Jan 2013 Marine Log Magazine

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Whither wind? offshore

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Contents

MarineLoG

JANUARy 2013 VOL . 118, NO. 1

2013 will be a critical year for the development of u.S. offshore wind farms

8

upDAtE

Classy merge • Transocean to pay $1.4 billion in Deepwater Horizon settlement • Kulluk runs aground off of Alaska • One year later: Costa Concordia salvage operation underway • HMS raises the bar. And much more...

p. 23 Features Distinctive Boats

Distinctive boats of 2012

Five diverse boats delivered by U.S shipyards in 2012 make our list. Among them, an authentic sternwheeler, a hybrid ferry operating on a hydrogen fuel cell and a light construction vessel ready to make its deep sea debut p.14

Future Ships

A new age of shipping

TOTE’s historic order to invest in the world’s first containerships to operate on LNG could push other operators to follow suit p.17

Offshore Wind

Whither offshore wind?

Joan Bondareff, Of Counsel, Blank Rome LLP, takes a closer look at the federal leasing program and adjacent state activities p. 23

Shipbuilding

Fiscal woes cloud future

Congress may have delayed sequestration for two months, but its shadow 2 MARINE LOG JANUARy 2013

still looms with Navy shipbuilding potentially facing cuts p. 26

12

INSIDE WAShINGtON

33 34 36 37 38 40

NEWSMAkERS

Coast Guard Authorization Act signed into law

tEch NEWS cONtRActS BuyER’S GuIDE ML MARkEtpLAcE MARINE SALvAGE

Work to be done on responder immunity in 2013

By Tim Beaver

Ship Efficiency

Software that saves fuel

ABB’s new energy management system for marine application (EMMA) will allow operators to monitor and calculate the optimum utilization of power on board p.28

Offshore

Offshore wind market puts development of tranSpAR craft on the fast track

The developers of the self-propelled TranSPAR vessel are one of seven companies working on new offshore wind access systems for the Carbon Trust’s OWA collaborative R&D Program p.29

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EDItORIAL

Ringing in a new age of shipping

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Worldwide Aftersales

John R. Snyder Publisher & Editor Editorial

jsnyder@sbpub.com

August 2000 Vol 105 No 8

editorial

Ringing in a new age of shipping

Y

ou might want to jot down December 3, 2012. It is one for the history books. That’s the date that U.S. operator TOTE Inc. announced it was ordering two 3,100 TEU dual fuel containerships from General Dynamics NASSCO. The boxships are the first of their type in the world that will be able to operate exclusively on Liquefied Natural Gas (LNG) and the first to incorporate MAN Diesel & Turbo’s slow-speed, dual fuel 8L70ME-GI engine.

The order for the Panamax-size containerships also represents the first commercial order for this type of MAN Diesel & Turbo engine, which is officially designated as ME-C-GI (M-type, Electronically Controlled, GI for Gas Injection). Hot on the heels of the TOTE contract, MAN Diesel & Turbo reports it received an order from Teekay LNG Partners for 5G70ME-GI engines that will be installed in two 173,400 m3 LNG carriers that will be built by Korea’s Daewoo Shipbuilding & Marine Nicholas Blenkey Engineering.

Editor TOTE should be applauded for its forward thinking. The Princeton, NJ, operator will use the ships to replace 35+ yearold tonnage in its Jones Act service from Jacksonville, FL, to San Juan, Puerto Rico. TOTE, which is investing at least $350 million in the two ships, can exercise options for up to three more.

What’s driving TOTE’s innovation is the rising cost of HFO and MDO, the abundance of cheap natural gas and stricter environmental regulations. By the time the first containership goes into service, the new U.S. Caribbean Emissions Control Area (ECA) will be in effect, which includes Puerto Rico.

Not to be forgotten is some of the smart moves by NASSCO in positioning themselves to build this world-class tonnage.

Those who look on U.S. shipbuilding with jaundiced eye should think again. NASSCO is partnering with Daewoo Shipbuilding and Engineering Company, a unit of Daewoo Shipbuilding & Marine Engineering, to make these ships a reality.

I’m curious if anyone else in the Puerto Rico trade, such as SEACOR (Trailer Bridge) or Crowley might be prompted by

4 MARINE LOG JANUARY 2013

TOTE’s order to jump into the newbuild pool.

See more on this historic order in “A New Age of Shipping” starting on page 17.

CONGRESS STRIKES A BLOW FOR OFFSHORE WIND In our cover story “Whither offshore wind?” Joan Bondareff, Of Counsel, Blank Rome LLP, writes that this year is critical for the development of offshore wind farms. “The development of offshore wind,” writes Bondareff, “and attendant transmission lines, entails a complicated, multi-tier, multi-step process of federal leasing and permitting, on one hand, and state energy policies and incentives on the other.”

Given the long development process, one thing that the offshore wind market needs is certainty, particularly in financing.

While Congress was hammering out a deal to avoid driving over the fiscal cliff, it voted in favor of extending the Production Tax Credit (PTC) for another year. The PTC is a critical capital investment tool for backing alternative energy and offshore wind, in particular. The PTC allows offshore wind developers to attract backing from banks and financial institutions. With PTC, developers can offer utilities electricity that is more competitive with electricity produced by traditional means.

To take advantage of the Production Tax Credits, an offshore wind project would have to begin construction before the end of 2013 when the PTC is due to expire. The Offshore Wind Development Coalition, Washington, DC, believes that the PTC should be extended until 2016, similar to solar energy projects.

In connection with offshore wind, contributor Andrew Safer writes about a very radical concept for a maintenance vessel conceived by ExtremeOcean Innovation in “Offshore wind market puts development of TranSPAR craft on fast track.” It’s a follow up to Andrew’s article on the TranSPAR craft in the November 2011 issue of Marine Log. The topic of offshore wind development will be a central theme of Marine Log’s Offshore Alternatives 2013, which is scheduled for March 5 & 6, 2013 in Washington, DC.

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INTERNATIONAL SALES DIRECTOR Louise Cooper lcooper@sbpub.com

PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com

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ASSOCIATE EDITOR Shirley Del Valle sdelvalle@sbpub.com

REGIONAL SALES MANAGER Tamara Book tbook@sbpub.com

CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

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

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Great Lakes acquires terra assets

cLassY MerGe I

t looks like the third time’s a charm for classification societies DNV and GL. The two have agreed to merge. Negotiations between the two groups first took place in 1999/2000 and then again in 2006, but 2012 was the year when the timing seemed right, according to Leif-Arne Langøy, Chairman of DNV’s Board of Directors.

The merger announcement came after the DNV Foundation and Mayfair SE, GL’s owner, signed an agreement that will see DNV hold 63.5% of the newly formed group and Mayfair SE the remaining 36.5%.

The agreement will position the newly formed DNV GL Group among the leading ship classification societies and risk

experts in the oil and gas, renewable energy and power sectors and, among the top three providers of management system certification—the group will operate in a variety of business segments, including Maritime, Oil & Gas, Energy and Business Assurance and will have a combined turnover of EUR 2.5 billion.

Additionally, the merger will bring 17,000 employees under the DNV GL Group, enabling it to increase its international business and better serve its customer’s needs.

“The merger rests on a strong strategic rationale, and responds to challenges of increase globalization, rapid technological change and the need for sustain-

able development,” says Henrik O. Madsen, DNV’s Group CEO. “Our customers will benefit from an increased service offering and global competence base as well as one of the densest networks.” Madsen has also been named CEO of the newly formed group.

“Our decision for this partnership is based on the complementary fit of DNV and GL as well as the joint ambition for innovation and quality of both companies,” says Guenter Herz, Chairman, Mayfair SE. The DNV GL Group will be headquartered in Høvik, Norway. Meanwhile, the maritime business unit will be based out of Hamburg, Germany.

Illinois-based Great Lakes Dredge & Dock Corporation (GLDD) has acquired the assets of Terra Contracting, LLC, Kalamazoo, MI, in a $20 million deal. Terra provides remediation, maintenance/ repair, abatement and emergency response services to corporate and governmental customers.

“The Terra acquisition fits our strategic vision to gain a stronger foothold in the environmental remediation market. Terra will broaden our demolition segment with additional services and expertise as well as expand our footprint in the Midwest,” says jon Berger, CEO, GLDD. “Terra reinforces our efforts to develop relationships with larger industrial and governmental clients. additionally, our rivers and lakes operations can leverage Terra’s environmental remediation focus to accelerate its participation in the environmental dredging market.”

transocean to pay $1.4 billion in Deepwater Horizon settlement Transocean DeepwaTer Inc., a subsidiary of Transocean Ltd., Zug, Switzerland, has agreed to plead guilty to violating the Clean Water Act (CWA), resolving outstanding civil and potential criminal claims against the company arising from the 2010 Deepwater Horizon accident. As a result of the guilty plea, Transocean will pay $1.4 billion in civil penalties and $400 million in criminal fines.

“This agreement holds Transocean criminally accountable for its conduct and provides nearly a billion dollars in criminal and civil penalties for the benefit of the Gulf 8 MariNe LOG january 2013

in the future.”

As per the agreement, within 60 days of the agreement’s U.S. federal court approval, Transocean will pay a fine in the amount of $100 million.

states,” says Attorney General Eric Holder.

Moreover, Acting Associate Attorney General Tony West says the “settlement will aid the Gulf region’s recovery and require Transocean to take important steps that will help guard against such incidents happening

PaYMeNt scHeDuLe Transocean will pay fines, penalties and recoveries totaling $1.4 billion over a fiveyear period—2013 payments: $560 million; 2014 payments: $460 million; 2015 payments: $260 million; 2016 payments: $60 million; 2017 payments: $60 million. For additional details visit marinelog.com www.marinelog.com

Kulluk runs aground off of alaska

U.S. Coast Guard photos

On New Year’s Eve, Shell’s 266 ft x 230 ft, ice-classed semi-submersible Kulluk ran aground off of Sitkalidak Island. The incident occurred after failed attempts by the MV Aiviq to tow the vessel during a storm that produced 70-knot winds and 50 ft seas. The drill barge was being towed from Alaska to the Port of Seattle.

While the Kulluk had no personnel at the time of the grounding, there was up to 150,000 gallons of ultra-low sulfur diesel and 12,000 gallons of combined lube oil and hydraulic fluid on board. However, at press time, there was no environmental damage reported, with no fuel spilling from the unit—a fact that may be attributed to the diesel fuel tanks’ location, isolated at the center of the vessel and encased in heavy steel. resPONse eFFOrt After the incident, the U.S. Coast Guard, Alaska Department of Environmental Conservation, Kodiak Island Borough, Noble Drilling and Shell joined forces under a Unified Command system to get the response and recovery efforts underway.

Once weather cleared up, a U.S. Coast Guard helicopter lowered a recovery team onto the Kulluk to assess the situation and deliver a state-owned emergency towing system to the unit. At the time, the team found the unit to be “firmly aground and stable” and confirmed that there was “no

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sign of environmental impact.”

A week after its grounding, the Kulluk was towed safely to Kiliuda Bay, 30 miles north from where the vessel ran aground.

Kulluk was towed by the Aiviq and escorted by several other vessels to port, including the tug Alert, the response vessel Nanuq, and three Seattle-based oceangoing tugs, the Ocean Wave, Corbin Foss and Lauren Foss.

During the tow, the Kulluk traveled 45 nautical miles at an average speed of 3.5 knots and the trip took roughly 12 hours to complete.

Once at port, ROVs were expected on the scene to assess the hull’s condition.

For the latest on the Kulluk response, visit www.kullukresponse.com

DaWN OF a NeW era: FiNcaNtieri acquires 50.75% OF stX OsV Italy’s Fincantieri S.p.A. is about to double its size. The first four months of 2013 will see Fincantieri closing a deal to acquire 50.75% of Singapore-listed STX OSV from STX Europe for a total of approximately EUR 455 million or S$1.22 a share, ushering in a new era for the shipbuilder—its entrance into the offshore oil & gas market.

The acquisition, says Guiseppe Bono, CEO of Fincantieri, “will strengthen Fincantieri’s commitment to pursuing a strategy of diversification and development in order to retain our long-term competitiveness and generate important positive impacts for our Italian assets.”

STX OSV has 10 shipyards around the world—five in Norway, two in Romania, one in Vietnam and two in Brazil. At the end of the third quarter 2012 STX OSV had a backlog of EUR 2.1 billion.

Additionally, it is one of the main players in the OSV segment and is a vital producer of Anchor Handling Tug Supply Vessels (AHTS), Platform Supply Vessels (PSV) and Offshore Subsea Construction Vessels (OSCV), and has be considered one of the top builders for research, coastal patrol, seismic survey and icebreaking vessels.

JANUARY 2013 MariNe LOG 9

Update One year later: Costa Concordia salvage operation underway This January 13 marks the one-year anniversary of the Costa Concordia accident that claimed the souls of 32 on board. While the ship remains lying on her side half submerged off the coast of Isola del Giglio, the salvage operation is well underway.

The Italo-American Titan-Micoperi consortium has a five-stage operation in place, that is projected, if the weather holds up and all goes according to plan, to refloat and remove the Concordia wreckage by the end of this summer.

The project is broken down into five phases.

1. Holdback system and Stabilization: This phase will require the anchoring and stabilization of the wreck in order to prevent slipping or sinking.

2. Installation of submarine supports and portside caissons: The false bottom, where the wreck will rest after its rotated upright, is prepared. Grout bags will be positioned in the empty space between the two spurs on which the wreck is resting, and will be filled with concrete to create a stable base for the hull. Next, the caissons will be

installed on the port side of the ship. The steel caissons—a total of 30 were built by Fincantieri for the operation—will eventually be filled with water to help right the ship.

3. Parbuckling will see the ship pulled upright. This process is expected to take up to two days to be completed.

4. Installation of caissons on starboard side: The remaining caissons will be attached to the starboard side of the ship and filled with water to keep the ship upright.

5. Re-floating: The final stage will see all the caissons (on both sides of the ship) gradually emptied by hydraulic pumps. This will push the ship upwards away from the false bottom. Once the caissons are emptied the ship will be refloated (just 18 m of the bottom of the ship will remain submerged) and towed to an Italian port.

As we were going to print, the stabilization part of the first phase was completed and more than 30% of the grout bags had been filled with cement. To further speed up the work for the holdback process (which is simultaneously taking place on the starboard side), technicians removed the ship’s funnel

and its internal workings.

In a meeting with Giglio citizens late last month, the Consortium updated the citizens on the project’s progress and reiterated that it would be unrealistic and misleading to set a precise date for the project’s completion, but that the hope would be to have it removed by then end of this summer.

You can keep track of the salvage operation’s progress at theparbucklingproject. com

NEw COsTA FLAGshIp Construction of Costa Cruises’ new flagship, the Costa Diadema, has begun. The first building block of the ship, weighing approximately 504 tonnes, and measuring 15.7 m in breadth by 29 m in length, was set in place at Fincantieri’s Marghera, Italy shipyard. Upon completion, the 132,500 gt ship will be the largest Italian-flagged cruise ship afloat and carry a total of 4,947 passengers.

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Harley Marine Services raises the bar on brown water operations When it comes to brown water operations, Harley Marine Services, Seattle, WA, is raising the bar, with its Environmental Management Program. HMS received ISO 14001 environmental certification in 2008 and all of its motorized vessels are ISO 14001 certified.

“ISO and ISM certification are new to the Gulf,” says Rod Gullickson, Vice President of Operations, Harley Marine Services (HMS). “Going green is something that the oil majors—our customers—are looking for.

We want to be spill-, accident- and injuryfree. We are the only brown water carrier in the Gulf that belongs to a P&I club, with $1 billion in coverage.”

HMS, which operates on all three U.S. coasts, will take delivery of two 100 ft Z-drive tractor tugs from Nichols Brothers Boat Builders, Whidbey Island, WA, March and July 2013, respectively, and the Azimuth Stern Drive (ASD) tug Bob Franco at Diversified Marine Inc., Portland, OR, in April 2013. The 120 ft x 35 ft ASD tug, designed

by Jensen Maritime Consultants, Inc., will be one of the first tugs to have Tier 3 Cat C175 engines.

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HMS has ery of the 80,000 already taken delivbbl petroleum ery of the four barge Olympic 30,000 bbl tank Spirit from Vigor barges from ConMarine, Portland, rad Shipyard, MorOR, following the gan City, LA, and replacement of its has another barge bow. HMS worked under construcclosely with naval tion for the Gulf at architect Elliott Raymond & Asso- The ASD tug Bob Franco undergoes construction Bay Design Group, ciates in Bayou at Diversified Marine in Portland, OR Seattle, WA, on the LaBatre, AL. project.

The four tank As an environbarges from Conmental leader, Harrad have already been committed to custom- ley Marine Services has also been closely ers. observing in the Liquefied Natural Gas Gullickson says plans are to build addi- (LNG) market, both from perspective of tional equipment for the Gulf. “We’re a potential user and transporter. “The biglooking at 30,000 bbl range with flexible gest obstacle is the lack of LNG bunkering equipment to allow for the carriage of clean infrastructure,” says Gullickson. He points or dirty oil. The new equipment is geared to recent bunker and terminal designs from towards the needs of existing customers to Waller Marine, as well as announcements keep up with their needs.”

by TOTE, Washington State Ferries and Olympic Tug & Barge Inc., which is Harvey Gulf International Marine regarding owned by HMS, also recently took deliv- their commitments to dual fuel vessels.

JANUARY 2013 MARINE LOG 11

insideWashington

Coast Guard Authorization Act signed into law

P

resident Obama signed the Coast Guard and Maritime Transportation Act of 2012 (H.R. 2838), into law on December 20, 2012, authorizing $8.6 billion in fiscal year 2013 and $8.7 billion in fiscal year 2014 for the activities of the Coast Guard.

H o u s e Tr a n s p o r t a t i o n and Infrastructure Committee Chairman John L. Mica (R-FL) and Coast Guard Maritime Transportation Subcommittee Chairman Frank LoBiondo (R-NJ) introduced HR 2838.

The new law eliminates the Transportation Security Administration (TSA) requirement that maritime workers must make multiple trips to a Transportation Worker Identification Credential (TWIC) enrollment center to receive their TWIC ID card.

APPROPRIATIONS The laundry list of authorized appropriations for each of the Fiscal Years 2013 and 2014, includes: $7.08 billion for operations and maintenance, $1.42 billion for acquisition, construction, rebuilding and improvement of aids to navigation, shore and offshore facilities, vessels and aircraft; $642 million for acquisition, major repairs, renovation and improvement of vessels, small boats and related equipment; $289 million for acquisition, major repair, renovation and improvement of aircraft and related equipment; $166.1 million for other equipment; $213.7 million for shore facilities, aids to navigation facilities and military housing; $110.2 million for personnel compensation and benefits; $19.8 million for research, develop-

ment, testing and evaluation of technologies, materials and human factors for improving the Coast Guard’s performance related to its missions; $1.44 billion for retirement pay; $16 million for alteration or removal of bridges; $16.7 million for environmental compliance and restoration; $136.8 million for the operation and maintenance of the Coast Guard rescue program.

NATIONAL SECURITY CUTTER The National Security Cutter is the largest, most technologically advanced cutter in the Coast Guard fleet. The first three of the Legend Class have been delivered and production on the fourth and fifth of the class has begun at Huntington Ingalls in Pascagoula, MS. The 418 ft ships are replacing the High Endurance Class Cut-

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ters, which have been in service since the 1960s. The ships have automated weapons systems, the ability to detect and defend against chemical, biological or radiological attacks and advanced sensors to gather intelligence. A total of eight ships are planned for the class, but it appears that only six might be built.

The new law authorizes the Department of Homeland Security to enter into a multiyear procurement contract for the NSC and any governmentfurnished equipment of the program. Before entering into such a contract, however, the DHS Secretary must submit a cost savings analysis to both the Senate’s Committee on Commerce, Science and Transportation and the House’s Committee on Transportation and Infrastructure.

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12 mArine loG JanUaRY 2013

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ShipBuilding

I C E

C L A S S

TA N K E R S

DiSTiNCTiVE BOATS OF 2012 This year’s modest award-winning portfolio of five Distinctive Boats delivered by U.S. shipyards represents a diverse class with modern environmental features, such as Tier 2 compliant engines or a hydrogen fuel cell and old world elegance like an authentic sternwheel.

One of the vessels has yet to be delivered, but will make a “big splash” when she goes to work this summer in the oil patch.

USCGC BERNARD C. WEBBER Fast Response Cutter

I

t’s been called a “game-changer” by RADM Jake Korn, Assistant Commandant for Acquisition and Chief Acquisition Officer for the U.S. Coast Guard.

That game-changer is the Sentinel Class Fast Response Cutter, the first of which, the USCGC Bernard C. Webber, was commissioned at the Port of Miami in April 2012. Built by Bollinger Shipyards, Inc., Lockport, LA, the 154-foot Bernard C. Webber is used to conduct missions such as fishery patrols, drug and illegal migrant law enforcement, search and rescue, and maritime and port security along the Gulf of Mexico and throughout the Caribbean.

The Coast Guard’s strategy of selecting a “parent-craft” design for the Fast Response Cutter (FRC) paid off. The selected design, based on the Damen Stan Patrol 4708, demonstrated high performance in equivalent patrol boat law enforcement missions for other nations maritime forces. The Coast Guard modified this design with a stern launch capability and increased speed to meet United States requirements.

Named after Coast Guard enlisted heroes, the FRCs are replacing the aging Island-class 110-foot patrol boats.

Named after Petty Officer Bernard C. Webber, the cutter is capable of speeds of 28-plus knots and is armed with one stabilized, remotely operated 25 mm chain gun and four crew-served .50 caliber machine guns. With the ability to hold 24 people, the FRC can perform independently for a minimum of five days at sea and be underway for 2,500 hours per year.

The FRC is 154 ft long, displaces 353 long tons, and draws 9.5 ft of water.

Propulsion is supplied by two fixed-pitch propellers driven by two Tier 2 compliant 20-cylinder MTU diesel engines, rated at 5,760 bhp. The cutter features active fin stabilization, berth-

14 MARINE LOG JANUARY 2013

GAME CHANGER: The U.S. Coast Guard’s FRC

ing areas designed for mixed gender crews, a stern-launched over-the-horizon small boat, and C4ISR equipment.

QUEEN OF THE MISSISSIPPI Luxury sternwheeler “The expectations are much different than they were 25 years ago,” says Charles A. Robertson, Chairman and CEO, American Cruise Lines. “Passengers won’t tolerate a substandard product.” As a luxury cruise brand, ACL can’t afford a misstep since it competes against Silversea Cruises, Seabourn Cruises, Regent Seven Seas Cruises, Celebrity and Viking River Cruises in Europe. ACL was voted the World’s Leading Small Ships Cruise line in 2012 by World Travel Awards.

To help shape its new vessel, the Queen of the Mississippi, ACL gathered input through a survey of more than 4,000 prospective customers, including using a list of passengers that sailed with the Delta Queen. www.marinelog.com

DiSTiNCTiVEBOATS As a result, the Queen of Mississippi has some of the largest state rooms in the market, with private balconies and sliding glass doors, capability to accommodate all of its passengers at one seating, six large lounges, elevators to every deck, complimentary WiFi, satellite TV and room service.

“It exceeded all of our expectations,”says Robertson. “It sold out for 2012 and advance sales are strong for 2013.”

The 150-passenger paddleheeler was built in two halves by ACL’s sister company, Chesapeake Shipbuilding, Salisbury, MD. For 230 ft x 49.5 ft x 11.5 ft Queen of Mississippi is fitted with diesel-electric propulsion, including Tier 2-compliant Caterpillar C32 diesel generator sets, two Z-drives and a hydraulically driven paddlewheel.

The 77-gross ton Queen of the Mississippi is the first authentic paddlewheeler to be built for the Mississippi River in nearly 20 years.

Another cruise vessel is already under construction at the

HARVEY DEEP-SEA Light construction vessel As oil majors and drillers venture into deeper waters in the U.S. Gulf of Mexico over the next few years, their E&P efforts will be supported by a fleet of sophisticated Jones Actcompliant vessels. One of those new breed is the DP2 light construction vessel Harvey Deep-Sea, which is scheduled to join the Harvey Gulf International Marine fleet in June of this year. Designed by STX Marine, Inc., which has offices in Houston, TX, and Vancouver, Canada, the 302 ft

HORNBLOWER HYBRID Ferry and charter boat The idea of the hybrid vehicle—one that uses an internal combustion engine in combination with electrical battery power for propulsion—is fairly well accepted by consumers. As of last year, there were more than 5.8 million hybrid vehicles sold worldwide, almost half of those in the U.S. The concept of the hybrid on the water, however, is still relatively new, but as marine diesel prices continue to rise, environmental pressures increase and battery technologies improve more and more operators are considering the technology. In the U.S., Hornblower Cruises & Events and Foss Maritime have been pioneers in introducing hybrid propulsion technology into the commercial marine market.

Hornblower first rolled out hybrid technology on its 64 ft ferry Hornblower Hybrid—a rebuilt, refitted dive boat—in 2009 for its Alcatraz Cruises operation and has built on that success, unveiling the 600-passenger Hornblower Hybrid for its Statue www.marinelog.com

shipyard for delivery in 2014. It will be slightly larger than the Queen of Mississippi.

vessel was launched last month at Eastern Shipbuilding’s Allanton shipyard in Florida.

Representing an investment of about $85 million, the 302 ft Harvey Deep-Sea is being built to the highest class, environmental and safety standards. Crew comfort is paramount and Eastern hired Noise Control Engineering, Billerica, MA, to provide recommendations for reduction of noise and vibration to meet the latest IMO standards.

Located on the main deck below the accommodation block, the main propulsion plant will be diesel-electric, with two 2,500 kW diesel gensets at 620 VAC at 1,000 rev/min (6,704 bhp total) that drive nozzled, fixed-pitch VFD Z-drives. The Harvey Deep-Sea will have three 1,180 kW fixed-pitch VFD bow thrusters.

The Harvey Deep-Sea is built to USCG Subchapter I & L regulations, certified for SOLAS and is classed ABS +A1 OFFSHORE SERVICE VESSEL, +AMS DPS-2, ACCU, ENVIRO, UWILD, FiFi II, Circle E. It has a heli-deck forward and a 165-ton active heave compensated knuckleboom crane capable of lifting 100 tonnes at depths of up to 10,000 ft.

Cruises LLC in 2012.

As in the case of the smaller Hornblower Hybrid for Alcatraz Cruises, the 168 ft x 40 ft Hornblower Hybrid incorporates environmentally friendly technologies and practices into its operation, using recycled materials, LED lighting and even a recycled hull. The hull itself was formerly an old Florida casino boat that had to undergo extensive steel renewal in Bridgeport, CT. The Hornblower Hybrid has one notable difference from the Alcatraz vessel—it is propelled by hydrogen fuel cells in a compound hybrid arrangement that also includes batteries, induction motors, wind turbines, solar panels, and a Tier 2 compliant Scania V8 diesel engines rated at 700 hp each at 2,100 rev/min for additional energy needs.

JANUARY 2013 MARINE LOG 15

DISTINCTIVEBOATS

YANKEE FREEDOM III High-speed catamaran A cluster of seven picturesque small islands surrounded by magnificent coral reefs teeming with marine life, Dry Tortugas National Park is only accessible by boat or seaplane. It lies about 70 miles west of Key West in the Gulf of Mexico.

The Yankee Fleet operates daily boat tour service to the park. This past year, the company added a new high-speed catamaran for the 2 hour and ten-minute run to replace its existing high-speed, all-aluminum catamaran Yankee Freedom II. Once again Yankee Fleet turned to Australian designer Incat Crowther and boatbuilder Gladding-Hearn Shipbuilding, A Duclos Corporation, Somerset, MA, for a new boat. The result was the Yankee Freedom III, a 34-meter, 250-passenger catamaran with exceptional passenger comfort and improved environmental features including reduced diesel emissions, noise and wake wash.

The Yankee Freedom III has an overall length of 33.5m, beam of 9.65m, depth of 3.6m and maximum draft of 2m. The 250-passenger catamaran is built to comply with U.S. Coast Guard Subchapter K. The main propulsion power for the Yankee Freedom III is supplied by two EPA Tier 2 compliant Caterpillar 3512C diesel engines, each producing 1,230 kW at 1,800 rev/min. On sea trials, Yankee Freedom III achieved speeds in excess of 30 knots,

16 MARINE LOG JANUARY 2013

and will operate at a service speed of 28 knots.

To reduce the transmission of noise and improve comfort, the vessel features an isolated superstructure. Passenger comfort is also enhanced by an active interceptor providing a smoother ride on the open seas.

Efficient LED lighting is used throughout, allowing the selection of smaller generators, while vinyl laminate is used in lieu of exterior paint to reduce weight and VOC emissions.

The wheelchair accessible main deck features 140 seats and 4 wheelchair spaces, all with tables. There is a large bar and shop aft, with an additional serving counter. Aft of the bar are four heads, one of which is wheelchair accessible. Exterior seats on the aft main deck allow passengers to enjoy the sunset on return journeys. The main deck cabin features forward doors with direct access to the foredeck, where passengers can catch a glimpse of dolphins, turtles or other marine life.

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FUTURESHIPS ShipBuilding

A NEW AGE OF ShippiNG Daewoo Shipbuilding and Engineering Company will supply the design and equipment package for the TOTE ships to GD-NASSCO

TOTE’s historic order could push other operators to invest in dual fuel technology

“T

hese vessels mark a new age of shipping using the best technology in the world.” That’s how Anthony Chiarello, TOTE President and CEO, describes the American operator’s commitment to build at least two and as many as five 3,100-TEU dual fuel containerships with General Dynamics NASSCO for service in the company’s Puerto Rico trade. The options for the three sister ships are exercisable this year.

The order not only represents a capital investment of more than $350 million, but also a world first—these containerships will be the first built that can run exclusively on Liquefied Natural Gas (LNG)—and a historical moment for U.S. shipbuilding.

The new boxships would be a major leap forward in technology and welcome additions to the Puerto Rico trade, which features some aging Jones Act tonnage.

TOTE, Inc., Princeton, NJ, is the managing partner and has a 90% equity interest in Sea Star Line (SSL). SSL operates three 30-plus year-old combination Rollon/Roll-off- Lift-on/Lift-off steamships in the trade, providing regularly scheduled weekly service from Philadelphia, Jacksonville and Port Everglades, FL, www.marinelog.com

to and from San Juan, Puerto Rico, and provides connecting service to St. Thomas, St. Croix and Tortola. The U.S.-flag fleet includes the 1974-built SS El Faro, the 1976-built SS El Yunque and 1974built El Morro. All of the vessels have undergone at least two major refits, have 600 FEU capacity and service speeds of 22 knots. The new TOTE boxships will be designed to accommodate five times more 53-foot containers than the Ponce Class ships.

The first 3,100-TEU boxship wil be delivered by NASSCO, San Diego, CA, in the fourth quarter of 2015 and the second in the first quarter of 2016.

TOTE says the newbuilds will be the “most environmentally friendly containerships in the world,” with CO2 emissions per-container that are 71% less than the vessels now in the Puerto Rican trade. It says Particulate Matter will be reduced by 99%, SOx, 98% and NOx, 91%.

The newbuild contract comes in the wake of TOTE’s previous commitment in 2012 to convert its two 2003-built 839 ft ORCA Class Roll-On/Roll-Off vessels, M.V. Midnight Sun and M.V. North Star, with dual fuel engines. The contract for the conversion of the two vessels,

which operate between Tacoma, WA, and Anchorage, AK, has yet to be awarded, but initial estimates expect the engineering, design and installation of the engine kits and construction of the LNG plants to convert the two ships could cost $84 million and take up to five years. The work will be performed while the ships remain in service.

What’s driving TOTE’s investment is the abundance of cheap gas, rising Marine Diesel Oil prices and stricter environmental regulations.

This past August, the North American Emissions Control Area (ECA) became enforceable. Ships that are subject to MARPOL operating in the ECA, which extends 200 nautical miles off of most of the continental U.S. and Canada, must burn low sulfur fuel oil (not exceeding 1.00% or 10,000 ppm) or install and use an equivalent means of compliance approved by its flag State. This could mean installing Exhaust Gas Scrubbers or SCRs. Another method is to burn LNG, an extremely clean burning fuel, eliminating almost all SOx, 85 to 90 percent of NOx, with no particulate matter.

In addition, a U.S. Caribbean ECA for Puerto Rico and the U.S. Virgin Islands out to approximately 50 nautical miles JAnuARY 2013 MARINE LOG 17

FUTURESHIPS from the coastline will become enforceable January 1, 2014.

This means that when the first ship starts service in late 2015, boths ECAs will be in effect.

In conjunction with the conversions, this past August TOTE received a permit from the U.S. Coast Guard providing a conditional waiver from the ECA fuel sulfur content requirements of MARPOL Annex VI regulation 14.4.

stricter emission regulations, owners are looking for new ways to stay competitive. TOTE has taken a forward position in this regard. NASSCO and our design/procurement partner, DSEC, have spent the last three years immersing ourselves in the study of LNG applications in the maritime industry. At the end of the day, I think there was a natural fit that resulted in this historic contract.”

DESIGN AND CONSTRUCTION Daewoo Shipbuilding and Engineering Company (DSEC), a subsidiary of Korea’s Daewoo Shipbuilding & Marine Engineering (DSME), has signed a contract with GD NASSCO to supply the design and equipment package for the TOTE ships.

It has already begun engineering on the ships.

“We are very proud that this project will develop the new market in green ship technology, and I believe this is a great opportunity to introduce total solutions for ship owners seeking

THE ENGINE At the heart of the new ships will be a low-speed, dual fuel 8L70ME-GI engine from MAN Diesel & Turbo.

“Our experience with two-stroke, dual-fuel engines stretches back to the 1990s,” says Ole Grøne, Senior Vice President LowSpeed Sales and Promotions, MAN Diesel & Turbo. “With the current developments in fuel prices and multiple customer requests for a solution, the momentum towards the development of a commercial, low-speed dual-fuel engine became unstoppable. We see this order as a natural culmination, and see the ME-GI as the beginning of a significant new era.”

MAN Diesel & Turbo’s Peter Dan Petersen points out that the engine shift seamlessly between gas, Heavy Fuel Oil and Marine Diesel Oil, providing ship operators with full flexibility.

The ME-GI engine delivers significant reductions in CO2, NOx, SOx, and Particular Matter (PM) emissions. In most cases, emission reductions are over 90% from traditional fuels.

Petersen also points out that methane slip is not an issue. “The Methane is close to zero, as the ME-GI uses the Diesel process, where the gas is injected as the HFO, while four-stroke DF engines use the Otto Process, where the gas enters the combustion chamber together with the charge air, thus creating unburned gasses and create Methane Slip, which is much more problematic for the atmosphere than CO2 and NOx.”

At the heart of TOTE’s new boxships will be a MAN Diesel & Turbo 8L70ME-GI dual-fuel gas-powered engine. Shown is a ME-GI engine with integrated gas system on the test bed in Copenhagen

economical and environment-friendly ships,” says Young-Man Lee, President and CEO of DSEC. The design of each vessel will include DSME’s patented LNG fuel gas technology and a MAN ME-GI dual fuel slow speed engine. CEO and President Lee devoted himself to the development of the LNG fuel gas technology while he was the head of DSME’s shipyard. The double-wall type-C LNG fuel tanks will be located behind each ship’s accommodation block above deck in consideration of safety, cargo loading, and space utilization.

The ships will operate on both LNG and marine gas oil (MGO), which will significantly decrease emissions through the use of clean fuel.

DSEC successfully partnered with NASSCO in 2006 for the design and construction of five PC-1 State Class product carriers currently operating in the Jones Act market.

“NASSCO has been actively engaging owners in the Jones Act dry cargo market for the past four to five years, working with our customers on how they could best lower their operating costs and meet stricter environmental regulations,” says NASSCO spokesman James Gill. “It is commonly known that old, and fuel inefficient tonnage exists in this market. When coupled to the fact that we operate in an era of increasingly 18 MARINE LOG JANUARY 2013

BENEFITS OF PARTNERING WITH DSME Gill says the partnership with DSME/DSEC on its commercial new construction business has been extremely beneficial, providing NASSCO with access to world class ship and construction technology.

“The TOTE LNG-powered containerships are prime example of this access,” he says. “DSME is at the leading edge of LNG-propulsion and related technologies. The patented DSME fuel gas system (FGS) is the first FGS system to be proven on a test bed in the world.” Gill also points to the five PC-1 product tankers built by NASSCO, which used modern construction technologies (i.e. corrugated bulkheads in cargo tanks) and pump technologies (FRAMO deep well pumps).

DSME shipyard and manufacturing experts created a list of hundreds of process improvements and advice on facility investments at NASSCO. As a result, NASSCO invested $80 million to build a Blast & Paint Facility, create an Inverted Outfitting stage of construction, and increase the space for buffer and block storage to ensure a smoother workflow into the dock or ways. NASSCO’s workflow now more closely emulates that used in modern Asian shipyards.

Those process improvements don’t just benefit NASSCO’s commercial work, they benefit the U.S. Navy, too. Gills says the process improvements helped NASSCO achieve an industry leading 79.2% learning curve on the T-AKE program.

“DSME/DSEC provided us guidance on how to develop and utilize work sequence diagrams to improve our build strategies and reduce cycle time,” he says.

As the second largest shipbuilder in the world, DSME has an extensive supply chain. NASSCO benefits from this network to obtain lower material pricing for commercial owners. www.marinelog.com

Exploring marine wind, wave and tidal power

March 5 & 6, 2013 Washington Marriott Washington, D.C.

Sponsorships & exhibits available www.marinelog.com/events

Event Program

Moderators: Jon Waldron, Partner, Blank Rome LLP Joan Bondareff, Of Counsel, Blank Rome LLP

March 5

March 6

Continental breakfast | Expo open | Sponsorship available

Continental breakfast | Expo open | Sponsorship available

Keynote address

Offshore wind development and the Jones Act Jon Waldron, Esq., Partner, Blank Rome LLP

The global and U.S. offshore wind markets What needs to be done to push offshore wind development forward in the U.S. Joan Bondareff, Of Counsel, BlankRome LLP Coffee break | Expo open | Sponsorship available Offshore wind economic analysis

Wind energy development on the Great Lakes What’s a “twisted jacket” foundation for a wind turbine?

Coffee break | Expo open | Sponsorship available Renewable energy development in the Northeast Individual presentations on wave and tidal energy development •

Developing offshore wind farms: Lessons learned Larry Kiern, Partner, Winston & Strawn LLP

Tidal energy development in the Northeast - the pathway forward for 2013: Roger Bason, President, Natural Currents Energy Services, LLC

Luncheon | Expo open | Sponsorship available

Luncheon | Expo open | Sponsorship available

Financing offshore wind farm vessels H. Clayton Cook Jr., Of Counsel, Seward & Kissel LLP

Developing a hurricane-resistant wind farm

Vessels for offshore wind farms: Regulations and considerations Speaker from ABS

Special considerations for a deepwater offshore wind farm ADJOURN Program subject to change/augmentation.

Creating energy from algae Energy break | Expo open | Sponsorship available Panel presentations: What vessels will be needed to support wind farm development?

Moderator: Charlie Papavizas, Partner, Winston & Strawn LLP Christopher Barry, P.E., Chair, SNAME Technical and Research Panel EC-12, Ocean Renewable Energy Cocktail reception | Expo open | Sponsorship available

Sponsorships & exhibits available.

Jane Poterala, Conference Director T: (212) 620-7209 | E: jpoterala@sbpub.com

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CANCELLATION POLICY: Confirmed registrants canceling less than a week prior are subject to a $250 service charge. Registrants who fail to attend are liable for entire fee unless they notify Marine Log in writing prior to the event. HOTEL: The Washington Marriott Hotel (1221 22nd Street NW, Washington, DC 20037) has set aside a block of rooms at $249 single/double for conference attendees. These will be held until 30 days prior to the conference. Please contact the hotel directly at (202) 872-1500 for room reservations (group code: “Marine Log”). You will receive room confirmation directly from the hotel.

FUTURESHIPS The first 3,100 TEU containership will enter service between Jacksonville, FL, and San Juan, Puerto Rico, in late 2015

For the TOTE containerships, having access to DSME’s Test & Trials team for the handling of LNG will be critical. Also, leveraging DSME/DSEC to understand how to maintain accuracy control on key areas of the ship (e.g., cell guide, hatch coamings) will help mitigate construction risk for NASSCO. “With respect to producibility, there are two key advantages of using DSEC as a design agent,” says Gill. “First, the producibility of these ships are built into the design as they are modeled after hundreds of ships designed and constructed over the past few decades at DSME. DSEC is able to derive stateof-the-art design standards from this experience. Second, DSEC understands NASSCO’s facility due to their experience on the successful PC-1 product tanker project. DSEC works hand-inhand with NASSCO’s in-house engineering team to ensure the proper build strategy of the design is set as early in the design process as possible. The prime example of this is establishing block breaks for ship construction.”

He adds, “Furthermore, NASSCO’s in-house engineering team will finalize DSEC’s hull production design to tailor it to NASSCO’s facility.”

WRINGING OUT THE COST “We aggressively pursue continuous process improvements to reduce product cost and cycle times on each of our shipbuilding and repair programs,” says Gill. “NASSCO has taken a systematic approach to reduce the cost of producing new ships while still delivering a quality product. This approach addresses our production facilities, our design processes, and ultimately, those activities taking place at the deck plate level in the shipyard. Looking to the future, we are examining how to further improve total 22 MARINE LOG JANUARY 2013

cost of ownership for our customer.”

The systematic approach NASSCO has taken to continuous improvement began with a complete assessment of the shipyard facility in 2005-2006. The focus of this capital investment was to provide ample laydown space for the outfitting of large ship blocks and grand blocks, prior to their erection into a graving dock or building ways. For NASSCO to build ships as effectively as its Korean counterparts in the industry, the company invested $150 million in facility improvements between 2006 and 2009.

The expenditures made on these capital investments came as a direct result of NASSCO’s relationship with worldclass Korean shipbuilders and associated benchmarking of capabilities accomplished through GAP analysis. Major renovations to NASSCO’s facility during this time included the establishment of a fully enclosed, onsite blast and paint facility, and the addition of a new intermediary stage of construction known as Stage of Construction 4 (SOC 4).

The integration of General Dynamics Marine Systems Group principles brought the thought process of moving the final State of Construction 6 (SOC 6) work to earlier stages of construction at NASSCO. In early stages of shipbuilding production, it is cheaper and easier to redesign the product so that it is more producible. Prior to bringing these producibility measures to production, all cost reduction measures resided in the engineering and planning phases at NASSCO. By bringing cost reduction measures to production, the number of manhours required to build each ship was reduced by improving efficiencies in touch labor.

LEAN SIX SIGMA According to Gill, the introduction of

Lean Six Sigma (LSS) to the modernized shipbuilding processes now in place at NASSCO allowed for the modification of these processes for better efficiency. This effort looked at processes from supplier to end user, exposing hidden productivity gains in material handling and processes aimed at reducing rework. Similarly, the Process Improvement Initiative (PII) Program unleashed the capability of NASSCO’s workforce by having employees focus on and speak up about what they can do to improve their jobs on a daily basis. Individuals at the deck plate level who best know the intricacies of what their tasks entail can provide the best input. Of the 10,000 employee ideas submitted to the PII Program in 2010, 75 percent of these ideas were implemented. This year, NASSCO expects to have more than 20,000 ideas submitted, with 90 percent of them incorporated into the processes. With the implementation of the PII program, NASSCO has multiplied the number of people thinking about cost saving in the shipyard by tenfold.

TOTAL COST OF OWNERSHIP The three tenets of NASSCO shipbuilding are: (1) get the design process down; (2) know how you are going to build the ship (i.e. facility considerations); and (3) get the design and planning done prior to the start of construction, with all construction material available prior to start of construction.

NASSCO realized that the costs associated with producing naval and commercial vessels can be greatly improved by the efficiencies of the shipbuilder.

It is estimated that 85 percent of the total ownership cost for a ship over its lifetime is formed at the earliest design phases. Currently, NASSCO and the U.S. Navy have established a partnership in which to openly discuss reducing costs at the acquisition phase. In its commercial shipbuilding activities, NASSCO works closely with customers throughout each phase of design and construction to ensure that further cost saving considerations will be realized over the total life of the ship. NASSCO envisions that these discussions will be expanded on the TOTE contract, given that this shipbuilding program is a first-of-its-kind in the field of LNG propulsion.

ML www.marinelog.com

BY JOAN BONDAREFF, OF COUNSEL, BLANK ROME LLP

OFFShOREENERGY ShipBuilding

whithER

OFFShORE wind?

I

n November 2010, Interior Secretary Ken Salazar rolled out the Administration’s “Smart from the Start” Program to develop wind off the Eastern Seaboard of the United States. Nearly two years later, on October 23, 2012, Interior awarded the first lease under the Program to NRG Bluewater Wind Delaware LLC for a lease off the coast of Delaware. Slow but steady progress is being made under the Program. Whether this progress will continue depends, in part, on whether the Production Tax Credit (PTC), which supports all wind projects in the U.S., is renewed. The PTC expires at the end of this year. Editor’s note: Congress renewed PTC for another year. PTC will expire on December 31, 2013.

This article briefly describes the status of the federal leasing program and adjacent state activities. Unlike the oil and gas program, where lessees know that refineries will purchase the oil they find, offshore wind developers are left largely to their own devices to identify the companies who will purchase their resource. The lack of extensive coordination between state and federal laws and policies has been one factor that has stymied the development of offshore wind.

The other is the price point at which offwww.marinelog.com

shore wind can be delivered compared to the decreasing cost of natural gas.

Two recent studies have once again touted the potential benefits of offshore wind. A report prepared by IHS Global Insight for the Atlantic Wind Connection (the developer of the backbone to connect all offshore wind farms with one transmission link), and released at the October 9 AWEA Conference in Virginia Beach, Virginia, predicted that developing 7 GW of wind off the Atlantic coast would lead to: 1) a total of 173,000 new jobs; and 2) an increase of $4.6 billion in federal, state, and local government revenues. A similar and recent report prepared by the National Wildlife Federation (NWF) confirmed that we are at a “Turning Point for Atlantic Offshore Wind Energy.” The NWF report concluded that developing offshore wind (52 GW) could generate $200 billion in new economic activity, create 300,000 jobs, and sustain power for about 14 million homes while still protecting marine wildlife. Whichever study you rely on, the potential for renewable energy and job creation is great.

Authority for offshore wind leasing beyond state waters is in the hands of the Bureau of Ocean Energy Management (BOEM) of the Department of the

While the U.S. has been plodding along on offshore wind, Europe has embraced it.

Above is Ormonde offshore wind farm, 10km off Barrow-In-Furness, United Kingdom Photo: Ben Barden

Interior. However, BOEM cannot dictate to states and consumers whether to accept or buy the power generated by the wind farms. This is left strictly in state hands. And the policies for purchasing and encouraging offshore wind have varied greatly among the Atlantic states.

Following is an update on what each state is doing and the related federal leasing program adjacent to each state, beginning with Maine and proceeding to South Carolina. The update begins to tell the story of how important it is for the U.S. to have a single coordinated policy for federal leasing and state offtake (or power purchase) agreements if wind development in the U.S. is to catch up with that in Europe.

MAINE BOEM has issued a notice of intent to lease offshore Maine and conducted two information sessions in Maine on October 23 and 24, 2012 to explain the next step in the leasing process. Statoil North America, Inc. (Statoil) submitted an JAnuARY 2013 MARINE LOG 23

unsolicited proposal to BOEM in October 2011 for a commercial lease. Recently, the Maine Public Utility Commission (PUC) rejected a proposed term sheet from Statoil for utilities to purchase power from the wind farm because of the high costs. However, the PUC will reconsider the proposal if Statoil improves its offer.

MASSACHUSETTS In May 2012, BOEM announced the Wind Energy Area (WEA) to be developed off the coast of Massachusetts and adjacent to Rhode Island. Ten developers expressed an interest in building farms off the coast of Massachusetts. On November 2, 2012, BOEM released its draft Environmental Assessment for the Massachusetts WEA, which will be located some fourteen miles south of Martha’s Vineyard. This location may avoid the view shed issues that plagued the Cape Wind project for so long.

In the meantime, the long-planned and controversial Cape Wind project, which began in 2001, has completed its significant permitting hurdles. In August, Cape Wind received its final permit when the FAA determined that the project would not pose a hazard to navigation. Interior had previously awarded a lease to the project consisting of a 130-turbine, 486 MW farm in Nantucket Sound. Cape Wind aims to complete financing for its wind farm in 2013, begin cable work in 2013, and start construction in 2014. Cape Wind signed a 15-year contract with NSTAR Electric for 129 MW of the project and has a contract with National Grid for 50% of its output.

RHODE ISLAND BOEM identified the WEA off the coast of Rhode Island earlier this year, received eight expressions of interest, and has conducted an Environmental Assessment (EA) for both Massachusetts and Rhode Island.

In the meantime, Deepwater Wind has proposed a small wind farm to be built three miles southeast of Block Island consisting of five turbines. The wind farm is expected to generate 125,000 MW hours annually and supply the power needs of the majority of the residents of Block Island. Excess power will be shipped to the mainland via the bi-directional Block Island Transmission System. In August 2010, the Public Utilities Commission agreed to a 20-year Power Purchase Agreement (PPA) with National Grid to buy energy from Deep24 MARINE LOG JANUARY 2013

water at 24.4.cents/kWh for the first year, with 3.5% annual increases. Deepwater Wind plans to begin construction as early as 2014. On October 2, 2012, Deepwater Wind announced that it had submitted its final state and federal permit applications for the project. Permits are required from BOEM, the U.S. Army Corps of Engineers and the Rhode Island Coastal Resources Management Council for this project intersecting state and federal waters. This pilot project could be the first operating wind farm off the Atlantic Coast if Cape Wind doesn’t beat them to the punch.

NEW YORK BOEM launched a Task Force for New York in 2010 and is holding public meetings in the State. In September 2011, a lease application was filed for the Long Island-New York City Offshore Wind Project, a 350-700 MW project off the Rockaway Peninsula. This Project is a collaboration of the New York Power Authority, Consolidated Edison of New York, and the Long Island Power Authority. Deepwater Wind has also proposed two projects in and around New York.

One is a project to sell power to the Long Island Power Authority from a 150-wind turbine project in Rhode Island Sound that would be connected by a transmission line to Long Island. The other is a proposal to sell power from a 1,000 MW wind farm off of New York City south of Long Beach Island into the New York power grid.

NEW JERSEY Governor Christie has been a supporter of offshore wind but the State Board of Public Utilities (BPU) has yet to issue final regulations for a financing mechanism called ORECs or Ocean Renewable Energy Certificates that would allow offshore wind developers to sell their wind into the New Jersey marketplace at a higher price provided the benefits outweigh the costs. In August 2012, the BPU issued proposed final rules governing the OREC process and the comment period closed on October 20, 2012. In the meantime, BOEM identified the WEA for New Jersey, completed its EA for the lease sale, and received eleven expressions of interest from developers. Leases could be issued in early 2013.

A separate wind project has been proposed by Fishermen’s Energy. Fishermen’s has proposed a 25 MW, five-turbine pilot project located 2.8 miles off Atlantic City, i.e., in state waters. The

U.S. Army Corps of Engineers has issued a construction permit for the nearshore project but the BPU has delayed approval of the project until the company proves that it can deliver a net economic benefit to the State.

DELAWARE BOEM identified a 122 sq.mi. WEA off of Delaware, finalized its EA, and announced, in April 2012, that NRG Bluewater Wind was the only qualified company interested in the DE WEA so there was no competitive interest in the site. NRG Bluewater had proposed a 200 MW wind farm thirteen miles off the Delaware Coast and had secured a PPA with Delmarva Power. In December 2011, the project was put on hold when the PPA was terminated due to lack of financing for the project. But, on October 23, 2012, BOEM awarded the lease to NRG Bluewater. Whether NRG Bluewater holds the lease or sells it to another developer remains to be seen. Regulated utilities in Delaware can receive 3.5 Renewable Energy Credits for each MW of offshore wind energy purchased from a project sited off the Delaware coast before May 31, 2017.

MARYLAND BOEM has identified a WEA for Maryland covering about 79,000 acres and located 10 miles from Ocean City, Maryland. BOEM has completed its EA for Maryland and has received six expressions of interest from developers for the Maryland WEA. Maryland has a renewable portfolio standard requiring that 20% of the State’s electricity be generated by renewable sources by 2022. In addition, Governor O’Malley has proposed legislation, the Maryland Offshore Wind Energy Act of 2012 (HB 441), to encourage the development of 200 MW of offshore wind energy off the Eastern Shore. The bill required utilities to source 2.5% of their electricity from offshore wind, starting in 2017. Utilities could satisfy the standard by buying offshore wind renewable energy credits from developers or developing qualifying projects themselves. The House amended the bill to cap cost increases at $1.50 per month for residential customers but it stalled in the Senate Finance Committee. Governor O’Malley has another year in his term to try and get this bill passed.

VIRGINIA On February 3, 2012, BOEM identified the Virginia WEA and issued the Call for Interest in leases off Virginia. www.marinelog.com

OFFSHOREENERGY Eight companies responded with expressions of interest. In 2012, BOEM finished its EA for the entire Mid-Atlantic WEA (including Virginia, Maryland, Delaware, and New Jersey) and found no significant environmental impacts from the first step in the process of conducting site assessments. BOEM has tentatively decided to award the entire Virginia WEA, consisting of approximately 113,000 acres, to one developer for ease of leasing. In 2010, Governor McDonnell established the Virginia Offshore Wind Development Authority to promote offshore wind and bring high-tech jobs to the Commonwealth. The State also has a voluntary goal of generating 15% of its electricity from renewable energy sources by 2025. A final sale notice for the Virginia WEA lease could be issued

by BOEM before the end of the year.

NORTH CAROLINA BOEM has conducted a series of Task Force meetings in North Carolina and is in the process of identifying the WEA for North Carolina. North Carolina has a requirement that utilities generate 12.5% of their electricity from renewable energy sources by 2021.

SOUTH CAROLINA The BOEM South Carolina Task Force was launched in 2012 but there is no designated WEA for South Carolina yet. A 2008 study prepared for the General Assembly recommended that the State establish a policy to support 1,000 MW of offshore wind by 2018, create a state renewable energy standard, a state leasing process, and a one-stop shop to coordinate developers’ permitting and regulatory needs.

ATLANTIC WIND CONNECTION Bringing the wind power to shore presents its own challenges. Some developers, especially utilities with power stations located close to shore, are proposing direct transmission cables between the offshore wind farms and the local power stations. In contrast, the Atlantic Wind Connection (AWC), a consortium of Trans-Elect and Atlantic Grid Development, sponsored by Good Energies, Google, and Marubeni Corporation, has proposed to construct a single transmission line or backbone to connect all of the offshore wind farms and bring up to 7,000 MW of offshore wind into the electric grid. AWC estimates their link will enable the supply of power to 1.9 million households. In May of this year, BOEM found there was no competitive interest www.marinelog.com

ABOUT THE AUTHOR Joan Bondareff, Of Counsel, for Blank Rome LLP, focuses her practice on marine transportation, environmental, and legislative issues. Bondareff represents clients in matters related to: • Maritime regulations and public policy • Environmental law • Government relations • International law • Federal grants • Port security Prior to joining Blank Rome, Bondareff was Chief Counsel and Acting Deputy Administrator of the Maritime Administration, U.S. Department of Transportation. She was also former Majority Counsel for the House Committee on Merchant Marine and Fishin such a backbone and has begun an environmental review of the project. The backbone also has to be permitted by the Federal Energy Regulatory Commission (FERC).

OTHER FEDERAL PERMITTING ISSUES REMAIN While BOEM is the principal federal leasing authority for offshore wind on the outer continental shelf of the U.S., other agencies may weigh in with regard to their specific concerns, e.g., shipping, wildlife protection, aviation, etc. For instance, a year ago the Coast Guard began a Port Access Routes Study to identify potential conflicts between offshore wind development and shipping lanes, but has not completed it. The Department of Defense has reserved the final say on whether offshore wind farms interfere with their missions especially off the coast of Virginia. None of these issues will be resolved until the final leases are awarded and specific terms incorporated.

CONCLUSIONS This year and next are critical years for the development of offshore wind farms. As the recent studies indicate, the potential for offshore wind and its attendant job creation, including for new construction of offshore supply vessels, is huge. But, the threat of changing policies and lack of a level playing field with other sources of energy makes it challenging to compete. The possible end of the PTC this year also does not bode well for this renewable energy source.

As detailed above, the development of offshore wind, and attendant transmis-

eries. Bondareff recently served on the Obama Transition Team for the Department of Transportation handling maritime related issues.

She worked on the OPA 90 legislation, and also helped develop the Natural Resource Damage Assessment regulations when she was the Assistant General Counsel for Ocean Services at the National Oceanic and Atmospheric Administration.

This article first appeared in the November 2012 edition of Mainbrace. sion lines, entails a complicated multitier, multi-step process of federal leasing and permitting, on the one hand, and state energy policies and incentives on the other. There is no single one-stop shop of federal permitting and financial incentives that crosses state lines and simplifies the application and approval process. Only the well-heeled developer can afford to pursue the process to completion, and only the patient consumer can expect one day to benefit from this clean source of abundant energy off our Eastern Seaboard.

ADDENDUM On December 3, 2012, BOEM published two notices of proposed lease sales for wind energy areas off the coasts of Virginia, and Rhode Island/Massachusetts. The notices are available for a 60-day comment period or until February 1, 2013.

In the case of Virginia, BOEM will award the entire WEA in a single lease awarded to the highest bidder. In the case of Rhode Island/Massachusetts, BOEM will award two leases using a multi-factor auction format where state criteria and a Power Purchase Agreement (PPA) will be credited towards the developer’s bid. (77 FR 71612-71626, Dec. 3, 2012.)

On December 13, 2012, BOEM issued a Call for Information for industry interest in developing three areas on the outer Continental Shelf off the coast of North Carolina. BOEM is accepting public comments for 45 days, or until January 28, 2013.

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ShipBUiLDiNG ShipBuilding

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The Navy recently exercised a contract option for the construction of the tenth Joint High Speed Vessel at Austal USA, Mobile, AL. Austal launched the second in the series this past October

FiSCAL WOES CLOUD FUTURE W hen Congress “solved” the fiscal cliff, it didn’t deal with sequestration—that’s the part regarding deep, automatic spending cuts to government programs—including the Department of Defense. While U.S. Defense Secretary Leon Panetta was thankful that sequestration did not kick in with the New Year, he was fairly blunt in his assessment.

“Congress has prevented the worst possible outcome by delaying sequestration for two months,” says Defense Secretary Leon Panetta. “Unfortunately, the cloud of sequestration remains. The responsibility now is to eliminate it as a threat by enacting balanced deficit reduction. Congress cannot continue to just kick the can down the road.”

Continues Secretary Panetta, “This Department is doing its part to help the country address its deficit problem by working to implement $487 billion in spending reductions in accordance with our new defense strategy. The specter of sequestration has cast a shadow over our efforts. We need to have stability in our future budgets. We need to have the resources to effectively execute our strategy, defend the nation, and meet our commitments to troops and their fami-

26 MARINE LOG JAnuARY 2013

lies after more than a decade of war.”

One of those departments facing cuts is Navy shipbuilding. And, if the Congressional Budget Office is right, the Navy won’t have enough budget to afford all of the new ships in its 30-year plan released for 2013.

The Congressional Budget Office (CBO) has performed an analysis of Navy shipbuilding plans since 2006. In looking at the Navy’s 2013 plan, CBO says that it contains some significant changes in the Navy’s goals for its projected shipbuilding needs over the next 30 years—until 2042. Compared to the 2012 plan, the 2013 plan: • Reduces the goal for the inventory of ships from 328 to a range of 310 to 316, • Reduces the number of ships to be purchased from 275 to 268, and • Buys 17 more high-end combat ships and 24 fewer less-expensive support ships.

The Navy estimates that the cost for new-ship construction under its plan would be $505 billion over 30 years, or an average of $16.8 billion per year (all figures are in 2012 dollars). By contrast, CBO estimates those costs at an average of $599 billion—or 19% higher—over 30 years, or an average of $20.0 billion per

year.

Total shipbuilding costs—which include new construction, refueling of nuclear-powered aircraft carriers, and some other items—would average about $19 billion per year using the Navy’s figures. Under CBO’s estimate, total shipbuilding costs would average about $22 billion per year.

The CBO says the Navy’s plan would not meet the service’s goals for inventories of destroyers, attack submarines, and ballistic missile submarines: • Destroyers would fall below the goal of about 90 after 2029; • Attack submarines would fall below the goal of about 48 between 2022 to 2034; and • Ballistic missile submarines would fall below the goal of 12 to 14 between 2029 and 2041.

The Navy’s plan would largely meet its inventory goals for aircraft carriers and amphibious ships.

If the Navy receives the same amount of funding for new-ship construction in each of the next 30 years as it has on average over the past three decades—$14.3 billion annually—it will not be able to afford all of the purchases in the 2013 plan.

ML www.marinelog.com

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April 2–3, 2013 Join Marine Log and raiLway age in Baltimore for a special conference exploring the multi-modal approach to moving cargo efficiently—by rail, by ship, by truck.

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effiCieNCY ShipBuilding

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BY PAUL BARTLETT, CONTRIBUTING EDITOR

Software that SaveS fuel S

oaring bunker bills are transforming shipping’s economics. In what has been described as the biggest change in maritime operating fundamentals since the switch from steam to diesel, fuel costs have risen right to the top of shipping company agendas, as many firms continue to struggle with rock-bottom rates and markets awash with tonnage.

The quest for improved fuel efficiency is the principal catalyst driving a wave of innovation in ship design, with some leading builders claiming tomorrow’s vessels could be up to 30% more efficient than those in operation today. Critics ask why it’s taken so long. Surely a constant process of design improvement and innovation is an integral part of transport engineering, they say, pointing to the automotive and aviation sectors by way of example.

Jens Lassen, MD of Rickmers Shipmanagement in Germany, believes there is scope to cut fuel consumption by between 10% and 40% on board existing vessels in operation today. Not enough is being done, he insists. However, Lassen is spearheading an energy-saving campaign at the 178-year-old German shipping company which will not only cut costs across the company’s owned and managed fleets, but will also have a direct and favorable impact on the bottom lines of its charterers.

At the heart of the Rickmers’ initiative is ABB’s new energy management system for marine applications (EMMA) which, the power and automation technology group claims, will allow ship operators to monitor and calculate the optimum utilization of power on board ship.

Latest software, according to executives, is “self-learning,” and once raw data has

Jens Lassen, Managing Director, Rickmers Shipmanagement and Mikko Lepisto, Advisory Systems manager for ABB’s Marine and Cranes business

Shipping’s failure to innovate, at least until recently, is leading to mounting concern in some quarters that even recently delivered vessels will fail to compete effectively when the next generation of super-efficient ships hits the water. The worry is that leading charterers could shun even young vessels when their current charter commitments come to an end, opting instead for the youngest vessels incorporating the very latest in fuel-saving and ship design innovation.

Not everybody is downbeat, however.

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been normalized for variables such as wind, sea state and currents, adaptive algorithms underpin the optimization process. Prices vary, but payback periods are typically less than a year, according to ABB executives.

Five Rickmers multipurpose vessels, deployed in the worldwide carriage of break-bulk, heavy-lift and project cargoes, are to have advisory systems for dynamic trim optimization, energy management systems, and fleet management solutions fitted on board before the end of the year. Other vessels chartered out

to container lines, including Maersk, will also have EMMA installations on board.

ABB’s trim optimization system is based on dynamic measuring of actual trim and appropriate advice to the ship’s crew on how it can be optimized.

Data generated on board is transferred to a cloud-based application for vessel benchmarking, thereby providing shorebased managers with a comprehensive picture of fuel consumption across an entire fleet.

However, trim optimization is only one aspect of the EMMA software suite.

During 2011, ABB continued to expand its portfolio of marine automation and control systems with further integration and fleet-wide management reporting. Recently the company also acquired Amarcon, a Dutch software house specializing in hydrodynamics, ship modelling and safety. As a result, advance warning of the risk of sloshing in LNG tanks, for example, or parametric roll on board container ships could soon be available.

Rickmers’ Lassen sees three distinct phases in the fuel-saving campaign. The first he describes as the “operational phase” involving low capital expenditure, potential fuel savings of 10% and a payback period of three to six months.

The second, involving medium capital expenditure, could require some technical modifications to a vessel but should still show a return on investment within a 12-month period.

Finally, there are future technologies, he says, where capital requirements are high. He cites waste heat recovery as an example. With 50% of a ship’s energy lost up the funnel, he predicts this will become a key future focus, and not just on large vessels for which it makes economic sense today.

However, through all of these processes, measuring, continuous monitoring, benchmarking and optimization through decision support are key aspects. That’s why Rickmers is likely to adopt EMMA more widely across its 100-plus fleet of owned and managed ships in the future.

And Lassen lets on that the company is currently in discussions with certain charterers on devising a system by which the benefits of fuel saving innovation can be shared commercially.

ML

www.marinelog.com

BY ANdREw SAfER

OffShOre ShipBuilding

Model of the TranSPAR in a test tank

Offshore wind market puts development of TranSpAr craft on the fast track

M

arket pull is fast-tracking the development of the TranSPAR craft a year ahead of schedule, reports Peter Gifford, President and CEO, ExtremeOcean Innovation, St. John’s, Newfoundland, Canada. The TranSPAR is a self-propelled spar vessel for safely transferring maintenance personnel and equipment to wind turbines on Round 3 offshore wind farms, in wave heights up to three meters at locations up to 300 km offshore. ExtremeOcean Innovation is one of seven companies developing new offshore wind access systems for the Carbon Trust’s Offshore Wind Accelerator (OWA) collaborative R&D program, focused on creating solutions to significantly improve uptime at these wind farms by providing turbine access in high sea states. The goal of the OWA is to reduce costs by at least 10 percent by 2015. The OWA is a joint industry project involving the Carbon Trust and eight UK-based wind farm developers—E.ON, DONG Energy, Mainstream Renewable Power, RWE Innogy, ScottishPower Renewables, SSE Renewables, Statkraft, and Statoil. Technical experts from each of these companies are represented on the OWA Access Systems Technical Working Group.

Of 450 applicants to the OWA Access Competition, 13 were selected to receive financial and technical support for concept development in 2011. One of these www.marinelog.com

radical concept that we saw from the competition,” notes Phil de Villiers, Head of Offshore Wind for the Carbon Trust.

“The spar design means it’s inherently very, very stable. It’s much more stable than a vessel of that size using a conventional design.” Asked how the industry representatives are viewing it, he says, “They are extremely positive. They see this as a potential game changer for offshore wind.”

The TranSPAR craft has two vertical struts that provide a small water plane area—the spar element of the design—a crew cabin three meters above the water surface, and a heavy-hulled propellerdriven bottom that provides a center of buoyancy above the center of gravity. It is 8.75 meters long, 16 meters high, has a 3 meter beam, and a 10 meter draft.

“Its mixing one kind of offshore structure techThe TranSPAR is a self-pronology with a vessel,” pelled vessel that will transfer personnel and equipment to explains co-inventor wind turbines Dr. Bruce Colbourne, finalists recently professor of Faculty received an order to of Engineering and build six vessels and a Applied Science, Memofurther seven designs have been selected rial University, St. John’s, Newfoundto receive further financial and techni- land, Canada. “We’re trying to keep the cal support to help commercialize the desirable motion characteristics of the designs. Carbon Trust and the OWA spar structure and make it so it can be partners have invested £1.5 million in moved around from place to place and the finalists to date. stay under control. As far as we know, “The TranSPAR is arguably the most there’s never been anything like this.”

JAnuARY 2013 MARINE LOG 29

ShipBuilding In October, Gifford, 27, was awarded first prize and $10,000 in the Natural Sciences and Engineering Research Council of Canada’s 2012 Innovation Challenge Award for his entrepreneurial leadership in the development of the TranSPAR craft. He received his Master’s degree in ocean and naval architectural engineering at Memorial University in April 2012.

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TESTING INNOVATION ExtremeOcean Innovation has completed two rounds of model testing of the TranSPAR in a tow tank. The company has also built a mock-up of the turbine foundation and developed a numerical model of the vessel to create a simulation of the TranSPAR’s motion in the ocean as well as the critical point at which personnel are transferred from the deck of

A top-side rendering of the TranSPAR vessel

www.MetalSharkBoats.com

30 MARINE LOG JAnuARY 2013

the vessel to the turbine foundation. “We were able to figure out how much the TranSPAR craft would move in different types of waves,” says Dr. Brian Veitch, Chief Technology Officer, co-inventor, and Gifford’s former professor in Memorial University’s Faculty of Engineering and Applied Science, “and what kind of motions you could expect.” They input the time histories from model tests in 1-meter and 1.5-meter wave heights into the six-degree-of-freedom motion bed at Memorial. Standing on top, Gifford was able to experience the vessel’s motions, and demonstrate a transfer onto a turbine foundation. “In those conditions,” Dr. Veitch adds, “it was very easy and safe for him to make the transition to the platform.” ExtremeOcean Innovation sent videos of the demonstration (www.

ExtremeOceanInnovation.ca) and tank tests to the Carbon Trust. “Very compelling videos of tank tests showed the characteristics of the vessel in different www.marinelog.com

OffShOre ShipBuilding A further revision to the design of the TranSPAR craft’s connection system is currently underway. Once complete, they will test a self-propelled model in an offshore engineering basin for the final detailed design evaluation. ExtremeOcean Innovation plans to have the fabrication package completed by June 2013. Gifford and Dr. Veitch are current-

ly raising funds to build and test a field prototype. The Carbon Trust estimates there will be 40 gigawatts of installed offshore wind power in Europe by 2020, and that enabling transfers to turbine foundations in three-meter waves will improve the industry’s bottom line by $3 billion.

ML

Peter Gifford is President and CEO of ExtremeOcean Innovation and co-founder of the TranSPAR technology

sea states,” says de Villiers. “This was really important for the technical experts to understand the performance potential of the design.”

Model tests during Phase 1 had revealed significant motions for the TranSPAR at zero speed, particularly in pitch conditions. In Phase 2, ExtremeOcean Innovation adjusted the vessel’s stability characteristics and increased its mass by adding a fiberglass shell to the outside of the buoyancy chamber.

“We were able to reduce most of the significant motions,” reports Gifford, “and we didn’t need to add more power despite making it a little larger, due to efficiencies in design.” They also innovated a new connection system, after determining it was required in high sea states. The resistance of the vessel was decreased by streamlining the buoyancy chamber and changing the vertical struts from an elliptical cross section to one that is foil-shaped. A new model was built to incorporate and evaluate these changes.

To demonstrate to the Carbon Trust the difference between the TranSPAR and conventional offshore wind service vessels, they developed a logistics model that compared the anticipated failures in a wind farm using a conventional vessel (limited to operating in 1.5 meter significant wave height) to a scenario where the TranSPAR was used. They determined that by accessing turbines in wave heights up to 3 meters, the TranSPAR craft allows for 292 accessible days per year—a 39 percent increase from an estimated 210 days via existing wind farm service vessels. In addition to increasing uptime, Gifford notes that the ability to operate in high sea states should translate into higher profits because it is the ideal time to generate wind power. www.marinelog.com

JAnuARY 2013 MARINE LOG 31

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Strategic Marine launches its first offshore windfarm vessel for Europe Australia-based Strategic Marine launched the first, in what will be a series of eight, offshore wind farm crew transfer and support vessels that will operate in the European market.

Designed by BMT Nigel Gee, the 21 m multipurpose vessel, the Njord Avocet, was built at Strategic’s Singapore shipyard. The vessel(s) will go to Madliena Shipping (Jersey) Ltd. and will be manThe Njord Avocet is the first 21m crew transfer and support vessel built by Strategic for the European offshore windfarm market

UNCOMPROMISED

CONTROL

HT600

Low Submergence Requirement Small Hull Penetrations Auxiliary Propulsion/ “Take Home” Capability Effective Thrust in Currents JT1000

Waterjet Bow/Stern Thrusters Up to 2,200HP

32 MARINE LOG JAnuARY 2013

Proudly Made in the USA!

aged by Njord Offshore Limited, a subsidiary of Norse Management UK. The vessels are “the first in a range of offshore wind farm support vessels developed specifically for Strategic Marine,” explains Ed Dudson, Technical Director, BMT Nigel Gee. He adds, “BMT’s design is based on a well proven hull form that encompasses excellent fuel economy as well as superior sea keeping.” The design guidelines for the catamarans, reports Dudson, meet the challenges for enhanced operations in all sea conditions.

The vessels are classed under DNV X IAI HSLC R2 Wind Farm Service 1 notation.

Each vessel will measure 21 m long, have a beam of 7 m and a depth of 1.4 m. The vessels will be fitted with twin MTU 8V2000M72 engines, each generating 965 bhp at 2,250 rev/min and will be capable of reaching speeds up to 26 knots. Additionally, the vessels will be equipped with two fixed pitch propellers.

With crew comfort in mind, the vessel was designed with 240 AC sockets, multimedia and entertainment capacity, showers, a full galley and combination oven.

The final vessel in the series is expected to be delivered by third quarter 2014.

SUPPORT NETWORK Further enhancing its customer’s experience, Strategic has a plan in place in case the new vessel require support services. According to Strategic Marine’s Executive Director, Ron F Anderson, the company has established a sales and service agreement network in Europe to support ship repairs and through life support services.

“Strategic Marine has made a longterm commitment to the European offshore wind market to ensure the vessels we build have a long, successful life after they have been delivered,” says Anderson. www.marinelog.com

Newsmakers Craig PerCiavalle has been promoted to President of austal Usa. Perciavalle joined Austal USA in 2007, and has since, served in a number of senior management positions. Meanwhile, brian leathers, who is the Interim President and CFO for Austal USA, has been named Senior VP and CFO. It’s been a busy few weeks for Crowley Maritime Corporation, Jacksonville, FL, with the company making several appointments. Among them, naming Tony Otero Vice President of Caribbean services and Matt Yacavone as Vice President of sales and chartering for Crowley’s petroleum services team.

Matt Jack has assumed a new position on Crowley’s petroleum service team.

Additionally, the company has realigned its shipping and logistics team. nelly Yunta has been named vice president of sales, marketing and customer care.

Peter noyer was promoted to vice president of national accounts. And after 29 years of full-time service for Crowley, Charlie Dominguez transitions26.07.12 into the CIMAC_Shanghai_170_120 role of sales consultant.

Craig Perciavalle aUsTal Usa

Tony Otero CrOwleY

Peter evensen CMa

Captain Dennis brand rejoins TiTan salvage as director of global commercial operations. Captain Brand will help shape strategic, operational and commercial business initiatives.

for a variety of functions, including government contracts, organizational excellence, human resources and DOD/DHS interface, procurement and inventory management.

President and CEO of Teekay Corporation, Peter evensen, has been named the 2013 Connecticut Maritime association (CMa) Commodore. The award will be presented to Evensen at the Gala Dinner on March 20.

Chris biernat has joined Seattle-based elliott bay Design group (ebDg) as a Naval Architect IV.

rear admiral, U.s. navy, (ret.) John J. Prendergast, iii, has been appointed Executive Vice President (EVP) of Mississippi-based 08:42 Seite vT 1 halter Marine inc.

RADM Prendergast will be responsible

nils aden was appointed to the management of Hamburg shipowner e.r. schiffahrt gmbh & Cie. Kg (e.r. schiffahrt). Additionally, Marc schmidt has been named managing director of E.R. Schiffahrt subsidiary, e.r. ship Management gmbh & Cie. Kg.

Where the engine community meets 27th CIMAC World Congress on Combustion Engine Technology for

Ship Propulsion Power Generation Rail Traction May 13 – 16, 2013 Shanghai Exhibition Center Shanghai, China for further information visit:

www.cimac.com

Information exchange at the highest level www.marinelog.com

JANUARY 2013 Marine lOg 33

Technews

Technews

rolls-royce to propel icebreaker through arctic Canada’s Fednav Limited has turned to rolls-royce once more for its ice ramming needs. rolls-royce has won a contract to supply a 6.5 m diameter nickel aluminum bronze Kamewa propeller to an ice-breaking cargo ship that will operate through the Arctic ice transporting high-value nickel and copper concentrates from Canada to europe. The 25,000 dwt ship, operated

by Fednav Limited, is on long term contract with Quebec-based Canadian royalties Inc. weighing 45 tonnes, the propeller will be mounted inside a steel nozzle further increasing the thrust as the ship makes its way through the ice. The propeller’s position will also provide protection from floating blocks of ice.

The vessel will be Dnv-classed and will be built by Japan-based Universal shipbuilding’s Tsu shipyard. The propeller will be powered by a 21.7 mw diesel engine.

Fednav also operates the Umiak (pictured above), the world’s most powerful ice-breaking bulk carrier. And like the new ship, the Umiak was fitted with a rolls-royce controllable pitch propeller, enabling the captain to change the ship’s direction quickly.

The new ship is scheduled for delivery December 2013.

www.rolls-royce.com/marine

Hyundai develops independent lng tank Hyundai Heavy Industries (HHI), Ulsan, Korea, has developed an independent liquefied natural gas (LnG) storage tank model, the Lobe-bundle Tank. The plan is to build pilot LnG storage tanks and acquire general approval from ClassnK by 2013.

The tank’s technology meets Imo standards requiring high-level of structural analysis and fatigue/ fracture analysis for Type b independent LnG storage tanks. Additionally, the Lobe-bundle Tank had won Approval in Principle from Japanese classification society nippon Kaiji Kyokai (ClassnK) last June.

The tank is built using spraytype insulation, which reduces construction time when compared to panel-type insulation, and uses ring-shaped plates instead of conventional flat plates reducing both the weight of the tank and cost of building.

Designed for 165,000 m 3 LnG carriers, the Lobe-bundle tank can also be used in LPG Carriers, LnG FPsos, LnG fueled vessels and LnG bunkering systems. generating neW Wind HHI has also developed a 5.85 mw Permanent magnet synchronous Generator (PmsG) for offshore wind turbines. The PmsG is the main piece of equipment that is used for converting wind energy to electricity.

The new generator provides a segway of sorts for Hyundai, ushering the shipbuilder into the 5 mw and 6 mw offshore wind turbine markets. HHI says the new generator features improved durability and extends the product life to nearly 25 years.

HHI plans to commercialize the generator by 2014.

english.hhi.co.kr

34 marine log JAnUArY 2013 www.marinelog.com www.marinelog.com

www.marinelog.com november marinelog 57 november2012 2011 marine log 57

Newsmakers

Technews

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 April 1, 2012. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, morooka overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

aQUariUS receives type approval The InTernaTIonal Chamber of ShIppIng

resolve joins Transas

(ICS) has elected masamichi training network wärtsilä’s ballast succeeds water as its new aQuarIus Chairman. uv Morooka management systemwho has stepped become the Spyros m. polemis down In a first for a major training inEST. theDEL. first the bwms be fully endorsed andQTy TyPE from posttoafter six LOCATION years in office.

SHIPyARD PARTICULARS OwNER/OPERATOR EST. $center MIL Shipyard Location Qty Type Particulars Owner Est. Value $ Mil Est. Del. u.s., Florida-based resolve maritime acadapproved by the Flag administration emy hasPark joined the Transas eCDIs of the netherlands.

Alabama Shipyardwas named Mobile, AL of gl1 riverboat casino 38,000 ft2 casino Hollywood Casino 35.0 7/00 RECENT CONTRACTS John Walker head Crystal Taylor Kevin Kirby Global masamichi morooka Marine, Inc. granted Sitka,MA AK passenger Allen Marine Tours 2.0internation20004Q2012 Gladding-Hearn Somerset, 1 1 pilot boat catamaran 52 ft x 1678ftft Delta Launch Services GeT-net—an Training network ItAllen has been Type approvnoble Denton’s Marine Casualty InvestiIngramPuget barge KVIChaK ICS AllenMarine Marine, Inc. Sitka, passenger NYWaterway 2.0 2000 Kvichak Seattle, WAAK 1 1 work boat catamaran 31 ft 8 in78ftftx 11 ft 4 in Sound Energy SUM2012 alCalDive partnership between Transas al in accordance requirements gation practice forwith the Americas region.

AMFELS Brownsville, TX 1 1 work deepwater vessel 4000-ton deckload International 100.0 marine 1Q/01 Kvichak Marine Seattle, WA boat construction 37 ft 11 in Puget Sound Energy SUM2012 Atlantic2004 Marine, Inc. Jacksonville, FL 2 cruise ships 226 passenger DeltaeCDIs Queen Coastal Voyages worldwide.

60.0 becoming 6/01 and providers of the Imo Convention, for the He will lead a team of marine engineers, US Fab Seattle, WA Bay, WI 1 1 car ferry dredge 144 cars250 ft Washington Ferries $138 BayShipyard Shipbuilding Sturgeon cutterhead Lake MichiganState Contractors 2000 2015 of the network “represents control and management of architects a Bay, ship’s master mariners and naval Debra a. Colbert has 5,000 beenm3named Seniorpart pipoli appointed the ManBay Shipbuilding Sturgeon WI 1 trailing suction hopper dredge Greatgennaro Lakes Dredge & Dock was 51.6 another 3Q/2001 Bender Shipbuilding Mobile, AL extent1 MP deepwater vessel of the Waterways 340 ft Torch Inc.resolve 30.0 marine 2001Sinin maritime academy’s recent ballast water and in determining thesediments—furcause and Vice President Councilstep aging Director for Imtech DELIVERIES Bender Shipbuilding Mobile,collisions, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 8/00 expansion of programs and offerings,” says ther protecting local ecosystems of machinery damage, fires, Inc. (WCI).

Colbert previously served as gapore.

Pipoli has an extensive track Bender Shipbuilding Mobile, WA AL offshore tug 150ft,ft 26 knots OttoTechnologies Candies, Inc. 5.0 10/00 APR12 All American Marine Bellingham, 1 1 survey vessel 134 ft x 37 C&C partnership provides “a from the spread of harmful invasive groundings, salvage and Director of Communications and Mediaresolve. having workedalso a number of2000 years Blount Shipyard Warren, RI harbor tug 55 ft stockrecord, DonJon Shipbuilding Erie,operations PA 1 1 ocean tug SEAJON LLCThe APR12 Blount Shipyard Warren, RI uv1 1 ocean oyster dredge at WCI. 90 ft serves as Pres-great Tallmadge Brothers way for us to access(ge). markets we 7/00 oth-APR12 species.

The incidents. wärtsilä other marine Relations Sheton also with general electric DonJon Shipbuilding Erie,aQuarIus PA barge 34,000 SEAJON LLC Blount Shipyard Warren, RI 1 sightseeing dinner boat 64 ft 10 in Chicago from the Lake, Ltd. 4/01 Kvichak Marine Seattle, WAprocess,1 Director, patrol boat ft 11 in water x 14 ft 7 in Seattle Police Dept.

APR12 erwise would difficult to reach,” says bwms involves a two-stage wärtsilä ballast manident of Colbert44 Communications.

Bollinger Marine Fabricators Amelia, LA 1 oceangoing barge 400 ft McDonough Marinefind Service 2/01 Bollinger Shipyards Lockport, LA 1 cement barge 295 ft Lone Star Industries 2000 David boldt, marine simulator Group manager, one tanker on which the seawater is first The owners’ association, Inter- agement systems. “There is already Kvichak Industries, Seattle, WA, Bollingerreports Shipyards a LA towboat hpfor our Riverway Company 8.0 3/01 academy. passed through screen type filter,has11significant market demand tanko, that itsLockport, council lance Camarena has8,000 joined cruise com-resolve has maritime appointed Kevin Kirby as its new PENDING CONTRACTS Bollinger Shipyards Lockport, LA utility vessel 166 ft Gilco Supply Boats, Inc. 8.0 10/00NOTES The academy and andBollinger then, in the second stage, thethe as holland owners300america look toft prepare appointed Katharina Stanzel panies line and Sea-Hornbeck proposal Kirby brings with him Shipyards Lockport, LA to utility vessel Gilco Supply Boats,manager.

Inc.uses eCDIs 8.0 multifunc5/01options Eastern Shipbuilding Panama City, FL 8 1bwms PSV ft 166 Offshore $360.0 Bollinger Shipyards Lockport, utility vesselas ahead 145ft ft66in, in 23 cars Lytal22 Marine Operators 8.0 9/00 TBD car ferry 115 x 47 Wahkiakum County del. end navigational displaysin at all levels of 2014 filtered water passes through aLAultra1 1their ships offtfleet the regulatory post of Managing Director of Intertanko. bourn director, training and per-tional years of experience the aluminum Bollinger Shipyards Lockport, LA utility vessel 145 ft 6 in Plaisance MarineHighway 8.0 1/01 Ship TBD 1 1implementation. car ferry 500 60 vehicles Alaska Marine Alaska and while offerviolet further acts disinfecting wePAX, have secured Stanzel, who currently as WA Deputy formance management. responsibili-simulation, boatbuilding industry.

Bruscochamber, Tug & Barge Longview, 1 Z-Drive tug 3,600His hp Diversified Marine, Portland, ORthe center’s 5.0 4Q/00 & Drydock Shipyard lift boatwill 110 ft tothe undisclosed 5.0 1Q/00 are aimed at the cruise industry, the theConrad water. new buildoverseeing orders date Managing Director, will Morgan step City, in LA to her1several ties include deck andings Conrad Shipyard type approval Morganfor City, LA 1and lift boat 111 ft Global Marine flexible design enable 5.0 training 6/00general simulators “receiving the are in advanced discussion with new role on July 1. engine fleet training team. braemar Technical Services appointed contractor Conrad Shipyard Morgan City, LA 1 liquid mud barge 130 ft undisclosed 5.0 1Q/00 to occur across a variety of maritime secwärtsilä aQuarIus uv ballast water owners looking to install TBD car 20 vehicle/149 PAX our WA DOT graeme Temple to the role Conrad Shipyards Morgan City, LA 1 1other dryferry dock 10,000 ton Conrad Industries 3.0 of Regional 4Q/00MAY13 TBD ferry ft, 49 140 PAX Port Townsend MAR/APR12 Dakota Creek Industries WA 1 1bwms Prevention/Response ft, 10,192Executive hp Z-drives tors.

Crowley Marine Services 7/00 management system is barge aAnacortes, significant inefstathiou the nearTug65 future.”

Nashville-based Ingram Company evan was named Director for its Far East 8.0 region. Temple Derecktor Shipyards Mamaroneck, pilot boats 56 ft aluminum NY/NJ Hawaii Sandy Hook Pilots Association 12/00option VT Halter Marine Pascagoula, MS NY 1 2 Roll-On/Roll-Off 692 ft, 26,600 dwt Pasha Transport $137.0 2.0 resolveacademy.com achievement,” says Joe Thomas, has promoted Crystal Taylor to Senior Director of SpecTec america.

He previwill be responsible for strengthening www.wartsila.com Eastern Shipbuilding GroupPascagoula, PanamaMS City, FL 24 1 PSVs Offshore Supply Vessel 97.2m, DP2 204 ft Naviera Tamaulipas 6/00options VT Halter Marine Hornbeck Offshore $1,080.07.0 Shipbuilding Houston, TX bargeworked in Veson 30,000 bbl Services surveyor network 3.0 6/00 ViceFirstWave/Newpark President and Controller.

Taylor will1 tank ously nautical as the Blessey theMarine company’s in this Friede Goldman Halter Escatawpa, MS 2 auto/pax ferries 300 passengers/40 autos North Carolina DOT 10.8 7/00 succeed the retiring al oldham.

Director of Client Services. region.

Friede Goldman Halter Pearlington, MS 2 casino barges Harrah’s Entertainment 2Q/00

Commercial

Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Offshore Friede Goldman Offshore Friede Goldman Offshore Friede Goldman Offshore Gladding-Hearn Shipbuilding Gladding-Hearn Shipbuilding Gunderson, Inc. Gunderson, Inc. Houma Fabricators Kody Marine, Inc. Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Leevac Shipyards Leevac Shipyards LeTourneau LeTourneau Litton Avondale Industries Litton Ingalls Shipbuilding Litton Ingalls Shipbuilding MARCO Seattle Marine Builders Mark Steel Corporation NASSCO Nichols Brothers Boat Builders Nichols Brothers Boat Builders Nichols Brothers Boat Builders Nichols Marine Ways North American Shipbuilding North American Shipbuilding North Florida Shipyards Orange Shipbuilding Orange Shipbuilding Co., Inc. Patti Shipyard Quality Shipyards SEMCO Swiftships, Inc.

Gulfport, MS 30 Gulfport, MS 1 Pascagoula, MS 1 Pearlington, MS 1 Lockport, LA 1 Orange, TX 1 Pascagoula, MS 2 Pascagoula, MS 1 Pascagoula, MS 2 Somerset, MA 1 Somerset, MA 3 Portland, OR 3 Portland, OR 1 Houma, LA 1 Harvey, LA 3 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Jennings, LA 2 Jennings, LA 1 Vicksburg, MS 1 Vicksburg, MS 1 New Orleans, LA 3 Pascagoula, MS 2 Pascagoula, MS 3 Seattle, WA 2 Utica, IN 1 Salt Lake City, UT 1 San Diego, CA 2 Whidbey Island, WA 1 Whidbey Island, WA 1 Whidbey Island, WA 1 Portland, OR 1 Larose and Houma, LA1 Larose and Houma, LA1 Jacksonville, FL 1 Orange, TX 1 Orange, TX 1 Pensacola, FL 2 Houma, LA 1 Lafitte, LA 3 Morgan City, LA 2

inland deck barges oceangoing tank barge pure car truck carrier self-unloading bulker tugboat hull semi-submersible semi-submersibles semisubmersible (C) semisubmersibles (C) fast ferry pilot boats railcar/deck cargo barges split hull hopper barge offshore tug switchboats catamaran oil spill response vessel passenger shuttle patrol boat pilot boat whalewatch catamaran deepwater supply vessel riverboat casino jackup rig Super Gorilla XL Alaskan tankers cruise ships multipurpose jackup vessels pilot boats dinner cruise boat car passenger ferry RO/RO ships dinner boat high-speed ferry high-speed ferry hydraulic pipeline dredge AHTS Offshore Supply Vessel oil tanker deck barge deck barge offshore towing vessels towboat Multi-Purpose Vessels crewboat

46 MARINE LOG MAY 2012

Ingram Industries Express Marine Pasha Hawaii Transport Lines Great Lakes Marine Leasing Thoma-Sea Boat Builders ENSCO International Petrodrill Construction Inc. Noble Drillling/FGII Ocean Rig ASA (Norway) Boston Harbor Cruises Charleston, Boston Pilots Alaska Railbelt Marine, LLC J.E. McAmis, Inc. Harvey Gulf International LC Power Maui Classic Voyages Clean Sound Co-op Atlantis Submarines Nassau County Police Columbia Bar Pilots Eco Adventures Hornbeck Offshore Services Hollywood Shreveport Rowan Offshore Rowan Offshore ARCO Marine American Classic Voyages Searex, Inc. San Francisco Bar Pilots Winston Knauss 148 pax/26 auto Utah DOT 839 ft TOTE 800 passenger Argosy Cruises 400 passenger Golden Gate Bridge, Hwy. 379 passenger Catalina Express Lines Manson Construction 7,200 hpEdison Chouest Offshore 190 ftChouest Offshore Ser vices3.5 171 ft Marine Tankers Services, Ltd. 200 ft undisclosed 120 ft undisclosed 150 ft Harvey Gulf International 8000 hp Marquette Transportation 156 ft x 103 ft Transocean Sedco Forex 170 ft aluminum hull Candies Fleet

9.0 10.0 70.0 30.0 4.0 100.0 186.8 N/A 313.0 5.0 6.0 15.0 3.0 7.5 2.0 0.8

4Q/00 8/00 sp/02 4/00 4Q/00 8/00 12/01 N/A 12/00 2000 2000 2000 2000 2000 1Q/01 7/00 2000 3Q/00 12/00 8/00 3Q/00 6/01 10/00 6/00 3Q/03 4/01 1/04 2000 1Q/01 2000 9/00 3Q/02 6/00 6/01 sp/01 N/A 5/00

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200 ft 370 ft, liquid sugar 579 ft 740 ft 150 ft 7500 ft water depth 5000 ft water depth Ilion Bingo 9000-12 143 ft 75 ft 420 ft 1,700 yd3 capacity 125 ft 1,500 hp 54 ft aluminum 38 ft 54 ft aluminum 38 ft aluminum 73 ft aluminum 65 ft aluminum 260 ft-280 ft 280 ft, 30,000 sq ft casino 400 ft depth 550 ft water depth 125,000 dwt 1,900 passenger 180 ft water depth 104 ft

Visit Jobs.marinelog.com 0.8 0.5 2.6 0.9 36.0 36.0 211.7 190.0 496.0 880.0 21.9 8.0 5.0 3.0 300.0 8.0 8.5 8.5 10.2 8.0 5/00 10.0 2.0 1.0 22.0 8.0 15.0 12.0

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2000 2Q/00 1Q/00 2000 8/00 2000 3Q/00

$3,485.8 MILLION JUNEnovember 2012 YEARBOOK marIne log 57 January 2013 2012 marinelog 57 november 2011 marine log 35 marine log 57 www.marinelog.com

Contracts ShipBuilding

I C E

C L A S S

TA N K E R S

While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your Shipyard Contracts input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information REGULATION & IMPLEMENTATION AT A(*) GLANCE based on data as of about May 1, 2012. (*) Asterisk indicates first infirst series delivered.

A “C” Aafter vessel type indicates a major conversion, December 1, 2012.

Asterisk indicates in series delivered.

“C” aafter a vessel type indicates a major conver-

Vessel Category

overhaul or refit.

Additional commercial and government contracts are listed on our www.marinelog.com. sion, overhaul or refit.

Additional commercial and government contracts are listed onwebsite, our website, www.marinelog.com.

Ballast Water Capacity

Commercial

Date Constructed

New Vessels All On or after Dec. 1, 2013 SHIPyARD Shipyard Location LOCATION TyPE Particulars Owner PARTICULARS Qty1,500 mQTy Type Est. Value $ Mil 3 Existing Vessels Less than Before Dec. 1, 2013

Vessel’s Compliance Date

On delivery OwNER/OPERATOR EST. $ MIL EST. DEL. Est. Del. First Scheduled Drydocking after Jan. 1, 2016

Alabama Shipyard Mobile, AL 1 riverboat casino 38,000 ft2 casino Hollywood Park Casino 35.0 7/00 RECENT CONTRACTS Inc. Sitka, AKMS m31 1 assault passenger 78 ft Allen Marine Tours 1,500 – 5,000 Before Dec. 1,72013 FirstU.S. Scheduled Drydocking after Jan.2.01, 2014 2000 JUN18 Huntington Ingalls Pascagoula, shipcatamaran LHA Navy $2,381.4 AustalAllen USAMarine, Mobile, AL JHSV 103m $166.9 2016 AllenMarine Marine, Sitka, passenger NYWaterway 2000 SEP17 Senesco Kingston, 1- 1 ASD tugsubcatamaran 5,150 hp78 ftreplace design McAllister 2013 GD-Electric Boat Inc. Groton, CTRIAK missile Ohio Class U.S. Navy Towing $1,848.62.0 AMFELS Brownsville, TX 1 deepwater construction vessel 4000-ton deckload CalDive International 100.0 1Q/01 Senesco Marine Kingston, 1 dry dock 420 7,300 lt (SSN) cap Dry Dock 2013 GD-Electric Groton, CTRI Virginia Class U.S. Navy $2,500 Greater than 5,000 1,ft,2013 FirstCaddell Scheduled Drydocking Jan. Atlantic Boat Marine, Inc. Jacksonville, FL 2 m23attack cruise subs shipsBefore Dec. 226 passenger Delta Queen Coastal Voyages after 60.01, 2016 6/01 Vigor/US Fab Seattle, WACA Bay, WI 12 1 auto ferry dredge 362 3 in x ft 83ftftx2106 in ft Washington Ferries FEB14 GD-NASSCO San Diego, containerships Dualftfuel 764 TOTE $350.0 1Q/2016 Bay Shipbuilding Sturgeon cutterhead 250 Lake MichiganState Contractors 2000 BayMarine Shipbuilding Sturgeon trailing suction m37 in Great Lakes Dredge 51.6 3Q/2001SP2013 Kvichak Seattle, WA Bay, WI 1 1 response boat hopper dredge 44 ft 5 in5,000 x 13 ft L.A. County Sheriff& Dock Bender Mobile, ALLA MP deepwater vessel Air cushion 340 ftvehicle Torch Inc. 2001 Textron Inc.Shipbuilding New Orleans, - 1 SSC U.S. Navy $24.0 30.0 Cont. Mod. DELIVERIES Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 8/00 Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 10/00 Bollinger Shipyards to theLockport, LA 1 FRC 145aftType x 25 ftApproval certif- U.S.(SAB Coast Guard $47 five BWM techMAY12 in are similar ones adopted by Guard has issued Study) listed only DELIVERIES Blount Shipyard Warren, harbor13tug 55 ftft stock 2000 APR12 GD-NASSCO San Diego, CARI 1 1 T-AKE 689 ft x 106 U.S. Navy $412 Conrad Shipyard Morgan City, RI LA 1 1 tank barge 30,000 bbl John W. Stone Oil met the IMO D-2 discharge DEC12 the Convention through 2016; the new icate, AMS certification will no longer be nologies that Blount Shipyard Warren, oyster dredge 90 ft Tallmadge Brothers 7/00 US Fab Portland, OR 1 covered barge 180 ft x 52 ft Georgia Pacific Consumer MAY12 Blount Shipyard Warren, sightseeing dinner boat 65 ft, 150ft 10 in the Coast Chemehuevi Chicago from the Lake, Kvichak Marine Seattle, WA isRI almost 1 1 ferry Transit DEC12 construction implementation possible for vessels for64PAX which standard thatLtd.is now adopted in4/01the Marine Fabricators Amelia, MS LA oceangoing 400ftft McDonough MarineCorp.

Service 2/01 DEC12 SignetBollinger Shipbuilding Pascagoula, 1 1 deck barge barge 140 ft x 40 Maritime two years at 1 Guard Type Approved system is deemed Signet Coast Guard Regulations: 1. De-oxygenBollinger apart, Shipyards with the Convention Lockport, LA cement barge 295 ft Lone Star Industries 2000 PENDING CONTRACTS Bollinger Lockport, LA towboat 8,000 hp 8.0 + chlorine 3/01NOTES January 1,Shipyards 2012 and the Coast Guard at 1 suitable.

Title 46 CFR Part 162.060 Riverway ationCompany + cavitation; 2. Filtration PENDING CONTRACTS TBD Bollinger 6 1 car ferry 1,200 PAX (Convert to LNG) Washington StateInc. Ferries RFP

by NOTES July 11 Shipyards Lockport, LA utility vessel 166 ft Gilco Supply Boats, 8.0 10/00 December 1, 2013. sets out the requirements for submittals dioxide; 3.

Filtration + UV; 4.

Filtration 3 Great Lakes Dredge BAEHalter Systems Southeast Mobile, AL MS dump 7,700 Bollinger Shipyards Lockport, LA utilityscows vessel 166 ft dwt Gilco Supply Boats, Inc. 5/01Option VT Marine Pascagoula, 12 1 Roll-On/Roll-Off 692 ft,ft26,600 Pasha Hawaii Transport $137.0 8.0 option For BWM equipment installed from Type Approval + Marine UV Offshore +Operators Ti O2; and 5.$1,080.0 Filtration +Opts electro Bollinger Shipyards Lockport, LA prior utility vessel 145 ft ft 6 inby a foreign Hornbeck Lytal 8.0 9/00 GD-NASSCO San Diego, CA containerships 764 ft xtesting 106 TOTE ex.

2013 VT Halter Marine Pascagoula, MS 243 1 PSVs 97.2m, DP2 options Bollinger Shipyards Lockport, LAimpleutility vessel 145 ft 6 in to LNG) Plaisance Marine 8.0 1/01 issued TBDthe 6 1 car ferries 1,200 PAX (Convert Washington State Ferries RFP to Coast Guard Regulations administration. chlorination. & Barge Longview, WA Z-Drive tug 3,600 Diversified Marine, Portland, OR 5.0 4Q/00 RFP TBD Brusco Tugdate, 5 1 OSVs stretch to 250hp ft Harvey Gulf Intl.the Marine mentation Guard Once Convention5.0and RegulaConrad Shipyard the Coast Morgan City, LAmay 1 lift boat 110 ft undisclosed 1Q/00 TBD Conrad Shipyard OPCs Offshore Patrol Cutters U.S. Coast Guard I Morgan lift boat 111 ft Marine 5.0 6/00 issue a five-year certificate forCity, theLA use 1 SELECTION AND INSTALLATION OF BWM SYSTEMS Global tions build dates requirements areRFP/Phase taken TY Offshore New Orleans, LA 2 PSVs dual fuel, 302 ft x 64 ft Harvey Gulf Intl.

Marine Options Conrad Shipyard Morgan City, LA 1 liquid mud barge 130 ft undisclosed 5.0 1Q/00 of anConrad Alternative Management System The vessel owner’s attention must Pasha into account, and a Coast Guard system Shipyards MorganMS City, LA 1 1 Roll-On/Roll-Off dry dock 10,000 ton Conrad Industries 4Q/00Option VT Halter Marine Pascagoula, 692 ft, 26,600 dwt Hawaii Transport $137.0 3.0 (AMS) to foreign Type-Approved equipnow turn to the selection of BWM sys- Hornbeck approval appears assured, Dakota Creek Industries Anacortes, Prevention/Response Tug97.2m, 140 ft, 10,192 hp Z-drives Crowley Marine Services 7/00 VT Halter Marine Pascagoula, MSWA 24 1 PSVs DP2 Offshore $1,080.08.0 an owner’s Options Derecktor Shipyards Mamaroneck, NY pilot boats 56 ftthe aluminum NY/NJ Sandy Hook Pilots among Associationthese 2.0 alternatives 12/00Option ment that demonstrates equivalent pertems and the timing of installation. Otto selection from Candies Shipbuilders Houma, LA 1 2 subsea vessel 108m x 22m, MT6022 Candies LLC Eastern Shipbuilding Group Panama City, FL 1 Offshore Supply Vessel 204 ft Naviera Tamaulipas 7.0 6/00 TBD FirstWave/Newpark 1 1 research vessel Advisory 65ft, hybrid Aquarium Shipyard formance to thatShipbuilding with CoastHouston, Guard The Science Board will Marine depend upon the circumstances of TX Typetank barge 30,000 bbl Study that Maritime Blessey Services 3.0 6/00 to be selected Friede Goldman Halter Escatawpa, auto/pax ferries passengers/40 DOT operation and10.8 7/00 Approved equipment.

Once the MS Coast 2 was submitted to the 300 EPA in July autos 2011 North theCarolina vessel’s the configuraFriede Goldman Halter Pearlington, MS 2 casino barges Harrah’s Entertainment 2Q/00 Friede Goldman Halter Gulfport, MS 30 inland deck barges 200 ft Ingram Industries 9.0 4Q/00 Friede Goldman Halter Gulfport, MS 1 oceangoing tank barge 370 ft, liquid sugar Express Marine 10.0 8/00 Friede Goldman Halter Pascagoula, MS 1 pure car truck carrier 579 ft Pasha Hawaii Transport Lines 70.0 sp/02 Friede Goldman Halter Pearlington, MS 1 self-unloading bulker 740 ft Great Lakes Marine Leasing 30.0 4/00 Friede Goldman Halter Lockport, LA 1 tugboat hull 150 ft Thoma-Sea Boat Builders 4.0 4Q/00 Friede Goldman Offshore Orange, TX 1 semi-submersible 7500 ft water depth ENSCO International 100.0 8/00 Friede Goldman Offshore Pascagoula, MS 2 semi-submersibles 5000 ft water depth Petrodrill Construction Inc. 186.8 12/01 Friede Goldman Offshore Pascagoula, MS 1 semisubmersible (C) Ilion Noble Drillling/FGII N/A N/A Friede Goldman Offshore Pascagoula, MS 2 semisubmersibles (C) Bingo 9000-12 Ocean Rig ASA (Norway) 313.0 12/00 Gladding-Hearn Shipbuilding Somerset, MA 1 fast ferry 143 ft Boston Harbor Cruises 5.0 2000 Gladding-Hearn Shipbuilding Somerset, MA 3 pilot boats 75 ft Charleston, Boston Pilots 6.0 2000 Gunderson, Inc. Portland, OR 3 railcar/deck cargo barges 420 ft Alaska Railbelt Marine, LLC 15.0 2000 Gunderson, Inc. Portland, OR 1 split hull hopper barge 1,700 yd3 capacity J.E. McAmis, Inc. 3.0 2000 Houma Fabricators Houma, LA 1 offshore tug 125 ft Harvey Gulf International 7.5 2000 Kody Marine, Inc. Harvey, LA 3 switchboats 1,500 hp LC Power 2.0 1Q/01 Kvichak Marine Industries Seattle, WA 1 catamaran 54 ft aluminum Maui Classic Voyages 0.8 7/00 Kvichak Marine Industries Seattle, WA 1 oil spill response vessel 38 ft Clean Sound Co-op 2000 Kvichak Marine Industries Seattle, WA 1 passenger shuttle 54 ft aluminum Atlantis Submarines 0.8 3Q/00 Kvichak Marine Industries Seattle, WA 1 patrol boat 38 ft aluminum Nassau County Police 0.5 12/00 Kvichak Marine Industries Seattle, WA 1 pilot boat 73 ft aluminum Columbia Bar Pilots 2.6 8/00 Kvichak Marine Industries Seattle, WA 1 whalewatch catamaran 65 ft aluminum Eco Adventures 0.9 3Q/00 Leevac Shipyards Jennings, LA 2 deepwater supply vessel 260 ft-280 ft Hornbeck Offshore Services 36.0 6/01 Leevac the Shipyards Jennings, LA 1it’s riverboat casino 36.0 10/00 Find right people, whether shore-side or 280 ft, 30,000 sq ft casino Hollywood Shreveport LeTourneau Vicksburg, MS 1 jackup rig 400 ft depth Rowan Offshore 211.7 6/00 LeTourneau Vicksburg, MS 1 Super Gorilla XL 550 ft water depth Rowan Offshore 190.0 3Q/03 shipboard professionals by leveraging jobs.marinelog.com.

Litton Avondale Industries New Orleans, LA 3 Alaskan tankers 125,000 dwt ARCO Marine 496.0 4/01 Litton Ingalls Shipbuilding Pascagoula, MS 2 cruise ships 1,900 passenger American Classic Voyages 880.0 1/04 Litton Ingalls Shipbuilding Pascagoula, MS 3 multipurpose jackup vessels 180 ft water depth Searex, Inc. 21.9 2000 MARCO Seattle Seattle, WA 2 pilot boats 104 ft San Francisco Bar Pilots 8.0 1Q/01 Marine Builders Utica, IN 1 dinner cruise boat Winston Knauss 5.0 2000 Mark Steel Corporation Salt Lake City, UT 1 car passenger ferry 148 pax/26 auto Utah DOT 3.0 9/00 NASSCO San Diego, CA 2 RO/RO ships 839 ft TOTE 300.0 3Q/02 Nichols Brothers Boat Builders Whidbey Island, WA 1 dinner boat 800 passenger Argosy Cruises 8.0 6/00 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 400 passenger Golden Gate Bridge, Hwy. 8.5 6/01 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 379 passenger Catalina Express Lines 8.5 sp/01 Nichols Marine Ways Portland, OR 1 hydraulic pipeline dredge Manson Construction 10.2 N/A North American Shipbuilding Larose and Houma, LA1 AHTS 7,200 hpEdison Chouest Offshore 8.0 5/00 North American Shipbuilding Larose and Houma, LA1 Offshore Supply Vessel 190 ftChouest Offshore Ser vices3.5 5/00 North Florida Shipyards Jacksonville, FL 1 oil tanker 171 ft Marine Tankers Services, Ltd. 10.0 2000 Orange Shipbuilding Orange, TX 1 deck barge 200 ft undisclosed 2.0 2Q/00 Orange Shipbuilding Co., Inc. Orange, TX 1 deck barge 120 ft undisclosed 1.0 1Q/00 Patti Shipyard Pensacola, FL 2 offshore towing vessels 150 ft Harvey Gulf International 22.0 2000 Quality Shipyards Houma, LA 1 towboat 8000 hp Marquette Transportation 8.0 8/00 SEMCO Lafitte, LA 3 Multi-Purpose Vessels 156 ft x 103 ft Transocean Sedco Forex 15.0 2000 Swiftships, Inc. Morgan City, LA 2 crewboat 170 ft aluminum hull Candies Fleet 12.0 3Q/00

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TOTAL, COMMERCIAL 134 SHIPS, BOATS, VESSELS 60 20122013 YEARBOOK 36MARINE MARINELOG LOG JUNE JANUARY 26 MARINE LOG MAY 2012

TOTAL CONTRACT VALUE

$3,485.8 MILLION

www.marinelog.com www.marinelog.com

Index of Advertisers Company

ABS

Page #

5

Certain Teed Corporation

C2

CMA

16

CIMAC Central Secretariat

33

Det Norske Veritas

11

Eastern Shipbuilding

C4

Great American Insurance Co.

10

Irving Shipbuilding Inc.

12

JLG Industries

7

Kobelt Manufacturing Company LTD.

13

KVH Industries, Inc.

C3

Lufkin Industries

31

MAN Diesel & Turbo

3

Metal Shark Aluminum Boats

30

NASSCO

19

Offshore Alternatives 2013 Omnithruster Scania USA Inc. Schuyler Rubber Company

20, 21, 37 32 1 34

Senesco

9

Smith Berger

6

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JANUARY 2013 MARINE LOG 39

MARINE SALVAGE

December 2005 Vol. 110 No.12

January 2013 Vol. 118 No. 1

opinion

BY TIM BEAvER, PRESIdENT, AMERICAN SALvAGE ASSOCIATION

WoRK To BE DonE on RESponDER iMMUniTY in 2013 The American Salvage Association (ASA), its members, and many in the response industry have been engaged in a coalition effort to work with Congress to gain support for an amendment to the current responder immunity provisions enacted by the Oil Pollution Act of 1990 (OPA 90). The current responder immunity provisions in OPA 90 have proven inadequate to protect responders from law suits—raising concerns on the potential liability responders could be exposed to in future incidents.

As a result, the response industry formed a coalition that contributed funds to propose to Congress enhancements that would address the identified gaps in the current responder immunity regime. The current members of the coalition include ASA, the Association of Petroleum Industry Cooperative Managers, Helix Well Containment Group, Marine Spill Response Corporation, Marine Well Containment Company, National Response Corporation, O’Briens Response Management, and the Spill Control Association of America.

After much work internally within the coalition, it was decided that the proposed legislation should accomplish the following goals: • Expand the scope of the current version of responder immunity to provide immunity for personal injury or wrongful death and immunity from civil or criminal penalties.

• Provide that a responder be protected

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with the same immunity as the government in a response.

• The immunity would not apply to the Responsible Party (who is also liable for any injuries/damages a responder is relieved of), a land-based hazardous substance spill, or if the person is grossly negligent or knowingly engages in misconduct.

• Define with specificity the term “responder” and the types of response actions covered by the immunity.

• Provide a “presumption” that any response action or omission does not constitute gross negligence or knowing misconduct.

• Provide that a person filing a claim against a responder must pay court costs and attorneys’ fees if the court determines that the responder was not grossly negligent or engaged in willful misconduct.

The coalition worked closely with key members of Congress in 2012 to gain support for this effort and we are not aware of anyone who opposed it. However, the strategy picked by Congressional leaders resulted in the provision not being included in maritime legislation ultimately enacted in 2012. The Congressional strategy was to include our responder immunity provision in a comprehensive spill bill which never happened in 2012.

The only major maritime bill (H.R. 2838) that moved in Congress was the Coast Guard and Maritime Transpor-

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tation Act of 2012, which was enacted December 20, 2012. Because of the Congressional strategy to wait for the development of a spill bill, there was no specific responder immunity language included in either the House or Senate versions of H.R. 2838. Then, as Congress moved to finalize H.R. 2838, Senator Barbara Boxer (D-CA) objected to including a responder immunity provision in order to further study the specific language. Unfortunately, the coalition ran out of time to respond to questions before H.R. 2838 was enacted.

We are not discouraged, however, and this remains our top priority for 2013.

The salvage industry and the entire maritime industry needs this enhanced protection for responders to ensure an effective and immediate response to the next major spill event. Our industry needs to continue to voice its strong support for this initiative to ensure ultimate success in 2013. Thus, the coalition is working hard to make sure that this initiative stays on the “front burner” and that the proposed responder immunity provision is included in the first major maritime bill introduced in 2013. In addition, it is working hard to answer all of Senator Boxer’s questions and to otherwise gain full support for this legislation in both the House and the Senate. We ask all of the readers of this article to pitch in and help where they can.

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