February 2015 Marine Log

Danish Maritime Technology: In a ship near you

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

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february 2015

JOLLY GOOD SHIP Britannia gets set to go to sea

McCain takes aim at Jones Act Arctic shipping: Icy determination Sparks fly at Gulf Coast shipyards

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contents

February 2015 Vol. 120, NO. 2

27 departments 4 Editorial McCain’s Quixotic quest to repeal the Jones Act

8 Inland Waterways Shout out for success

10 Update

23

The adoption of the Polar Code at IMO MSC94 is expected to make commercial shipping operations in Arctic waters far safer

features

• Irving named builder of AOPS • Mysterious Google barge sold • Wartsila power for three LNGfueled tugs • Sparks fly at Gulf Coast shipyards • NTSB releases report on SDSV Ocean Patriot fire • Bibby Subsea to charter new Bordelon vessel for operations in the Gulf of Mexico

18 Cruise Shipping

25 Danish Maritime

While North America continues to generate the lion’s share of cruise ship passengers, it’s Europe and Asia that really get cruise lines salivating—the 1,084 ft Britannia is one of several new ships being added to the growing European cruise market

It may be one of the smallest countries in Europe, with a population just over five million, but Denmark has a huge impact on the maritime world, as a major contributor to shipping, it ranks 11th in the world merchant fleet, and exporter of technology

17 Washington

23 Arctic Shipping

27 Communications

The adoption of the Polar Code this past December at the 94th session of the IMO’s Maritime Safety Committee (MSC94) will improve safety for commercial ships operating in Arctic waters and provide better guidance for environmental stewardship

Meeting increasing customer demand, cruise shipping giant Carnival Corporation & plc plans to revolutionize how passengers across its 101-ship fleet stay in touch with life back home via a brand new, always steady highspeed hybrid wireless network

ABB sees record levels in orders for Azipod propulsion systems

Jolly good ship

Icy determination

2 MARINE LOG February 2015

Exporting expertise

Making the right connection

McCain’s Jones Act amendment is “misguided”

29 Newsmakers Bollinger Shipyards announces promotions to its Executive line up

30 Tech News

33 Contracts Marine Group Boat Works wins several U.S. Navy contracts

36 Environmental Forum Is it time for a new SOLAS?

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editorial

McCain’s Quixotic quest to repeal the Jones Act Senator John McCain reminds me of Cervantes’ Don Quixote. That’s because when it comes to the Jones Act, it feels like he’s tilting at windmills. As if the Keystone XL pipeline bill wasn’t going to be contentious enough, Senator John McCain took the opportunity last month to introduce an amendment that would repeal the U.S.-build requirement from the Jones Act. McCain contends that chopping out U.S. shipyards from the “archaic” Merchant Marine Act of 1920 would save consumers about $1 billion.

This is not the first time McCain has taken a swipe at the Jones Act. Back in 2010, he introduced a bill to abolish the entire Merchant Marine Act of 1920, saying it hindered free trade and favored organized labor over consumers. At the time, only about 20 of his 100 fellow Senators thought that his cause was worthwhile.

Now a group of 32 bipartisan Congressmen have written a letter to the leaders of

the Senate calling McCain’s amendment “misguided.”

“This measure…would gut the nation’s shipbuilding capacity and have far reaching impacts across the nation,” the members wrote. “Building and maintaining these complex naval vessels, and retaining a capable and experienced U.S. workforce are essential to the safety and security of our nation.”

“This amendment…would have a detrimental effect at a time when our domestic commercial shipbuilding sector is seeing a surge in new vessel construction. We urge the rejection of this misguided proposal, and look forward to working with you to continue to grow a robust and vibrant domestic shipbuilding industry,” they wrote.

They’re right.

As a superpower, the U.S. needs to maintain a strong shipbuilding industry as part of its industrial base. And shipbuilders that

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

build Navy ships derive clear benefits from building merchant vessels as well.

I’m not quite sure why the good Senator from Arizona would like to outsource shipbuilding to another country. The U.S. can’t afford to do that. But I don’t think McCain’s amendment has a snowball’s chance in a midsummer Arizona sun.

Ironically this month Nick Blenkey writes about a nation with Viking roots—Denmark—that no longer has a large number of shipyards, but is very much in the shipbuilding game. That’s because about 70% of the maritime equipment it produces is exported. Danish technical maritime knowhow and design expertise in helping other nations build ships more efficiently and effectively. And whether you see a cargo ship in Hong Kong, Hamburg or Houston, it is very likely that it’s going to have a slowspeed diesel engine in its hull manufactured under license from MAN Diesel & Turbo.

Maritime Trivia Trivia Question #22: From the days of sail; What was a “Drunk Net?” The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. E-mail your guess to: marineart@jclary.com

January’s trivia question: Admiral Lord Nelson was killed at the Battle of Trafalgar. How was he sent home? The winning answer: In order to preserve his body for the long voyage, home they put him in a cask of rum. Submitted by Capt. Jim Russell, Huntington Beach, CA.

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inland waterways

Wat erways Council , Inc. (WCI) was invited to attend the Transportation Stakeholder Meetings in Washington, DC, last month, with new Ranking Member of the House Transportation and Infrastructure Committee Congressman Peter DeFazio (D-OR) participating as a guest speaker.

He began his discussion about the prospects for surface transportation reauthorization in the new Congress with a shout-out to the success achieved for the inland waterways industry at the close of the lame duck session. He recounted, for those not familiar with the situation, exactly what happened in mid-December, 2014: On December 16, the Senate passed by a vote of 76-16, H.R. 5571, tax extenders legislation that included a 9-cent increase to the inland waterways diesel user fee. The longsought increase supported by WCI and its stakeholders will be effective April 1, 2015 and funds—around $40 million from industry levies—will be deposited into the Inland Waterways Trust Fund for the benefit of priority navigation project construction and major rehabilitation.

Earlier in December, the House passed by

Crews dewater one of the oldest operating locks in the nation’s inland waterways system, Locks and Dam 3 in Elizabeth, PA

8 MARINE LOG February 2015

a vote of 404-17 the “Achieving a Better Life Experience (ABLE)” Act that also included the 9-cent increase to the user fee.

Rep. DeFazio pointed out the needs of the inland waterways system, citing that the locks and dams are in “pretty bad shape” and in need of investment. The user fee increase is the most recent key recommendation of the Capital Development Plan (CDP) to be adopted into law, with four of the CDP’s elements adopted through the passage of Water Resources Reform & Development (WRRDA) legislation, to modernize the system.

December 2014 also brought the highest appropriations levels for FY 2015 (“Cromnibus”) in many years for the Corps’ Civil Works’ program, with funding at $5.454 billion, $921.5 million above the Administration’s request. Construction account funding of $1.639 billion was an increase of $514.5 million above the Administration’s proposal, including $281 million, a $112 million increase above the Administration’s request, for Inland Waterways Trust Fund (IWTF) projects, to be allocated by the Secretary of the Army.

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

Operations & Maintenance was funded at $2.908.5 billion, $308.5 million above the Administration›s request and $47.5 million above FY14, including at least $42 million in additional funds for inland navigation.

The Olmsted project received funding at at least $160 million at the 85%/15% cost-share change enacted in WRRDA. The Lower Mon project—which includes the Monongahela River Locks and Dams 2, 3, and 4—was funded at at least $9 million, but we expect the Secretary of the Army to allocate additional funds for this project.

No less than $1.1 billion was provided from the Harbor Maintenance Trust Fund, a $100 million increase above FY ’14 and $185 million higher than the Administration proposal.

And while the President did not mention inland rivers or waterways in his State of the Union address on January 20, we look forward to seeing the Administration’s FY ’16 budget for inland infrastructure, and to Congress’s commitment to investing in this sector of the nation’s transportation network. It has been ignored for far too long. www.waterwayscouncil.org

Dan Jones/U.S. Army Corps of Engineers

Shout Out for Success

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UPDATE biz notes Mysterious Google barge sold to private buyer

ALL IN: Irving Shipbuilding named builder of AOPS It’s official, Irving Shipbuilding Inc., has been awarded the contract to build six Arctic Offshore Patrol Ships (AOPS) as part of Canada’s National Shipbuilding Procurement Strateg y (NSPS). Diane Finley, Canada’s Minister of Public Works and Government Ser v ices, and Peter MacKay, Regional Minister of Nova Scotia made the announcement.

The contract, valued at $2.3 billion, marks the start of the construction phase under the NSPS. The ships will be built at Irving Shipbuilding’s Halifax shipyard.

In a press release, the Government of Canada said the AOPS program is expected to sustain 1,000 jobs at Irving Shipbuilding—bringing total employment at the shipyard to around 1,600. According to the ship builder, the largest t r ade requirements will be in welding and metal

fabrication/ironwork, with electrical and pipefitting needs increasing as production reaches the later stages. “Working with the federal government, we’re focused on Canada’s strategic objectives to maximize opportunities for Canadians, strengthen the industry, and build world class ships for our country’s Navy,” said Jim Irving, CEO of Irving Shipbuilding.

Construction of the first block for the first AOPS, the Harry DeWolf, is expected to begin this summer, with full production starting in September and delivery planned for 2018.

Following the AOPS award news, Finley also confirmed that Irving Shipbuilding would be the Prime Contractor for the Canadian Surface Combatant Project. Irving had already been the designated shipbuilder on the C$26 billion project.

Those four mysterious Google barges that were supposed to serve as floating showrooms on the U.S. East Coast and Gulf Coast have found a new purpose in life. Marcon International, Inc., Coupeville, WA, repor ts that it recently sold one of the barges to a private buyer on the U.S. West Coast.

The former “Google” barge JMC 262 from Cashman Equipment Corp. measures 260 ft x 72 ft x 16 ft. The doubleraked, ABS +A1 Ocean Deck barge was built in 2010 by C & C Marine & Repair, Belle Chasse, LA, and was, at the height of its “mystery,” owned by By and Large LLC, a company affiliated with Google.

The barges were reportedly being outfitted as floating studios and temporary technology exhibit spaces providing an interactive experience where consumers could learn about the tech company’s newest technology and products.

However, after questions arose regarding building permits and the U.S. Coast Guard expressed safety concerns, the Google project was scrapped.

The 260 ft Google barge was meant to be a technology exhibit space

Leonard Glenn Francis pleads guilty to bribery, fraud in Navy scam The U.S. Department of Justice reports that Leonard Glenn Francis, owner and chief executive of Glenn Defense Marine Asia (GDMA), pleaded guilty to bribery and fraud charges in federal court last month, admitting that he presided over a decade-long conspiracy involving “scores” of U.S. Navy officials, tens of millions of dollars in fraud and millions of dollars in bribes and gifts.

Francis pleaded guilty to conspiracy to commit bribery, bribery and conspiracy to defraud the United States before U.S. Magistrate Judge Jan M. Adler of the Southern District of California. GDMA likewise pleaded guilty to conspiracy to commit bribery, bribery and conspiracy to defraud the United States.

10 MARINE LOG February 2015

A sentencing hearing for both Francis and GDMA is scheduled for April 3, 2015, before U.S. District Judge Janis L. Sammartino.

As part of their plea agreements, Francis and GDMA have agreed to forfeit $35 million and pay full restitution to the Navy, in an amount to be determined at sentencing.

Francis admitted to defrauding the Navy of tens of millions of dollars by routinely overbilling for various goods and services, including fuel, tugboat services and sewage disposal.

Francis also admitted that over the course of the conspiracy, he and GDMA gave Navy officials millions of dollars in gifts and expenses. In exchange, Francis solicited and received classified and

confidential U.S. Navy information, including ship schedules.Francis also sought and received preferential treatment for GDMA in the contracting process.

Francis further admitted that he bribed a federal criminal investigator in an attempt to learn more about the federal investigation of his company.

In addition to Francis and GDMA, six other individuals have pleaded guilty for their roles in the scheme to date: U.S. Navy Capt. Daniel Dusek, U.S. Navy Commander Jose Luis Sanchez, U.S. Naval Criminal Investigative Service Special Agent John Beliveau, U.S. Navy Petty Officer First Class Dan Layug and GDMA employees Alex Wisidagama and Edmond Aruffo.

Inland • Coastal • Offshore • Deepsea

Energy companies join forces to explore offshore leases in the GoM

Wärtsilä power for three LNG-fueled tugs

Wärtsilä has signed a contract to supply three large new LNG-fueled escort tugs for Norwegian operator Østensjø Rederi with six-cylinder Wärtsilä 34DF dual-fuel (DF) engines integrated with a customized gas storage and supply system.

Designed by Canadian naval architect and marine engineering firm Robert Allan Ltd, in close cooperation with Østensjø Rederi, the tugs will have a bollard pull of 100 tons.

The tugs’ overall LNG system, which incorporates Wärtsilä’s unique LNGPac fuel system, and the Wärtsilä Gas Valve Unit (GVU), has been specially designed by Wärtsilä to accommodate the need for a compact

solution. The Wärtsilä equipment will be delivered during the first half of 2016.

Spanish shipbuilder Astilleros Gondan will deliver the tugs in March 2017, which will support Statoil at the Melkøy LNG terminal, Hammerfest Norway.

“These are trend-setting tugs in that they provide environmental sustainability through the use of LNG fuel, “says Carl Johan Amundsen, Project Manager at Østensjø Rederi. Østensjø Rederi operates a fleet of 28 modern vessels. The company’s tugboats currently operate at four terminals located in Norway, England and Ireland.

Cox to retire as Chamber of Shipping President Long-time President and CEO of the Chamber of Shipping, Joe Cox, will retire May 31. Cox has been with the Chamber of Shipping for 33 years and has served as its President for 18 years. He will be succeeded

by Kathy J. Metcalf, the organization’s current Director of Marine Affairs.

In making the announcement, Captain Bruce Fernie, Chairman of the CSA Board, said, Joe “has been a mainstay in Washington, DC, as a respected advocate for the maritime industry and as a prominent representative at the International Maritime

Organization and International Labor Organization.”

Metcalf, meanwhile, has been with CSA for 17 plus years, and brings with her a “solid background of seagoing service and shore responsibilities,” said Captain Fernie.

“Under Kathy’s leadership, CSA will continue to provide excellent representation for not only the members but also all companies affected by the activities of our government as well as the IMO and ILO,” added Cox. Cox however won’t be too far. He will stay in the organization in an advisory capacity.

Chevron U.S.A., Inc. will work with BP Exploration and Production Inc. and ConocoPhillips to explore and appraise 24 jointly held offshore leases in the northwest portion of Keathley Canyon in the deepwater Gulf of Mexico. Chevron will be the operator.

The collaborative ef for t will also evaluate the potential of a centralized production facility. “By collaborating across several prospects and discoveries, and incorporating the technologies and experience of the three companies, we expect to develop these fields in the most cost effective way and shorten the time to final investment decision and first production,” says Jeff Shellebarger, President, Chevron Nor th America Exploration and Production Company.

The transaction encompasses the Tiber and Gila discoveries, and the Gibson exploratory prospect. Under the agreement, BP will sell Chevron half of its current equity interest in the Gila and Tiber fields. As for the Gibson prospect, which Chevron, BP and ConocoPhillips already held interests in it, drilling is planned for later this year.

The agreement will enable BP to support exploration and development in the Paleogene, manage and maintain capital discipline by sharing development costs, and maximize production at four existing hubs in the GoM, explains Richard Morrison, President of BP’s Gulf of Mexico business.

According to Reuters, the GoM region could deliver more than 700,000 barrels per day of new crude oil over three years.

February 2015 MARINE LOG 11

UPDATE

Sparks fly at U.S. Gulf Coast shipyards

One of six LNG-fueled PSVs being built for Harvey Gulf International Marine

Sparks are flying off of the towering hull of a 302-foot-long Platform Supply Vessel hull under construction inside Gulf Coast Shipyard Group’s cavernous 10-acre building hall in Gulfport, MS. “These vessels are engineering intensive,” explains William “Billy” S. Smith III, Gulf Coast Shipyard Group’s Vice President. “We would have never built these LNG vessels without an inhouse engineering department. A traditional offshore vessel has about 2,000 points that you have to monitor during construction,” says Smith. “These vessels have about 5,000.”

The vessel is one of five dual fuel PSVs in various stages of construction at the Mississippi shipyard, with the sixth, the lead ship in the class, the Harvey Energy, nearly ready for delivery. The Harvey Energy was running through operational tests for loading and burning Liquefied Natural Gas (LNG) as fuel. When delivered, the Harvey Energy’s Wartsila dual fuel 34DF engines will be capable of operating on either LNG or diesel, pioneering the use of LNG as a marine fuel in the U.S. While the contracts from Harvey Gulf International Marine, New Orleans, LA, are clearly the most high profile, they are not the only newbuilds under construction at the Gulfport, MS, shipyard.

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Inland • Coastal • Offshore • Deepsea Gulf Coast Shipyard Group (GCSG) recently launched the FMT 6014, another 30,000 bbl tank barge for Florida Marine Transporters. That’s quite a change for the 60-acre facility, which used to pump out multimillion-dollar megayachts for the rich, royal and famous—that work is now handled by the company’s Trinity Yachts unit at its New Orleans facility.

But, as shipbuilding veteran Smith points out, there are more changes in the offing.

“We’re building a 95-foot, 3,000-horsepower pushboat for the inland waterway market. We know the quality will be outstanding, but the only real way to show that is to build one.” GCSG would offer the pushboat with several propulsion options— flanking rudders, kort nozzles and even Z-pellers. The shipyard, says Smith, has even received some inquiries for LNGfueled towboats. “The hulls would have to be bigger and wider to accommodate the fuel tanks,” he adds.

GCSG’s President and CEO John Dane III, a well-known presence in the U.S. Gulf Coast shipyard market. Dane—who very well could be the only shipyard president who is also an ex-Olympian—and Smith have mapped out a very targeted approach for growth. Smith says the shipyard has received the green light

from the U.S. Army Corps of Engineers to extend its existing launchways to build tank barges up to 500 feet in length—a signal that the shipyard has its eye on the Articulated Tug Barge (ATB) market.

With the help of private equity firm Littlejohn & Co., GCSG has spent $70 million on CAPEX making improvements to the build strategy and production flow at its TY Offshore facility, since it acquired it in 2005 after Hurricane Katrina.

Keel laid for LNG ConRo ship at VT Halter Meanwhile, at VT Halter Marine’s Pascagoula, MS, shipyard, the keel was laid for El Coquí, the first of two LNG-fueled Combination Container–Roll-On/Roll-Off Ships (ConRo) for Crowley’s liner service’s group.

Designed by Wärtsilä Ship Design in cooperation with Crowley’s naval architectural arm, Jensen Maritime Group, Seattle, WA, the Commitment Class ship will operate exclusively in the U.S.-Puerto Rico trade, making it subject to the strict emissions regulations of the Northern American and U.S. Caribbean Emission Control Areas. That’s why burning relatively inexpensive, plentiful, and clean LNG makes good business sense.

Japan’s Mitsui Engineering & Ship-

building Co., Ltd. is supplying ME-GI electronically controlled gas injection diesel engines for the ships. It will supply the MAN B&W 8S70ME-C8.2-GI engines for each of the LNG-fueled two 2,400 TEU /400 vehicle ConRo ships.

VT Halter Marine and Crowley entered into a contract for the two ships in November 2013 and cut steel in Pascagoula on October 22, 2014. The shipbuilder began to assemble the keel once enough steel pieces had been cut. With the first section set into place, the ship will now begin to take shape as it is built around the keel.

“This keel laying is a major milestone event in the construction schedule for the Crowley Commitment-Class program,” says Bill Skinner, VT Halter Marine CEO. The 26,500 dwt Commitment Class ships are being built to maximize the carriage of 53-foot, 102-inch-wide containers, which offer the most cubic cargo capacity in the trade.

El Coquí and its sister, Taíno, will replace Crowley’s towed triple-deck barge fleet in the South Atlantic trade, which has served the trade continuously since the early 1970s.

VT Halter plans to deliver El Coquí in the second quarter of 2017. and the Taíno in the fourth quarter 2017.

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February 2015 MARINE LOG 13

UPDATE Signet Maritime adds to fleet of ASD tugs

NTSB releases report on Ocean Patriot fire The National Transportation Safety Board has issued a report on a fire that broke out on Louisiana-based Oceaneering International Inc.’s saturation diving support vessel Ocean Patriot on the evening of November 28, 2013.

At the time of the accident, the 240 ft vessel was underway about 50 miles southwest of Port Fourchon, LA, when the fire broke out in a machinery space below the main deck in an electrical cable tray above an area where housekeeping items were stored.

Although the NTSB says the fire “was brought under control by the vessel’s fixed fire suppression system without serious injury,” the report makes clear that the FM

200 fire suppression system was not ordered released until after fire crews encountered excessive heat and smoke. The FM-200 system can be manually released from pressurized storage cylinders into specific areas of a ship to break up the fire’s chemical reaction and extinguish it quickly.

No pollution resulted from the accident, but damage to the Ocean Patriot was estimated to be $9.8 million.

According to the repor t, the probable cause of the fire was damage to electrical cables due to the tightly installed metal securing bands in a cable tray chafing the protective layers of the cables and creating an ignition point.

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14 MARINE LOG February 2015

Last quarter, Signet Maritime, Pascagoula, MS, took delivery of the 72 ft Signet Vigilant from the company’s shipyard Signet Shipbuilding & Repair, Pascagoula, MS. The tug is the ninth Azimuth Stern Drive (ASD) tug added to Signet’s fleet in the last four years. The tug, which will operate from Signet’s Pascagoula Division, will perform rig escort, ship assist and barge assist work.

The 30-metric tonne bollard pull, EPA Tier 3 compliant, ASD tug is the first designed by Castleman Maritime, LLC, Clear Shores, TX, for Signet. Its compact design allows for improved capabilities to assist marine vessels in tight quarters and shallow inland waterways.

Propulsion is provided by two MTU 8V-4000 M54 Tier 3 engines, delivering a total of 2,400 bhp at 1,800 rev/min. The engines drive two Rolls Royce US 155 P12-FP azimuth propulsion units. Electrical power is provided by two John Deere EPA Tier 3 engines coupled to 65-KW Marathon Magnaplus generators. Deck machinery includes a Markey DEPC-32, 20 HP winch on the bow, and two Patterson WWP40E 40-ton winches on the stern.

Inland • Coastal • Offshore • Deepsea

Ulstein books first orders for X-STERN hull Germany-based Bernhard Schulte has awarded Norway’s Ulstein Verft with a contract to build two service operation vessels (SOVs) based on the Ulstein SX175 design. The vessels will be the first to incorporate the new X-Stern hull form.

Ulstein says the final detailed arrangements and equipment for the vessels have been developed and specified in cooperation with WINDEA Offshore GmbH & Co. KG, Bernhard Schulte’s affiliate for offshore wind projects.

“After working together very closely and successfully in the design phase with Ulstein Design & Solutions, we are pleased to continue the project with Ulstein by choosing their yard,” says Christian Brozinski, Business Development Manager at WINDEA. “The collaborative design team consisting of Ulstein, WINDEA and Bernhard Schulte created a vessel which perfectly fits the needs of the offshore wind industry.”

Developed by Ulstein Design & Solutions, the Ulstein SX175 design meets the requirements for the offshore wind industry. Ulstein says the vessel can operate with stern or front towards wind, waves and current, increasing the vessel’s operational window. The X-Stern hull form increases the vessel’s operability through positive effects on station keeping, wave response, comfort and safety in harsh conditions, all while reducing acceleration, as well as pitch and heave.

The design’s focus has been on the welfare of the technicians living on board. With that in mind, the cabins and crew facilities have been positioned in areas of the ship where the movements will be the lowest. The new vessels will be able to accommodate 60 people in single cabins. Forty of those will be for technicians who service wind turbines.

“We have had a close and very good cooperation with the owner during the process and are very pleased that WINDEA chose this innovative solution, and that the first vessels with X-STERN will be built,” says Kolbjorn Moldskred, Sales Manager, Offshore Wind, Ulstein Design & Solutions.

The new vessels, which will have a length of 88 m, breadth of 18 m and travel at a speed of 13.5 knots, will be delivered during the second quarter 2016 and first quarter 2017.

Metal Shark delivers custom 45-ft pilot boat Metal Shark, Jeanerette, LA, is putting its new Franklin shipyard to good work. The yard recently delivered a new custom 45-ft pilot boat to Canaveral Pilots Association, Port Canaveral, FL. The vessel’s design features a single bowmounted diesel engine, an extremely sharp forward entry, whichwill help the vessel slice through waves instead of riding over the top of the crests and plummeting into troughs.

Metal Shark added features including wraparound “pillarless” glass in the pilothouse to reduce blind spots and enhance safety during inclement weather and night operations.

“The boat performs far beyond our expectations and easily cruises at 18 knots in three to five foot seas combining single engine economy with a comfortable big-boat ride,” says Mike Rigby, Senior Boat Captain and Director of Engineering, Canaveral Pilots.

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February 2015 MARINE LOG 15

UPDATE Bibby Subsea to charter new Bordelon vessel for operations in the Gulf of Mexico Bibby Subsea, the Houston-based division of Bibby Offshore, has signed a three-year charter contract with Bordelon Marine for use of the Brandon Bordelon. The ABSclassed 257 ft x 52 ft x 15 ft vessel is currently under construction at Bordelon Marine’s Houma, Louisiana shipyard.

The three-year charter agreement is expected to start August 2015 when the high specification Brandon Bordelon will begin

performing operations in the Gulf of Mexico.

The ultra-light inter vention vessel (ULIV) provides a versatile and cost effective approach to a variety of operations, including IMR operations (inspection, maintenance and repair), light construction, surgery and inspection work.

“Signing a contract with Bordelon Marine for this new ULIV allows us to offer clients a cost effective and efficient alternative to other

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16 MARINE LOG February 2015

options currently available the light intervention market,” says Andrew Duncan, President and Managing Director of Bibby Subsea.

Bibby Subsea provides services that include project management and engineering, remotely operated vehicle support vessels and survey capabilities, diverless intervention, advanced remote systems, inhouse survey and data processing, subsea construction support services, and IMR.

Austal christens fifth JHSV for Navy Alabama’s Austal USA recently christened the fifth in a series of 10 Joint High Speed Vessels (JHSV) being built by the shipyard for the U.S. Navy. The ship’s construction is part of a 10-ship block-buy contract worth over $1.6 billion.

The 338 ft USNS Trenton (JHSV 5) was named after the capital of the state of New Jersey and the site of George Washington’s first military victory during the American Revolutionary War. According to Secretary of the Navy Ray Mabus, who named the ship, “Trenton displays American values of community, perseverance and resourcefulness at their very best. I chose to name the Joint High Speed Vessel after Trenton to honor those values and the men and women of the city as well as the state of New Jersey.”

“Trenton is a true testament to the successful partnership that has deployed between Austal USA, the Military Sealift Command, and the Navy,” says Austal USA President Craig Perciavalle. “We’re very happy with how well this program has matured as we prepare our fifth JHSV for trials and delivery in the coming months.”

Designed to transport 600 short tons of military cargo 1,200 nautical miles at an average speed of 35 knots, the JHSVs are capable of supporting a wide range of operations across the world by facilitating the transport of troops, equipment, and supplies. The vessel’s design includes a shallow draft that enhances its port access and makes it an extremely flexible asset for the agency.

The JHSV series will be operated by the Military Sealift Command.

Austal is also building Littoral Combat Ships for the Navy. For the LCS and JHSV programs, Austal, as prime contractor, is teamed with General Dynamics Mission Systems. General Dynamics is responsible for the design, integration and testing of the navigation/communication and aviation systems for the JHSV program.

inside washington

McCain’s Jones Act amendment is “misguided” McCain (R-AZ) has never liked the Jones Act and has made numerous attempts to have all or part of the law repealed. His latest attempt was to tack an amendment onto the controversial Keystone XL Pipeline bill that would strip away the U.S. build requirement in the Jones Act. Last month, a bipartisan group of 32 members of Congress sent a letter to Senate Majority Leader Mitch McConnell and Senate Minority Leader Harry Reid urging that they reject Senator McCain’s “misguided” amendment. In the letter, the Congressmen wrote that they had a “serious concern” with the amendment, which would “have a harmful effect on our economy and our nation’s security.”

They continued: “Specifically, this proposal would repeal the domestic build requirements of the Merchant Marine Act of 1920—commonly referred to as the Jones Act—that has long served to ensure that our nation has a robust domestic maritime industry. America’s sea services are the most powerful in the world and play

a critical role providing a stabilizing presence to keep the seas free and open, which in turn allows global commerce to thrive.

One of the reasons our Navy is strong is because of the U.S. shipyard industrial base. This measure, however, would gut the nation’s shipbuilding capacity and have far reaching impacts across the nation. Building and maintaining these complex naval vessels, and retaining a capable and experienced U.S. workforce are essential to the safety and security of our nation.

“Shipbuilders are vital to America’s national and economic security because they build, repair, maintain and modernize the largest and most sophisticated Navy and Coast Guard in the world as well as America’s fleet of approximately 40,000 commercial vessels.

“According to a recent study by the Department of Transportation’s Maritime Administration, America’s shipbuilding industry supports more than 400,000 jobs in all 50 states, which boost our economy by almost $60 billion every year. Each direct job in the shipbuilding and repairing

industry leads to another two jobs nationally, and each dollar of direct labor income leads to another $2.03 in labor income in other parts of the economy.

“This amendment, which is unrelated to the underlying matter under debate and has received no consideration by any of the committees of jurisdiction in the House or Senate, would have a detrimental effect at a time when our domestic commercial shipbuilding sector is seeing a surge in new vessel construction. We urge the rejection of this misguided proposal, and look forward to working with you to continue to grow a robust and vibrant domestic shipbuilding industry.”

Among those signing the letter were: Rep. Duncan Hunter, (R-CA), Chairman, House Subcommittee on Coast Guard and Maritime Transportation , Rep. John Garamendi (D-CA) and Rep. Frank LoBiondo, (R-NJ), who sit on the Coast Guard and Maritime Transportation Subcommittee and Rep. Peter T. King (R-NY), Chairman, House Subcommittee on Counterterrorism and Intelligence.

February 2015 MARINE LOG 17

CRUISE SHIPPING

The Britannia will be Britain’s largest ship at 1,084 ft in length

JOLLY GOOD SHIP

Compiled by Marine Log Staff

With strong British pedigree, Britannia is one several new ships being added to the growing European cruise market

T

here’s been much rumor and speculation about who the godmother would be for Britannia when the newest ship for P&O Cruises (U.K.) is christened in Southampton, U.K., on March 10. This past fall, the favorite to name the ship was the Duchess of Cambridge, Kate Middleton. And why not? The Duchess was the last of the Royal family to name a P&O cruise ship, the Royal Princess, in 2013. At that time, the Duchess was pregnant with her first child, Prince George.

Now the Duchess is well along with the Royal couple’s second child, so speculation has turned to the possibility of Her Majesty the Queen as a possible godmother. While there is no confirmation of that, it certainly speaks to the very British bloodlines of the Britannia.

While Royal Caribbean has taken a different tact with its exclusive adventure activities aboard the Quantum of the Seas such as skydiving with iRipCord by iFLY and NorthStar, the observation capsule that hoists passengers 300 feet in the air, P&O Cruises (U.K.) is aiming for a more pampering as opposed to palpitating experience with the Britannia.

Built in Italy at a cost of EUR 559 million at Fincantieri’s Monfalcone shipyard, the Britannia will be Britain’s largest ship at 1,084 feet in length and 141,000 gross tons. There will be plenty onboard the Britannia to keep her 3,647 passengers and 1,350 crew busy when she sails on March 14, with 13 bars, 13 food/dining outlets, nine entertainment venues, including a 936-seat theatre, four pools, three-tier feature atrium, a £1m+ art collection, children’s facilities, and 18 MARINE LOG February 2015

outdoor splash area for teens, sports arena, Oasis Spa & The Retreat – the largest spa in the fleet, gym, library, and plenty of shopping - the largest in the fleet at 660 m2 (17% bigger than Azura/Ventura). And so as not to mistake her pedigree, the Britannia’s hull is adorned with what is said to be the largest Union Jack in the world.

“There are lots of other cruise lines which are affiliated with celebrity chefs and wine experts,” explains P&O Cruises (U.K.) spokesperson Jennifer Humm, “but we are unique in offering regular cruises travelling with the professionals themselves. Passengers can not only meet with our ‘Food Heroes,’ they can also enjoy a master class, demonstrations, learn from the experts in Britannia’s state of the art Cookery Club (another first at sea) and enjoy shore excursions with them.” The food heroes for the Britannia include wine enthusiast and TV personality Olly Smith, Master Patissier Eric Lanlard, and chefs James Martin, Marco Pierre White, and Atul Kochhar.

The Britannia is one of 34 cruise ships on order or under construction at shipyards in five countries—Finland, France, Germany, Italy, and Japan. The value of the order book is in excess of $25 billion and extends into 2020 (See the accompanying table for details).

And while North America continues to generate the lion’s share of passengers, it’s Europe and Asia that really get cruise lines salivating.

That’s perfectly understandable, particularly in the case of China, which is virtually an untapped market. Total global cruise passenger travel was projected to reach 21.7 million, with 55.1% from North America, 30.1% from Europe and 14.8% from the rest of the world.

CRUISE SHIPPING Expanding to a new frontier: China Carnival Corporation is repositioning capacity in China this year to meet growing Chinese demand. This April, Costa Cruises will add the Costa Serena, which joins Costa Atlantica, Costa Victoria and Sapphire Princess already homeported in China. Carnival has grown its capacity by 140 percent since 2013 and expects to carry 500,000 cruise passengers in China this year.

And that growth could accelerate if joint venture activities between Carnival Corporation & plc and China Merchants Group (CMG) are successful. The two parties have signed a Memorandum of Understanding (MOU) to explore the possibility of ship owning and port and destination development.

A shipowning joint venture between Carnival Corporation and CMG would own and operate cruise ships as part of the first-ever domestic Chinese cruise line for the Chinese market. The joint venture might add new ships designed and built in China or acquire existing cruise ships.

A port and destination joint venture would develop turnaround and transit ports within and around China beginning with a flagship port currently being developed by CMG called Prince Bay Cruise Terminal in Shekou, located in Shenzhen. The partners would work to have cruise ships sail from this flagship port, while also developing other cruise ship destinations across China and Northern Asia.

At a signing ceremony last month in Shenzhen, Carnival Corporation COO Alan Buckelew said the deal “signifies a great opportunity to take the next step in the future of Chinese cruising, while addressing some key needs for both the cruise industry and its passengers in China. With CMG’s amazing track record, reach and influence in the market, we are working with a strategic partner that can help us explore immediate ways to impact cruise growth in China, including the possibility of a new Chinese cruise brand and new destinations.”

The joint venture deal won’t preclude Carnival from moving ahead with its owns plans in China. Carnival will still build its presence in China with its Costa Cruises and Princess Cruises brands.

CRUISES SHIPS CURRENTLY ON ORDER WORLDWIDE

Cruise Line

Ship Name

Shipyard

Ponant

Le Lyrial

Fincantieri-Italy

P&O Cruises UK

Britannia

Fincantieri-Italy

Royal Caribbean

Anthem of the Seas

Meyer Werft-Germany

TUI Cruises

Mein Schiff 4

Meyer Turku Yard-Finland

Viking Cruises

Viking Star

Fincantieri-Italy

AIDA Cruises

AIDAprima

Norwegian Cruise Line Regent Seven Seas Cruises

GT

Lower Berths

Est. Cost ($ MM)

Est. Del.

10,700

264

$134

1Q15

141,000

3,611

$633

Mar15

167,800

4,180

$839

Apr15

99,700

2,500

$625

Apr15

47,800

930

$308

May15

MHI-Japan

125,000

3,250

$765

Sep15

Norwegian Escape

Meyer Werft-Germany

164,600

4,200

$926

Oct15

Seven Seas Explorer

Fincantieri-Italy

54,000

738

$450

1Q16

TUI Cruises

Mein Schiff 5

Meyer Turku Yard-Finland

99,700

2,500

$625

1Q16

Holland America Line

Koningsdam

Fincantieri-Italy

99,500

2,660

$520

Feb16

AIDA Cruises

unnamed

MHI-Japan

125,000

3,250

$765

Mar16

Viking Cruises

Viking Sea

Fincantieri-Italy

47,800

930

$308

2Q16

Carnival Cruise Line

Carnival Vista

Fincantieri-Italy

133,500

3,954

$975

Apr16

Royal Caribbean Int’l

Ovation of the Seas

Meyer Werft-Germany

167,800

4,180

$824

May16

Royal Caribbean Int’l

Oasis 3

STX France

227,700

5,400

$1,300

Jun16

Viking Cruises

Viking Sky

Fincantieri-Italy

47,800

930

$308

3Q16

Seabourn

unnamed

Fincantieri-Italy

40,350

604

$270

3Q16

Star Cruises

Genting World

Meyer Werft-Germany

150,000

3,300

$960

Oct16

MSC Cruises

unnamed

STX France

167,600

4,500

$1,032

Jan17

Princess Cruises

unnamed

Fincantieri-Italy

143,000

3,560

$804

1Q17

TUI Cruises

Mein Schiff 6

Meyer Turku Yard-Finland

99,700

2,500

$515

1Q17

Norwegian Cruise Line

Norwegian Bliss

Meyer Werft-Germany

164,600

4,200

$900

2Q17

Star Cruises

unnamed

Meyer Werft-Germany

150,000

3,300

$960

Oct17

MSC Cruises

unnamed

Fincantieri-Italy

154,000

4,140

$950

Nov17

Royal Caribbean Int’l

Oasis 4

STX France

227,700

5,400

$1,300

1Q18

Seabourn

unnamed

Fincantieri-Italy

40,350

604

$270

2Q18

Norwegian Cruise Line

Breakaway-Plus

Meyer Werft-Germany

164,600

4,200

$926

2Q18

Carnival Cruise Line

unnamed

Fincantieri-Italy

133,500

3,954

$780

Mar18

MSC Cruises

unnamed

Fincantieri-Italy

154,000

4,140

$950

May18

Holland America Line

unnamed Pinnacle Class

Fincantieri-Italy

99,500

2,650

$520

Nov18

Celebrity Cruises

unnamed

STX France

117,000

2,900

$875

3Q18

MSC Cruises

unnamed

STX France

167,600

4,500

$1,032

2Q19

Norwegian Cruise Line

Breakaway-Plus

Meyer Werft-Germany

164,600

4,200

$926

3Q19

Celebrity Cruises

unnamed

STX France

2020

TOTALS 34 ships

117,000

2,900

$875

4,214,500

105,029

$25,150 February 2015 MARINE LOG 19

CRUISE SHIPPING OPEN FOR BUSINESS: Vigor to welcome Norwegian Star; cruise ship repair returns to Portland It’s been a long time since a cruise ship was dry docked in Portland, OR, but not so long that many of the key senior technical managers at Vigor Industrial don’t remember. One of those is Dave Byers, Vice President of Ship Repair, Oregon, at Vigor Industrial.

“No one ever thought that we’d see another dry dock here like Dry Dock #4 after it departed in 2003.” Byers has been at the shipyard for 23 years and many of the key senior managers have been in place just as long. “This new dry dock shows a real commitment by management to the workers, to the shipyard, to the city, and to the region.

It’s a psychological uplift for people that have worked here for as long as I have who remember Dry Dock #4.”

Dry Dock #4 was sold to Grand Bahama Shipyard in 2003. The new dry dock is the Vigorous, with a length of 293 meters (about 960 feet), width of 57 meters (about 186 feet), and lifting capacity of 80,000 long tons, it’s the largest dry dock in North America. The dry dock can be “high and dry” within 2 and ½ hours. Built by Shanghai Zhenhua Heavy Industries in Jiangsu Province, China, the Vigorous represents a $50 million investment by Vigor that it hopes pays for itself with a mix of commercial and government jobs.

The first cruise ship to call at the shipyard is the 91,740 gt, 965 ft Norwegian Star, operated by NCL. The Norwegian Star finishes her 13-day Panama Canal voyage from Miami to the Port of Los Angeles on March 1. Her next departure is on March 22 for a seven-day voyage to the Mexican Riviera out of the Port of Los Angeles. She will make three stops in Mexico: Cabo San Lucas, Mazatlan, and Puerto Vallarta.

The Norwegian Star is due to stay in the shipyard from March 3 to 15. The repair of the Norwegian Star will include inspection and work on the ship’s Azipod propulsion and steering system, bow thruster, fin stabilizer, lifeboats and davit systems, as well as tank cleaning, water blasting and underwater hull coating. The project will cost several million dollars and will employ about 750 workers per day.

“Norwegian Cruise Line is proud to join in the history of this moment in being the first cruise line to use the new facility,” says Brian Swensen, Senior Vice President, Technical Operations for Norwegian Cruise Line. “The experience, equipment, machine shops,

Vigor’s dry dock Vigorous has seen 100 percent utilization since going into service in November

20 MARINE LOG February 2015

power source availability, logistics, and overall facility bring to the cruise industry a long needed partner in the docking of our vessels, giving a dramatic improvement in what has been available on the West Coast to date.”

Byers points out that there are certain capabilities required for cruise ship repair that customers can find right here at the yard. “This is a 64-acre facility, with plenty of inside and outside warehouse space. We can handle large volumes of materials, equipment, have exceptional crane capability. We can offer the services to support cruises ships—which are like floating cities—sewage, potable water, and complete power for the ship.”

The Portland yard has full cold ironing capability, with shore power up to 9,600 amps at 480 volts, 11 kV or 6.6 kV, 12 whirley cranes with tandem lift capacity up to 200 MT, plenty of laydown area, warehousing capacity and logistics control, and an onsite machine shop.

Byers also says that there’s a lot of logistics associated with these types of projects. “Ship owners bring in a number of specialty contractors. You have to coordinate getting people on and off the ship while she’s in dock.”

Byers expects his main competition for cruise ship repair to come from Victoria Shipyards, BAE Systems San Francisco, and Grand Bahama Shipyard. “It really depends on out of service time, diversion costs, and the cruise line.”

But up to this point, the Vigorous has seen plenty of action since she entered service in November. “We’ve had 100% utilization of the dry dock since it opened,” says Byers. The first two repairs were on the Maritime Administration’s SS Algol and SS Capella. Next up after the Norwegian Star is the USNS Mercy, a Navy hospital ship.

Following the USNS Mercy, Vigor will dock one of its own dry docks for maintenance and underwater hull coating as it prepares to move it to its Seattle facility.

“I’m really optimistic for repair in 2015 and 2016,” he says.

“We’ve already booked two cruise ships in 2016. The dock has been booked for 25 days in 2016. I’m used to scheduling work only one to two months out.”

CRUISE SHIPPING

New rules focus on crime prevention and security

S

hipboard crime and passenger safety are in the crosshairs of the U.S. Coast Guard, which has proposed several changes to its passenger vessel regulations that implement the Cruise Vessel Security and Safety Act of 2010 (CVSSA). The changes not only address deck rails and man-overboard detection systems, but also crime scene evidence gathering, sexual assault response, and crime scene prevention training. The public will have an opportunity to comment on the proposed changes until April 16, 2015.

The CVSSA applies to all cruise ships that embark or disembark passengers in the U.S., carry at least 250 passengers, have onboard sleeping facilities, and are not engaged in coastwise voyages. The Coast Guard says there are 147 vessels affected by the act, 71 of which are U.S. flagged. The total estimated cost of implementing the provisions in the act over a 10-year period would be $79.1 million.

Being at sea with thousands of passengers and crew on a ship for several days doesn’t make you immune to violent and serious crimes.

Statistically speaking, however, the incidence of violent crime at sea is relatively low as compared with incidents on shore.

For example, based on FBI and government data compiled and analyzed for the Cruise Lines Industry Association (CLIA), some 44.8 million passengers combined traveled on North America cruise company vessels from 2010 to 2012. There were no homicides reported in the period, 74 rapes (5.9 incidents per 100,000), and 48 assaults with serious bodily injury (3.8 incidents per 100,000). This is far below the U.S. crime rates during the same period: the homicide rate was 4.8 per 100,000, rape was 27.1 per 100,000, and aggravated assault 248.9 per 100,000.

Of peep holes, latches and video surveillance Still, one incident at sea is too many, and if a crime is committed, the integrity of evidence has to be maintained. That’s why the Coast Guard is pushing ahead with changes to the passenger vessel regulations to fully implement the CVSSA. As shown by the infographic above, many of the provisions have already been implemented by the cruise industry.

For example, CLIA cruise ship operators already have outfitted their ships with video surveillance equipment. The Coast Guard is proposing that video surveillance equipment be installed in areas that passengers and crew have common access (except for passenger staterooms and crew cabins) and used as a tool in gathering evidence in the case of an onboard crime. The Coast Guard would like to require that video footage be kept 14 days after a voyage and up to 120 days when a serious incident is reported.

The CVSSA requires that ship operators must provide each passenger with a security guide that outlines which onboard personnel have been designated to prevent and respond to criminal and medical situations.

Each ship must also have adequate medical personnel, equipment and supplies for responding to victim treatment in the event of a sexual assault. Ships must log reported criminal incident allegations, report serious incidents to law enforcement, and compile data on alleged crimes.

Crew and passenger cabin doors must be fitted with peep holes and security latches, and the CVSSA requires that one crew member be trained in crime prevention and criminal evidence gathering. ■ February 2015 MARINE LOG 21

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Arctic shipping The icebreaking Arctic shuttle tanker Vasily Dinkov can break ice that is up to 1.5 m thick

ICY DETERMINATION Adoption of Polar Code will improve safety in Arctic waters

By James Bond, Director of Shared Technology, ABS, and Chair of the IACS Expert Group on the Polar Code

C

ommercial shipping lines looking to capitalize on quicker transit times through Arctic waters will now benefit from safer voyages and better guidance for environmental stewardship after the new Polar Code was adopted this past December at the 94th session of the IMO’s Maritime Safety Committee (MSC94).

Formally known at the IMO as the “International Code for Ships Operating in Polar Waters,” the Polar Code is on the agenda for adoption at the 68th session of the Marine and Environmental Protection Committee (MEPC) in May and most industry watchers are anticipating a smooth passage.

It will have been a long, complex voyage by the time the Code reaches the January 2017 launch date. But its authors, architects and signatories at the IMO agree that the operational safety of the world f leet and protection of the areas’ sensitive marine environments have been significantly enhanced by the mandatory requirements found in Part A of the Code.

As with existing IMO regulatory and technical instruments, the Code includes some provisions that will require interpretation if the industry’s maritime administrations and their recognized organizations are to apply them consistently. But the Code has clearly broken new ground for cold-water shipping, particularly from a technical perspective.

For example, for the first time the Code defines a polar service temperature in which the ships will operate, setting a benchmark temperature for their operational functionality.

Previously, a range of temperature definitions helped to shape ship specifications, class notations and operational guidance.

Shipowners and operators have long sought greater industrywide consistency in these areas and a standard temperature definition is a big step in that direction. How that temperature will guide the testing and specification of materials and equipment will need to be established. And the present rules and temperature references will need to be updated.

One of the key features of the Code is the assessment criteria that will help owners and operators to establish procedures and/or operational limitations for all of the many operating and environmental conditions, and the defined hazards found in Polar waters. The output from the assessment—establishing operational limitations for the ship—will be recorded on the Polar Ship Certificate.

While details on the scope of the assessment can be found in the non-mandatory Part B of the Code, more specification will be required to achieve industrywide consistency and to ensure that the limitations stated on the certificate are clear enough to avoid detentions by port state authorities.

February 2015 MARINE LOG 23

Arctic shipping Obama Administration releases proposed offshore oil and natural gas leasing program Taking into consideration the substantial environmental, social and ecological concerns in the Arctic, the draft proposal takes a careful approach by utilizing the targeted leasing strategy set forth in the current program.

The DPP proposes one sale each in the Chukchi Sea, Beaufort Sea, and Cook Inlet areas.

“We know the Arctic is an incredibly unique environment, so we’re continuing to take a balanced and careful approach to development,” adds Secretary Jewell. “At the same time, the President is taking thoughtful action to protect areas that are critical to the needs of Alaska Natives and wildlife.”

Four of the five areas withdrawn by the President were previously excluded from leasing in the current 2012-2017 oil and gas program; three of the five were also excluded by the prior Administration.

Those areas include the Barrow and Kaktovik whaling areas in the Beaufort Sea, and a 25-mile coastal buffer and subsistence areas in the Chukchi Sea. The withdrawal also includes the biologically rich Hanna Shoal area in the Chukchi Sea, which has not previously been excluded from leasing. Extensive scientific research has found this area to be of critical importance to many marine species.

The proposed Alaska sales would be scheduled late in the program to provide additional opportunity to gather and evaluate information regarding environmental issues, subsistence use needs, infrastructure capabilities, and results from any exploration activity associated with existing leases from previous sales.

Even as he called the program a “small step in the right direction,” National Ocean Industries Association President Randall Luthi admitted it’s “disappointing that the Administration is not taking this opportunity to include additional OCS areas in their draft plan.”

Meanwhile, American Petroleum Director of Upstream, Erik Milito said the DPP shows a “disappointing lack of commitment to ensuring America’s position as a world leader in energy.” Milito suggests that “what the administration has in fact proposed represents delayed economic opportunity and could cost us a lot of jobs and revenue to the government and threaten our energy security.”

ConocoPhillips holds 71 blocks of federal offshore leases in the Chukchi Sea, but its exploration plans were put on hold in 2014

Last month, Secretary of the Interior, Sally Jewell and Bureau of Ocean Energy Management (BOEM) Director Abigail Ross Hopper, unveiled the Obama Administration’s proposed offshore oil and natural gas leasing program for 2017 to 2022. The Draft Proposed Program (DPP) includes 14 potential lease sales in 18 planning areas—ten sales in the Gulf of Mexico, one in a portion of the Midand South Atlantic, and three off the coast of Alaska.

The areas available in Alaska have been limited by President Obama’s decision to use his authority under the OCS (Outer Continental Shelf) Lands Act to put portions of the Beaufort and Chukchi Seas off-limits for drilling.

While the DPP prioritized development in the Gulf of Mexico, Secretary Jewell assures that the Administration plans to consider exploration in other regions such as the Arctic. “We are committed to gathering the necessary science and information to develop resources the right way and in the right place,” she says.

The options in the draft proposal involve sales in offshore areas that have the highest oil and gas resource potential, highest industry interest, or are off the coasts of states that expressed a strong interest in potential energy exploration, while still considering potential environmental impacts, stakeholder concerns, and competing uses of ocean and coastal areas.

Although referenced in parts of the Polar Code, the IMO has yet to develop guidance for assessing a ship’s operational capabilities and limitations in polar waters. Clearly, this will be key to establishing safe and uniform operational limits.

A correspondence group was established during MSC94 to make progress in this key area; moreover, the Committee directed the correspondence group to consider POLARIS—a standard system to determine operational limitations that was developed by the International Association of Classification Societies (IACS) in cooperation with technical experts from ice-savvy administrations such as Canada, Russia and Finland.

The ultimate goal is to develop a consistent, transparent system that will help shipowners and operators to identify the ice conditions in which a ship can safely operate, relative to its ice class.

The Polar Code makes a specific point of recognizing the Polar Classes—as defined in IACS’ UR I Requirements Concerning Polar Class (UR I)—and it pins the capability of a ship’s structure and machinery system to these standards. However, the Code does contain a provision that allows for the use of other standards, provided they are assessed to offer equivalent safety levels.

UR I was chosen because it provides industry with a uniform 24 MARINE LOG February 2015

standard based on physics and offers a rational, structural, responsebased transparency to its findings. However, the key challenge in determining “equivalency” against the various Polar Class designations will be to establish the margin of “equivalent.”

For example, when establishing a “hull area,” the difference between old and new class designations can be quite dramatic; some old designations utilize the distance from the bow or stern, while newer designations adopt a more precise calculation that takes into account the hull frame and waterline angles.

The UR I has also shifted the balance between the plating and framing strength; plate thickness is marginally reduced and framing strength and stability (especially in an overload scenario) is increased. Propulsion system and propeller design requirements also differ.

Although the 2017 implementation date seems miles away on the regulatory horizon, committing the resources now to ensure consistency and fairness when the Code enters force must be a high priority.

Technical experts from IACS are busy preparing and rolling out work plans to support a smooth implementation across the world fleet. ■

DANISH MARITIME

A MAN 8L32/44CR engine will power the new stern trawler America’s Finest, which is being built at Dakota Creek Industries

Exporting expertise

Shipping, exporting maritime technology are major drivers in Danish economy

By Nick Blenkey, Web Editor

D

anes like to talk about the Blue Denmark, the country’s maritime industries, and the Green Denmark, a national commitment to building a green and resource efficient economy entirely independent of fossil fuel by 2050.

Denmark’s commitment to all things green goes back several decades. Blue Denmark’s roots go back even further—to Viking Days.

Denmark has close ties with the sea. While it is one of Europe’s smallest countries, with a population of just 5.5 million, it has one of its longest coastlines—7,314 km, according to the CIA World Factbook. Nowhere in Denmark is more than 50 km from the sea. Where that coastline is located, between the North Sea and the Baltic, helps explain why Denmark exerts such a strong influence in maritime affairs and maritime business, despite it’s relatively diminutive size.

Though Denmark ranks somewhere around 114 in the world in national rankings by population, it comes in at around 34 or 35 in national rankings by GDP. Helping it punch above its weight in GDP terms is its earnings from shipping. Denmark’s world merchant fleet ranks eleventh with 772 ships totaling 26.3 million gt (34.9 million dwt). A high proportion of its fleet (420 totaling 12.3 million gt/14. 65 million dwt) is under its national flag.

The giant in Danish shipping is, of course, A.P. Møller-Mærsk A/S, which is the world’s fourth largest shipowner in terms of owned tonnage (304 ships totaling 18.5 million gt/ 23.5 million

dwt) and the largest (835 vessels, 39.9 million gt, 49.3 million dwt) in terms of controlled tonnage. This doesn’t mean that other Danish shipowners are minnows, just that Mærsk is a whale.

Danish shipping is a major contributor to national foreign exchange earnings. In fact, it is the largest export industry in Denmark by a large margin. The industry posted record foreign exchange earnings of DKK 195 billion in 2012 and DKK 201 billion in 2013. These figures amount to nearly 20 percent of total Danish exports in those two years and more than 50 percent of Danish services exported.

A shipbuilding nation with almost no shipyards You can’t have a shipping industry without building ships and there was a time when Danish owners’ ships came from domestic yards.

No longer. Though it managed to survive through having a wealthy parent and by constantly honing its efficiency, Denmark’s last sizeable newbuilding yard, the Maersk-owned Odense Steel Shipyard, delivered its last ship in 2012, the frigate Niels Juehl and the Pacific Basin RO/RO Bering Strait.

Though its shipyards have nearly vanished, the highest value component of the Danish industry—the skills and marine equipment infrastructure—now serve the international market. About 70 percent of Danish maritime equipment is exported.

February 2015 MARINE LOG 25

DANISH MARITIME While some western European shipbuilders have survived by outsourcing hull fabrication to lower cost countries, Denmark has taken things a bit further by also outsourcing the bit where you put the high value stuff into the hull. Of course, nobody ever planned for things to happen that way, but the fact remains that today Denmark retains all the high value components of a shipbuilding industry, from initial ship design to the supply of a vast range of marine equipment. Even more surprisingly, though some major equipment items, such as large two-stroke engines, are produced under license near the overseas shipyards, a high percentage of Danish marine products are manufactured in Denmark.

What is left of Danish shipbuilding is a couple of smaller, specialist newbuilding yards and a handful of repair facilities. What happened to the rest of the industry is what mostly happened to it elsewhere in Europe: It was eroded by low cost Far Eastern competition, in particular from South Korea. The irony here is that the man who more than anyone else taught the South Koreans how to build ships was a Dane, Kurt J.W. Schou. He had been technology Vice President at the A.P. Møller–Mærsk Group’s Odense Steel Shipyard and had won a considerable reputation. In 1972 he became the first president of Hyundai Heavy Industries Ulsan Shipyard. And the rest, as they say, is history.

Design expertise survives Though the Odense shipyard delivered its last ship in 2012, OMT (Odense Maritime Technology) —a consultancy spun off from the shipyard, is still very much alive. OMT has become a leader in license-based development of ships. It also teaches emerging shipyards how to hone their performance skills.

On this side of the Atlantic, OMT’s clients include Canada’s Irving Shipbuilding which has retained the Danish company as the Marine Engineering and Naval Architecture Provider for the AOPS (Arctic Offshore Patrol Ship) for which Irving is the prime contractor under the National Shipbuilding Procurement Strategy. OMT is also working with OMT on the development of the Single Class Surface Combatant that will replace Canada’s Halifax Class frigates and 40-year-old Iroquois Class destroyers. Though design details remain under wraps, most naval commentators will be amazed if the eventual product does not look remarkably like Denmark’s much praised Ivar Huitfeld frigates.

OMT’s portfolio also includes a number of commercial ship design platforms including, not too surprisingly given the company’s Maersk roots, an 18,000 TEU containership designed in cooperation with Shanghai Waigaoqiao Shipbuilding Co. Ltd. Other designs include a Capesize bulker and a family of offshore support vessel designs featuring Twin Fin propulsion system developed by OMT in cooperation with Caterpillar Marine.

Available via the global Cat dealer network, the Twin Fin System comprises a compact electric motor and gearbox configuration connected via a short drive shaft, turning a pair of controllable pitch propellers. The propeller performance is enhanced by two tailor-made fins attached to the hull. Major transmission parts in the system are accessible from inside the vessel, enhancing ease of maintenance and averting the need to drydock. The Twin Fin solution can be applied to newbuilds, retrofits and conversions.

Its first application was as a retrofit last year to the Polarcus seismic vessel Naila.

An example of the firm’s innovative thinking is a Reefer RoRo Ship design that it has recently further refined. The ship is intended for worldwide operation as a Reefer RoRo Ship in the banana trade with special emphasis on achieving a very low box rate through very fast and efficient cargo handling in port to enable slow steaming.

In Version II of the design, the bridge and engine have been positioned forward in the ship to optimize cargo handling on the under deck areas and, as there is a very large back haul cargo potential to Central America, the height of the four inside decks has been raised to 4.5 m to allow for general RoRo cargo. On the back haul, the ship is hence an ordinary RoRo ship.

With the new refined design, the ship has a capacity of about 12,500 HC pallets— 6,800 HC pallets on cassettes inside the ship and other 5,700 HC pallets in refrigerated containers on the weather deck. The ship can be loaded/discharged in 12 hours.

On the back haul, the ship has 4,400 lane meters, equivalent to about 900 to 1,000 cars, but with the new design general project cargo can be transported as well.

LNG-fueled Ropax In an example of Danish design making its mark in international markets, naval architectural consultancy OSK-ShipTech A/S and China’s Guangzhou Shipyard International have signed a contract that will see the Danish firm continue design work on a RoPax that will be one of the world’s most powerful and fastest ferries to be fueled by LNG (Liquefied Natural Gas).

Ordered by Sweden’s Gotlandsbolaget, who retained OSKShiptech to prepare contract designs and specifications, the ferry will service the route between Nynäshamn and Visby, Gotland.

The 200 m long vessel will have a deadweight capacity of approximately 4,800 tonnes, room for about 1,650 passengers and 1,750 trailer lane meters.

Despite the vessel having a 1,200-ton larger displacement, there will be a significant reduction in fuel consumption compared with Gotlandsbolaget’s existing two RoPax vessels MS Visby and MS Gotland—also built by Guangzhou Shipyard International and delivered in 2003.

“We have experienced excellent cooperation between OSKShipTech, the owners, GSI and the test tank Marin with lots of in­house CFD optimization, tank testing and retesting,” says Kristian Carøe Lind, Head of Department at OSK-ShipTech’s Aarhus headquarters. “I think we have pinched every possible savings out of the hull lines.”

Green solutions

Knud E. Hansen

The decision to fuel the Gotlandsbolaget Ropax newbuild with LNG underscores the way in which Emission Control Area (ECA) limits are shaping owners’ choices. The greater the proportion of its time a vessel spends in ECA waters, the greater the incentive to invest in either burning something less expensive than ultra low sulfur fuel or to make the hefty investment needed for scrubbers.

Restraints on emissions other than sulfur, notably NOx, are also impacting ship design and equipment choices. And owners are getting nearer and nearer to the day when it no longer makes sense to defer decisions on BWT (ballast water treatment).

Danish marine equipment designers and manufacturers have been pioneers in all things green. Often times they are partnered with Danish shipowners happy to cooperate in trialing equipment and giving feedback.

One of Denmark’s world-renowned class naval architectural and marine design consultancies is Knud E. Hansen, which has more than 600 completed vessels in its references.

Read “Danish Maritime Days,” Part 2 of our series on Danish Maritime Technology, in the March 2015 issue of Marine Log.

26 MARINE LOG February 2015

Communications

A new generation of cruise ship passengers is driving up the need for instant and constant internet connection at sea

Making the right connection Cruise operator ups the ante, turning to hybrid wi-fi system, “social packages” Compiled by Marine Log Staff

T

he largest cruise company in the world, Carnival Corporation & plc, made a splash last November when it launched the first-of-its-kind hybrid wireless network. Expected to “revolutionize how millions of its passengers stay in touch during their cruise,” the network will provide steady high-speed service across Carnival Corporation’s 101 ships.

Carnival Corporation & plc includes nine cruise brands: AIDA Cruises, Carnival Cruise Lines, Costa Cruises, Cunard, Holland America Line, P&O Cruises UK, P&O cruises Australia, Princess Cruises and Seabourn.

The network launched in North America late in 2014 on ships sailing to the Caribbean. The technology is expected to expand to ships traveling to Alaska this summer. Next, it will be rolled out on ships with itineraries to the Mediterranean, Baltic, Western Europe and Asia regions this year and next.

“This is a major technology breakthrough designed to enhance the cruise experience for our passengers,” says Ramon Millan, Senior Vice President and Global Chief Information Officer, Carnival Corporation. “Our guests are looking for different experiences when they cruise—some are interested in disconnecting and others are interested in staying in touch with their world back home. For those who want to stay connected while on vacation, our new network will help them do so, whether than means checking email or posting pictures to their social media sites.”

The new network will provide customers with internet access that is 10 times faster than connectivity speeds previously offered across the corporation’s vessel line up. It’s also expected to entice a new generation of cruisers by making social sharing instant at sea.

According to Carnival, the hybrid system will use a combination of strategically located land-based antennas installed along cruise routes, Wi-Fi from a port connection and advanced satellite systems over multiple frequency bands. This, says Carnival, will enable the network to seamlessly switch back and forth between connection types based on which option will provide the best user experience at that time.

“Our smart hybrid network will not only enhance our guests’ onboard experience and help our crew members keep in touch with their friends and family at home, but we believe it will also help attract new cruisers, especially millennials who have made connectivity and social media an everyday part of their lives,” adds Milan.

“Our goal is to give passengers the best possible connection to the Internet whether they are in port, cruising near a coastal area or sailing in the middle of the ocean.”

Designed to be extremely flexible, the network will be able to adapt to the ever-changing technology landscape—allowing Carnival to add new technologies to the network as they become available.

“It is very possible that one of the technologies we are using today in our network may be replaced by a newer better technology a few February 2015 MARINE LOG 27

Communications months from now,” says Millan. That flexibility means that Carnival can constantly update the network, “making sure our passengers have the best possible solution for staying in touch.”

and highly affordable option for updating their favorite social media pages during their cruise at one low price.”

Fun…there’s an app for that

In anticipation for its global commercial services launch of its Global Xpress (GX) network, Inmarsat has introduced Fleet Xpress. The hybrid solution will operate over the GX Ka-band network and use Inmarsat’s L-band FleetBroadband service as a back-up. This, says Inmarsat, will provide its customers with advanced global connectivity service anywhere in the world. The service is expected to launch during the second half of 2015.

In the meantime, Inmarsat has launched FleetBroadband Xtra to allow its maritime customers to benefit from high-speed broadband connectivity between now and the global commercial introduction of the GX network.

According to Ronald Spithout, President of Inmarsat Maritime, FleetBroadband Xtra lets customers take advantage of high-speed Ka-band and well as Inmarsat’s L-band services.

“Our services are designed to provide seamless mobility and high-speed broadband for ship-to-shore communications,” says Peter Broadhurst, Vice President Service Development, Inmarsat Maritime. “With the introduction of FleetBroadband Xtra and, when our GX constellation is complete, Fleet Xpress, we are providing customers with consistently higher bandwidth communications which will increase operational efficiency while also providing exclusive access to specialist maritime applications and content through our Inmarsat Gateway.” ■

One way of attracting social media-savvy millennials and ensuring they can stay in touch is through the use of apps. Living up to its moniker “the fun ship,” Carnival Cruise Lines—comprised of 24 ships—launched a new free shipboard app that provides its passengers with a “variety of useful information to maximize the fun on their next Carnival cruise.”

The pilot program, on board the 305 m Carnival Breeze, is available to all iPhone and Androids users. The app includes a chat feature that lets guests communicate with anyone on board from their mobile devices; a day-by-day schedule of on-board events; information on dining options; searchable deck plans and a comprehensive layouts of the ship’s various on-board offerings; itinerary details; and real-time information on guests’ current Sail & Sign shipboard account balance.

The app is expected to rollout across Carnival Cruise Lines entire fleet over the next two years.

The cruise line is also piloting a “social media” package. The package, currently being offered on the Carnival Freedom, Carnival Breeze and Carnival Sunshine, lets guests use apps or sites like Facebook, Twitter, Instagram, LinkedIn, Snapchat and Pinterest for a $5-a-day flat fee, or $25 per voyage. Carnival says that the uniqueness of the package is that it provides “guests a convenient, flexible

Inmarsat enhances maritime product roadmap

DeLorme inReach Provides Safety and Security Lifeline with handheld satellite communicator DeLorme’s inReach handheld satellite communicator

28 MARINE LOG February 2015

At the 2014 International WorkBoat Show, DeLorme showed the latest version of its inReach handheld satellite communicator packaged with enterprise service plans for fleet-wide tracking and managing of personnel and assets.

DeLorme’s inReach devices provide interactive SOS alerting, GPS tracking and locating and two-way text messaging anywhere on earth through the global Iridium satellite network. The inReach Explorer model, which made its debut in 2014, has additional built-in navigation functions, including a digital magnetic compass, altimeter and accelerometer, as well as GPS positioning.

With the inReach Explorer, you can navigate from point-to-point, create waypoints and routes, steer a compass course to a waypoint, retrace the “bread crumb trail” of past positions to return to a starting point and view trip statistics.

The inReach differs from EPIRBs, PLBs and other emergency satellite transmitters in that it provides full two-way communication. When an SOS call is initiated from the inReach, the message goes through the Iridium satellites to an international search and rescue coordination center. Within minutes the user gets a text message acknowledging the SOS message and asking for

more information. This allows the SAR authorities to determine if it is an accidental false alert and to assess the nature of the emergency so they can respond with appropriate resources. Throughout the rescue process, the user and SAR responders can engage in continuous text messaging back and forth. Your latest position coordinates are transmitted continuously, so the SAR authorities can navigate directly to your position without a time-consuming search.

The device can be paired via Bluetooth with a smartphone or tablet to facilitate messaging. Using DeLorme’s free Earthmate mobile app, you can also download detailed NOAA charts to the mobile device and view your GPS position, tracks, waypoints and routes on screen.

DeLorme has also developed a package of service plans for centralized management of inReach devices throughout a fleet, including group/buddy tracking, automatic reporting and data entry for status reports.

DeLorme told Marine Log that over 40,000 inReach devices have been deployed and 22 million messages have been transmitted since the product was introduced in 2012. During the peak season of 2014, there was an average of five inReach-assisted rescues per week.

newsmakers

Bollinger Shipyards announces changes to executive team CEO of Bollinger Shipy ards B en B ordelon announced the promotions of Scott Theriot, T im M a rit ine z and Corey Phelps. Theriot (pictured) has been promoted to Executive Vice President of Sales and Marketing; Martinez has been named Executive Vice President of Bollinger’s Repair Division; and Phelps accepted the position of General Manager of Bollinger Morgan City (BMC) and Bollinger Amelia Repair (BAR).

“We will be strengthening our position in the market by developing our team from within and capitalizing on the talents of our proven leadership group,” said Bordelon.

Classification society Bureau Veritas has appointed Matthieu de Tugny as Senior Vice President in charge of Offshore activities within the Marine & Offshore Operating Group. The classif ication societ y also appointed Paillette Palaiologou as Marine Marketing & Sales Director within the Marine Offshore Operating Group.

Carnival Corporation & plc Chair man Mick y Arison has been ap p o inte d E xe c u t i v e Committee Chairman of the Florida-Caribbean Cruise A ssociation (FCAA). The not-for-profit trade organization is composed of 19 member lines that operate over 100 ships in Florida, Caribbean and Latin American waters.

Fuel management specialist Veritas Petroleum Services (VPS) has appointed Mich a el McN a m a r a it s Managing Director for the Americas. Most recently, McNamara ser ved as A ssociate Vice President, Energy Management at Royal Caribbean Cruise Ltd. Fred van Beers will succeed Dr. Herbert Aly as CEO of the Management Board at Blohm+Voss. In his new role van Beers will focus on developing the luxury yacht business and strengthen the shipyard’s position in the ship repair and conversion markets.

Fergus C ampbell has been named Director of Imtech Marine USA. Campbell was previously with the company from 2000 to 2010 when it was Radio Holland USA. Hunting ton Ing alls Industries has appointed two new members to its corporate development team. Michael S. Smith ( pic t ure d ) ha s b e en named Vice President, Corporate Development, Nuclear and Environmental Services. Meanwhile, Andy Green has been named Vice President, Corporate Development, Shipbuilding.

Joseph Campbell has been named Vice President and General Manager of BAE Systems, Inc.’s Ship Repair business. He succeeds Bill Clifford who will retire after a 46-year career in the U.S. Navy and then the private sector. Campbell will be responsible for leading the strategy, operations, and financial and business performance of Ship Repair.

The Proven Formula for Brand Success The Right Audience + High-quality Editorial

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MARINELOG.COM 30,000+ subscribers worldwide 73% make purchasing decisions 51% are involved in vessel operations *2013 Verified Audit Report and 2013 Readership Survey

February 2015 MARINE LOG 29

techNews

Meeting VGP 2013

Vulkan

requirement via a sterntube seal

introduces TDS Plafrix shifting clutch combination for hybrid tugs

HYBRID Harbor tugs will now benefit from using Vulkan Couplings’s new TDS Plafrix—a combination of shifting clutch and flexible coupling.

The Tug Drive Solution (TDS) Plafrix was jointly developed by Vulkan Couplings and DESCH Antriebstechnik, Arnsberg, and combines Vulkan’s highly flexible Vulastik L coupling with a Desch Planox clutch.

The coupling is available in different stiffness ratings so the drive system can be tuned for torsional vibration. The pneumatically actuated clutch has an operating pressure of 5.5. bar, and has been adjusted to the existing air pressure, eliminating the need for an external compressor.

The development of the TDS Plafrix is the result of increasing stricter environmental regulations. In this case, the advent of Emission Control Areas (ECAs), where harbor tugs operate, make alternative drive concepts necessary.

Designed and optimized for use on an electric motor between diesel and gearbox when switched onto the drive shaft, the clutch will reduce operating costs due to its minimal number of high-performance friction discs and low frictions losses. Additionally, the TDS Plafrix offers operators low project and low life-cycle costs by eliminating oil pumps, hydraulics and oil leakage. www.vulkan.com

For operators complying with the Vessel General Permit 2013 (VGP 2013) via use of Environmental Acceptable Lubricants (EALs), SKF Blohm + Voss Industries’ developed its Simplex-Compact Airspace sterntube seal to help meet requirements.

The seal, which received verification from classification society DNV GL, excludes contamination of seawater under normal operating conditions via an Airspace seal that provides an extra level of security. SKF Blohm + Voss says, the seal is also the only one on the market that regulates the pressure in the air chamber without air escaping into the water—thus preventing oil particles from contaminating the seawater.

“To ensure their sterntube systems comply with the requirements of VGP 2013, ship operators now have three options,” explains SKF Blohm + Voss Inudstries’ Claus Beiersdofer. “They can operate either with mineral oils and a seal with an air chamber system, use waterlubricated seals or use standard seals with EALs. The latter requires special sealing material.” www.bv-industries.com

the best Environmentally Acceptable Lubricant of all: seawater

30 MARINE LOG February 2015

which uses seawater to lubricate the bearings, and according to Thordon, ensures the “smooth, effective and safe operat ion of t he vessel.” T hordon says t he

system reduces a nnua l operat ing a nd maintenance costs when compared to an EAL-lubricated metal bearing and two ww.thordonbearings.com seal system.

Source: Thordon Bearings

While the U.S. Environmental Protection Agency (EPA) is enforcing regulations that stipulate all vessels over 24 m in length operating in U.S. waters must switch over to Environmentally Acceptable Lubricants (EALs) in all oil-to-sea interfaces before their next drydocking, bearings provider Thordon Bearings Inc., believes it has a better approach. Thordon suggests that ship operators have an greater advantage if they turn to the world’s most inexpensive, environmentally safe and most readily available lubricant available: seawater.

In a recently published comparative research study, Ontario-headquartered Thordon Bearings says it found that traditional EALs, such as vegetable oils, synthetic esters and polyalkylene glycols, are more expensive than the mineral oils typically used in oil-lubricated propeller shaft bearing systems. Thordon says EALs can react differently to lubricating machinery with oils deteriorating when mixed with water, reducing the effectiveness of lubricants.

T hordon Bea r i ngs of fers it s COMPAC propel ler sha f t be a r i ng s y s tem,

techNews

ABB sees record level

for Azipod orders

Driven by growth in demand for electrical propulsion systems, ABB’s marine business has seen record levels of new orders over the last year. In 2014, the company won orders worth $200 million to deliver power plants and Azipod propulsion systems to cruise ships and worth $900 million to deliver solutions to icegoing and icebreaking projects.

ABB says that the cruise market, where electric-podded propulsion is the preferred propulsion type, has seen a significant growth in recent years especially in emerging markets. Last year, ABB’s Azipod XO propulsion

systems proved to be a popular choice for high-end cruise vessels. In addition to repeat orders from longstanding customers, ABB won important contracts to supply Azipod propulsion units to new customers.

A rise in Arctic shipping volumes and Arctic oil and gas exploration have created the need for specialized solutions for ice-going and icebreaking vessels. In Arctic conditions, Azipod VI propulsion units optimize vessel efficiency and maneuverability, while providing reliability for operations in the harsh and demanding conditions.

“A BB developed the A zipod electrical propulsion system to deliver tangible benefits to shipowners and operators: To improve the overall efficiency of ships, while also reducing the carbon footprint and providing better maneuverability compared to conventional propulsion solutions,” says Heik ki Soljama, Managing Director of ABB’s Marine and Ports business. Soljama says this “explains why ABB “continues to harvest from increased demand across several vessel segments, cruise and arctic shipping in particular.”

“While being a record year for Azipod sales, 2014 also marked another year of significant growth for diesel-electric propulsion,” adds Soljama. www.abb.com

Globalstar creates affordable communication network Louisiana-based Globalstar has spent $1 billion to create a satellite network that offers superior voice quality and data speeds at an affordable price.

Among its products is its lightweight, easy-to-use voice and data enabled GSP1700 Satellite Phone which provides crystal clear voice quality for users requiring connectivity outside the range of cellular service. The GSP-1700 features antenna and cable length options that were designed for ease of installation on land and sea.Globalstar’s GSP-2900 Fixed Phone System provides fixed access to satellite voice and data services, including Internet, e-mail and voicemail.

The company’s Sat-Fi can instantly turn any smartphone, tablet or computer into a satellite phone or data device. With SatFi, workers in the marine, oil & gas and emergency response industries will be able to use their own device to stay connected off the cellular grid, a necessity during disasters. www.globalstar.com

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on MarineYellowPages.com

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32 MARINE LOG February 2015

Marine Yellow Pages

contracts Shipyard Contracts While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about January 1, 2015. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Shipyard

Location

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

RECENT CONTRACTS Blount Boats Chesapeake Shipbuilding Marine Group Boat Wks Marine Group Boat Wks Marine Group Boat Wks Nichols Brothers Nichols Brothers

Warren, RI 1 Salisbury, MD 2 San Diego, CA 5 San Diego, CA 16 San Diego, CA 6 Freeland, WA 1 Freeland, WA

tanker 79 ft x 23 ft, 56,450 gal tugs 94 ft x 32 ft, 3,000 hp Tugs Dive Boats 60 ft Workboats Landing craft 140 ft x 38 ft, 149 PAX Ferry superstructure

American Petroleum Vane Brothers U.S. Navy U.S. Navy U.S. Navy American Samoa Vigor Industrial

AUG15 Sp2016

Seattle, WA

pilot boats

Tymac Launch Service

DEC14

4Q15 Apr16

DELIVERIES Kvichak Marine

2

40 ft

PENDING CONTRACTS

NOTES

Aker Philadelphia Philadelphia, PA 4 Mobile, AL 2 BAE Systems Southeast BAE Systems Southeast Jacksonville, FL 1 Houma, LA 1 Candies Shipbuilders Gulf Coast Shipyard Gulfport, MS 4 Kvichak Marine Seattle, WA 30 Jennings, LA 2 Leevac Shipyards TBD 2 TBD TBD 1 TBD 6 TBD 3 2 TBD TBD 3

2017 Options Option Option Options Opt. to 2019 Options RFP/Phase I RFP 2018-2020 RFP issued EBDG design RFP issued 2018-2021

Options dump scows tug subsea vessel PSVs skimmers PSVs OPCs LASH carriers double-end ferry car ferries double-end ferries passenger ferries pass./vehicle ferries

50,000 dwt 7,700 ft3 141 ft x 46 ft, 12,000 bhp 108m x 22m, MT6022 dual fuel, 302 ft x 64 ft 30 ft 3 in x 9 ft 8 in 300 ft x 62 ft Offshore Patrol Cutters convert steam to LNG 70-car similar to Pocohontas 1,200 PAX (convert to LNG) 4,500 PAX 135 ft, 400 PAX, 27 knots 1,000 PAX/100 vehicles

Crowley Maritime $500 Great Lakes Dredge Seabulk Tankers Inc. Otto Candies LLC Harvey Gulf Intl. Marine U.S. Navy Tidewater U.S. Coast Guard Horizon Lines VDOT $25 Washington State Ferries NYCDOT $309 WETA DRBA $101

Index of Advertisers Company Page #

Company Page #

ABS Americas. . . . . . . . . . . . . . . . . . . . . . . . . . 5

KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . 3

American Vulkan Corporation . . . . . . . . . . . . 31

Marine Art of J. Clary . . . . . . . . . . . . . . . . . . . 32

Baker Marine Solutions . . . . . . . . . . . . . . . . . C4

Metal Shark Aluminum Boats . . . . . . . . . . . . 29

Detyens Shipyards, Inc.. . . . . . . . . . . . . . . . . . 4

NEVA 2015. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

ExxonMobil Global Fuels & Lubes. . . . . . . . . C2

Nor-Shipping 2015 . . . . . . . . . . . . . . . . . . . . . C3

Furuno. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Omnithruster Inc.. . . . . . . . . . . . . . . . . . . . . . 15

Great American Insurance Group. . . . . . . . . . 14

Port of Galveston . . . . . . . . . . . . . . . . . . . . . . . 1

Gulf Coast Shipyard Group. . . . . . . . . . . . . . 16

Steerprop Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . 6

JMS Naval Architects . . . . . . . . . . . . . . . . . . . 11

Workboat Maintenance & Repair. . . . . . . . . . 13 February 2015 MARINE LOG 33

marketplace ENGINEERS & ARCHITECTS

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34 MARINE LOG February 2015

Industry

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EMPLOYMENT

HARLEY MARINE SERVICES

SOFTWARE

Open Positions: General Manager – Alameda, CA; Brooklyn, NY Operations Manager – Alameda, CA; Brooklyn, NY Port Captain – Seattle, WA Port Engineer – Seattle, WA; Brooklyn, NY Chief of –the Training STATE Port Engineer Mechanic San Pedro,Ship CA;EMPIRE Alameda, CA; http://maritime.interviewexchange.com/ U.S. Gulf Coast jobofferdetails.jsp?JOBID=45613 Regional Marine Safety Advisor – U.S. Gulf Coast Summer Sea Term Crew 2015 – Various Dispatcher – Seattle, WA http://maritime.interviewexchange.com/ ATB Captain – West Coast; U.S. Gulf Coast jobofferdetails.jsp?JOBID=55445 ATB Mate – West Coast; U.S. Gulf Coast Pilot – U.S. Gulf Coast For a list of all open positions or to apply online, please visit our Careers page at www.harleymarine.com

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

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VISIT http://bit.ly/marinejobs

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To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com February 2015 MARINE LOG 35

Environmental Forum

IS IT TIME FOR A NEW SOLAS? A series of casualties and losses, involving a variety of ship types, has given rise to a need for a whole new look at safety at sea, crew training and even naval architecture. The main instrument in international law, setting ship safety standards is the 1974 Convention for the Safety of Life at Sea (SOLAS). The 1974 Convention was the fifth such instrument adopted by the international community. The first, in 1914, was the result of lessons learned from the loss of the Titanic. Revised SOLAS Conventions were adopted in 1929, 1948 and 1960.

Over the years, since 1974, a number of major maritime rules and standards have been brought into force within the SOLAS framework, including the International Safety Management (ISM) Code, and the International Ship and Port Facilities Security (ISPS) Code.

Now the secretary-general of the International Maritime Organization (IMO) has called for a full review of safety measures —presumably for ferries alone. But, there is clear evidence of a much more general problem. For one thing, there is a political issue: although the European Maritime Safety Agency, and the European Commission has called for higher safety standards in many cases, involving a number of ship types, over the years, some of the members

of the EU, particularly those with functioning shipyards, have resisted a general review and revision of SOLAS 74. At the risk of enraging those who think that SOLAS needs little amendment or adjustment, I’m on the side of the bureaucrats.

There have now been enough incidents of car carriers losing stability, to warrant a very close look at stability and ballasting of such vessels. We need a complete rethink on how these ships are designed.

And, let’s not just respond to accidents and tragedies after they happen. Let’s also look at all passenger ship safety issues, including the bad things that haven’t happened yet. Let’s take a close look, for example, at how to safely evacuate passengers from a large cruise ship. Are the technology and the mechanics rational, given the number of passengers and crew that need to be moved off a ship, under difficult circumstances? Are the lifesaving appliances realistic for a multistory drop to sea level?

Ro/Ro ferries present their own set of issues, particularly when they also carry large numbers of passengers. The IMO has done extensive pioneering work on the loss of ships due to liquefaction of their mineral cargoes. A great deal is now known about this phenomenon, and its cause, but we are still waiting for the necessary structural and

MarineLoG

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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, West 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 and Canada Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com

36 MARINE LOG February 2015

By Clay Maitland, NAMEPA Founding Chairman

design changes. Frankly, the problem clearly lies with shipyards and their supporters, and a desire not to change the cookie-cutter formulae that we have lived with, and many have died with.

And, when we speak of the loss of life at sea the growing number of refugees and illegal immigrants crossing the Mediterranean need the attention of the international community. “People smuggling,” human trafficking—call it what you will—is creating an increasing crisis for the international community, and the ships and flag states that rescue these unfortunates. Recently, a ship-load of refugees, headed for Italy, was abandoned at sea. The refugees were rescued by a passing merchant vessel. Under orders from the Italian navy, the ship was directed to Malta. When the refugees realized this, they mistakenly thought they were being taken back to North Africa and began rioting. Fortunately, the Italian navy came alongside the rescuing vessel, and took refugees off. But Italy has now understandably decided that it no longer has the resources to accept the large number of “boat people.”

So, how about an international agreement on rescue of migrants at sea?

Clearly, all of what I’ve said above covers a very wide horizon. A review conference, at IMO, is long overdue. www.namepa.net

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

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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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