HECSALV/POSSE Training Seminar produced by Herbert ABS Software Solutions. ■

Insurance

Some design projects may appear to be attractive for naval architectural firms, but the insurance requirements involved might be excessive

A Favorable Solution What Naval Architects Should Consider When Faced With Steep Insurance Requirements By Chris Engstrom, Executive Vice President and Senior Broker, Hall & Company

aval Architects periodically face a tough decision when presented with the opportunity for new projects that are well aligned to the firm’s capabilities, but appear to impose unaffordable or excessive insurance requirements relative to the work involved. For firms that already carry the required insurance as specified in the contract there may be concern regarding the cost of insurance compared to the amount of fee and risks involved. For firms that carry limited or none of the required insurance a common concern is the added expense of required insurance. In some cases these concerns are well justified. In others, there may be alternative approaches available to the Naval Architect that would help relieve their concerns: The contract may not be well written for a Naval Architect and require negotiation, or there may be newer alternative solutions available to comply with insurance requirements. The following information is provided as a guide to help Naval Architects negotiate a more favorable and affordable solution to satisfy the unique insurance requirements of a project or client.

Confirm that the contract is appropriate It’s not uncommon for a contract to be generated with insurance requirements that are appropriate for vessel construction and repair, but not appropriate for the services rendered by a Naval Architect. These contracts often include language around liability arising out of workmanship errors which is not the responsibility of a design firm. It is very important to ensure that the contracts you enter into are appropriate for Naval Architect services, and further caution is recommended to avoid problematic provisions that may not be insurable.

For example, some provisions that may be problematic are: •N aming project owners as Additional Insured on Certificates of Insurance. • I ndemnification and Hold Harmless contract language including terms such as “defend” and liability assumed beyond negligence arising from a design professional’s performance • Warrantees or Guarantees • Unclear or overly broad Scope of Work and Standard of Care • Inclusion of responsibility for Job site safety •U se and Ownership of Documents without proper authorization or lack of Indemnification & Hold Harmless language in favor of design professional.

Basics of business insurance policies for Naval Architects • P rofessional Liability (aka, “Errors & Omissions”) — Pro-

fessional liability insurance policies provide coverage, including defense and damages, for claims made against the firm due to an alleged or actual negligent act, error or omission in the performance of its services. — Beware of a “Covered Professional Services Definition” that limits coverage to only those services stated in a policy. • Business Owners Policy — A Business Owners Policy, or BOP, commonly includes general liability, property, business interruption, hired & non-owned auto, valuable papers, employee benefits liability and employme nt practices liability. — The most common insurance challenge facing Naval Architects in regard to general liability insurance is a contract requirement for “Products & Completed Operations” coverage. August 2015 MARINE LOG 33

Insurance Some insurance policies are incorrectly issued assuming only an in-office exposure and not work in the field such as visiting a shipyard to observe construction of a vessel. This becomes apparent when a certificate of insurance is rejected by a project owner for the firm not carrying proper general liability insurance which, in some instances, results in an urgent need to replace the policy with proper coverage to include Products & Completed Operations. • W orkers’ Compensation – Workers compensation coverage is state-mandated insurance that covers lost wages and medical treatment resulting from an employee’s work-related injury or illness. — For a Naval Architect firm that periodically visits a shipyard, an employee may cross a state jurisdictional line into federal jurisdictional territory for workers’ compensation insurance. When this happens the employee may be entitled to U.S. Longshore & Harbor Workers coverage if injured on or near U.S. navigable waterways. It’s important to place workers’ compensation insurance with an insurer that can provide U.S. Longshore & Harbor Workers coverage in the event it is contemporaneously needed for proper insurance protection and/or to satisfy a contract requirement. • Ot her recommended p olicie s include Cyber & Privac y Liability, Foreign Liability, Directors & Off icers Liability, Employment Practices Liability, Business Auto for company owned vehicles, ERISA Bonds and Inland Marine for mobile equipment and offsite storage of property.

A more affordable solution to satisfy contractual limits Often times a project may come across your desk that your firm wants to pursue but is dissuaded by onerous Professional Liability

insurance contract requirements of excessively high limits, long coverage term durations or the firm’s current lack of Professional Liability insurance. Before walking away from the project opportunity you may want to consider alternatives to traditional approaches for satisfying the insurance requirements; • Project Specific Excess — This is an endorsement to a Professional Liability policy that increases limits for a specific project. This approach is less expensive than increasing the limits of your practice policy where the increase would be available for all projects. • C lient Specific Excess — Much like Project Specific Excess a Client Specific Excess endorsement to a Professional Liability policy extends higher limits of liability for all projects with a particular client. • Project Policies — A project policy provides Professional Liability coverage for a particular project only. This approach may be more affordable than purchasing a practice policy for a Naval Architect who does not carry Professional Liability insurance. Conceptually the firm purchases coverage on a project by project basis. For firms carrying Professional Liability insurance there is an alternative with separate dedicated limits just for a project. ■

Chris Engstrom is Executive Vice President and Senior Broker at Hall & Company. He can be reached at cengstrom@hallandcompany.com. Please note that this Advisory was written from a risk management and insurance perspective. Neither the Advisory nor the information provided herein constitute a legal review or opinion, or can be construed as same. All recipients of this information are encouraged to seek a legal review of any agreement that they are considering executing.

Creative Solutions to Protect Your Marine Assets

Ocean Marine Cap’t Ed Wilmot / ewilmot@gaig.com GreatAmericanOcean.com

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newsmakers

SUNY Maritime names Burke and Clott as its inaugural ABS Chairs SUNY Maritime College, Throggs Neck, NY, has named Dr. Richard Burke (pictured) and Dr. Christopher Clot t its ABS Chairs. Each will teach a pair of courses each semester beginning this fall. Dr. Burke is the inaugural ABS Chair of Marine Engineer ing and Naval Architec ture. Meanwhile, Dr. Clott is the inaugural ABS Chair of Marine Transportation and Logistics.

Crowley Maritime Corporation, Jacksonville, FL, has promoted Mark Miller to Vice President, Corporate and Marketing Communications, within Crowley’s corporate services group. Miller, along with his team, are responsible for the company’s brand development, media relations and marketing communications. Additionally, Crowley has promoted Parker Harrison (pictured) to Vice President of Procurement. Harrison is the former Director of Claims within Crowley’s risk management group.

Conrad Industries, Inc., Morgan City, LA, has announced the appointment of Rene J. Leonard as Vice President of Business Development and Engineering. Leonard comes to Conrad after a 25-year career at Bollinger Shipyards.

Sir John Hood KNZM has been appointed Chairman of BMT Group Ltd., effective October 1st. He replaces the retiring Dr. Neil Cross.

Bibby Ship Management has appointed Donald Macfarlane as its new SHEQ Director. Macfarlane will be responsible for managing and developing Safety, Health, Environment and Quality (SHEQ) related initiatives across the Group.

Andrew Smith has been tapped to lead Fairbanks Morse Engine’s marine segment. Smith comes to Fairbanks Morse from Rolls-Royce Naval Marine where he most recently served as Vice President of Business Development.

Ship o w ne r s Cl aims Bureau, Inc., which manages international P&I insurer the American Club, reports that Dorothea I oa n n o u, Manag ing Director of SCB (Hellas) Inc., has taken on the role of Global Business Development Director. She will be responsible for coordinating business development efforts across all regions of the world. South Korea’s Ki-tack Lim has been elected the Secretary-General of the International Maritime Organization (IMO). Lim, who is currently President of the Busan Port Authority, will begin his four-year term January 1, 2016. Shane Guidry, President and CEO of Harvey Gulf International Marine, has named William S. Smith III Chief Operating Officer of Trinity Yachts. HGIM purchased Trinity Yachts and Gulf Coast Shipyard Group—both of which Smith held the position of Vice President of Sales and Marketing—back in June.

TOP 10 REASONS TO ATTEND Highlights of WMTC 2015: 10. Over 225 technical papers and presentations from SNAME and the other 20 organizing Societies. 9. Panel Sessions focused on Ballast Water Treatment and Human Factors in the Maritime Industry. 8. Networking receptions and off-site events. 7. Topical Breakfasts and Lunches. 6. Internationally-focused Expo covering all reaches of the maritime industry. 5. Innovative Sessions showcasing technical advances and new products.

4. Student and Young Professionals Programs to connect the global maritime community of the future. 3. SNAME Cup Sailing Regatta and SNAME Annual Golf Tournament. 2. SNAME Annual Banquet and Awards Lunch to recognize leaders both young and old. And the number one reason to attend? 1. A repeated history of excellence in its week-long program.

August 2015 MARINE LOG 35

techNews ABB’s new Azipod offering gets recognition The latest addition to ABB’s electric propulsion line up, the Azipod D (pictured below), was recently awarded the Innovation of the Year Award at the Electric & Hybrid Marine World Expo in Amsterdam, the Netherlands. The award recognizes pioneering technologies that push the envelope and contribute to making electric and hybrid propulsion possible and viable. The Azipod D, part of ABB’s gearless Azipod propulsion range, offers design flexibility, enabling the azipod to be fitted on a wide range of vessels with varying hull shapes and propeller sizes. The new offering will enable other marine market sectors, such as offshore drilling, construction and support vessels, and ferries, to take advantage of the technology. Gearless propulsion systems are already in use on cruise ships, icebreakers, ice-going cargo vessels and offshore accommodation vessels.

MTU partners with Li-Ion battery specialist Akasol With the popularity of hybrid propulsion systems on the rise, batteries have become a vital player in optimizing a vessel’s operation. To ensure it provides its customers with the best systems possible, Rolls-Royce’s MTU Friedrichshafen GmbH has partnered with lithium ion (Li-Ion) battery specialist Akasol GmbH. The goal of the partnership is to develop and deliver battery systems for MTU’s hybrid and e-drive propulsion systems for marine and other applications. Battery systems in hybrid propulsion systems help store and provide power during a vessel’s operation, reducing emission and increasing operator efficiency. “This partnership gives us completely new opportunities to further the development of high-performance lithium-ion battery systems,” says Lothar Holder, Executive

Managing Director of Akasol. “For us, this is a quantum leap.” Christos Ramnialis, Executive Vice President of Sales, Service and Network at MTU Friedrichshafen adds, “Energy storage for hybrid propulsions of off-highway-applications enlarges our system expertise to another fundamental component for the future.” In other MTU related news, the newest tug in Fairplay Towage shipping company’s harbor fleet is powered by MTU Series 4000 engines featuring an SCR exhaust after-treatment system. The diesel gensets are among the first in the world to be certified as IMO Tier III compliant. The tug (pictured) is equipped with two MTU 16V 4000 M63L main propulsion engines each deliver 2,000 kw of power, one Series 4000 M23F 16-cylinder diesel genset with 1,520 kW and the MTU-developed SCR system. www.mtu-online.com

Hercules-2 project officially begins New propulsion drive For operators looking to both use electrical power and shrink their environmental footprint, ABB has launched NektonDrive—a propulsion drive that will help vessels use electrical power in a more efficient way. The low voltage variable speed drive covers a power range from 710 to 5,700 kW at 690V AC. Its modular design lends itself to being completely customizable. The compact drive has a reduced number of components and the capabilit y to use remote diagnostics to help to minimize downtime, with easy access to spare parts throughout the vessel’s lifetime. www.abb.com

36 MARINE LOG August 2015

MAN Diesel & Turbo, Wärtsilä, and Winterthur Gas & Diesel are leading an initiative to develop basic technologies for use in twostroke and four-stroke marine engines. The Hercules-2 project, which is aimed at fostering more efficient and environmentally sustainable shipping, has officially been launched. Partly funded by the EU, the project includes the participation of 32 marine industry partners from 11 different companies, 16 universities, and five research organizations. The National Technical University of Athens serves as the project’s coordinator. Scheduled to run for three years, Hercules-2 is the follow-up phase of the Hercules R&D project for large engine technologies, initially conceived by MAN Diesel & Turbo and Wärtsilä.

The main areas of focus during R&D are: (1) The application of alternative fuels and the optimization of fuel flexibility to facilitate seamless switching between different fuels; (2) The development of new materials to support high-temperature component applications; (3) The development of adaptive control methodologies to significantly improve an engine’s performance throughout its life span; (4) To achieve near-zero emissions via combines, integrated, aftertreatment of exhaust gases. “ The greatest of the many benefits stemming from Hercules-2 will be the development of new technologies that have a positive impact on our customer’s profitability,” says Ilari Kallio, Vice President, R&D, Engines, Wärtsilä.

contracts Shipyard Contracts Marine Log welcomes your input. If you would like to report any new contracts, deliveries or changes to our listings, please e-mail: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information is based on best available data on or about July 1, 2015. A more complete listing of Shipbuilding Contracts, Vessel Deliveries, and a Shipyard Directory are available on Marine Log’s Shipbuilding Intelligence website, www.shipbuilding.marinelog.com Shipyard

Location

Qty Type Particulars Owner/OPERATOR Est. $ Mil Est. DEL.

RECENT CONTRACTS All American Marine

Bellingham, WA

Research vessel

48 ft x 17 ft catamaran

Univ. of New Hampshire

2016-1Q

Eastern Shipbuilding

Panama City, FL

Towboat

90 ft

FMT

2015-3Q

Huntington Ingalls

Pascagoula, MS

National Sec. Cutter

418 ft x 54 ft

U.S. Coast Guard

2015-3Q

VT Halter Marine

Pascagoula, MS

ATB

250,000 bbl/10,000 hp

Bouchard Transportation

2015-3Q

DELIVERIES

PENDING CONTRACTS

NOTES

Aker Philadelphia

Philadelphia, PA

Tankers

50,000 dwt

Crowley Maritime

BAE Systems Southeast

Mobile, AL

Dump Scows

7,700 cu. ft.

Great Lakes Dredge

$500

Options

BAE Systems Southeast

Jacksonville, FL

Tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Bay Shipbuilding

Sturgeon Bay, WI

ATB

8,000 hp/155,000 bbl

Plains All American Pipeline

Option

Candies Shipbuilders

Houma, LA

Subsea vessel

108m x 22m, MT6022

Otto Candies LLC

Option

Gulf Coast Shipyard

Gulfport, MS

PSVs

dual fuel, 302 ft x 64 ft

Harvey Gulf Intl. Marine

Options

Kvichak Marine

Seattle, WA

Skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

Leevac Shipyards

Jennings, LA

PSVs

300 ft x 62 ft

Tidewater

Options

TBD

Double-end ferry

70-car similar to Pocohontas

VDOT

TBD

Car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

RFP issued

$25

2017

2018-2020

TBD

Double-end ferries

4,500 PAX

NYCDOT

$309

EBDG design

TBD

Pass./vehicle ferries

1,000 PAX/100 vehicles

DRBA

$101

2018-2021

TBD

School ship

National Security Multi-Miss. U.S. DOT

Design

Index of Advertisers Company Page #

Company Page #

ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S12

National Oceanic and Atmospheric

Becker Marine Systems. . . . . . . . . . . . . . . . . . . . . . 13

Administration . . . . . . . . . . . . . . . . . . . . . . . . 11

Blank Rome LLP . . . . . . . . . . . . . . . . . . . . . . . . . . . S3

Renishaw.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

BMT Fleet Technology . . . . . . . . . . . . . . . . . . . . . . . 10

RSC Bio Solutions . . . . . . . . . . . . . . . . . . . . . . . . . S9

CLEAN GULF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2

Salvage Option Systems . . . . . . . . . . . . . . . . . . . . . 11

DNV-GL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S5

Scania USA, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . S10

Energy Focus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S6

Scienco/FAST - a division of

FloScan Instrument Company. . . . . . . . . . . . . . . . S7

Bio-Microbics, Inc.. . . . . . . . . . . . . . . . . . . . S11

Foam Supplies, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . 4

Sika Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . S4

Great American Insurance Group . . . . . . . . . . . . . 34

SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Hyde Marine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S8

Steel of West Virginia, Inc.. . . . . . . . . . . . . . . . . . . 12

International WorkBoat Show. . . . . . . . . . . . . . . . . 14

Steerprop Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . . . . C4

Trojan Marinex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Marine Art of J. Clary . . . . . . . . . . . . . . . . . . . . . . . 20

Wilkes & McLean . . . . . . . . . . . . . . . . . . . . . . . . . . 20

May Ship Repair Contracting Corp.. . . . . . . . . . . . . 10

Zentech. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

NAMEPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 August 2015 MARINE LOG 37

marketplace ENGINEERS & ARCHITECTS GILBERT ASSOCIATES, INC.

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350 Lincoln St. Suite 2501 Hingham, MA 02043

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Industry

M.A.C.E. Inc. FT. LAUDERDALE - USA - WORLDWIDE

1968

PHONE: (954) 563-7071 FAX (954) 493-9559

47th

2014

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38 MARINE LOG August 2015

11/14/2013 3:58:18 PM

marketplace pUBLIC NOTICE

products & services

NEW YORK CIT Y DEPT. OF TRANPORTATION (NYCDOT), Staten Island Ferry Division is holding an Industry Day on September 16, 2015 at the Whitehall Ferry Terminal, 4 South Street, New York, NY 10 0 04 to solicit industr y feedback and comments on the preliminary design plans, specifications and contract for the construction of three (3) 4500 passenger capacity ferries. Anticipated solicitation in the 2nd Quarter of 2016, Notice to Proceed in the 4th Quarter of 2016, with delivery of the final vessel prior to the end 2020. A printed copy of the preliminary design plans, specifications, and contract (bid book) can be picked up free of charge weekdays 9:00 AM to 3:00 PM from the NYCDOT Contract Management Unit, 55 Water Street, Ground Floor, New York, NY 10041.

Dry Dock Superintendent

SOFTWARE

Company address, e-mail address, telephone and fax numbers are required when picking up the items. Entrance is located on the south side of the building facing the Vietnam Veterans Memorial. Pr o p e r g ove r n m e nt i s s u e d i d e nti f i c ati o n i s required for entry to the building (driver’s license, passport, etc.).

To gain access to Whitehall Conference area, you must contact Andrew Cammock at ACammock@ dot.nyc.gov to register prior to September 16, 2015.

Newt Marine Service, Dubuque, IA - is looking for a Dry Dock Superintendent who is responsible for Drydock projects, personnel and equipment. Key responsibilities include: • Operate drydocks and manage shipyard activities • Provide technical support for vessel conversion projects, heavy refit projects and government vessel contracts • Monitor drydocks and verify projects are on schedule and budget Qualifications: • Experience in ship repair and conversion projects, experience in USCG and USACE vessels a plus • Degree in Marine Engineering or equivalent work history displaying ability to understand naval architecture

Alternatively, bid books can be downloaded free of charge from the City Record Website at http:// a856- internet.nyc.gov/nycvendoronline/home.asp. You must register your company information to access the documentation. Disadvantaged Business Enterprises are encouraged to participate.

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August 2015 MARINE LOG 39

Environmental Forum

Deepwater Horizon: A Lesson Learned (Again)

By Clay Maitland, NAMEPA Founding Chairman

April 20, 2010 will go down in history as the day of the most expensive oil spill ever. Oceans of ink have also been spilled writing about it, but the sheer cost, to BP, still has the power to startle. This month’s settlement, resulting in an agreement that $18.7 billion will be paid over a period of years to resolve all the remaining claims from federal, state, and local governments is the largest ever agreed to in the U.S. The total cost to BP, dating from late April 2010, is expected to come to $60 billion. The year before the spill, BP was the largest non state-controlled petroleum producer per day; it is now number five, having divested itself of valuable investments and assets in order to pay the Deepwater Horizon bill. At a time when the oil price drop has crimped earning for the entire industry, BP faces a difficult future. Needless to say, its shareholders have suffered as well. Claims for economic damages filed by private parties, state and local governments were no doubt egregiously inflated—BP gave the face value of these claims as $34 billion—but they were settled for $5.9 billion. When the Deepwater Horizon rig sank, it took months before the leak was plugged, while viewers watched live video of the flowing oil from an underwater “spill cam.” The federal district court in New Orleans determined last September that BP “acted

recklessly in disregarding warning signs that the well wasn’t properly sealed against gas leaks,” which exposed BP to the maximum fine under the U.S. Clean Water Act. During the long winding trail of hearing and appeals, BP suffered defeat after defeat, culminating in a refusal by the U.S. Supreme Court to hear its appeal on the issue of exposure to civil penalties. During the course of the hearing and appeal process, BP launched a vigorous public relations campaign, including paid advertisements, denouncing the integrity of the claims approval process. The company still faces about 3,000 civil cases in the U.S. and abroad, including lawsuits brought by shareholders. All of this is over and above the $60 billion summarized above. There is plenty of sympathy out there for BP and its shareholders. The point cannot be made too often that, as we are told when we are children, an ounce of prevention is worth a pound of cure. Risk management, and liability avoidance, are very worthwhile, before an accident happens. There are more subtle and, perhaps, ironic aspects of nearly all major oil spills, not to mention minor ones. Some of them have not been commented on; for one thing, vitally important decisions affecting the health of a company, particularly in regard to risk management, are often made

MarineLoG

Advertising Sales

ISSN 08970491

USPS 576-910

A Simmons-Boardman Publication 55 Broad Street, 26th Floor New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com

UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest, West Coast and Canada Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com

40 MARINE LOG August 2015

by low-level employees. We have seen this in the case of the current General Motors liability litigation; it was certainly true with the Exxon Valdez; it was true in the case of the release of toxic gas in Bhopal, India, which destroyed Union Carbide Corp. These decisions tend to involve budget matters. Experience—that expensive teacher—indicates that the weak link in avoiding huge liability problems tends to be the one entitled “let’s cut costs.” All too many decision-makers seem to have a background in controlling costs, rather than exposure to liability. So it was in the case of BP. It is not reasonable to expect that senior management is going to have a finger on the decision-making button. That’s the job of risk managers. Did BP actually have risk managers? If so, what were their decisions in the months and years, when blowout preventers and other engineering were being factored into offshore drilling programs, and particularly their costs? These questions are reflected in many aspects of the shipping industry, particularly in a time of sharply reduced profits. Even the mighty oil majors are now seeing drastic reductions in earnings. Will the temptation grow to eliminate the cost of risk management and avoidance? After all, what could possibly go wrong?

WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com

www.namepa.net

China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: jesmedia@unitel.co.kr Classified Sales Jeanine Acquart Classified Advertising Sales 55 Broad Street, 26th Fl New York, NY 10004 Tel: (212) 620-7211 Fax: (212) 633-1165 E-mail: jacquart@sbpub.com

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