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DEITIES OF THE DEEP
Looking for improved energy, fuel savings Analyzing the Deepwater Horizon incident Human factors: It’s the little things that matter
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contents
january 2014 Vol. 119, no. 1
27
departments 4 eDItorIAl Appetite for information
15
8 uPDAte Joe D’Insernia, VP, Projects, Eastern Shipbuilding (left) and Mike Carroll, VP, New Construction, at keel laying for Harvey Gulf International Marine’s new MPSVs, shown on this month’s cover
features 15 Cover story
27 ProPulsIon
HGIM has transformed itself from a family-owned marine transportation and towing operator into a dynamic, trend-setting player in the U.S. Gulf of Mexico deepwater market
An innovative superstructure, like the Aero-Citadel, can lower fuel consumption and increase a ship’s security
the amazing transformation of Harvey Gulf International Marine
21 offsHore
feA aids Deepwater Horizon failure forensics DNV uses Abaqus FEA software from SIMULIA to study blowout scenarios
23 fuels & lubes
slow steaming, fuel sulfur limits present lubrication challenges Switching marine engines that are designed to run on residual fuels to distillate fuel brings with it another set of challenges
2 MARINE LOG January 2014
tweak above and below waterline offer significant energy savings
30 HuMAn fACtors
It’s the little things that matter A systematic and structured approach to human system integration will help to minimize the opportunities for error
• Four more riverboats for ACL • Former BP engineer found guilty of destroying evidence • Siemens to supply wind turbines for Cape Wind • NJ-based yard to build two ferries for NY Waterway • Austal receives navy contract for LCS work • Damen to build second ro/ro ferry for Canada
12 WAsHInGton Hearing paints bleak picture for Coast Guard
34 teCH neWs PPG introduces copper-free antifouling system
35 neWsMAkers Knut Ørbeck-Nilssen to head DNV GL Maritime
32 PAtrol boAts
36 sAlvAGe ColuMn Responder immunity—its time has come
The New York City Police Department, along with the U.S. Coast Guard, added new patrol vessels to its fleet; meanwhile the U.S. Navy and Army placed orders
38 ContrACts
Delivering heroics: Government agencies add workhorses
Master Boat Builders wins PSV contract
editorial
Appetite for informAtion For better or worse, the smartphone has changed the way we interact with each other and the world around us. As I write this, I’m commuting on the Staten Island Ferry Sen. John J. Marchi. It takes a short, scenic 5-mile route across New York Harbor from Lower Manhattan—The Battery—to the North Shore of Staten Island, offering wonderful views of the city skyline, the Statue of Liberty and the Verrazano Bridge. Unfortunately, no one is looking. Ten of the 13 people around me are on their smartphones. The other three are sleeping. That’s because the smartphone is a seductive mistress, tempting us with a smorgasbord of apps that serve up or help you share tasty news, mundane information (“Buy some milk.”) and entertainment. We’re in the era of distraction. I’d probably be tapping this editorial out on my iPhone, if I wasn’t so ham-handed. For 2014, we’ve rolled out what we’d like
to think is a tasty app. Available for download free from iTunes for use on your iPhone or iPad, the Marine Log app provides access to our archive of the monthly digital editions of Marine Log, as well as a feed of breaking news from marinelog.com. There’s some handy functionality built into the app, including the ability to read and search through one or all of the digital editions. You can even download an issue or a single page to your device to read offline later or share via Twitter, Facebook or e-mail. We’re grateful for the generous support of Beele Engineering, the sponsor of our app. We’re not the only ones offering handy apps for busy marine executives. How would you like an app that allows you to report casualty incidents worldwide? This month, the Marine Response Alliance (MRA), an association of U.S. emergency responders providing OPA 90 Salvage Marine Firefighting (SMFF), launched the OPA 90 SMFF
John R. Snyder, Publisher & Editor jsnyder@sbpub.com
app. Available to download for free from the iTunes and Android app stores, the app provides users with “easy access to immediate response capabilities anywhere, anytime,” says Lindsay Malen, Director of Business Development for MRA and Titan. “As a responder the user can download vessel documents while headed to a casualty or the USCG can quickly access the plan holders Funding Agreement to ensure compliance. This is just another way the MRA is making these requirements time and cost efficient.” The OPA 90 SMFF app allows users direct dial access to worldwide offices, as well as immediate access to a secure password-protected database of registered vessel documents, pre-fire plans and certificates online, which can then be saved in the user’s offline documents. The user can review MRA’s geographic specific appendices, request drills, see salvage news and receive regulatory updates.
MaritiMe trivia trivia Question #10 Why was the launch of the USS Laboon so unusual? The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to: marineart@jclary.com
The winning answer for last month’s trivia question, “What food was known as ‘Strike me Blind?’ “ was submitted by Ron Schaper, Coral Springs, FL. Answer: Rice.
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MarineLoG JANuARy 2014 VOL. 119, NO. 1 iSSn 08970491 USPS 576-910 PreSiDenT arthur J. Mcginnis, Jr. amcginnis@sbpub.com
inTernaTionaL SaLeS DireCTor Louise Cooper lcooper@sbpub.com
PUBLiSHer & eDiTor-in-CHieF John r. Snyder jsnyder@sbpub.com
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regionaL SaLeS Manager vanessa Di Stefano vdistefano@sbpub.com
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UPDATE
Four more For ACL American Cruise Lines to expand its fleet No straNger to makiNg a splash on the riverboating scene, the U.S.’ largest domestic cruise company, American Cruise Lines, Guilford, CT, has placed an order for four new riverboats at Chesapeake Shipbuilding, Salisbury, MD. The four new riverboats w ill enter ser v ice between 2015 and 2017. Back in 2012 the operator introduced the 295 ft Queen of the Mississippi—the first new riverboat on the Mississippi in over 20 years. Like the Queen of the Mississippi,
the new riverboats will feature the latest amenities and comforts—including large staterooms, private balconies, and spacious dining and lounge venues. Carrying between 150 and 200 guests, the new vessels will operate on the Mississippi River system and the Columbia and Snake rivers in the Pacific Northwest. One of the boats in particular, will be specifically built for cruising in the Pacific Northwest— operating on the Columbia and Snake rivers to the Idaho border, 500 miles inland.
Former BP engineer Found guilty of destroying evidence a former eNgiNeer for BP plc, Kurt Mix, has been convicted of intentionally destroying evidence by federal criminal authorities investigating the April 20, 2010 Deepwater Horizon disaster. A federal jury in the Eastern District of Louisiana convicted the 52-year old Mix on one count of obstruction of justice—but acquitted him on a second count of obstruction of justice. He faces a maximum penalty of 20 years in prison. Sentencing will take place March 26, 2014. Accord ing to cour t docu ments a nd evidence presented during the trial, the D e e pw ate r Hor i z on r ig e x p e r ie nc e d a n u ncont rol led blowout a nd related explosions while closing the Macondo we l l — k i l l i n g 11 m e n on b o a rd a n d resulting in the largest environmental disaster in the U.S. Following the blowout, Mix worked on internal BP efforts to estimate the amount of oil leaking from the well and was involved in various efforts to stop the leak, including Top Kill, the failed BP effort to pump heavy mud into the blown-out wellhead to try to stop the oil flow. BP sent numerous notices 8 MARINE LOG January 2014
to Mix requiring him to retain all information concerning Macondo, including his text messages. On or about October 4, 2010, after Mix learned that his electronic files were to be collected by a vendor working for BP’s lawyers, Mix deleted, from his iPhone, a text string containing more than 300 text messages with his BP supervisor. The deleted messages included a text sent on the evening of May 26, 2010, at the end of the first day of Top Kill. In the text, Mix stated, among other things, “Too much flowrate – over 15,000.” Before Top Kill commenced, Mix and other engineers had concluded internally that Top Kill was unlikely to succeed if the flow rate was greater than 15,000 barrels of oil per day (BOPD). At the time, BP’s public estimate of the f low rate was 5,000 BOPD – three times lower than the minimum flow rate indicated in Mix’s text. By the time Mix deleted these texts, he had received numerous legal hold notices requiring him to preserve such data and had been put on notice of the Department of Justice’s criminal investigation of the Deepwater Horizon disaster.
“There is a longsta nding histor y of riverboating in A merica,” says Timothy Beebe, Vice President of American Cruise Lines. “Since the 1800s, each new riverboat has sought to outdo the last by offering more amenities, comforts, and service than its predecessors. The Columbia and Snake Rivers have not seen a new riverboat in over ten years, so the upgrade is overdue, and the new ship on the Mississippi River will complement the Queen of the Mississippi beautifully.”
biz notes Inmarsat acquires Globe Wireless oNe of the largest satcom providers in the world, Inmarsat, plc, London, just got bigger by acquiring Globe Wireless LLC, Palm Bay, FL, for $45 million. Inmarsat ’s acquisition of Globe Wireless, which generated revenues of $91 million and has a customer base of more than 6,000 ships, “offers a truly exciting cross-selling opportunity for our channel partners and ourselves,” says Rupert Pearce, CEO of Inmarsat. The acquisition will also enable “access to a skilled engineering team that will expand Inmarsat’s installation capabilities and enable a faster rollout of XpressLink and Global Xpress.” Additionally, it will help Inmarsat “move beyond pure connectivity to offer solutions and managed services to the maritime market.” “Globe Wireless has created a suite of products and value-added ser vices that are unequalled in the market today,” says Frank Coles, President, Inmarsat Maritime.
Inland • Coastal • offshore • deepsea
siemeNs to supply wiNd turbiNes for cape wiNd
UNder a receNtlY sigNed coNtract with Cape Wind LLC, Siemens will supply the first commercial offshore wind farm in the U.S., with 3.6-megawatt (MW) offshore wind turbines, an offshore Electric Service Platform (ESP) and a service for the first 15 years of commercial operations. Cape Wind plans to install 130 wind turbines on the Horseshoe Shoal in Nantucket Sound. Cape Wind has sold 77 1/2% of its power output in long term Power Purchase Agreements to National Grid and NSTAR, the two largest electric utilities in Massachusetts. Cape Wind has announced it is
purchasing a marina on Falmouth harbor on Cape Cod to serve as its maintenance and operations headquarters. Cape Wind is the first U.S. offshore wind project to be fully permitted, and to have been issued a commercial lease and received approval for its Construction and Operations Plan by the U.S. Department of Interior. Cape Wind is currently in its financing phase. Siemens, a leading offshore wind turbine manufacturer, will fabricate, install and commission its 3.6-MW offshore wind turbines for Cape Wind. The Siemens 3.6-MW offshore turbine has the leading turbine
New Jersey-based yard to build two ferries for NY waterwaY NY WaterWaY is get tiNg t Wo NeW state-of-the-art commuter ferries. Last month, New Jersey Governor Chris Christie announced that t he ferr y operator awarded an $11 million contract to Yank Marine Inc., Cape May, NJ. The 400-passenger ferries will provide service from Bedford, NJ to Manhattan, NY. The vessels, which will be the first NY Waterway ferries to be built in NJ, will be powered by twin EPA Tier III compliant engines ensuring the ferries meet and exceed all federal and state air quality standards. Designed by Tuckahoe-based Michael LeMole of LeMole Associates, the all-aluminum ferries will be 109 ft x 32 ft. They will have seating for 350 in fully climatecontrolled cabins and will be among the fastest vessels operating in the New York area, traveling at a service speed of 28 knots. Delivery is expected to take place in 2015. Small shipyard Yank Marine has been in business for more than 40 years, building and repairing vessels at its 30-acre site on t he Tucka hoe R iver. T he ya rd includes seven berthing areas, an 18,000 ft 2 enclosed building space and a 300 metric ton Marine Travelift. “Like NY Waterway, Yank Marine is a New Jersey-based, family-owned business
used at existing offshore wind farms and it is going to be used in at least eight other offshore wind farms currently under construction or approaching construction. Cape Wind President Jim Gordon says, “The completion and execution of the contracts between Cape Wind and Siemens brings the experience and financial strength of the leading global offshore wind supplier into America’s first offshore wind farm ensuring important energ y, environmental and economic benefits for Massachusetts and the region.” ciaNbro to fabricate esP Siemens has subcontracted the manufacture of the Electric Service Platform to Cianbro, which will fabricate the platform at its facility in Brewer, ME. Cianbro has completed a number of marine-related projects. The ESP was designed for Cianbro by Moffatt and Nichol Engineers of Norfolk, VA. The ESP will be located toward the center of the offshore wind farm site and it will transform the voltage of the electricity produced by the wind turbines.
austal receives Navy coNtract for lCs work
committed to quality and service,” said NY Waterway President and Founder Arthur E. Imperatore. “We value this partnership which will benefit millions of Garden State commuters in the decades to come, as these worthy boats carry them to work in safety and comfort. Millions of other New Jersey residents will benefit because our ferries keep thousands of cars off our streets and roads.” “My family and our dedicated workforce are honored by this opportunity to use our 40 years of quality boat-building experience to provide safe, reliable, innovative travel options for New Jersey commuters,” said President and Founder of Yank Marine, John C. Yank Jr. “Years from now, another generation of commuters will cruise through the Verrazano Narrows and say, ‘These are Yank boats.’”
the Naval sea sYstems Command awarded a $14,057,992 modification to previously awarded contract to Austal USA LLC, Mobile, AL, to exercise options for class service efforts for the Littoral Combat Ship (LCS) program. Under the contract, Austal USA will provide engineering and design services, as well as affordability efforts to reduce LCS acquisition and lifecycle costs. The work will be performed in Mobile and Pittsfield, MA, and will be completed by December 2014. Austal currently holds contracts to build six LCSs. The photo below shows the 417-foot-long USS Independence (LCS-2), the Navy’s first trimaran built by Austal USA, during its sea trials.
January 2014 MARINE LOG 9
UPDATE
ten state-of-the-art PsVs orDereD fROm ShipyaRd dehOOp shipyard dehoop, Tolkamar, the Netherlands, has been contracted to design, build and deliver 10 Platform Supply Vessels (PSV) for Abu Dhabi National Oil Company (ADNOC). The PSVs will work for ADNOC operating company ESNAD. The award was won through a full international tender competition. The shipbuilder says that the 65 m x 15.8
m vessels will boast a true “design of the future,” meeting the highest international class notations within both operational and environmental objectives. The vessels’ design is based on proven De Hoop PSV designs, built to order. The PSV design incor porates a diesel-electric propulsion system, with two azimuthing thrusters in the stern and two
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10 MARINE LOG January 2014
bow thrusters. The PSVs will operate in the offshore oil and gas market in the United Arab Emirates (UAE), and will be delivered in 2015 and 2016. The vessels will be classed by Lloyd’s Register +100 A1, Offshore Supply Ship, Stand-by-ship and Fi-Fi1, with a Green Passport notation.
Damen to builD second RO/RO feRRy fOR Canada Canada’s newfoundland and Labrador Provincial Government has awarded Dutch shipbuilder Damen Shipyards a contract for a second 80 m Ice Class ferry, just a few weeks after placing an order for its first vessel. The first ferry will serve the Fogo Island-Change Islands. This second identical vessel will be deployed between Bell Island and Portugal Cove-St. Philip’s. Set for delivery in February 2016, the 14-knot RO/RO ferry will have the capacity to carry 200 passengers and 60 vehicles. The investment in the new ferry is part of the provincial government’s vessel renewal program and w il l ex pand capacit y on the route by replacing the MV Beaumont Hamel. The MV Flanders will continue to serve Bell Island alongside the new ferry. The province plans to spend $10 million on wharf upgrades to accommodate the new ferry. Fi f teen proposa l s were received i n response to the government’s RFP to build the new ferry vessels. Damen was selected following an extensive evaluation. Ja n va n Hoger wou, Ma nager Nor t h America, Damen Shipyards Group, said: “Damen is not new to the East Coast of Canada. We have licensed our Spa 4207 patrol boat design to Irving Shipyards for the local construction of the Mid Shore Patrol Program of the Canadian Coast Guard and we recently delivered two high-end pontoons to a Canadian operator for deployment at a large offshore project in Newfoundland and Labrador. “The 80 m ferry was designed by a Canadian engineering f irm and the Damen Shipyards Group looks forward to further enhancing the working relationship with this company to ensure that this new vessel meets all possible requirements, not only for the Government of Newfoundland and Labrador but also for the passengers she will transport in the next few decades.”
Inland • Coastal • offshore • deepsea
Blackstone’s Jones act tanker Business bought by pipeline giant One Of the leading pipeline transportation and energy storage companies, Kinder Morgan Energ y Partners, L .P., Houston, TX, has entered into a definit ive a g re ement to ac qu i re A mer ic a n Petroleum Tankers (APT) and State Class Ta n kers (SC T) f rom a f f i l iate s of t he Blackstone Group and Cerberus Capital Management for $962 million in cash. The transaction is expected to close in the first quarter. Both APT and SCT operate in the Jones Act trade. APT’s current f leet is made up of five medium-range Jones-Act qualified product tankers—each with 330,000 barrels of cargo capacity. The vessels, operated by Florida-based Crowley Maritime Corporation, have long-term time charters with high quality counterparties, including oil companies, refiners and the U.S. Navy. And each has an average remaining charter term of four years. Meanwhile, SCT has four medium-range Jones Act product tankers under construction at General Dynamics NASSCO. Scheduled for delivery in 2015 and 2016,
the tankers will each be operated on longterm charters with a major integrated oil company. Each of the time charters has an initial term of five years, with renewal options to extend the initial term by up to three years. Kinder Morgan will invest $ 214 mi l lion to complete t he vessels’ construction. “This is a strategic and complementary extension of our existing crude oil and refined products transportation business,” says John Schlosser, President of KMP’s Terminals segment. “Product demand is growing and sources of supply continue to change, in part due to the increased shale activity. As a result, there is more demand for waterborne transportation to move these products. We are purchasing tankers that provide stable fee-based cash flow through multi-year contracts with major credit worthy oil producers.” “Blackstone and Cerberus are pleased to have founded and built American Petroleum Tankers into a market-leading Jones Act tanker company,” says Sean Klimczak, Senior Managing Director at Blackstone.
Fincantieri lays Viking star’s keel last May, Viking Cruises, a leader in the river cruising market, announced it was ready to take a dip in larger waters launching Viking Ocean Cruises. The operator awarded a contract to Fincantieri’s Marghera, Italy, shipyard for the construction of the company’s first ever cruise ship, the 227m Viking Star. Right before Christmas last month, the shipyard laid the keel for the 930-passenger ship. The ship will be delivered in early 2015. At the time of Viking Ocean’s launch, Torstein Hagen, Chairman of Viking Cruises, said the goal was to bring cruising’s focus back to the destination. “It is our view that in the race to build bigger ships, many cruise lines have lost sight of the destinations to which they sail,” he said. “With our new ocean cruises, we are applying the same principles behind our award-winning river cruises to our itinerary and ship design; privileged-access excursions; and onboard experiences to make destinations the true focus.”
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inside washington
Hearing paints bleak picture for Coast Guard Prior to the Christmas break, the House Subcommittee on Coast Guard and Maritime Transportation held a hearing on “Coast Guard mission execution: How is the Coast Guard meeting its mission goals?” What’s clear from this and other hearings on the matter is that the goals of the Coast Guard’s missions might be impossible to meet given that its aircraft and vessels are long in the tooth and not enough funds are being allocated to maintain and renew the fleet. In a statement, Subcommittee Chairman Duncan Hunter (R-CA), said metrics measuring the Coast Guard’s mission performance paint a “bleak picture.” In fiscal year 2012, the Coast Guard met less than half of its mission performance measures. Over the last five fiscal years, the Service never scored better than 61 percent. Hunter pointed out that much of the Coast Guard’s performance is “attributable to the fact that the Coast Guard’s fleets of aircraft and vessels are no longer reliable”
12 MARINE LOG January 2014
and “have surpassed their service lives and become increasingly prone to failures.” Testifying at the hearing, Vice Adm. John P. Currier, Vice Commandant, U.S. Coast Guard, agreed that the Coast Guard only met 11 of its 23 summary performance measures in Fiscal Year 2012, and said that sequestration was a contributing factor to reduced performance in FY2013 because it required the Coast Guard to reduce air and surface asset operations. “The impacts of sequestration,” said Vice Admiral Currier, “however, are erosive in nature. To prevent furloughs and RIFs in 2013—civilians are a central figure in our workforce, many standing watch alongside our active duty members—we deferred depot level maintenance on our assets and shore infrastructure, reduced spare parts levels, cancelled training classes, and risked meeting minimum proficiency levels for our cuttermen, airmen and boat crews.” Admiral Currier said that despite “an uncertain fiscal outlook, the Coast Guard is committed to responsibly recapitalizing
our fleet while preserving the most critical front-line operations.” Still, Chairman Hunter said, “The truth of the matter is, in this budget environment, there’s simply not enough money to complete the program of record. Both the Commandant and the GAO have noted that at least $2 billion annually would be needed to build the program of record on schedule, but the President’s fiscal year 2014 budget only requests $909 million for Coast Guard acquisitions, a 41 percent cut over fiscal year 2013. Projected future funding for the Coast Guard acquisitions also falls significantly short of what is required. The Service reports that it does not plan to spend more than $1.1 billion on acquisitions in any of the next five fiscal years.” Continued Hunter, “The time has obviously come for the Coast Guard to conduct a thorough review of its program of record and for the Service, the administration, and Congress to make some hard decisions about how to rebalance capabilities and mission requirements.”
SAFER, SMARTER, GREENER
Stepping up as DNV GL With safety and quality being top of the agenda for the new DNV GL, the world’s largest classification society, we put greater focus on risk-based rules, safety barriers and identify high-risk areas to ensure your safer application of LNG fuel. www.dnvgl.com Driven by our purpose of safeguarding life, property and the environment, DNV GL enables organizations to advance the safety and sustainability of their business. We provide classification and technical assurance along with software and independent expert advisory services to the maritime, oil and gas, and energy industries. DNV GL is currently involved in the majority of LNG fueled vessels and risk assessments for ports and governments around the world. Operating in more than 100 countries, our 16,000 professionals are dedicated to helping our customers make the world safer, smarter and greener.
&
May 13-14, 2014
Stamford Marriott Stamford, CT Keynote Address Deborah franco, Vice president Hr, HsQe, and administration, Harley marine services, inc.
Conference Topics Human factors: safety and training Subchapter M, Crew Endurance Management and onboard training
LnG suppLy and bunkering Where’s the supply of LNG going to come from?
WHat opportunities are there for building new barges? Articulated Tug Barges, LNG, LPG, and deck barges
epa tier 4 compliance Be fully prepared for the 2014 phase-in of standards for marine diesel engines
www.marinelog.com/events exhibit and sponsorship opportunities michelle m. Zolkos, marine Log conferences@sbpub.com | 212.620.7208
Harley marine services (Hms) is raising the bar on operational responsibility One of the fastest-growing marine transportation providers in the country, HMS has made a serious commitment to safety, the environment and responsible operations. It’s received ISO 9001 (Safety), 14001 (Environment) and ISM Certifications with ABS and is in the process of attaining OHS&S 18001 (Occupational Health and Safety) certification.
spearheading the company’s certification efforts is Deborah franco Combining her experience at HMS with the industry insights of an AWO boardmember, Deborah will discuss some of the major challenges faced by the tug and barge segment. Deborah will also reveal Harley Marine’s strategy to keep HMS growing and how it plans to stay in the forefront of environmental leadership and stewardship. Join us at tugs & Barges 2014 for this and other crucial, business-changing perspectives.
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COVER STORY
The amazing TransformaTion of Harvey Gulf International Marine Acquisitions, new vessels fuel operator’s rapid rise
I
t’s been a wild ride for Har vey Gulf Internationa l Marine (HGIM). The dramatic transformation of venerable, family-owned marine transportation and towing operator into a dynamic, trendsetting player in the U.S. Gulf of Mexico deepwater market can be traced to a midsummer’s day more than five years ago. On August 25, 2008, New York-based middle market private equity firm The Jordan Company announced it had inked deal with Harvey Gulf ’s previous owners to acquire the family-run business for $500 million. Under t he ter ms of t he ag reement, The Jordan Company would own 76% of the fully diluted stock, with the remaining interest held by management. Shane Guidry serves as Chairman of the Board and CEO of HGIM and all its affiliates, and COO Robert L. Gwinn was promoted to President and Chief Sales Officer. Si nce t he pa r t nersh ip bet ween t he Guidry family and The Jordan Company
By John R. Snyder, Publisher & Editor-in-Chief
was announced, more than $2 billion has been invested in Harvey Gulf International Marine, which now boasts about 90 vessels in operation or under construction, making it one of the premiere Jones Act operators. While rumors of a public stock offering have persisted for almost a year, HGIM has been silent. With the offshore oil and gas market showing solid growth, Wall Street would welcome an IPO with open arms.
Growth throuGh acquisitions A large part of HGIM’s growth spurt has been fueled by acquisitions. In October of last year, HGIM finalized a $460 million deal to acquire substantially all of the assets of the privately held Abdon Callais Offshore, LLC (ACO), Golden Meadow, LA. The purchase included 48 offshore supply vessels, of which four are currently under construction.
ACO has one of the youngest and largest fleets operating in the U.S. Gulf of Mexico with a focus on providing a wide variety of cargo and personnel transportation services to both shallow water and deepwater locations. Of ACO’s 48 vessel fleet, 92% is dynamically positioned (DP1 or DP2) and 58% is of 205 feet in length or longer. Six of the DP1 205 f t OSVs acquired from ACO were simultaneously sold by HGIM to Adriatic Marine LLC, Raceland, LA, for $72 million. Among HGIM’s other acquisitions were 11 DP2 offshore supply vessels and fast supply vessels from the Gulf Offshore Logistics, Lafayette, LA, in May 2013.
newbuildinG binGe For the last three years, HGIM has been on a shopping spree for new tonnage at Gulf Coast shipyards. One of the primary beneficiaries has been the Eastern Shipbuilding Group, Panama City, FL. Last summer, January 2014 MARINE LOG 15
COVER STORY Eastern Shipbuilding delivered The Harvey Deep-Sea, a STXCV 310 Construction Vessel. Eastern is now building two STX MPSV 340H 327ft x 73 ft x 29.5 ft heavy lift construction vessels for HGIM. To be named the Harvey Sub-Sea and the Harvey Blue-Sea, both vessels are designed by naval architectural and marine engineering firm STX Marine, Inc., which has off ices in Vancouver, BC, Canada, and Houston, TX. The Harvey Sub-Sea and Harvey BlueSea will have the following features: • A 250-metric tonne active heave compensated crane for deep water lowering (up to 4,000 meters); • 12,000 ft 2 of usable deck space; • Accommodations for 120 crew members in single and double occupancy quarters, along with three lounges, two gymnasiums, three conference rooms and a 48 person theater. • A heli-deck rated for a Sikorsky S-92 helicopter. According to Mike Carroll, HGIM’s Vice President of New Construction and Chief Naval Architect, the keels for the two MPSVs were both laid at Eastern Shipyard on November 30, with delivery expected in January 2016 and July 2016, respectively. “The interior furnishings on these vessels are well above the standards of other vessels that are coming out of second tier shipyards,” says Carroll. “I call it more of a European standard. There are no fourperson cabins. If you want the best people, you have to give them the best accommodations. Four-person cabins provide no rest or privacy for your mariners. It’s a quality of life issue.” Carroll also points out that the Harvey Sub-Sea and Harvey Blue-Sea are both being built to comply with the requirement s of t he IMO C ode of Sa fet y for Special Purpose Ships (SPS Code) and Maritime Labour Convention (MLC) for accom modat ions desig n, whole-body vibration, noise, indoor climatic variables and lighting. “Twenty-five years is a long time to say that your boat will never leave the Gulf of Mexico,” says Carroll. You don’t want to choose one (notation) over the other. You want to tie them together. It’s going to be a trend in the market.” Building vessels to comply with both SPS and MLC codes provides operators with the f lexibility to move their f leet around the globe. “The more current notations you have, the more you have the ability to win charters,” says Bill Lind, Vice President of 16 MARINE LOG January 2014
last year, dof subsea chartered the 92m harvey deep-sea for work in the Gulf of Mexico under a four-year agreement with harvey Gulf international Marine
Operations, STX Marine, Houston. “For the MLC, you have to design, as much as possible, for single quarters and natural lighting for the crew.” Continues Lind, “The other thing you have to keep in mind is EPA Tier 4 compliance. We’re designing vessels to optimize for all three.” He also points out that specialized vessels such as the Harvey Sub-Sea and the Harvey Blue-Sea have to be beamier boats to ma ximize the operational stability for the large active heave compensation cranes. HGIM also has other newbuild programs underway at Master Boat Builders, Inc., Coden, AL, and Thoma-Sea Marine Contractors, Lockport, LA. It’s also buildi ng t wo 9,0 0 0 -ton d r y dock s at C & C Marine, Belle Chasse, LA. Thoma-Sea is building the second of two DP2 294 ft 6 in x 62 Z-drive PSVs for delivery this year. The diesel-electric PSV Harvey Condor is being built to comply with ABS, USCG, SOLAS requirements. Bollinger Shipyards, Inc., Lockport, LA, is also due to complete the stretching of five Busy Bee Class OSVs to 270 Class boats with the delivery of the last vessel in March 2014. HGIM acquired the boats as part of an asset purchase with Bee Mar LLC. HGIM acquired a total of nine OSVs f rom Bee Mar for a n a l l-cash price of $243 million.
six dual fuel PsVs under construction Perhaps the building program that has garnered the most attention for HGIM is its six ABS-classed 302 ft dual fuel Platform
Supply Vessels (PSVs) under construction at Gulf Coast Shipyard Group (formerly TY Offshore), Gulfport, MS. Once delivered, the PSVs will make Harvey Gulf the largest owner/operator of clean burning LNG Offshore Support Vessels in the world. Commenting on the groundbreaking newbuilding program, CEO Shane Guidry said: “My commitment to our clients, the environment and our industry is clear. We are the only company in America building offshore supply vessels utilizing liquefied natural gas (LNG) as the fuel source regardless of the fact that these vessels have a construction cost of 20 percent higher than a conventional offshore supply vessel.” According to HGIM’s Carroll, the first of the six dual fuel 302 ft Platform Supply Vessels under construction at the Gulfport, MS, facility of Gulf Coast Shipyard Group was moved to the Syncrolift in early December. It’s due for delivery in the second quarter of 2014. Chad Verret, HGIM Executive Vice President, Alaska & LNG Operations, says “The first dual fuel vessel will be delivered by Gulf Coast Shipyard Group in either late April or early May, with the subsequent vessels projected to be delivered in four to four-and-a-half-month intervals. HGIM is still looking for contracts for three of the six vessels.” He says the plan is to build as many as 10 dual fuel vessels. HGIM’s also looking for opportunities outside the U.S. Gulf to operate the PSVs. Statoil, for example, is the largest user of dual fuel vessels in Europe. According to Verret, the vessels will each have the capacity to operate 10 days of
COVER STORY continuous operation at design speed. “We think we’ll be able to get at least two weeks of operation,” he says. HGIM is modeling its operation of the LNG-powered vessels after the Norwegian experience. Verret says HGIM met with Norway’s Eidesvik Offshore, which operates five dual fuel Platform Supply Vessels, including the world’s first, the Viking Energy. “We also spent some time at Kleven shipyard, which was building the Viking
Prince. We were onboard the vessel the day before it was delivered to Eidesvik Offshore. They have been very supportive in providing us with information over the last few years.”
lnG traininG HGIM is also developing a specialized LNG training course for its mariners. Verret says, “We are currently working with Maritime Simulation Institute, Middletown, RI, on a custom training program
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that will address LNG properties, LNG safety and LNG firefighting. It will be a 45-hour course over a f ive-day period, including one full day of firefighting.” In addition, Wär tsilä, as the manufacturer and supplier of the vessels’ LNG propulsion and fueling systems, will provide specialized training for the crews at its Wärtsilä Land and Sea Academy in Fort Lauderdale, FL.
lnG facility To support the refueling of its LNG-powered f leet, HGIM is developing an LNG fueling facility in Port Fourchon, LA. Harvey Gulf has hired CH·IV International of Houston, Texas as the EPC (Engineering, Procurement and Construction) contractor. The facility will consist of two sites each having 270,000 gallons of LNG storage capacity. The tanks will be stainless steel Type “C” pressure vessels with vacuum insulation and carbon steel exteriors. Lockheed Martin is building the storage tanks. Each facility will be able to transfer 500 gallons of LNG per minute. Aside from its primary role of supporting the oil and gas industry offshore f leet, the facility will be capable of supporting over-the-road vehicles that operate on LNG. According to Verret, the detail design for the LNG facility is being finalized. The three tanks, each with a capacity of 90,000 liquid gallons, will have an 80-day hold time. HGIM plans to commission one tank each time a vessel is delivered. More information on HGIM’s current fleet and environmental and safety initiatives, is available on its newly relaunched website, www.harveygulf.com.
lookinG ahead Verret is optimistic about the coming year. “We’re very pleased with the way things have developed. While you always run the risk of flooding the market. Right now, the vessels being ordered are more sophisticated, f lexible with cranes. It’s a different type of vessel construction.” He sees new markets opening up for equipment, such as the Mexican Gulf, af ter the Mexican Congress passed an energy reform bill to open up Mexico’s energ y industr y to private investment and competition. In the U.S., Verret believes there will be a 2014 season for Shell in Alaska, as well as a 2015 season for ConocoPhillips. “The state leadership in the state wants to increase production. They want to get more oil through the pipeline,” he states. That’s probably something everyone can agree on. ■
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ENGINEERING
OffshOre
A photo of the damaged blind shear ram
FEA Aids dEEpwAtEr Horizon FAilurE ForEnsics DNV uses Abaqus finite element analysis to study blowout scenarios
O
n the evening of April 20, 2010, Deepwater Horizon suffered a blowout while drilling in the Macondo Prospect, an area in the Gulf of Mexico 40 miles off the southeast coast of Louisiana. The platform caught fire; two days later, it sank. Numerous attempts were made to seal the well, but oil continued to spew into the Gulf until July 15, when a temporary cap was put in place. Relief wells then pumped concrete into the area underneath the wellhead, and the well was deemed permanently sealed in mid-September.
Investigating the cause of the blowout
During the initial event and in the weeks after Deepwater Horizon sank, numerous attempts were made to activate the blowout prevent (BOP) stack—initiation of the emergency disconnect sequence from the failing rig, automated dead-man circuitry on the BOP stack, even remotely operated vehicles working directly on the stack’s “autoshear” function, one mile down. Nothing stopped the flow of oil. Even while the oil industry was working to shut down the well and contain the spill, the Departments of Interior and Homeland Security signed an order to begin an investigation. On September 1, Det Norske Veritas (U.S.A.), Inc., Columbus, OH, office was awarded a contract to determine the performance and possible failure modes of the BOP stack. DNV pulled together an expert team of 40 individuals in forensic investigation, materials specialists, BOP operation, systems controls, and computer modeling from
By Kip Hanson
its Columbus, OH, Houston, TX, and Høvik, Norway offices to address all issues involved in this multidisciplinary investigation.
Finite element analysis as a forensics tool
Shane Finneran, project engineer and team lead in the Computer Aided Engineering (CAE) Group at DNV’s Materials and Corrosion Technology Center, Dublin, OH, was a key player in the investigation. Finneran’s group faced the problem of quickly constructing and testing numerous computer models of the stack’s mechanical components. They turned to Abaqus FEA software from SIMULIA, part of DNV’s investigative toolkit for over a decade. FEA provided DNV with a rapid, accurate methodology to simulate and evaluate the likelihood of proposed scenarios, many of which would have been impractical to assess with physical testing. “It would be extremely difficult and generally cost prohibitive to run physical tests under the same conditions that exist two miles under the ocean, re-enacting a blowout scenario,” says Finneran. “FEA can provide the means to perform extensive simulations of many types of damage—ranging from simplified deformation and buckling to post-buckling deformation and shearing—with realistic pressure and force measurements built into those simulations.” A 200-page report published by DNV (available at http://www. bsee.gov/uploadedFiles/DNVReportVolI.pdf) explains in great detail the reconstruction process and test methodology used, as well as their findings. January 2014 MARINE LOG 21
OffshOre The BOP stack, together with several pieces of drill pipe, was raised from the well site and transferred to a holding facility at NASA-Michoud. The team cleaned, photographed, and cataloged the stack, disassembling where necessary to get at its inner workings. Hydraulic fluids and metal samples were taken for analysis, the stack’s control mechanisms and their batteries, actuators, and solenoids were tested, and the casing and blind shear rams, variable bore rams, and upper and lower annular preventers were all visually inspected and 3D laser scanned. DNV then used the laser scans to construct as-is 3D CAD models of the damaged equipment, especially in the area of the BSR, the blind shear ram, which was the only ram on the BOP designed to cut the drill pipe and seal the well bore. SolidWorks software, also from Dassault Systèmes, was used to convert the original CAD files of the ram components into simplified surfaces for use with Abaqus FEA, enabling the team to simulate and virtually test their theories of what happened.
What went wrong
During normal operations, the huge BOP stack sits on the sea floor directly above the wellhead. Its two halves together are as tall as a six-story building and weigh over 400 tons. The top half, called a Lower Marine Riser Package (LMRP) contains two electronic control pods together with a pair of donut-shaped sealing devices called the Upper and Lower annular preventers. The preventers seal around the drill pipe and regulate upward fluid flow. The lower half of the BOP stack contains a series of shear and bore ‘rams,’ and the valves and hydraulics that actuate them. Depending on the circumstances, these rams serve to ‘choke’ the well, or ‘kill’ it if necessary. The BOP stack is a complex device, and its job is critical: control pressure within the well, keep the drill pipe centered, and sever and seal the pipe in the event of an uncontrollable blowout. The Deepwater Horizon’s BOP stack failed on all three counts. On the night of the accident, shortly after a routine “leak-off ” test of the Upper Annular Preventer, manifold pressures on the drilling platform increased five-fold. Oil and gas then began spilling onto the platform deck, and the rig caught fire. Personnel aboard the Deepwater Horizon activated the Emergency Disconnect Sequence (EDS) in an attempt to shut down the well, but they were unsuccessful. The rig was abandoned a half an hour later.
How it happened
DNV’s analysis, supported by FEA data, indicates that the primary cause of failure was the BSR, or blind shear ram’s inability to cut the drill pipe and seal the wellbore. The BSR is like a big pair of scissors, with opposing blades designed to cut the drill pipe and seal its end in a last-ditch effort to kill the well. FEA clearly showed that the shear ram should have been able to do its job. The required force was in the middle of the test and calculated data range for a nominal, centered pipe model, and there was nothing out of the ordinary with the strength of the drill pipe itself. The BSR would likely have worked, except for one thing: the pipe wasn’t where it was supposed to be. When activation of the blind shear rams occurred during ROV intervention, the annular preventers were already sealed around the drill pipe at the top of the BOP stack. The variable bore rams were sealed around its lower half. The pipe should have been in the center of the well bore, which is where the blind shear ram expected it to be. However, physical evidence from the markings on the recovered portion of the drill pipe indicated that the pipe was at the side of the wellbore instead. 22 MARINE LOG January 2014
The DNV engineers postulated a reason: One of the pipe’s tool joints was positioned just below the upper annular preventer, which was closed on the drill pipe. When upward pressure became high enough due to the forces caused by the blowout, the pipe had nowhere to go and the upward forces (compression forces on the drill pipe) caused the drill pipe to buckle—pushing the pipe to the side of the wellbore. The blind shear ram tried to cut the pipe off-center, unsuccessfully. This jammed a portion of the drill pipe between the ram block faces, preventing the rams from fully closing and sealing the wellbore.
FEA supports theories of ‘why’
As DNV’s investigation into the proposed sequence of events deepened, FEA continued to support the team’s theories. They started with a buckling analysis to determine what the necessary load would have been to move the pipe to the edge of the casing. From there, it was necessary to determine two other things: would the pipe have sheared had it been in the correct position, and what forces were needed to shear it off-center? Once again, FEA models provided the needed insight. “First, using a combination of the shear damage parameters, in conjunction with the known elastic and strength values of the material, our FEA data validated the estimated pressures needed to shear the pipe under a center-load condition,” says Finneran. Next, the engineers simulated the situation seen on the Deepwater. “Our shearing analysis showed that, with the pipe off-center, the rams would have been prevented from closing fully,” says Finneran. “This allowed flow past the blind shear rams and caused significant erosion of the blind shear ram components and wellbore.” “We determined that, under blowout conditions of this well, it was possible for the drill pipe to buckle between the UA (Upper Annular Preventer) and U-VBR (Upper Variable Bore Ram),” says Finneran. The DNV hypothesis was supported by their off-center BSR shearing FEA model, which provided results consistent with those damaged pipe segments, as well as the erosion damage seen between the rams, wellbore, and recovered drill pipe.
Moving Forward
Now that FEA has been shown to be highly useful in helping identify the causes of the Deepwater Horizon failure, Finneran would like to see it used to lessen the likelihood of such events reoccurring in the future. “I believe finite element analysis can be a valuable tool in validating the capabilities of both new designs and existing equipment,” he says. “It allows you to incorporate a number of scenarios and situations that are difficult, if not impossible, to analyze through experimental testing.” Finneran points out one challenge still to be overcome: incomplete raw material data. Because some of the material damage parameters of the actual materials used in Deepwater’s BOP stack were unavailable, he and his team had to substitute equivalent materials with known values in their analyses. “The industry as a whole would benefit from developing material-specific data that could help them to further fine-tune the FEA of their designs,” he says. “Given the appropriate material data, this kind of numerical modeling definitely has the ability to assess the extreme pressures and conditions that may be seen during a blowout event.” “Whatever the outcome of this testing, regulations are expected to change,” says Finneran. “Several alternatives are being considered within the industry, such as including redundant BSRs as a secondary backup, and pursuing more robust designs capable of cutting and sealing under most any situation presented.” ■
Fuels & lubes
Maersk was one of the pioneers in slow steaming, devising a careful maintenance plan to address low engine load conditions
Slow Steaming, fuel sulfur limits present lubrication challenges By Nick Blenkey Operation on distillate fuel poses different lubrication challenges
A
n industrywide shift to slow steaming has put new stresses on existing marine engines originally built to operate at higher service speeds. Additionally, the introduction of new generation longer stroke, higher pressure slower turning engines has produced its own set of challenges for lubricants. Added to this, progressively tighter limits on sulfur in ships’ fuel mean that existing engines are now spending significant hours operating on fuels they were not designed to burn. All of this has created significant engine lubrication challenges. Outside the engine room, U.S. EPA VGP requirements for “environmentally friendly” lubricants mean that shipowners are also opting for new hydraulic oils, greases and stern tube lubes. As we reported back in our November 2013 issue in “Oil and water don’t mix,” December 19 marked the deadline for the new Vessel General Permit requirements for Environmentally Acceptable Lubricants. Suppliers have been researching and developing lubricants to meet the new requirements for a number of years, having developed a full line of Environmentally Acceptable Lubricants (EAL) to cover a vessel from stem to stern, both above and below the waterline. To ensure that the EAL complies with the VGP’s requirements, ship operators should look for EALs labeled under
the following programs: Blue Angel, European Ecolabel, Nordic Swan, the Swedish Standards SS 155434 and 155470, Convention for the Protection of the Marine Environment of the North-East Atlantic (OSPAR) requirements, and the EPA’s Design for the Environment (DfE). Lubricant suppliers can also provide a compliance statement and copies of the lubricating test data.
Marine engines prefer the cheap stuff The economics of the refinery business mean that there’s really no such thing as a low sulfur residual fuel since its much more expensive than distillate fuels. Switching marine engines designed to run on residual fuels to distillate, even for only a proportion of a vessel’s operating profile, brings with it another set of problems. One of the best resources available on this issue is the CIMAC Guideline for the Operation of Marine Engines on Low Sulfur Distillate Diesel, 2013. The Guideline identifies the operational issues that must be considered to ensure efficient and safe vessel operation on low sulfur distillate and when changes and changeover of fuels are made. A number of these are lubrication related. Operation on distillates produces different problems for medium-speed and slowspeed engines. January 2014 MARINE LOG 23
Fuels & lubes Medium-speed engines Medium-speed engines burning residual fuel typically show deposits on the inlet valves consisting of soot and fuel ash that act as a lubricant when the valve closes, which is done with an additional rotational movement. When burning distillate fuel, these deposits are significantly reduced. While fuel leakage from the pump into the lubricant is low during residual fuel operation, it increases with a decrease in viscosity and can be significant during distillate fuel operation, leading to accelerated lubricant degradation. To avoid leakage of distillate fuel into the oil some engines are equipped with sealing oil (lubricating oil sealing) at the fuel pump that has to be used during operation on distillate. However, operating on residual fuel, the sealing oil should be switched off due to potential incompatibility between lubricating oil and some residual fuels that can cause deposits in the fuel pump resulting in fuel pump sticking. “Liner lacquering is a rare phenomenon generally only observed with operation on low sulfur distillate fuel,” says the Guideline. The lacquering deposits form a very smooth surface on the liner that can compromise adhesion of the oil film to the surface and increase lubricating oil consumption by a factor of two to four. CIMAC says the phenomenon is mainly known from applications with a load pattern running intermittently on full load followed by idling. However, engine design and aromatic fuels with a large proportion of heavy components can also promote lacquer formation. CIMAC says that operation on low sulfur distillate while still using the lubricant for HFO with a Base Number (BN or TBN) of 30 to 55 is not critical for a limited period of time (typically 1,000 hours). For long term operation on low sulfur distillate, however, a lubricant with a suitably lower base number is recommended. When the engine will be operated on distillate fuel for over 1,000 hours before reverting to residual fuel, a low BN version (20 or 30, in accordance with OEM recommendations) of a “residual fuel lubricant” should be used while operating on distillate fuel. Specific OEM requirements need to be considered when making the decision to switch to a different lubricant BN. Lubricants designed for engines operating continuously on distillate fuel typically have a BN in the range of 10 to 16 mgKOH/g. Operation on residual fuel is not permitted with such a lubricant. Mixing of a “distillate diesel engine lubricant” with a “residual fuel type lubricating oil” is also not allowed, as compatibility problems must be expected.
Two Stroke Engines Most modern two-stroke engines are designed and optimized for operation on high sulfur residual fuel oil. The high BN or TBN cylinder lubricating oil is designed and optimized for sustained engine operation on high sulfur residual fuel oil. The Guideline says that when switching from high sulfur residual fuel oil to low sulfur (<1.50% m/m sulfur) or very low sulfur (<0.10% m/m sulfur) fuel some precautionary measures need to be taken. During combustion, the sulfur in the fuel is released forming SO2 and some of this forms SO3 that reacts with the water from the scavenging air and water formed during the combustion process to form sulfuric acid. Sulfuric acid corrosion is the primary cause of corrosive wear experienced in the cylinder liners and on all types of piston rings. The cylinder lubricating oil is designed and optimized to neutralize the acid formed. The BN is a measure of the cylinder lubricating oil’s capacity to neutralize acid. The higher the BN, the more acid can be neutralized. 24 MARINE LOG January 2014
When operating on low and very low sulfur fuel, very little sulfuric acid is formed, and hence the alkaline components in the lubricating oil are not neutralized and thus may form compounds that can potentially harm the engine. Under some operating conditions, and for some engine types, the alkaline components form deposits on the piston crown land that can disrupt the oil film between the piston rings and the cylinder liner, and hence the risk of metal-to-metal contact, seizures and scuffing increases. Deposits can also form behind the piston rings and this can cause excessive ring and liner wear as the rings are no longer free to move. Consequently, new cylinder oils with a lower alkalinity or BN have been developed for operation on low and very low sulfur contents. Operating the engine with an unmatched cylinder oil BN and fuel sulfur content could increase the risk of either scuffing or excessive corrosive wear. Engine design and operating parameters can also affect the cylinder oil alkalinity requirement. As there is currently very limited experience with prolonged operation on very low sulfur fuels, CIMAC recommends the following approach: • Low BN cylinder oils should be chosen for low and very low sulfur fuels, and high BN oils for high sulfur fuels. • The period for which the engine can be run on low sulfur fuel and high BN cylinder oil is very dependent on engine type and mode of operation. It is not expected to result in any unsatisfactory conditions in the course of a few days. • Evaluate the engine’s actual cylinder condition after the first operating period on low sulfur fuel, and act accordingly. If excessive piston crown deposits begin forming, operate at low lubricating oil feed rate or change to a low BN cylinder oil. The CIMAC Guideline also says that for prolonged low sulfur fuel operation, many engine manufacturers recommend that the cylinder oil should be switched from a high BN type to a 40BN or a lower value. Cylinder oil feed rates should also be considered and engine manufacturer recommendations must be followed.
Higher TBN cylinder oils New generation slow-speed engines are characterized by lower rev/ min, longer strokes and increased scavenge and combustion pressures. These factors, along with the use of fuels of varying sulfur content, have seen some of these engines subject to cold corrosion. Reportedly, older engine designs that have been modified with fuel optimization kits to enable effective slow-speed operation have had similar issues. In response, lubricant suppliers are introducing higher TBN cylinder oils — although all assert that there’s more to the new formulations than the TBN number.
Castrol To address the slow steaming corrosion issues in new two strokes, Castrol Marine will launch a 100 BN lubricant, Castrol Cyltech CL 100 ACC in May 2014. The introduction of Castrol Cyltech CL 100 ACC (Advanced Corrosion Control) follows rigorous testing and trials of new ACC technology that drew on Castrol’s early identification of corrosion in the latest engine types when running on higher sulfur content fuels at part load. Castrol says that significant wear reductions has been seen with this new technology compared to its previous generation lubricants. “Castrol Cyltech CL 100 ACC is not simply an existing oil that has been up-treated to give a higher BN,” says Castrol Marine’s Jonathan Hutchinson. “It is based on a new chemistry that we have been developing over the past two to three years to ref lect technical challenges set by modern super long stroke engines. These operate at higher pressures causing higher dew
Fuels & lubes points and increased sulfuric acid formation, which in turn can result in severe corrosive wear, particularly where higher sulfur fuels are used and the engine is operated at lower loads. Acid neutralization has proved critical in part load conditions when using high sulfur fuels. Cyltech CL 100 ACC includes a pioneering technology formulated to deliver advanced corrosion control. This ACC technology contains innovative surface acting agents, protecting cylinder liner surfaces more effectively and longer than our previous generation cylinder lubricants.” High profile shipowners have reported cold corrosion in operational large bore engines after adopting mid-range cylinder oils, which was only rectified following replacement by Castrol Cyltech 80 AW, Castrol’s current higher BN lubricant.
Shell Shell is introducing two new cylinder oils: Shell Alexia S5 (BN80) and Shell Alexia S6 (BN100). They feature advanced triple-action technology to help protect the latest engine designs from increased acid stress and corrosive wear. Shell says that changes incorporated in new two stroke designs can increase oil stress, which it identifies as having four components, acid, insolubles, humidity and thermal. Acid stress is the major problem for newer engines that have higher engine pressures and lower cylinder wall temperatures and Shell’s calculations show there could be up to 300% more acid in the cylinder under certain conditions. Shell’s technology works in three ways: 1) acid blocking reduces the acid penetrating the oil film 2) acid that gets past the oil surface is neutralized by over-based
detergents to form calcium sulphate. 3) smart detergency in the formulation acts to stabilize the calcium sulfate and gives more protection against deposit build-up. Shell says its new portfolio complements recent recommendations by Wärtsilä and MAN Diesel & Turbo to use BN80 and BN100 products in new and modified engines.
Total Total Lubmarine’s latest product, Talusia Universal 100, is designed to reduce the risk of cold corrosion in Mark 8.1 and newer marine engines, as well as electronically controlled engines. Talusia Universal and Total says it will provide operators with all the associated benefits, including increased neutralization efficiency in extreme conditions and better control of deposit build-up in case of less severe conditions.
ExxonMobil In response to the challenge of cold corrosion, ExxonMobil has introduced Mobilgard 5100 , a 100 BN cylinder oil that delivers exceptional acid neutralization performance, deposit control and oxidation stability, but says that its Mobilgard 560 VS “remains the key cylinder oil for the majority of engines in service today, enabling a single cylinder oil to be used in vessels operating worldwide, including within ECAs.” It says that its proprietary formulation provides optimal piston deposit and wear control and neutralization/anti-corrosion performance for engines burning both low and high sulfur fuels and that “testing has proven that Mobilgard 560 VS (60 BN) outperforms most 70 BN cylinder oils at equivalent feed rates.” ■
January 2014 MARINE LOG 25
Posidonia 2-6 June 2014
Metropolitan Expo, Athens Greece
it's a great deal The International Shipping Exhibition
Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com
www.posidonia-events.com
ProPulsion
Becker’s Twisted Fin is well suited for vessels that travel at speeds of 18 knots or greater, such as containerships
Tweaks above and below waTerline offer significant energy savings
Compiled by Marine Log Staff
innovative superstructure lowers fuel consumption, increases ship security
W
hat would you say to a new ship superstructure design that not only reduces fuel consumption, but also improves security against pirates? That sounds like a win-win, doesn’t it? The newly built, Panama-flag Raga, a 95,000 dwt bulk carrier, was recently delivered by Japan’s Imbari Shipbuilding Co., Ltd., with a next generation superstructure called the “Aero-Citadel.” The Aero-Citadel has a streamlined shape and includes accommodation quarters, engine room, and funnel casing. According to the Tokyo-based Japan Ship Exporters’ Association, the Aero-Citadel performed well in wind tunnel testing, reducing wind pressure during navigation by 25 to 30% . This translates to a decrease of 2% fuel consumption in a Capesize bulk carrier navigating at normal output against about 9m/sec head wind (Beaufort 5 class). The Raga, classed by ClassNK, has an overall length of 234.98 meters, beam of 38 meters, depth of 19.9 meters and draft of 14.468 meters. The main engine is a Hitachi-MAN B&W 6S60ME-C (Mark VIII) slow-speed diesel, with a maximum continuous rating of 12,950 kW at 101 rev/min. At a nominal continuous rating of 85%, the Raga has a service speed of 15 knots on its design draft. The bulk carrier was built for Japan’s Shoei Kisen Kaisha, Ltd.
To further reduce onboard energy consumption, the AeroCitadel also incorporates LED lighting into the design for the accommodations and engine room. This lowers the electric power required for lighting by 50%.
Protection against pirates The Aero-Citadel concept also increases the safety and security of the ship and the crew, says Imbari Shipbuilding. The streamlined shape of the citadel makes it easier to turn the bow of the ship windward during anchorage and decreases the risk of anchor dragging. In addition, there are a number of anti-piracy measures incorporated into the superstructure’s design. All of the stairs, for instance, are located inside the superstructure as an anti-piracy measure. The entrance on the lower level deck has thick reinforced steel doors. The accommodation windows are bulletproof, and water cannons have been installed on the upper deck to prevent pirate incursions into the accommodations. A citadel facility is provided as a refuge area in the superstructure that can accommodate all of the 25 crew for several days, protected by double-layer security doors. Once more, the citadel is also equipped with communications devices, ship maneuvering equipment such as stop main engine and steering controls, and can gather information about the ship’s January 2014 MARINE LOG 27
ProPulsion status including video images and sound even in a power blackout. For crew comfort, the accommodation block design also incorporates increased noise insulation and vibration dampening measures in accordance with SOLAS MLC 2006 requirements. On December 20, Nicaragua ratified the Maritime Labour Convention, 2006, bringing to 54 the total number of ratifications received so far representing 80% of the world gross tonnage of ships. Known as the “seafarer bill of rights,” MLC 2006 establishes minimum wage and living standards for all of the seafarers working on the ships of ratifying countries. Imbari Shipbuilding recommends that the Aero-Citadel superstructure design be incorporated into a l l ship t y pes to improve energy efficiency, fuel consumption, increase safety and improve onboard accommodations.
Propulsion improving devices Of course with rising bunker fuel prices and stricter environmental regulations, there’s a strong focus on improving a ship’s energy efficiency and fuel consumption, and modifications to the ship’s superstructure aren’t
Wärtsilä’s Energopac integrates a propeller and rudder design to save power
the only measures being taken. An advisory published by ABS called Ship Energy Efficiency Measures, Status and Guidance, published last year, provides an excellent overview of some of the Propulsion Improving Devices (PIDs) that are available from propulsion manufacturers to improve fuel consumption. These PIDs include Wake Equalizing and Flow Separation Alleviating
Celebrating 100 Years
28 MARINE LOG January 2014
Devices, Pre-Swirl Devices, Post-swirl Devices and High-efficiency propellers. One of the PIDs highlighted by ABS is the Becker Mewis Duct, which combines a pre-swirl stator with an accelerating duct. The Becker Mewis Duct was developed for full-form slower ships, such as tankers and bulk carriers, and provides either significant fuel savings at a given speed or, alternatively, allows the vessel to travel faster at a given power level. The Becker Mewis Duct consists of a duct positioned ahead of the propeller and an integrated fin system within. The duct straightens and accelerates the hull wake into the propeller and also produces a net ahead thrust. The fin system provides a pre-swirl to the ship wake which reduces losses in propeller slipstream, resulting in an increase in propeller thrust at given propulsive power. Both effects contribute to each other. Becker Marine Systems says the achievable power savings from the Becker Mewis Duct are strongly dependent on propeller thrust loading, from 3% for multi-purpose ships up to 8% for tankers and bulkers. The power savings is virtually independent of ship draft and speed. The Becker Mewis Duct is suited for both newbuilds and retrofits. Besides the benefits of improved fuel savings and propulsion efficiency, the Becker Mewis Duct has no moving parts and the Return on Investment can be accomplished in about a year, says Becker Marine Systems. Over the last three years, more than 350 Becker Mewis Ducts have been sold. However, Becker Marine Systems wanted to offer a similar energy saving device for faster vessels, such as containerships. Becker leveraged its knowledge and experience with the Becker Mewis Duct to develop the Becker Twisted Fin for containerships and vessels traveling faster than 18 knots. Like the mewis duct, the Becker Twisted Fin has no moving parts and is installed in front of the propeller and generates a preswirl. The nozzle ring is smaller and has a special flat profile with a much lower drag. The fins on the inside of the nozzle ring extend outwards beyond the nozzle. To prevent the formation of a swirl with cavitation at the ends of the fins, Becker has developed special end caps for the fins. The small nozzle ring generates thrust, provides stability to the fins and reduces vibration. Back in 2012, the Becker Twisted Fin was fitted on the first of a series of ten 7,100 TEU containerships for Hamburg Sud. More recently, Becker Marine Systems received an order to deliver TLKSR Twisted
ProPulsion Leading Edge Rudders as well as Becker Twisted Fins for five 14,000 TEU containerships being built at Korea’s Hyundai Heavy Industries (HHI). The giant container vessels will be delivered to United Arab Shipping Company (UASC). Tank tests at HSVA showed that the Becker Twisted Fin would yield an average energy saving of 2.5% for containerships.
Wärtsilä’s Energopac Post-swirl devices condition the f low at the af t end of the propeller. One such device is Wärtsilä’s Energopac, which is an integrated propeller and rudder design that effectively reduces f low separation behind the propeller hub, thereby reducing frictional drag while preserving coursekeeping capabilities. Sea trials have shown that the Energopac solution saves close to 4% power in design condition. Introduced in 2008, Wärtsilä’s Energopac has a rudder bulb located behind the propeller hub. The bulb is mounted on a custom-designed full-spade flap rudder. Using Computational Fluid Dynamics (CFD), an Energopac installation can be fully optimized for energy efficiency without compromising maneuverability or comfort levels. According to Wär tsi lä, Energopac’s sophisticated full-spade flap rudder delivers excellent rudder balance and maneuvering performance, and also enables a smaller overall rudder blade area with lower consequent rudder drag. In transit conditions, where only relatively small steering angles are required to keep the vessel on course, the rudder bulb remains within the shadow of the fairing cap wake. The performance improvements determined t hrough CFD ca lcu lations and model tests indicate power reduction values ranging from 2 to 9%.
Rolls-Royce Promas Another post-swirl device is Rolls-Royce’s Promas, which incorporates a propeller and rudder designed together as a single unit for optimum propulsive efficiency, which is expected increase by 3 to 6% . Promas also improves low speed maneuverability. Rolls-Royce Marine says the best results for Promas are achieved on blunt single-screw vessels with a block coefficient of 0.75 to 0.85 and a design speed in the 14- to 16-knot range. The efficiency gain in these applications can be as much as 6 to 9% compared with conventional solutions. For faster and slenderer single or twinscrew vessels such as car carriers, efficiency
improvements of 2 to 5% can be expected. Last year, Rolls-Royce won a contract to supply Promas Lite propulsion system to the Norwegian ship owner Hurtigruten to improve propeller efficiency on its cruise ship Richard With. Promas Lite is an integrated propeller and rudder system that increases efficiency and is designed specifically for retrofitting existing ships. The installation of Promas Lite on the Richard With cruise ship was expected to improve propeller efficiency
improvement for the ship between 11-14 percent at 15 knots. By installing the Promas Lite solution, Hurtigruten will receive up to 80% of their total investment from the Norwegian Government’s NOx fund, which encourages ship operators to invest in innovative technology that will reduce NOx emissions. Ty pical fuel savings for Promas Lite range from 5 to 15 per cent, depending on the type of operation and the performance of the existing propeller. ■
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January 2014 MARINE LOG 29
Human Factors
It’s the lIttle thIngs that matter
By Chris Greenbank, Human Factors Specialist, BMT Reliability Consultants
A systematic and structured approach to human system integration will help to minimize the opportunities for error
E
ditor’s note: The majority of marine accidents cite human error as a causal factor, yet human factors as a discipline is often overlooked and indeed treated with a level of cynicism within the marine engineering community. Part of the problem is that bland terms such as “human factors” and “ergonomics” actually hide the true value of the subject, and lead to a prevailing but erroneous belief that human factors is only about designing control panel layouts. A system should not just be viewed as the lines of code or the shiny hard metal and plastic. The human element is as much a part of the system as any other component. Perhaps another reason why engineers can often be sceptical about “human factors” is the counterintuitive need to focus on the little things. However, it’s a multitude of small things that can add up to an increased risk of human error— accidents rarely happen as a result of one particular action so it is important to pick up the things that could trip up human performance and deal with them as part of a systematic process. BMT Reliability Consultants’ Human Factors Specialist Chris Greenbank argues that in complex engineering programs, people are in fact, like any other part of a system—they have a certain specification, they have design parameters and environmental limits. He highlights how a structured and systematic systems engineering approach to Human System Integration (HSI) can help not only simplify the process and reduce risk, but also allow stakeholders to reduce total-life costs of their assets. Human error is cited as a causal factor in the majority of incidents and accidents across the marine sector. Between 2000 and 2005, an average of 18 ships collided, grounded, sank, caught fire or exploded every single day. This cost the insurance industry alone $4 million every day—of which around $2.7million of losses per day were attributed to human error. Over that period issues in which people played the dominant part cost the industry a staggering $10 billion in largely avoidable losses. Despite these statistics, the industry still faces an uphill struggle to 30 MARINE LOG January 2014
truly get to grips with the “human element.” Perhaps this is because the terminology is too vague. There is as much a point in referring to the “human element” as there is in referring to the ship as the engineering element—neither are specific enough to allow the area to be considered in enough detail and be meaningful. Engineering is about precision. Unless you manage your engineering program in a very structured and systematic way, then it’s hard to see how you can succeed. The integration of the human into a system should be considered in exactly the same way, rather than the scattergun approach which remains common today. Considering human factors in a systematic way improves safety and performance and drives down the total program life cost. After all, human behavior is a key part of almost any system, and is at the center of triumphs—and most disasters. Considering the human element systematically is therefore essential, but it also makes business sense, too. Accidents of any type are expensive, and anything that drives performance also has the potential to drive competitive advantage. Although there is a cost to considering human system integration properly and early enough in the acquisition process, that cost is paid only once, and there is mounting evidence that HSI programs deliver an astonishingly good return on investment with the cost being recouped by savings at all phases of design and indeed the total life cost of the vessel. Where an operator needs to compensate for poor design that cost is paid every day—and even then there is a degree of uncertainty about whether the correct response will be made when it matters. Studies from the air traffic control industry indicate that getting the design right to start with saves up to 100 times the cost of fixing problems later. The Human System Integration process (HSI or Human Factors Integration (HFI) in the UK), is a structured process common in military and other safety critical industries that systematically allows the human element to be managed from early design through the total life of the system.
Human Factors As part of the structured approach the human element is then broken down into a number of domains. Although the formal domain titles vary slightly depending where in the world you are, they are consistent in the themes they address. Here we refer to seven domains: Manpower, Personnel, Training, Human Factors Engineering, System Safety, Health Hazards and Social and Organizational. The themes in the U.S. for example are consistent, but the titles differ slightly. The key point is not the definitions of the domains—it is the necessity to break the human element down into manageable chunks if it is to be dealt with on a practical level from a designers and operators perspective.
Manpower Manpower plays a critical role in any given situation and so the cost of personnel is significant. Therefore it’s important for organizations to feel confident that they have the optimum number of people with the right set of skills to do the job effectively and safely and identify what opportunities there are to reduce manning levels supported by the latest technology.
personnel To achieve optimum system performance we must remember that although there is a basic build standard for humans, individuals vary in their experience and other human characteristics, including body size and strength. Still we see designs where control panels or critical valves are positioned where they cannot be reached by everyone. Designing equipment with a detailed understanding of body size, and how it moves, as well as what people can realistically see from their height and location will result in enhanced performance and fewer errors.
Training In general too much reliance is placed on training and procedures as a means to mitigate fundamentally poor system design. Sometimes, training and procedures are the only tools we have and indeed, it’s not to say that training is not required. However, if we as an industry want to bring the human error rates down we have to recognize that training is one of the weakest mitigations for human error, and design the wider system and checks and balances accordingly.
HuMan FacTors engineering People are extremely adaptable and will cope with bad design/equipment or with the most horrendous conditions, but that doesn’t mean that they’re doing well—it just means they are coping. During design, considerable time is spent with the integration of “unchangeable” components of the system. They have a known specification, interface requirements and limiting factors and have to be used as they are. The same is true of humans. If you treat the human in a similar systems engineering approach then it is far easier to integrate HSI into engineering programs. The reference data is different, but conceptually the approach is very similar. When human element issues are put in engineering terms they often become more easily explained and managed. For example, you don’t ask an electrical circuit to take more load than it was designed for because it will break. The same logic is true of people when it comes to lifting equipment or stores. Equally, it is common to find attention quickly given to the necessary cooling of equipment to keep it within its cleared limits, yet people have similar environmental limits too but these are often overlooked—with potential performance and safety impacts. The person is as much a part of the system as the lines of code or the shiny hard metal and plastic. That includes leaving space for
them to be in the necessary posture for maintenance tasks. If you put a person in an uncomfortable position and ask them to carry out an intricate task then it is reasonable to expect the job will not always be done as well as imagined— regardless of the amount of training and procedures you put in place. Small things that might be considered obvious are still routinely missed. HSI therefore de-risks the design early and helps avoid costly re-design work later on in the design program.
sysTeM saFeTy It is something of a paradox that the human element of the system is a causal factor in the majority of accidents, yet is also one of the most widely cited safety mitigations. Indeed it is true to say that too much time is spent discussing the purely negative aspects of being human; the human in the system is in fact one of the best and most effective mitigations for a wide range of failures and accident sequences. The capacity for creative problem solving has saved the day on so many occasions, yet those events are rarely newsworthy and therefore feature less highly in people’s perceptions of human risk.
Accidents rarely happen as a result of a particular action so it’s important to pick up the things that could trip up human performance and deal with them It is important to approach discussions on the probability of a given human outcome with a robust knowledge base, logic and a clear head. Of course, it’s impossible to cater for everything—it’s about identifying what is an acceptable level of risk and putting measures in place to help minimize those risks. Even where equipment cannot be modified during the design process it remains important to understand any deficiencies and confirm that appropriate mitigations are in place.
HealTH Hazards Linked to system safety, it’s important to go through the process of identifying and addressing conditions inherent in the operation or use of a system (e.g. vibration, fumes, radiation, noise, shock, etc.) that can cause death, injury, illness, disability or reduce the performance of personnel.
social and organizaTional This particular domain is inextricably linked with all of the other areas and is the application of tools and techniques from organizational psychology, management studies, social science, information science and the system of systems approach in order to consider the organizational configuration and social environment. That is everything from measures to increase retention, job design and effective communication—even the selection of people. Managing human factors in a structured and coherent way is vital for success—be precise, thorough and rigorous. Experimenting around the edges or tinkering in the middle will not bring to the fore the total life cost and performance benefits. A systematic and structured approach to human system integration will help to minimize the opportunities for error and provide the best possible chance of optimizing the performance of your key assets—your systems/ equipment and your people. ■ January 2014 MARINE LOG 31
Patrol Boats
Delivering heroics:
Government agencies add workhorses
A
plethora of vessels make their way across New York Harbor everyday—ferries taking passengers to and from the outer boroughs and national landmarks; tugs pushing barges down the East River; the FDNY’s (Fire Department of New York) Three Forty Three fireboat— and now, being added to the mix is a brand new vessel for the NYPD’s (New York Police Department’s) Harbor Unit. Delivered in early November by builder Gladding-Hearn Shipbuilding, A Duclos Corporation, Somerset, MA, the patrol boat, named Det. Dillon Stewart, is the first in a series of five—three 61-footers and two 71-footers—being built for the NYPD’s Harbor Unit; and is the first high-speed vessel outfitted for the unit’s dive team. Designed by C. Raymond Hunt, New Bedford, MA, the vessel features a deep-V hull design with a squared off bow, and fendering and knees raised above the main deck to facilitate bow landings. The versatile patrol boat was designed to respond to emergencies across New York City’s waterways. It includes a pilothouse offering 360-degree visibility—vital to search and rescue operations; a patient triage area in the forecastle; a diver’s ready-room; a decontamination shower and a 13-ft inflatable tender, launched by a hydraulic, knuckle-boom crane. The vessel, which can reach a top speed of 35 32 MARINE LOG January 2014
knots, is powered by two MTU-10V2000M94 diesel engines, each producing 1,600 bhp at 2,450 rev/min and driving a pair of Hamilton HM521 water jets through ZF3000 gearboxes. “This boat is now the largest vessel in our fleet, and also one of the fastest,” said NYPD Commissioner Ray Kelly at the vessel’s launch. “It will enable us to transport more equipment and personnel and help our SCUBA team carry out the life-saving work they do every day, from rescue operations, to conducting searches for people and evidence, to inspecting piers, sea wall, and ship hulls as part of our counterterrorism mission.” Keeping up with its tradition of honoring New York’s finest, the boat was named after Detective Dillon Stewart, who was shot and killed by a motorist on November 28, 2005. The vessel, said Kelly, “will serve as a lasting reminder, not only of the service and sacrifice of a fallen hero, but also the ideals Dillon Stewart and many other police officers have given their lives to defend.”
Eighth FRC delivered to USCG Lockport, LA-based Bollinger Shipyards, Inc., has delivered the eighth Fast Response Cutter (FRC) to the United States Coast Guard. Named the Charles Sexton, the 154 ft patrol craft is based on the proven Damen Stan Patrol Boat 478 design. Considered a “game changer,” the FRC has a flank speed of
28 knots, state-of-the-art command, control, communications and computer technology, and a stern launch system for the vessel’s 26 ft cutter boat. The Charles Sexton was delivered to the 7th Coast Guard District in Key West, FL and will be stationed at USCG Sector Key West, according to Chris Bollinger, President, Bollinger Shipyards. The Coast Guard will commission the vessel March 2014. As with its predecessors, the eighth FRC was named after a Coast Guard hero, Machinery Technician First Class Charles Sexton who gave his life during a rescue operation. He was posthumously awarded the Coast Guard Medal for extraordinary heroism.” The Coast Guard’s plan is to acquire 58 FRCs to replace the aging 110-ft Island Class patrol boat fleet. To date, the Coast Guard has ordered 24 FRCs.
HSMSTs for US Navy The USCG isn’t the only federal government agency adding new members to its fleet. The U.S. Navy recently awarded contracts to two boat builders down in the Gulf Coast for the construction of an estimated 495 high-speed maneuverable surface target boats (HSMSTs). Alabama-based Silver Ships Inc. and Metal Shark Aluminum Boats, Jeanerette, LA, were each awarded a separate firm-fixedprice, indefinite-delivery/indefinite-quantity
Patrol Boats multiple award contract. Silver Ships is being awarded $11,683,129, meanwhile Metal Shark was awarded $13,782,379. This isn’t the first time Metal Shark will be building the HSMST for the Navy. In 2012 the boatbuilder was awarded a contract to produce customized HSMST vessels based on its 26 Relentless class. For this new contract, says Metal Shark, it will build 350 more HSMSTs over the next three years. “Metal Shark works diligently to exceed customer expectations and meet stringent mission requirements by providing advanced yet cost-competitive solutions,” says Chris Allard, President of Metal Shark. According to the Navy’s requirements, the HSMSTs will have to sustain speeds of a minimum of 40 knots and must carry, at minimum two crew members. All work is expected to be completed by November 2018.
US Army places order with Willard Marine The U.S. Army Contracting Command has awarded a contract to California-based Willard Marine for the construction of 42 rescue boats for U.S. Army supply ships and land crafts. Under the contract, Willard Marine will deliver 16 ft rigid hull inflatable boats (RIBs) for eight Logistic Support Vessels (LSV) and 34 Landing Craft Utility (LCU) vessels. Certified by the USCG, Willard Marine’s Sea Force 490 SOLAS OB RIBs are made of fiberglass construction and are powered by Evinrude 40 hp E-TEC outboards and have a capacity for up to six passengers. Deliveries will take place between March and August 2014. Willard Marine also has a contract for 7m RIBs for the US Navy, SOLAS boats of various sizes for the Alaska Marine Highway System, multiple aluminum boats for delivery to foreign militaries and aluminum dive boats for tour operations in Hawaii.
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Draft Tender for Alaska The Norton Sound Economic Development Corporation (NSEDC), a private non-profit corporation that represents 15 member communities and over 8,700 people in the Bering Strait region, awarded Seattle-based Kvichak Marine Industries with a contract to build an all-aluminum 66 ft Shallow Draft Tender for use on multiple fisheries in and around Norton Sound, AK. Designed by Kvichak, the tender will be powered by twin Cummins QSM11 marine diesel engines rated for 450 bhp at 2,100 rev/min. The engines are coupled to ZF 360 transmissions that drive NiBrAl propellers. Delivery is scheduled for spring 2014. ■
willardmarine.com 714-666-2150 ©2014 Willard Marine, Inc.
January 2014 MARINE LOG 33
techNews MAN produces Me-LGI, methanol powered engine
ppG INtroduces copper-free antifouling system to help its customers stay ahead of future regulations PPG Protective & Marine Coatings (PPG) has developed a new range of copper-free antifoulings for commercial vessels, SIGMA NEXEON. The Sigma Nexeon line includes Sigma Nexeon 710 for application during construction and drydocking of operational vessels; and the high activity topcoat antifouling Sigma Nexeon 750 for newbuilds. Since the coating is copper-free, the leveling and smoothness right after its application is significantly improved—resulting in better fuel efficiency from the start. The absence of copper also means there is no “whitening” effect. Both products, says PPG, combine a self-polishing zinc-acrylate binder technology with high performance to help protect ships during the building process and while
in service. Additionally, Sigma Nexeon has been classified as a “low friction antifouling.” “For prolonged outfitting periods, common for new-building FPSOs, drill ships and offshore structures and also for shorter outfitting periods of general commercial ships, there is an increasing demand for vessels to look good at delivery both above and below the water line,” says PPG’s Sijmen Visser. “Sigma Nexeon 710 and 750 are ideal as initial and finishing coats to keep vessel hulls clean under water while providing a brand new cosmetic finish above the water line.” Recently, the coating was applied to the hulls of four new drill ships: Norbe VIII, Norbe IX, Norbe X, and Norbe XI. The ships are performing offshore operations in Brazil for Odebrecht Oil & Gas Limited. www.sigmacoatings.com/marine www.mhi-mme.com/index.html
After signing A letter of intent with Waterfront Shipping, Vancouver, Canada, MAN Diesel & Turbo will supply methanol-powered engines for a series of 50,000-dwt methanol carriers. The engines will run on 95% methanol and will be ignited by 5% pilot oil. Methanol is a promising alternative fuel for ships according to Jone Hognestad, President, Waterfront Shipping. Since its sulphur-free, Hognestad explains, it “provides many environmental and clean-burning benefits” and can “reduce emissions and fuel costs at the same time.” The MAN electronic-liquid gas injection (ME-LGI) methanol-powered engines are expected to fill a niche all the while delivering green emissions. Waterfront collaborated with WestfalLarsen, Mitsui O.S.K. Lines (MOL) and Marinvest/Skagerack Invest on the engine order. Hyundai Mipo Dockyard Co., Ltd. (HMD) will build the Westfal-Larsend and Marinvest/Skagerack Invest vessels—with Hyundai Heavy Industries’ Engine and Machinery Division constructing the engines. Meanwhile, the MOL ships will be constructed at Minami Nippon Shipbuilding and the engines will be built by Mitsui Engineering & Shipbuilding (MES). Westfal-Larsen’s newbuilds will get 2+1 x 6G50ME-LGI engines; MOL’s vessels will be fitted with 2+1 x 7S50ME-B9.3-LGI engines and Marinvest/Skagerack Invest has ordered 1+1+1 x 6G50ME-LGI engines. The MAN B&W ME-LGI dual fuel engine further expands MAN’s dual-fuel portfolio It is currently working on a Tier III compatible ME-LGI version. www.mandieselturbo.com
New HeLGoLANd ferry to be powered by wärtsILä pAckAGe Wärtsilä Will equip a brand new ferry being built for Reederei Cassen Eils GmbH with two 9-cyclinder Wärtsilä 20 DF mediumspeed dual-fuel engines. The engines, the latest generation in the 20DF series, will offer an increased output of five percent and a reduction of seven percent. The ferry, currently under construction at German yard Fr. Fassmer GmbH, will operate between Cuxhaven and the Island of Helgoland in the North Sea. The vessel’s route will also bring the ferry close to the Lower Saxon Wadden Sea National Park, an ecologically sensitive UNESCO World Heritage listed area in the South-Eastern part of the North Sea. With that in mind, the ferry will minimize
34 MARINE LOG January 2014
its exhaust gas emissions in the area by operating on liquefied natural gas (LNG). “As the vessel must fulfil the IMO regulations regarding SOx and NOx emissions in the North Sea’s Emissions Control Area, its operations need to be ecologically friendly with the lowest possible emissions,” says
Dr. Bernhard Brons, Chairman of AG EMS the parent company of Reederei Cassen Eils. “Thanks to Wärtsilä’’s dual-fuel technology with its built-in redundancy, the vessel can operate very efficiently and without restrictions in the emissions regulated areas.” Wärtsilä will also supply its LNGPac fuel bunkering and supply system with related safety and automation systems. Also included in the package will be Wärtsilä’s patented Cold Recovery System, which utilizes the latent heat of LNG in the ship’s air conditioning systems, thus reducing the amount of electricity consumed in cooling compressors. The ferry will be delivered 2015.
www.wartsila.com
newsmakers
Knut Ørbeck-Nilssen to head DNV GL Maritime Knut ØrbecK-nilssen ha s b e en app ointe d President of DNV GL Maritime. He will also be member of the DNV GL Executive Committee and operate out of Hamburg. Current President of Sea Star Line (SSL), Peter Keller, has been promoted to Executive Vice President of SSL’s parent company, TOTE, Inc. In his new position he will assist in the oversight of both TOTE Shipholdings and TOTE Maritime Division—which includes SSL and Totem Ocean Trailer Express. Carnival Corporation & plc ha s named V ice Admiral William burKe Chief Maritime Officer. He will be responsible for quality assurance and policy, shipbuilding, ship refits, and research and development.
ClassNK’s Natural Resources and Energy Depar tment General Manager, Hayato suga, has been named Chairman of the Tanker Structure Co-operative Forum (TSCF). TSCF’s membership includes representatives from major national and international oil companies, shipowners and classification societies.
moss Daemi has been appointed Director of DNV GL Oil & Gas’ Middle East, India and Nor th Africa division. Previously Daemi worked as Executive Vice President for GL Noble Denton’s operations in the Middle East and Africa.
Dav iD boW y e r ha s been named the head of Training and Education at Maersk Training. He will oversee all aspects of training. Prior to joining Maer sk , B ow yer w a s A s sis t ant Dire c tor of Cur r iculum at Derwentside College.
Huntington Ingalls Industries reports that brian cuccias will succeed Irwin F. Edenzon as Corporate Vice President and President of Ingalls Shipbuilding. Endenzon will officially retire on December 1, 2014, but will step down as the shipyard’s President on March 31, 2014. Cuccias will officially be promoted as Ingalls’ President on April 1, 2014.
BMT Designers & Planners (BMT) has appointed r a lPH Dunc a n a s V ice President of Business Development. Duncan has over 30 years of experience in the marine engineering sector. He most recently worked at Art Anderson Associates.
The Board of Directors for Singapore’s Keppel Corporation Limited, one of the largest offshore and marine groups, has named CEOdesignate loH cHin Hua Executive Director to the Board. He will take on the position upon current CEO Choo Chiau Beng’s retirement.
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January 2014 MARINE LOG 35
Marine salvage
RespondeR ImmunIty – Its tIme Has Come MaritiMe eMergency Responders are the firefighters of the seas—the mitigators of unfortunate accidents. Like firefighters everywhere, they rapidly respond, address the incident, and return to their bases when the problems are corrected or mitigated to the extent possible. Sometimes it takes hours — sometimes months—of response action, but always these Responders are putting the interests of the response ahead of their own. These Responders are, in large measure, the cadre of expertise that makes many of the risks inherent in maritime operations acceptable. The drafters of the Oil Pollution Act of 1990 understood this important element in accident mitigation—and indeed inserted a Responder Immunity provision into the law. But at the time OPA90 was written no definition was specified as to what response actions were necessar y and included under the provision. Over the years, as we evolved to keep pace with technology and experience, responses have become more complex, involving multiple response elements. It is time to clearly specify who these Responders are and how Responder Immunity provides for their protection from unfounded legal action. The American Salvage Association is but one of several organizations comprising the “Industry Response Coalition”—those very emergency Responders so necessary for prompt, aggressive spill response. We are the same Responders that, immediately following the explosion on the Deepwater Horizon, rushed to the rig to save lives, fight the fire, and render assistance to those in peril. And in the months afterwards, we were the Responders that worked to mitigate the effects of the oil pouring into the Gulf in an effort to prevent harm, working boldly and aggressively under difficult circumstances. We were willing to do so in large part because we believed that the Responder Immunity provisions in OPA 90 would adequately protect us from unwarranted liability and litigation costs. But as postDeepwater Horizon litigation has proved, this was a false hope. In reaction to this litigation, the Coalition 36 MARINE LOG January 2014
undertook to clarify the “Responder” definition. A new definition was proposed to our Congress crystalizing the scope of actions falling under the rubric of a response. The sole public policy goal of this effort is to make sure that any person or type of organization who is needed to respond immediately to mitigate the potential adverse effects of a spill are encouraged to respond without the fear of unwarranted liability. Specifically the proposal would make the following changes: Clarify that the immunity under the law extends to a full range of response activities (cleanup, firefighting, salvage, well control, etc), including (1) Emergency Responders – those emergency Responders acting to salvage a vessel to prevent a catastrophic loss and (2) Clean-Up Responders -- those response organizations and personnel who respond to clean up the discharged oil. Provide that a Responder is not liable for damages for personal injury or wrongful death related to exposure to the discharged oil or hazardous substance or to the dispersants lawfully used under the National Contingency Plan or Presidential directive. Importantly, Responders would remain liable for traditional Jones Act seaman’s claims for personal injury or wrongful death resulting from Responder operations not related to these exposure claims. Make two clarifications to discourage frivolous and unsubstantiated lawsuits: 1. Discourage unsupported allegations against Responders by establishing a presumption that the response actions do not constitute gross negligence; and 2. Require claimants who are found by a court to have filed meritless or frivolous claims to pay attorneys fees and court costs. So what’s the downside to this change? Coalition members did not expect much opposition to the proposal since we presumed it merely codified what already was generally agreed upon by the maritime community. But there are a couple of specific concerns: Potential Responsible Parties (those whose operations put them at risk for
Paul Hankins, President, American Salvage Association
spilling oil) have asserted that the proposal unduly transfers liability to the Responsible Party that should be borne by Responders. Specifically, they believe (1) the proposed presumption that response actions do not constitute gross negligence or willful misconduct, and (2) the definition of response actions are both too broad and thereby increase the liability of the spiller (i.e. the Responsible Party). The Coalition, including the American Salvage Association, believes these concerns are unwarranted, the most important reason being that the Responsible Party already has this liability. Absolutely no new liability is being created or transferred that the Responsible Party does not already have. Some might argue that when a Responsible Party enters into an indemnification agreement with a Responder, these agreements typically include a requirement for the Responsible Party to “defend” the Responder in case of a law suit. As we know, the Responsible Party is strictly liable for removal costs and damages under OPA 90, so if a plaintiff sues a Responder, that almost always means the same plaintiff has sued the Responsible Party. As a result, the Responsible Party is paying for the defense costs to defend itself and the Responder (i.e. double the costs). An effective Responder Immunity provision would eliminate this double cost that the Responsible Party currently has to absorb. The better question to be asked is whether redundant claims should be allowed against emergency Responders. Redundant claims effectively incentivize plaintiffs’ attorneys to seek additional defendants in order to increase the potential pool of money to pay claims. Redundant claims also allow the Responsible Party to improperly deflect the focus from its own actions in causing the spill and its responsibility to clean it up. The Response Industr y Coalition’s proposal updates and clarifies the immunity from liability under the FWPCA for cleanup and emergency Responders to a discharge, or a substantial threat of a discharge, of oil or a hazardous substance. It
Marine salvage clarifies the scope of Responder Immunity by addressing the gaps identified as a result of lessons learned from the post-Deepwater Horizon lawsuits to ensure that the cleanup and emergency Responders - necessary to address future spills and potential spills - will, without hesitation, continue to respond immediately and decisively in difficult circumstances to mitigate spill effects to the greatest extent possible. Responders are, and will continue to be, responsible for liability related to their
operations, but should not be, and under this proposal are not, held accountable for damages and removal costs that should properly be the responsibility of the party that caused the incident in the first instance. We submit that this proposal is a fundamentally fair proposal that promotes good public policy while maintaining a regime that ensures compensation is available from the Responsible Party to those truly injured. The ASA urges adoption of the proposed legislation to clarify the existing
OPA 90 Responder Immunity provision. We must encourage and enhance immediate and decisive responses to potential spills. The proposal preserves the principal of polluter pays and claimants retain their existing remedies against RPs, but frivolous and redundant lawsuits are eliminated against the Responders. Responders can respond aggressively to spills without fear of a lawsuitâ&#x20AC;&#x2122;s expense and burden, resulting in better protection for people, property and the environment. â&#x2013;
INdEx Of AdvErtISErS Company
page #
Company
page #
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Lufkin Industries . . . . . . . . . . . . . . . . . . 29
Capstone Turbine . . . . . . . . . . . . . . . . . C4
Marine Art of J . Clary . . . . . . . . . . . . . . . . 6
Christie & Grey, Inc . . . . . . . . . . . . . . . . 28
Metal Shark Boats . . . . . . . . . . . . . . . . 33
CMA Shipping 2014 . . . . . . . . . . . . . . . .12
Omnithruster, Inc . . . . . . . . . . . . . . . . . .18
Continental Underwriters LTD . . . . . . . . 11
Panolin America . . . . . . . . . . . . . . . . . . .25
Cruise Shipping Miami . . . . . . . . . . . . . C3
Posidonia . . . . . . . . . . . . . . . . . . . . . . . 26
CSD Sealing Systems . . . . . . . . . . . . . . .10
Regions Financial . . . . . . . . . . . . . . . . . . .1
DNV - GL . . . . . . . . . . . . . . . . . . . . . . . . .13
Smith Berger Marine . . . . . . . . . . . . . . . 6
Eastern Shipbuilding Group . . . . . . . . . 17
STX Corporation . . . . . . . . . . . . . . . . . . .19
Exxonmobil Global Lubricants . . . . . . . C2
Tugs & Barges 2014 . . . . . . . . . . . . . . . .14
Great American Insurance Co . . . . . . . 35
Willard Marine . . . . . . . . . . . . . . . . . . . .33
Harvey Gulf International Marine . . . . . .7
Wortelboer . . . . . . . . . . . . . . . . . . . . . . . 4
JLG Industries . . . . . . . . . . . . . . . . . . . . . .5
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January 2014 MARINE LOG 37
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 December 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com. Shipyard
Location
Qty
type
particuLarS
owner/operator
eSt. $ MiL
250 PAX
King County Ferry District
$11.8
RECENT CONTRACTS
EST. DEl.
All-American Marine
Bellingham, WA
2
water taxis
Chesapeake Shipbldg.
Salisbury, MD
4
river cruise boats 150-200 passengers
Master Boat Builders
Mobile, AL
6
PSVs
Oregon Iron Works
Clackamas, OR
2
fireboats
Willard Marine
Anaheim, CA
42
Bollinger Shipyards
Lockport, LA
Gladding-Hearn
Somerset, MA
Aker Philadelphia
2ndHalf2015
American Cruise Line
2017
220 ft
Adriatic Marine
NOV16
54 ft x 16 ft, 40 knot
City of Portland
AUG14
rescue boats
16 ft
U.S. Army
AUG14
1
Fast Response
154 ft, 28 knots
U.S. Coast Guard
1
patrol boat
61 ft x 15 ft
NYPD
Philadelphia, PA
4
Options
50,000 dwt
Crowley
BAE Systems Southeast
Mobile, AL
2
dump scows
7,700 ft3
Great Lakes Dredge
Candies Shipbuilders
Houma, LA
1
subsea vessel
108m x 22m, MT6022
Otto Candies LLC
Option
3
vehicle ferries
LNG fueled, 600 PAX
BC Ferries
RFP issued
4 2
PSVs PSVs
dual fuel, 302 ft x 64 ft 300 ft x 62 ft
Harvey Gulf Intl. Marine Tidewater
Options Options
TBD TBD
2
OPCs LASH carriers
Offshore Patrol Cutters convert steam to LNG
U.S. Coast Guard Horizon Lines
RFP/Phase I RFP
TBD TBD
1 6
double-end ferry car ferries
70-car 1,200 PAX (convert to LNG)
VDOT Washington State Ferries
$27
RFP RFP issued
1
Roll-On/Roll-Off
692 ft, 26,600 dwt
Pasha Hawaii Transport
$137
Option
DElIVERIES $42
DEC13
PENDING CONTRACTS
NOTES
Five shipyards on list Gulf Coast Shipyard Leevac Shipyards
VT Halter Marine
DEC13
Gulfport, MS Jennings, LA
Pascagoula, MS
$500
2017 Options
Hire the Best Maritime Talent visit http://bit.ly/marinejobs
The marine log Job board Recruit and hire the best maritime talent with Marine Log’s online job portal. To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com 38 MARINE LOG January 2014
marketplace products & services
eNGiNeers & ArcHitects
WATERFRONT LEASE PORT OF MOBILE, AL Two Prime Waterfront Properties Contact William Harrison 251-232-3810 or visit www.harrisonbrothers.com/land *Subject to mutually agreed upon terms and conditions of a written lease. All Real Estate Brokers or Agents shall be considered agent of, and sole responsibility of, theTenant.
FOR SALE:
2000-TON DRYDOCK, SHIFT BOATS, CRANES, POLLUTION RECOVERY BARGE. Contact William Harrison 251-232-3810
soFtWAre
MARINELOG.COM January 2014 MARINE LOG 39
marketplace ENGINEERS & ARCHITECTS Marine
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40 MARINE LOG January 2014
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