January 2016 Marine Log by Marine Log

What’s the latest twist in power & propulsion?

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

www.marinelog.com

january 2016

SHOPPING for NAVY SHIPS Spotlight on WSF’s Lynne Griffith The Best Passenger ships of 2015

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contents

january 2016 Vol. 121, NO. 1

8 departments 2 Editorial It’s not a resolution, it’s a promise

6 Update

Fifteen years after its start, the Navy’s Littoral Combat Ship (LCS) program is still in flux. What will the Navy do with it next?

features 17 Navy Shipbuilding

Beltway Strategy

How Navy ships get built in Washington isn’t as clear-cut as the government would like you to believe. Nick Blenkey writes about how lobbyists can influence what Navy tonnage gets built— even if the ships weren’t formally requested in the Navy’s budget

21 Power & Propulsion

Powering Up Your Choices

The International Workboat Show was the ideal setting for a number of leading propulsion and equipment specialists to unveil their latest offerings to meet operators’ demands for improved efficiency and ever stricter emissions regulations

25 Marine Navigation

Clean, Safe Arctic Seas

Increased interest in the Arctic has spun an international research

effort focused on maximizing safety in Arctic waters, preventing oil spills and reducing any negative impact to the fragile Arctic ecosystem

28 Best Passenger Ships

The Best Passenger Ships of 2015

From a zero-emission, batterypowered, all-electric ferry to Viking’s first ocean cruise ship, we highlight the top passenger ships of 2015

32 CEO Spotlight

A sit down interview with WSF’s Lynne Griffith

Marine Log sat down with Lynne Griffith, the new Assistant Secretary of the Washington State Ferries Division at the Washington State Department of Transportation, to talk about the challenges she faced during her first year, including getting funding from the cashstrapped state legislature to renew WSF’s aging fleet

• F ourth 144-car ferry for WSF gets the go-ahead • Signal International to pay millions in settlement with EEOC • F irst ECO tanker delivered •C MA CGM takes delivery of Benjamin Franklin, makes history •C olonna’s Shipyard invests in expansion •D amen gets order for 60-knot high-speed interceptors •E agle LNG to supply fuel for new ConRo ships

15 Inside Washington Omnibus bill appropriates $18.7 billion for Navy Shipbuilding

34 Newsmakers CMA names Euronav’s Paddy Rodgers its 2016 Commodore

35 Tech News Wärtsilä power for Shell’s inland barges

37 Contracts Corn Island Shipyard delivers drydock to Detyens Shipyards, Inc.

40 Marine Salvage A vision for effective response across the world January 2016 MARINE LOG 1

editorial

It’s not a resolution, it’s a promise New Year’s resolutions are often swept away with the confetti in Times Square. We’ve all made them: Lose a little weight, get a new job, move into a new house, meet a new girlfriend, clean those scuppers or try to be a better person. One of the resolutions we’ve made here at Marine Log that we intend to keep is to bring you more insight into the marine marketplace. It’s not really a resolution, it’s a promise. That means digging deeper to bring you more news and analysis that’s not available anywhere else. In the coming weeks, we’ll announce a partnership with a high profile news service provider that will increase the depth of the information we will be able to provide you through marinelog.com. In addition, we will continue to build the breadth and depth of the data available through Shipbuilding Intelligence, our newly launched microsite of North American Shipbuilding Contracts, Vessel Deliveries, and Shipyard Directory. The goal is to give you more detail, more data, and more research tools. You’ll also notice changes to the print magazine. In this issue, for instance, you’ll see a new feature called, CEO Spotlight. Every other month in CEO Spotlight, you’ll meet one of the industry’s key influencers and thought leaders. For our initial CEO Spotlight, Marine Log sat down with Lynne Griffith, the new Assistant Secretary of the Washington State Ferries Division at the Washington State Department of Transportation. Lynne has the responsibility of

overseeing North America’s largest ferry operation and one of the largest in the world. In many ways, the iconic green and white ferries of Washington State are what binds the Puget Sound community together. We spoke candidly with Lynne about the most serious challenges she faced in her first year moving 22 million people annually and getting the necessary funding from the cash-strapped state legislature to renew an aging fleet. Speaking of cash-strapped, it does look like Congress was able to appropriate a

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

In this issue, we also examine some of the latest power and propulsion technologies rolled out at the International Workboat Show last month. One of the more interesting twists is Caterpillar Marine’s Twin Fin Propulsion System, which combines the benefits of an azimuthing thruster and a standard propeller. Early operational results are promising, reports seismic vessel operator Polarcus. With emissions standards continuing to tighten, operators will need to squeeze as much efficiency as they can from every drop of fuel.

This year, Marine Log promises to provide you with the best insight possible — with more exclusive content, news and analysis in the pages of Marine Log, marinelog.com, or at one of our executive conferences. few extra of the taxpayers’ dollars—$1 billion— in the omnibus spending bill towards building an extra DDG 51 Arleigh Burke Class destroyer. The destroyer will most likely be built by General Dynamics Bath Iron Works, Bath, ME. Did you ever wonder how things get built and paid for in Washington, DC? It’s not as straightforward as you might imagine. If you enjoy a good behind-the-curtain story, flip to page 17 to read our Navy shipbuilding story this month, “Beltway Strategy: How Navy ships get built in Washington.”

That philosophy is very much apparent in the portfolio of the Best Passenger Ships of 2015 profiled in this issue. Among the winners are Ampere, a zero emissions, allelectric ferry and the Texelstroom, a CNG hybrid ferry. The market will sort out which technologies work best for what particular applications. We’ll be sure to provide you with the best insight possible in the pages of Marine Log, on marinelog.com or at one of our executive conferences, so you can decide for yourself.

Maritime Trivia Trivia Question #33: How was cordierite used as a major advancement in Viking navigation? 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

December’s trivia question: What dinner entrée was called “Schooner on the rocks?” The winning answer, “Roast beef surrounded by mashed potatoes,” was submitted by Robert Colette of IYC.

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MarineLoG January 2016 Vol. 121, NO. 1 ISSN 08970491 USPS 576-910

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INTERNATIONAL sales DIRECTOR Neil Levett neil@aladtd.co.uk

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

Scandinavia Sales Manager Brenda Homewood brenda@aladltd.co.uk

Managing Editor Shirley Del Valle sdelvalle@sbpub.com

NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com

CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

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CONTRIBUTING EDITOR Paul Bartlett pbmc@gotadsl.co.uk

SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Creative Director Wendy Williams wwilliams@sbpub.com art Director Sarah Vogwill svogwill@sbpub.com Shark Jaws

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Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204654), (Bluechip Int’l, PO Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publishing Corp, 55 Broad Street, 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and additional mailing offices. Pricing: Qualified individuals in the marine industry may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2016. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes: Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail marinelog@halldata.com or write to: Marine Log Magazine, Simmons-Boardman Publishing Corp, PO Box 1172, Skokie, IL 60076-8172. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 1172, Skokie, IL 60076-8172

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UPDATE biz notes Gulf Island to acquire LEEVAC assets

Fourth 144-Car Ferry for WSF gets the go ahead Vigor Industrial has received the goahead to begin construction on the fourth 144-car ferry for Washington State Ferries. The new Olympic Class ferry is being funded through the Connecting Washington transportation package, which is being paid for through a hike in state gasoline taxes. “Our top priority is keeping the ferry system safe and reliable for the millions of commuters, freight haulers and travelers who depend on us every year,” said WSF Chief of Staff Elizabeth Kosa. WSF serves eight counties within Washington State and the province of British Columbia, Canada,

and carries 10 million vehicles and more than 22 million people annually. Like the three other ferries in the class, the fourth will support about 500 jobs in the region. The vessel’s budget is set at $122 million and delivery is scheduled for mid-2018. The first vessel in the class, the Tokitae, went into operation on June 2014. The second ferry, the Samish, which we highlight in The Best Passenger Ships of 2015 on page 28, went into service on the Anacortes/San Juan Island route in June 2015. The third ferry, the Chimacum is currently under construction and will enter service in 2017.

Gulf Island Fabrication, Inc. has executed an asset purchase agreement of $20 million with LEEVAC Shipyards, LLC and its related affiliates. Under the agreement LEEVAC will sell all of its assets, including its leasehold interest at its marine fabrication facilities in Jennings and Lake Charles, Louisiana to a Gulf Island subsidiary. The deal will also include all of LEEVAC’s machinery and equipment. In addition, says Gulf Island, the transaction would provide approximately $112.0 million of incremental contract backlog. The move to acquire LEEVAC will help Gulf Island diversify its portfolio— a sound investment during the down oil market. Kirk Meche, President and Chief Executive Officer of Gulf Island, said that “the acquisition of the LEEVAC assets further diversifies our business, enhances our marine fabrication and maintenance and repair capabilities, and provides our company with facilities in key strategic locations of Lake Charles and Jennings, LA.” PPHB, LP acted as exclusive financial advisor to Gulf Island in the transaction. Gulf Island was advised on legal matters exclusively by Jones Walker LLP.

Signal International to pay millions in settlement with EEOC Signal International, LLC will pay an estimated $5 million to 476 Indian guest workers to settle a race and national origin discrimination lawsuit filed by the U.S. Equal Employment Opportunity Commission (EEOC). According to the lawsuit brought on by the agency, the bankrupt Mobile, AL headquartered shipbuilder recruited the workers from India through the federal H-2B guest worker program to work at its facilities in Texas and Mississippi in the aftermath of hurricanes Katrina and Rita. EEOC alleges that Signal subjected the men to discrimination, unfavorable working conditions, and forced the men to pay $1,050 a month to live in overcrowded, unsanitary, guarded camps. The shipbuilder’s conduct violates Title VII of the Civil Rights Act of 1964. The Act prohibits discrimination in employment, including terms and conditions of employment, based on race and national origin. 6 MARINE LOG January 2016

Allegedly, as many as 24 men were forced to live in containers that were the size of a double-wide trailer, while non-Indian workers were not required to live in these camps. “This case was challenging and hardfought, but shows that EEOC will fight for the right of all workers to be free from discriminatory working conditions,” said David Lopez, General Counsel of EEOC. “This case should remind companies that EEOC remains vigilant to prevent the exploitation of immigrant and vulnerable workers.” Delner Franklin-Thomas, District Director for EEOC’s Birmingham District added that the “lawsuit sends a powerful message that an employer must treat all workers equally without regard to their national origin or race. We are very pleased Signal has accepted responsibility for its wrongdoing and that these workers, who have waited 10 long years for justice, will now receive compensation and can move on with their lives.”

In addition to the monetary relief, Signal International’s CEO Richard L. Marler issued a statement acknowledging the company’s wrongdoing and apologizing for its treatment of the guest workers. In a statement, he said “Signal was wrong in failing to ensure that the guest workers were treated with the respect and dignity they deserved. Signal deeply regrets the living conditions the guest workers were subjected to, and is sorry for its actions on March 9, 2007.” On that date a pre-dawn raid was conducted at the Pascagoula, MS workers quarters, in what was deemed a retaliation for workers complaining about the abuses they faced. Marler added, “Signal knows this treatment caused hardship to the guest workers, and in many cases, their families. Signal has learned from its mistakes and is committed to ensuring the experiences of the guest workers and their families will not be repeated.”

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UPDATE GD NASSCO delivers ECO class tanker to APT

Blount Boats builds tour boat for Chicago This coming spring, Blount Boats Inc., Warren, RI, will deliver a 100 ft x 35 ft steel passenger tour boat to Shoreline Sightseeing Co., Chicago, IL. The yard is currently constructing the steel-hulled vessel. Designed by Wisconsin-based Seacraft Design, LLC, the USCG Subchapter K vessel will have capacity for 300 passengers and will operate as an architectural tour boat. The vessel will operate at a maximum speed of 11 knots along a limited coastwise route and partially protected waters. The vessel will be powered by two Volvo D13 MH, 400 hp diesel engines, ZF W325 gearboxes, 2,933:1 ratio and two 44 inch diameter, four-blade propellers. John Deere will supply two 65 kW generator sets. Upon its delivery, the tour boat will

become the second vessel built by Blount Boats for the operator. Shoreline Sightseeing, established in 1939, is a family owned and operated business with a fleet of 19 vessels—ten for touring and nine water taxis. Wind Farm Crew Vessel This year will also see Blount Boats complete and deliver what will be the first U.S.-flag offshore windfarm crew transfer vessel. The 21m crew transfer vessel, which is based on a design by South Boats IOW, will be operated by Rhode Island Fast Ferry. The vessel will provide service to a new five-turbine Deepwater Block Island Wind Farm operated by Deepwater Wind. The aluminum catamaran will be launched this spring and is expected to be operational May 2016.

General Dynamics NASSCO has delivered the first in a series of five ECO Class tankers to American Petroleum Tankers (APT). The contract between NASSCO and APT called for the design and construction of five 50,000 deadweight-ton, LNG-conversion-ready product tankers with a 330,000 barrel cargo capacity. “The delivery of this new vessel symbolizes the future of American Shipping: innovative, cost-effective, and green,” said Fred Harris, President, General Dynamics NASSCO. “These tankers are 33 percent more fuel efficient than the previous five tankers built by NASSCO for APT” between 2007-2010. The ECO class design by Daewoo Shipbuilding & Marine Engineering (DSME) incorporates improved fuel efficiency concepts via use of a G-Series MAN Diesel & Turbo ME slow-speed main engine and an optimized hull form. The “ECO” design also includes the latest environmental protection features including a ballast water treatment system. A few days after the Lone Star State’s delivery to APT, NASSCO’s San Diego shipyard launched the Independence, the first in a series of three ECO class Jones Act product tankers being built for the SEA-Vista fleet.

CMA CGM takes delivery of Benjamin Franklin, makes historic port call in U.S. As we reported last month, CMA CGM is set to become the second largest containership owner in the world after its acquisition of Neptune Orient Line Limited (NOL). The $2.4 billion acquisition will see CMA CGM’s fleet grow exponentially to 563 vessels. CMA CGM says during difficult times, “scale is more critical than ever to capitalize on synergies and capture growth opportunities wherever they arise.” Following the acquisition, Ng Yat Chung, CEO of NOL said, “The combined market presence delivered by the transaction would achieve the scale needed to enhance competitiveness for NOL’s operations and offer a clear and sustainable long term direction for the combined entity.” NOL is a leading shipping company operating under the American President Lines (APL) brand. Beyond its announcement regarding the NOL acquisition, CMA CGM ended 2015 by taking delivery of its 18,000 TEU containership, Benjamin Franklin. Before the year closed the ship made history as the largest commercial ship to call at a U.S. port when it unloaded cargo at the Port of Los Angeles. 8 MARINE LOG January 2016

That port call was followed up a few days later by a call to the Port of Oakland on New Year’s Eve. CMA CGM Chairman and CEO Jacques R. Saade says the ship represents the company’s belief in long-term growth potential of the U.S. economy and will help grow its market share in the states. The 1,300 ft x 177 ft Benjamin Franklin will make regular calls in China, South Korea, and California. The ship can carry up

to 18,000 containers—including 1,500 reefer containers. Meanwhile, its maximum load capacity is almost 590,000 cubic meters. Built by Shanghai Jiangnan Changxing Heavy Industry, the Benjamin Franklin is fitted with state-of-the-art technology and can travel at a speed of 21 knots. The ship will operate on the Pearl River Express, a service that connects the main ports in China (Xiamen, Nansha, and Yantian) and ports on the U.S. West Coast.

Inland • Coastal • Offshore • Deepsea

Colonna’s Shipyard invests in expansion

Detyens takes delivery of new floating drydock Charleston, South Carolina-based Detyens Shipyards, Inc., has taken delivery of a new floating drydock. Built by Corn Island Shipyard, Grandview, IN, the 400 ft x 108 ft drydock will eventually replace Detyens existing 448 ft long floating drydock. The new drydock was pushed down the Ohio and Mississippi Rivers by Excell Marine’s inland tug boat Arthur E. Snider.

McAllister Towing and Transportation’s ocean towing tug Eileen McAllister took over the tow in New Orleans for delivery to Detyens Shipyards’ Cooper River facility. Detyens is the largest commercial shipyard on the U.S. East Coast. It offers extensive crane services, fully equipped marine workshops, a flexible work environment, three graving dry docks, a floating dry dock and six deep water piers.

Virginia-based Colonna’s Shipyard, Inc. will invest over $30 million to expand its operating capabilities in the City of Norfolk, VA according to the state’s Governor Terry McAuliffe. The shipyard will expand its capacity and improve the maritime infrastructure in Hampton Roads. This includes the addition of a larger dry dock, in order to take on larger ships, and the dredging and improvement of the channel and bulkhead. The investment will also see Colonna’s create 51 new jobs. Colonna’s isn’t just your typical shipyard. It was founded in 1875 by Charles J. Colonna, and is now the oldest continuous family-owned and operated private shipyard in the United States. The shipyard occupies over 100 acres of land, with water access to over 3,000 feet of vessel/ boat berthing space and lift capacity to accommodate all vessels up to 14,000 tons. The yard is also home to the country’s largest marine travel lift, which has a capacity of 1,000 metric tons.

January 2016 MARINE LOG 9

UPDATE

Crowley’s two ConRo ships are being built at VT Halter Marine

Eagle LNG to supply fuel for new ConRo ships Its shared commitment to the environment has garnered Eagle LNG Partners respect and attention from one of the industry’s pioneering companies, Crowley Maritime Corporation. Further aligning their commitment to a greener future, Crowley Puerto Rico Services, Inc. has named Eagle LNG the official liquefied natural gas (LNG) supplier for its new LNG-fueled Commitment Class ConRo ships. The two new Jones Act ships, El Coquí

and Taíno, are being built by VT Halter Marine, Pascagoula, MS, and are expected to be in service for Crowley on the U.S. mainland to Puerto Rico trade in 2017. Delivery of the two ships is set for the second and fourth quarter of 2017, respectively. In order to support Crowley’s LNG needs, Eagle LNG will build a natural gas liquefaction plant in Jacksonville, FL. The LNG plant will offer a capacity of 200,000 gallons per day once its fully operational

next year. Initially, the plant will offer 87,000 gallons per day. “The marine sector represents a significant opportunity for LNG fueling in the U.S., and Eagle LNG is well-positioned to build the necessary infrastructure and provide the specialized logistics to facilitate this energy transformation,” said Dick Brown, CEO, Eagle LNG. “It takes companies like Crowley to lead the wave of change. Eagle LNG is proud to work with such a pioneering organization.” “Crowley is proud to take a leadership position in the industry’s shift to cleanerburning, natural gas fuel solutions,” said Crowley’s John Hourihan, Senior Vice President and General Manager, Puerto Rico Services. “The partnership with Eagle LNG is an important first step in developing sustainable supply infrastructure to ensure these highly technical, environmentally friendly vessels operate to their full capability.” Once in service, El Coquí and Taíno will replace Crowley’s towed triple-deck barge fleet, which has provided service on the Puerto Rico trade since the 1970’s. The use of LNG as primary fuel will enable the 2,400 TEU ConRo ships to reduce CO2 emissions by 38% per container.

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Inland • Coastal • Offshore • Deepsea

Damen gets order for fast Interceptors Damen Shipyards Group has won a contract to build five Interceptor 1503 vessels for the Royal Moroccan Navy. The vessels, which will be constructed at Damen’s shipyard in Antalaya, Turkey, will be used to combat illegal activities such as terrorism and smuggling in Moroccan waters. Damen has continually invested in the Interceptor via its R&D program to ensure the design is safe, strong and ultra-fast. The Interceptor 1503 design can reach speeds of up to 60 knots. Its incredibly impressive high-speed capabilities are the result of its propulsion system, which combines three Marine Diesel Sweden (MDS) VG-32 diesels, and the vessel’s lightweight composite construction. The Interceptor 1503’s hull is constructed from fiber reinforced plastic in an epoxy resin matrix, meanwhile each diesel drive is separated by a stern drive. Delivery for the first vessel is set for June 2016 with the subsequent four vessels following every six weeks after that.

New Mississippi riverboat to be designed by DeJong & Lebet Jacksoville, FL-based naval architects and marine engineering firm DeJong & Lebet, Inc., has won a contract to design a new 600-passenger riverboat for operations on the Mississippi River. The riverboat will be built for the New Orleans Steamboat Co. DeJong & Lebet’s Andy Lebet tells Marine Log that the new river steamer will be a traditional powered vessel, with Tier 3 engines, props and built to U.S. Coast Guard Subchapter K requirements. The riverboat will also be fitted with a full galley and dining rooms on three decks, in keeping with New Orleans Steamboat Co.’s aim of offering top-notch cuisine. The design contract doesn’t guarantee the vessel will be built however. New Orleans Steamboat Co., says it has requested pricing on what it would cost to build the vessel in order to gauge whether it would be advantageous to move forward with the project. If the vessel is built, it will join the Natchez, an authentic sternwheel steamboat, also owned by New Orleans Steamboat Co. The Natchez has been a fixture on the New

Orleans waterfront for over 40 years. Meanwhile, Lebet says his company has remained busy. The firm has designed three Circle Line Sightseeing ferries, which are being built at Gladding-Hearn Shipbuilding, Somerset, MA. Additionally, the firm has designed a 400-passenger, Subchapter K vessel for Winston Knauss or Sir Winston Yachts. The vessel will be the 16 th vessel designed by DeJong & Lebet for the company.

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UPDATE

Gibdock reports surge in bookings for 2016 thanks to repeat customers Gibraltar-based Gibdock is getting 2016 started right, with several bookings by both new and repeat customers. The ship repairer reports that it enters, what is usually a busy ferry season for them, buoyed by repeat business from owners of a variety of ship types, as well as the completion of its first exhaust gas scrubber installation project—the yard’s largest single assignment in 2015. Meanwhile, Gibdock’s largest drydock, Dock 1, is already fully booked through the end of February. Peter Döhle Schiffahrts recently followed up on its inaugural docking of the 1,730 TEU capacity containership Amanda by booking two more ships, the Cecilia and Xian.  “Containership work from German owners is a mainstay yard activity, but it

is always pleasing when a first-time owner brings repeat business,” says Richard Beards, Gibdock Managing Director. “Peter Döhle made it crystal clear that no delay would be acceptable with Amanda, as the vessel had to catch its next charter. Our team achieved the high standard in quality of work, as well as meeting the scheduling challenge; we pride ourselves on delivering vessels back to owners setting even the tightest deadlines.” Another notable returning customer is Van Oord, whose vessel Lelystad became a third-time visitor at Gibdock in November 2015. The 137m length trailing suction hopper dredger is undergoing a 35-day refit, including extensive steel work and large diameter pipe renewal, a complete overhaul of the vessel’s main engines, and hopper

valve repairs including seal restoration.  The yard is due to retrofit Alfa Laval PureSOx EGS units to the last of five vessels operated by Norbulk Shipping and owned by Vroon, in a contract which also includes the special survey drydocking of all five ships. To optimize EGS work, Gibdock prefabricates smaller blocks in its workshops, before transfer to its assembly area. “We go into 2016 having set down a marker that our strategic location provides a Southern European option for high quality and on-schedule SOx abatement technology retrofit work,” says Beards.  Gibdock’s strategic location was highlighted in the last quarter of 2015 with the docking of the Royal Navy’s Hydrographic Squadron vessel HMS Scott, in a 19-day refit.

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Four More cruise ships: Carnival Corp inks newbuild agreement with shipbuilder Fincantieri Carnival Corporation & plc has signed a memo of agreement with Italian shipbuilder Fincantieri S.p.A. to build four new cruise ships. The four ships have been developed under the strategic par tnership that Carnival and Fincantieri entered into back in March 2015. The four new ships will be built at Fincantieri’s shipyards in Monfalcone and Marghera, Italy, with deliveries expected in 2019 and 2020. Carnival says two of the four new ships will be built for Costa Asia for deployment in China. Meanwhile, P&O Cruises Australia and Princess Cruises will each get one new ship. The new agreement brings Carnival Corporation’s new ships scheduled to be delivered between 2016 and 2020 up to 17 ships. While special features, amenities and specific details for the four new ships are still under wraps, Carnival has revealed that the two new 135,500-ton ships for Costa Asia and one new ship for P&O Cruises Australia will each carry 4,200 passengers.

For Princess Cruises, its new 143,700-ton ship will carry 3,560 passengers and will be the fourth vessel based on the Royal Princess class design. “These ships will be great additions to our fleet that support our goal to exceed guest expectations and create great vacation memories for each guest onboard our ships,” says Arnold Donald, CEO of Carnival Corporation. “These strategic investments in new ships that wow our guests are an important part of our measured growth strategy, which includes replacing less efficient ships with newer, larger and more efficient vessels over a very specific period of time.” “The signing of this agreement happens during a real and beyond all expectations boom of the cruise sector,” said Giuseppe Bono, CEO of Fincantieri. “This announcement confirms, once again, the effectiveness of our strategy: with these projects we ensure continuity and ...we also further strengthen our already consolidated partnership with the Carnival group.”

Philly Shipyard lines up $150 mil Cat Financial loan Philly Shipyard, Inc. has signed a commitment letter with Caterpillar Financial Services Corporation (Cat Financial) for a $150 million loan facility to finance the construction of four next generation 50,000 dwt product tankers, designated as Hulls 025-028. The facility will be subject to a maximum borrowing amount of $75 million per vessel and secured by a first lien on the four vessels. The loans will accrue interest at three-month LIBOR plus 3.00% as defined in the commitment letter. The company expects to enter into definitive agreements for this facility in first quarter 2016. The facility will continue an extensive cooperation between the shipbuilder and Cat Financial that will include a total of 26 vessels, including both product tankers and containerships, and span a period of 15 years when Hull 028 is delivered. All four vessels to be financed by this facility are currently under contract with Philly Tankers LLC. As previously announced, the shipbuilding contract for each of these vessels will be assigned at delivery by Philly Tankers LLC to a subsidiary of Kinder Morgan, Inc.

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Delaware Pilots takes delivery of third all-aluminum pilot vessel Gladding-Hearn Shipbuilding, Duclos Corporation, Somerset, MA, has delivered a third pilot boat to the Delaware Pilots Association. Designed by C. Raymond Hunt & Associates, New Bedford, MA, the all-aluminum pilot boat is 52.6 ft x 17 ft x 4.8 ft, and is powered by twin Volvo Penta D16 engines, each delivering 651 bhp at 1,800 rev/min, turning five-bladed NiBraAl propellers via ZF 5001-A gearboxes. The pilot boat, based on the Chesapeake Class design can reach a top speed of 25 knots. The vessel’s delivery marks the fifteenth pilot boat of the Gladding-Hearn’s Chesapeake Class to be built by the shipyard since 2002.

Bollinger to pay $8.5 million in False Claims Act settlement As part of its settlement with the Department of Justice, Bollinger Shipyards will pay the United States $8.5 million and release contract claims to settle a False Claims Act action filed against it in the Eastern District of Louisiana. According to the suit, Bollinger Shipyards, Lockport, LA, allegedly misrepresented the longitudinal strength of patrol boats it delivered to the Coast Guard, resulting in the boats buckling and failing once they were put in service. Back in 2002, Bollinger won a contract to lengthen the U.S. Coast Guard’s 110 ft patrol vessels to a length of 123 feet (the contract also included other modifications). Under the contract, the modified boats were required to have sufficient longitudinal strength to meet the performance requirements. The U.S. alleges that the shipbuilder provided the Coast Guard with engineering calculations that falsely represented the longitudinal strength of the boats and was two times greater than their actual longitudinal strength. According to the suit, Bollinger ran the calculations three times, yet only provided the Coast Guard with the highest and most inaccurate of the three calculations. Further allegations say Bollinger failed to follow the quality control procedures that were mandated by the contract that would have ensured against such engineering miscalculations. The case was handled jointly by the Civil Division’s Commercial Litigation Branch and the U.S. Attorney’s Office of the Eastern District of Louisiana. 14 MARINE LOG January 2016

inside washington

Omnibus bill appropriates $18.7 billion for Navy shipbuilding A week before Christmas, President Obama signed into law HR 2029, The Consolidated Appropriations Act of 2016. The $1.1 trillion omnibus spending bill provides full appropriations through September 30, 2016 for all agencies. One of the presents tucked away in the 887-page spending bill was $640 million for a ninth National Security Cutter—even though the Coast Guard has said that it has not identified a need for a further NSC. No mystery why the ninth NSC is in the legislation. It was put into 2016 Homeland Security appropriations bill (which was wrapped into the omnibus bill) by Senator Thad Cochran (R-MS), who is chairman of the Senate Appropriations Committee. The NSC production line is, of course, in Senator Cochran’s home state at the Pascagoula, MS, shipyard of Huntington Ingalls Industries’ Ingalls Shipbuilding Division. Overall, the omnibus spending bill contains $1.945 billion for the Coast Guard’s acquisition, construction, renovation and improvement of aids to navigation, shore facilities, vessels, and aircraft.

Additionally, in the Coast Guard’s operating expenses, the bill has language for the purchase or lease of small boats for contingent and emergent requirements and repairs and service-life replacements, not to exceed a total of $31 million. The bill also appropriates $5 million for the disposal of obsolete vessels in the National Ready Reserve Fleet, and the MarAd’s Title XI ship loan guarantee program is funded at $8.135 million. NAVY SHIPBUILDING For the U.S. Navy’s Shipbuilding and Conversion program, there is $18.7 billion in appropriations—among them: • Carrier Replacement Program, $1,569,571,000; • Virginia Class Submarine, $3,346,370,000; • DDG–51 Destroyer, $4,132,650,000; • Littoral Combat Ship, $1,331,591,000; • Joint High Speed Vessel, $225,000,000; • For outfitting, post delivery, conversions, and first destination transportation, $613,758,000; Completion of Prior Year Shipbuilding Programs, $389,305,000.

STATE MARITIME ACADEMIES There was $171.155 million appropriated for the expenses and training activities of the state maritime academies. Of that total, $22 million is to remain available for the maintenance and repair of training ships at State Mar itime Academies, and of which $5,000,000 shall remain available until expended for National Security Multi-Mission Vessel design for State Maritime Academies and National Security. CRUDE OIL EXPORT BAN LIFTED Tucked away in the bill was also language lifting the 40-year-old ban on the export of U.S.-produced crude oil. NuStar Energy and ConocoPhillips announced they are loading an export cargo of Eagle Ford light crude oil/condensate that is expected to complete loading at NuStar’s North Beach Terminal located in the Port of Corpus Christi on December 31. Both the Enterprise Products and NuStar/ Conoco cargoes are being loaded for Switzerland-based trading company Vitol.

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NAVY SHIPBUILDING

Under the current LCS program, there are two Littoral Combat Ship designs being built, the Freedom variant and the Independence variant (pictured)

Beltway Strategy How Navy ships get built in Washington

n the closing weeks of 2015, all sorts of things happened that demonstrated that the way Navy ships actually get ordered is a little different from the way the process is publicly portrayed. Things began with the news that the Navy had placed a $200 million advanced procurement contract with Huntington Ingalls Industries’ Ingalls Shipbuilding division for LPD 28, the 12th amphibious transport dock of the San Antonio (LPD 17) class. The fact that there will be a 12th ship in the class illustrates how lobbyists can influence what Navy tonnage gets built—even ships that weren’t ever formally requested in the Navy’s budget submission. Once that news was announced, the beltway types knew that another shoe would soon drop: an additional DDG 51 destroyer contract for General Dynamics Bath Iron Works. Defense media predicted that BIW would get the additional destroyer under a “hull swap” agreement in a 2002 MOU between the Navy and its two largest shipbuilders that, among other things, reportedly included an agreement that, should a12 th LPD be ordered, a fourth DDG 51-class ship or equivalent workload would be awarded to BIW. Now where would the money for such a ship come from? We got the answer in the omnibus spending bill that the Congress passed just before Christmas (see this month’s Inside Washington column for more details). If you are to take at face value what it has to say, it all happened thanks to Maine’s U.S. Senators. As the bill was nearing passage, Sen. Susan Collins, a senior

By Nick Blenkey, Web Editor

member of the Defense Appropriations Committee, and Sen. Angus King, a member of the Senate Armed Services Committee, said that the final omnibus spending bill includes $1 billion toward the construction of an additional DDG 51 destroyer that would “likely” be built at Bath Iron Works and would be in addition to those already included in the current multi-year procurement contract. The statement issued by the two senators, interestingly, contained no acknowledgement whatsoever that the funding was any kind of pre-arranged “done deal,” widely expected by defense industry insiders. It said that “as a senior member of the Defense Appropriations Committee, Senator Collins requested the funding toward the additional DDG-51 to help meet combatant commander requirements for destroyers across the globe. Senator Collins successfully advocated for the inclusion of the $1 billion in funding in the Senate Defense Appropriations Bill. The House Defense Appropriations Bill, however, allocated no funding for this additional destroyer. Following weeks of negotiations between the House and Senate regarding the bill, the omnibus bill appropriated the full $1 billion in funding toward this additional ship, affirming the strategic importance of our Navy and shipbuilding programs.”

Another Question Mark Over Lcs One of the Navy’s shipbuilding programs that has been evolving has been the Littoral Combat Ship (LCS). As compared with other January 2016 MARINE LOG 17

NAVY SHIPBUILDING NAVY FY2016 Five-Year (FY2016-2020) Shipbuilding Plan Ship Type

FY16

FY17

(Battle force ships only) FY18

FY19

FY20

Total

Ford (CVN-78) Class aircraft carrier

Virginia (SSN-774) Class attack submarine

Arleigh Burke (DDG-51) Class destroyer

Littoral Combat Ship (LCS)

LHA(R) amphibious assault ship LPD-17 class amphibious ship

LX(R) amphibious ship

Fleet tug/salvage ship (TATS)

Mobile Landing Platform (MLP)/ Afloat Forward Staging Base (AFSB) TAO(X) oiler

TOTAL

18 MARINE LOG January 2016

Two ba sel i ne LC S desig ns a re c u rrently being built. One was developed by an industry team led by Lockheed; the other—based on an Austal design—was developed by an industry team led by General Dynamics. The Lockheed design is built at Fincantieri Marine Group’s Marinette Marine shipyard in Marinette, WI; the General Dynamics design is built at the Austal USA shipyard in Mobile, AL, with Austal now also being the prime contractor. Ships 5 through 24 in the program are being procured under a pair of 10-ship

to thwart any attempt to trim the shipbuilding program. But the memo was leaked and here are some extracts: “The Nav y is critical to our nation’s defense. Recognizing the importance of the fleet, the Department has and will continue to increase the size and capability of the battle force—as the Navy has noted, compared to the 278 ships in 2008, today we have 282 ships in the fleet, and more than 30 are currently under construction. We are well on our way to reaching the 308-ship goal that

“Recognizing the importance of the [Navy] fleet, the Department has and will continue to increase the size and capability of the battle force ... today we have 282 ships in the fleet, and more than 30 are currently under construction.” block buy contracts that were awarded to the two LCS builders in December 2010. “The 24th LCS—the first of the three L C S s re q u e s t e d for pro c u re m e nt i n FY2016—was to be the final ship to be procured under these block buy contracts, but the contract might be extended to include the 25th and 26th ships (i.e., the second and third ships requested for FY2016) as well,” notes the CRS report.

The Memo The December 14 memo sent by Secretary of Defense Ash Carter to Secretary of the Navy Ray Mabus, not only directs him to trim the Navy’s LCS buy of Littoral Combat Ships, but also seems to indicate a very deep divide on what should be the Navy’s budgetary priorities overall. The memo has already prompted Congressional supporters of the LCS to promise

will meet the Department’s warfighting posture requirement. This requirement should be met, but not irresponsibly exceeded. “For the last several years, the Department of the Nav y has overemphasized resources used to incrementally increase total ship numbers at the expense of critically-needed investments in areas where our adversaries are not standing still, such as strike, ship survivability, electronic warfare, and other capabilities. This has resulted in unacceptable reductions to the weapons, aircraft, and other advanced capabilities that are necessary to defeat and deter advanced adversaries. “Earlier this year the Department of Defense gave guidance to correct and reverse this trend of prioritizing quantity over lethality; however, counter to that guidance, the Department of the Navy’s latest program submission fails to do so. It is accordingly

Source: FY2016 Navy budget submission

surface combatants, either variant of the LCS is a small, relatively lower cost, ship. Now, however, it has been decided that future versions of the LCS would be beefed up to become frigates. Under either label, the ship is still affordable enough to enable the Navy to bring up the numbers in its shipbuilding plan to more easily reach its target of a 308-ship battle force. That plan was thrown into disarray by a December 14 memo sent by Secretary of Defense Ash Carter to Secretary of the Navy Ray Mabus, essentially telling him to rethink the Navy’s budget priorities. Among other things, it directs him to reduce the Navy’s buy of Littoral Combat Ships (including frigatized versions) and to downsize to one of the two variants of the ship. Before looking at that memo in more detail lets recap the program as summarized in a recent Congressional Research Service report by veteran analyst Ronald O’Rourke. “From 2001 to 2014, the program was known simply as the Littoral Combat Ship (LCS) program, and all 52 then-planned ships were referred to as LCSs. In 2014, at the direction of Secretary of Defense Chuck Hagel, the program was restructured. As a result of the restructuring, the final 20 ships in the program (ships 33 through 52), which were to be procured in FY2019 and subsequent fiscal years, were to be built to a revised version of the baseline LCS design, and were to be referred to as frigates rather than LCSs. “Under this plan, the LCS/Frigate program was to include 24 baseline-design LCSs procured in F Y2005-F Y2016, 20 frigates to be procured in FY2019 and subsequent fiscal years, and eight transitional LCSs (which might incorporate some but not all of the design modifications intended for the final 20 ships) to be procured in FY2016-FY2018, for a total of 52 ships.”

NAVY SHIPBUILDING unbalanced, creates too much warfighting and technical risk, and would exceed the numerical requirement of 308 ships. “I have made clear in our discussions, in my budgetary guidance, and in public remarks that our military is first and foremost a warfighting force, and while we seek to deter wars, we must also be prepared to fight and win them. This means that overall, the Nav y’s strategic future requires focusing more on posture, not only on presence, and more on new capabilities, not only ship numbers. “The Department’s priorities are 1) to build advanced capabilities, 2) to close growing gaps in naval aviation, and 3) to ensure sufficient ship capacity. To meet these priorities, the Department will build to a tota l of 40 Littora l Combat Ships (LCS) and frigates (FF), the number that the Navy’s own warfighting analysis says is sufficient to need. This plan reduces, somewhat, the number of LCS available for presence operations, but that need will be met by higher-end ships, and it will ensure that the warfighting forces in our submarine, surface, and aviation f leets have the necessary capabilities and posture to defeat even our most advanced potential adversaries. Under this rebalanced plan, we will still achieve the Navy’s 308-ship goal, we will still exceed 300 ships in each year from FYI9 to FY30, and we will be better positioned as a force to be overwhelming in posture rather than overextended in presence. “Specif ically, the Department of the Nav y will: Reduce the planned LCS/FF procurement from 52 ships to 40 ships (creating a 1/1/1/1/2 profile for eight fewer ships within the FYDP) by down-selecting LCS/FF production to one variant in FY2019. Forty LCS/FF will exceed recent historical presence levels and will provide a far more modern and capable ship than the patrol coastals, minesweepers, and frigates that they will replace. CAPE will provide specific implementation direction and the decision will be documented in the Resource Management Decision (RMD). Procure 10 Flight III destroyers (DDGs) within the FYDP. Recognizing the significant capabilities that Flight III destroyers provide, the Department will continue to procure 10 DDGs across the FYDP. In addition, we will upgrade additional Flight IIA DDGs, procure additional advanced electronic warfare capabilities, and invest in munitions that will enable the f leet to hold adversary surface ships at risk. The rebalance will allow us to upgrade a large portion of the current DDG fleet, while still January 2016 MARINE LOG 19

NAVY SHIPBUILDING protecting procurement of new DDGs. “ T he Nav y ’s a me nde d bud ge t c ut s two submarine combat system upgrades, reduces towed array procurement, and misses a key opportunity to add Virginia Payload Modules (VPM) to our fast attack submarines. VPM is the most cost-effective way to increase the capability and capacity of our submarines; therefore the Navy will invest in an additional Virginia Payload Module in FY20. Waiting until FY20

to procure an additional VPM will provide substantial time to allow the Navy to plan for and execute this increased workload even as production of the Ohio Replacement Program begins. The Department will also restore the two combat system upgrades cut in the Navy’s submission and procure an additional 10 SSN upgrades. These upgrades will ensure we continue to have the most lethal submarine force in the world.”

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T he memo t hen s p el l s out a nu mber of t h i ngs ot her t ha n sh ips wh ich Secretary Carter deems needed by the Navy and concludes: “These choices will create a Navy that is far better postured to deter and defeat advanced adversaries, while still continuing to grow the size of the f leet. As both you and I have noted, ship count alone is a poor measure of the effectiveness of the force. With the rebalance laid out in this memo, our fleet will not only be larger and more effective than it is today; it will also be equipped with the weapons and capabilities it needs to win any potential war. “The Department of Defense is relying on the Department of the Navy to support and carry out these critical strategic decisions.”

A sh Ca r ter ha s held a nu mber of key Department of Defense posts that began w it h ser v ing as Assistant Secretar y of Defense for International Security Policy during President Clinton’s first term, from 1993 to 1996. He was Under Secretary of Defense for Acquisition, Technology, and Logistics from April 2009 to October 2011, and Deputy Secretar y of Defense from October 2011 to December 2013. So, he knows how the Washington game is played. This has led to speculation that what is playing out here is a tried and tested strategy whereby you don’t budget for the things that you know Congress will insist on funding anyhow. The leaking of the memo, which appeared on the Navy League’s website within days of being issued, has already galvanized Alabama congressmen into speaking out loudly in defense of the LCS.

Shipbuilding Plan You never know what ships exactly will be ordered by the Navy until it makes its budget request—and until that budget has gone through the Congressional grinder. However, the Table on page 18, based on the Navy’s FY 2016 budget submission, indicates that, at the time that budget was submitted, the intention was for the FY 2017 budget to ask for two Virginia Class submarines, two Arleigh Burke class destroyers, three LCSs, one LHA(R) amphibious assault ship, one Fleet tug/salvage ship (TATS) and Mobile Landing Platform (MLP)/Af loat Forward Staging Base (AFSB). It will be interesting what actually gets ordered. Even more interesting will be to see what will be in the next rendition of the Navy’s 30 year shipbuilding plan, particularly where LCS/FF numbers are concerned. ■

POWER & PROPULSION Norway’s Kleven Verft has contracts to build more than 15 vessels valued at over $1.37 billion

POWERING UP your choices New power and propulsion options unveiled at the Workboat Show Compiled by Marine Log Staff Caterpillar is supplying Cat 3516 main engines and MTA 524-T azimuthing thrusters for two Harley Marine tugs

he International Workboat Show in New Orleans, LA, offers the marine industry an ideal time to not only assess the current state of the industry, but also an opportunity to view some of the newest technologies, products, and services. With stricter emissions regulations coming into play in 2016 and operators strongly focused on efficiency and the bottom line, this year’s show saw a number of new power and propulsion technologies unveiled. GE Marine, for example, extended its EPA Tier 4 engine series to include 16- and 12-cylinder V-models, an 8-cylinder inline model, and a 6-cylinder inline model that is currently planned for development. GE says the engine series meets the Environmental Protection Agency’s (EPA) Tier 4 emission standards without the use of urea after-treatment, while maintaining fuel efficiency and service intervals. In addition, the engines have a faster response time to load steps, and a Maximum Continuous Rating (MCR) that is 12 percent higher than their Tier 3 compliant predecessors. Coastal tug and barge operator Reinauer Transportation purchased two 12V250MDC Tier 4 diesel engines for its new Articulated Tug Barge (ATB) unit under construction at Senesco Marine in Kingstown, RI. One of the engines was displayed at GE’s booth at the Workboat Show. “We chose the new GE Marine engines because we like their robust design and component configuration,” says Christian Reinauer. “The engine closely matches the footprint of our current vessel design. This limits the amount of re-engineering while meeting Tier 4 emissions requirements without the complications of urea after-treatment.”

GE’s Marine Product Manager Rob Van Solingen says the engines offer several advantages as compared with engines that use an SCRbased emission control system. He says that the GE Tier 4 engines are less complex, allowing ship designers to develop engine rooms that make the most efficient use of space. This reduction in complexity also translates into improved labor efficiency at shipyards. The engines also offer space and weight savings, since there is no large SCR reactor system in the exhaust piping of each engine nor any urea tank, dosing equipment, etc. required.

New Engine From MAN Also on display at the WorkBoat Show was a new inline six-cylinder diesel engine range for workboats, ferries, fishing trawlers, and pilot boats based on the MAN D2672 diesel engine from MAN Engines. Offered in a range of outputs from 323 kW to 588 kW (440 to 800 hp), the basic six-cylinder engine has been proven in a wide range of on- and off-road machinery since it was first introduced in 2007. The common rail injection system used in the D2676 ensures high mean pressures and optimized combustion. This increases on-board comfort due to reduced vibration and noise emissions. The inclusion of a Miller or Atkinson camshaft has helped to achieve an average 10% reduction in fuel consumption compared to the engine’s predecessors.

Scania Makes In Roads Scania has been making inroads in the marine propulsion sector because of its compact, proven engine platforms. Some recent January 2016 MARINE LOG 21

POWER & PROPULSION installations in the U.S. Gulf of Mexico include the high-speed crewboat Fourchon Runner, which is powered by quadruple Scania 16L engines for a total of 2,400 hp. Naiad Inflatables recently delivered the pilot boat Karankawato the Matagorda Bay Pilots of Texas. The pilot boat has two Scania DI13 77M main engines, with Twin Disc MGX-5114A gears and ZF controls. It employs shaft propulsion with driveline components from H&H and Michigan Wheel propellers. At the Workboat Show, Scania showcased its Tier 3 platform, including its 16-liter V8 and 13 liter inline engines. Scania engines are all based on Scania’s new modular engine platform—well proven in the company’s truck and bus engines. Scania V8 engines are engineered to produce high power, while maintaining a size that is compatible for auxiliary equipment. The V design reduces the overall length of the engine and ancillaries can be effectively accommodated inside the footprint of the engine. The output ratings for Scania’s newest Tier 3 version of the 16-liter marine propulsion engine range from 550 to 900 hp, with outputs between 550 to 1,000 hp. For auxiliary applications, the range for EPA Tier 3 is 468 kW – 553 kW, and the current range will continue to be offered between 430 kW - 596 kW for international and exempt markets. Scania also expects to see an increase in the output ratings of V8 engines used for keel-cooled applications. The output ratings for Scania’s newest Tier 3 version of the 13-liter inline marine propulsion engine range from 250 – 675 hp, with outputs up to 750 hp available for use in international and exempt markets. In spite of higher performance and tighter emission levels, Scania has been able to increase maintenance and oil change intervals by 25% (now 500 hours) in comparison to its predecessor.

POWER

New Concept: Twin Fins During a presentation at the Workboat Show, Caterpillar highlighted the development of its Twin Fin Propulsion Systems. The initial Twin Fin Propulsion System was retrofitted on the seismic vessel Polarcus Naila at Shipdock in Amsterdam in March 2014. “In the seismic business, seismic assets or the vessel is a huge workhorse,” says Peter Zickerman, Polarcus Executive Vice President. “About 85 percent of its lifetime, the vessel is under constant tow in various weather conditions. It is imperative that the reliability of the vessel and its propulsion system are top notch.” The Twin Fin is designed for vessels that operate on a diesel-electric propulsion system. With thrusters, vessels can have more cargo capacity. With conventional propellers, operators benefit from added reliability and safety. Twin Fin offers the advantages of both. It offers higher thrust performance, reduced fuel consumption, and a better emissions profile. Caterpillar Propulsion’s Mattias Hansson says Twin Fin also incorporates a water-lubricated stern tube, instead of an oillubricated system. For the retrofit, the twin fins were prefabricated at the shipyard in about 15 days for refit on the Polarcus Naila. The payback period for the system is about three years based on fuel consumption savings, efficiency gains, improvements on environmental footprint, and reliability when operating in remote areas. In the coastal market, Caterpillar is supplying two harbor tugs being built for Harley Marine Services, Seattle, WA, at Diversified Marine, Inc., Portland, OR. Each of the Harley Marine tugs will be outfitted with Cat 3516 main engines—each rated at 2,575 hp at 1,600 rev/min—and two MTA 524-T azimuthing thrusters. The thrusters will have 95.5 in. diameter fixed-pitch propellers.

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22 MARINE LOG January 2016

POWER & PROPULSION Z-Drives Go Inland While Z-drives are fairly commonplace in the tug market, they are a relatively new phenomena in the inland towboat market. Back in 2006, Bill Stegbauer and Ed Shearer began exploring the use of alternative propulsion, including Z-drives in inland towboats. Stegbauer, then President of Southern Towing Co., eventually opted for a design that would use Z-drives in a series of 2,400 and 3,200 hp towboats. There are now about two dozen towboats operating with Z-drives and more on the way. One of the latest is a series of three 6,600 hp towboats designed by The Shearer Group that are being built at C&C Marine and Repair, Belle Chasse, LA, for SCF Marine Inc., St. Louis, MO, part of SEACOR’s Inland River Services group. The towboats will each have three Cummins QSK60-M diesel engines coupled to three Steerprop SP-25D z-drives. Cummins Mid-South is supplying the engines, while Karl Senner, LLC, Kenner, LA, is supplying the Z-drives. The Z-drives were selected only after a thorough analysis. “We worked closely with the owner and the naval architect, but at the end of the day, the decision was up to the owner, SCF,” says company President Karl Senner. “Tim Power and Myron McDonough were very diligent in the selection process, and we very much appreciate the in-depth approach and attention to detail. We pride ourselves in offering robust products and superior support, factors that are critical while operating in the demanding environment of the inland waterways. Steerprop units are designed for the longest time between overhauls on the market. We have also been supporting inland operators since our company’s inception in 1967. We are very excited about our relationship with SCF and we know it will continue for a long time to come.”

Steerprop SP25D Z-drives are designed for operating in harsh environments. These specific drive units were selected and configured similar to that of ice-class applications. Ice class design is Steerprop’s forte, having supplied Z-drives onboard three of the world’s largest mechanical Z-drive ice breakers build to date. These will be the first inland towboats in the U.S equipped with Steerprop Z-drives. “The inland waterways have been a major focus of our business since 1967 for Reintjes gearboxes,” says Senner. “We pride ourselves in knowing what it takes to support the high demands of our inland customers, from sizing the appropriate equipment, to stocking spare parts, and providing quick service turnarounds. We are a family-owned and -operated company, flexible to respond to customer needs quickly and effectively.” “We are in discussions with multiple other inland projects, but not at liberty to discuss them at this point in time.” Z-drives have begun to catch on with inland transportation operators because of the safety, operational efficiencies and fuel savings they offer. As operators of harbor tugs have long been aware, the Z-drive can deliver full thrust in any direction almost instantly, where as the conventional rudder set aft of the propeller and even the flanking rudders set ahead of the rudder as is the practice on many inland river towboats, will sacrifice time and power by the inefficient nature of the conventional drive and rudder system. Due to the greatly improved maneuverability with Z-drives, tows do not need to slow down in turns and bends in the river. Trip times are reduced and require a lot less fuel. A study conducted by The Shearer Group, Inc. last year showed an average of 28% fuel savings and 11% trip time savings during a set of controlled experiments with unit tows when using Z-Drives instead of conventional shafts and rudders. ■

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Marine Navigation

The Finnish icebreaker Otso in port during the project team’s trip to Helsinki in 2014

Clean, Safe Arctic Seas How to prevent accidents, reduce the movement and distribution of oil after a spill, By Andrew Safer and oil impacts on the Arctic marine ecosystem

he prospect of increased shipping in the Arctic due to the melting of polar ice has inspired an international research effort focused on maximizing safety in arctic waters. Fifteen doctoral students at five universities in Finland, Norway, Germany, and Canada are filling science gaps on a breadth of issues ranging from ice impacts on hulls and preventing accidents to determining the movement of oil after a spill and its impacts on the Arctic ecosystem. The work is being carried out through the Joint Research Centre of Excellence for Arctic Shipping and Operations based in Aalto University (Finland), supported by GBP 1,707,673 in funding from Lloyd’s Register Foundation. This five-year project began in September 2013. “Compared to vessels operating in open waters,” Dr. Brian Veitch points out, “much less is known about environments in cold ice-covered seas.” Dr. Veitch, Professor of Ocean and Naval Architectural Engineering (ONAE) at Memorial University of Newfoundland in St. John’s, is one of the principal investigators of the project. “They’re so far away, and they haven’t been studied as much so there is a bit of a deficit from a science point of view”—a deficit that makes conventional risk management techniques more uncertain. “Our ambition is to generate knowledge that specifically can be used in the formulation of legislation, regulations, and

industry standards—information that will give the people who are making decisions evidence upon which to make better decisions.” This article profiles the work of three PhD students who are focusing on preventing accidents, the movement and distribution of oil after a spill, and oil impacts on the marine ecosystem.

Preventing Accidents Doug Smith, an ONAE PhD candidate at Memorial University, completed his Masters degree in Hydrodynamics and is now focusing on preventing shipping accidents from occurring in Arctic waters. Since Arctic shipping accident information is scarce, rather than depending on historical data, he is developing models that reflect both the interdependencies of work functions on a vessel—how work actually gets done—and the variability within that work. “This project focuses on what works, and uses that context to explain why things do not work from time to time,” says Smith. “If we can understand what makes shipping operations work, we can focus on making things work well more often, and being safe more often.” He cites an example of variability. When a captain is navigating in ice-infested waters, he must assess the variability in the ice conditions, which could be constantly changing. He must then communicate his expected power requirements to the engine January 2016 MARINE LOG 25

Marine Navigation room, where there is also variability. If the engine state is in some variation that prevents it from providing the required power (such as maintenance on one engine or one engine cannot start), this will affect the Captain’s ability to navigate. The combined effects of these variabilities could result in inadequate control of the vessel, which could result in an accident. The accident prevention component of this project is focused on ways of improving shipping safety, without requiring the prediction of adverse outcomes. Smith is using the functional resonance analysis method (FRAM) of modeling, which incorporates an understanding of variability within the system. “When you understand the range variability, you can adopt solutions to keep it within your control,” he says. “But if variability is not understood and controlled, that increases susceptibility to accidents.” Smith’s models will be populated with data that reflects both variabilities and also adjustments that have been made that successfully accommodate them. He will be inputting information from captains, chief engineers, and others on board ships who can shed light on variability and the adjustments that were made that kept operations safe. Smith will be building models for arctic shipping activities, primarily for navigating in ice-covered waters, as well as for maneuvering ships in tight quarters such as leaving and entering port.

Complexities of Oil-Ice Interactions The models that Mawuli Afenyo is developing will predict the fate and transport of oil spills in icy waters. “Right now, we are not ready for an oil spill in the Arctic,” he says. “Ice represents more complexity,” says the PhD candidate with a Master’s in Petroleum Engineering and an MBA in Green Energy and Sustainable Businesses. “The oil can spread on ice, you can have it on snow, in leads

and encapsulated in ice, or it can go below the ice,” he says, adding that there are a lot of uncertainties regarding oil-ice interactions, and noting that the limited field experiments that have been done make it difficult to know how oil will behave in this environment. “The Arctic has become very important,” Afenyo observes, “so we have to take these things seriously.” One issue is remoteness and the capability of governments and other agencies to respond to a spill in a timely manner. Afenyo is following the lead of Norwegians who have done some numerical modeling of oil in ice conditions. He notes the complexity of the task, pointing out that a number of interrelated processes take place simultaneously immediately following a spill: evaporation, dispersion, spreading, sinking, biodegradation, and emulsification. Afenyo adds that there has been little study of encapsulation—an oil spill becoming engulfed in ice. Location-specific data will be fed into two integrated models built on a risk analysis framework. His aim is to apply this framework to arctic shipping, which will, in turn, provide guidance with regard to policies, operations, ship design, and environmental response measures. Dr. Faisal Khan, Department Head in Process Engineering and Vale Research Chair of Process Safety and Risk Engineering, and Dr. Brian Veitch, a professor in the Ocean and Naval Architectural Engineering department and Husky Research Chair in Oil and Gas—both at Memorial University—are supervising Afenyo’s project.

Oil Impacts on Animals Maisa Nevalainen, a PhD candidate in Environmental Sciences at the University of Helsinki, Finland, is focusing on the ecosystem impacts of an oil spill in the Russian Arctic. “Even if there is no drilling,” she says, “ships are still going to use those routes. Climate

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Marine Navigation change is making it easier and easier.” Noting that there is no data available, Nevalainen quickly adds, “I hope we never have the data.” She will be interviewing subject matter experts, asking them about probabilities regarding the impact of oil on arctic species, combining their accumulated knowledge, and adding historical and toxicological data into the model. The Bayesian model she will be building will ref lect probabilities. The species she is focusing

One of the issues with the Arctic region is its remoteness and the capability of governments and other agencies to respond to a spill in a timely manner. on are at all levels of the functional food web, from apex predators (e.g., polar bears) down to benthic invertebrates. Addressing one facet of the impact of a spill, Nevalainen says, “If the polar cod would die, that is such an important species in the Russian Arctic food web. If it happens at a time when the offspring are not yet juvenile and they cannot avoid the oil, then all the eggs could die.” In her view, the ability to responsibly manage Arctic shipping operations depends on knowledge of risk. “We should understand better how big the risk is. Right now, environmental groups are saying the risk is enormous, and oil companies are saying they are being safe, so no worries. I’m hoping to find some actual number in between those two.” While Nevalainen’s model will be focused on the Northern Sea Route and coastal areas of the Russian Arctic,

Members of the Memorial University project team. Left to right: Dr. Faisal Khan, Doug Smith, Faisal Fahd, Mawuli Afenyo

it will be functional for other areas once local species distribution data has been inputted. She is collaborating with Afenyo; hence, her recent visit to St. John’s. Afenyo’s model will show where the oil goes after a spill, and her model will show how the ecosystem responds to that particular quantity and distribution of oil. Smith, Afenyo, and Nevalainen plan to publish the results of their work in scientific papers, and information regarding their findings will be available on the Research Centre of Excellence for Arctic Shipping and Operations web site: http://cearctic.aalto.fi/en/ ■

Engineering America’s Maritime Dominance

MARCH 2-3, 2016 HYATT REGENCY CRYSTAL CITY ARLINGTON, VA

Best Passenger Ships of 2015 From Cable ferry to a Zero emissions boat, innovation abounds

The MV Veteran, built to handle the icy waters of Newfoundland by Damen Shipyards

MV Veteran 80m Ice Class Ferry Delivered this past October by Damen Shipyards Galati, Romania, the RoPax ferry MV Veteran is built to handle the tough environment of the Arctic region. The 200-passenger vessel was designed to operate specifically in icy waters by a partnership comprised of Fleetway Inc., for the Government of Newfoundland and Labrador, and Denmark’s Knud E. Hansen. The MV Veteran can handle 40 cmt hick f loat ing ice at 4 k nots, says Ja n van Hogerwou, Damen Manager, North America. The ferry’s “rudders, hull and propellers have been strengthened and are outfitted with extra plate thickness for heavy winter conditions.” Three MTU 16V 4000M23S engines generate 1,700 kWe, 400V, at 1,800 rev/min. 28 MARINE LOG January 2016

The emergency genset is provided by one Volvo D16 engine generating 440 kWe 440V, at 1,800 rev/min. Its propulsion set is made up of two 1,600 kW Rolls-Royce azimuth thrusters, Electric Drive, and two 2,600 mm ice strength fixed pitch propellers. And while the vessel was built in Romania, its very much a Canadian product, with several Canadian companies providing services for the vessel, with products including electrical equipment to fire-fighting systems. MV Veteran has roll-on, roll-off capacity for 60 vehicles, is 80.9 m long with a beam of 17.2 m and can operate at a cruising speed of 14 knots. The first in a two-vessel contract, the Veteran, and its sister ship the MV Legionnaire, are part of a large “lifeline” vessel

replacement program being undertaken by the Provincial Government to modernize its fleet. The fleet transports over 900,000 passengers, 400,000 vehicles and 20,000 tonnes of freight with more than 50,000 arrivals and departures every year. MV Veteran is class by ABS +A, Vehicle Passenger Ferry, Ice Class 1AA, Near C o a s t a l , Voy a ge C l a s s I I, E , +A M S , HAB+, ACCU GP. Product Director at Damen Ferries, Henk Grunstra, acknowledges that the Ice Class 1A Super certificate in the highest available for ferries. He also says the vessel has redundant systems in place for safe operation. MV Veteran features 127 seats in the forward passenger lounge, 88 seats in the aft passenger lounge, 15 single crew cabins.

BEST PASSENGER ships of 2015

Texelstroom, CNG Hybrid Ferry

The Sally Fox 105 ft Fast Ferry Built by All American Marine (AAM), Bellingham, WA, the MV Sally Fox, is the first of two new ferries ordered by King County’s Marine Division. The vessel is also the first ferry to be built under the U.S. Coast Guard’s Sub-Chapter K rule, and delivered under the new 5A Space Performance Guidelines issue. The 105 ft catamaran was designed by AAM. However, for its wave piercing hull, the builder called upon New Zealand-based naval architecture firm Teknicraft Design Ltd. The wave piercing hull design helps reduce drag and enhance passenger comfort. Sally Fox is powered by twin Cummins QSK-50 tier II engines rated at 1,900 rev/min.

The 250-passenger ferry operates at a service speed of 28 knots across the Puget Sound from Vashon Island to downtown Seattle. Special attention was paid to the passenger deck’s layout in order to facilitate and streamline the boarding and disembarking process. Additionally, the new ferry features several green technologies/alternatives, for example, instead of paint, the decks are covered with a peel-and-stick non-slip tread, while the the superstructure is wrapped in UV-stable vinyl. Funded by federal grants, the new water taxi replaces the Melissa Ann, a 27 year old vessel. Its sister ferry, the MV Doc Maynard was delivered by AMM September 2015.

Oscar B. 115 ft Ferry Wakiakum County Wahkiakum County, Washington State is paying homage to one of the greatest skippers the county has ever had, by naming its newest ferry, the Oscar B, after him. Oscar Bergseng skippered the ferry, Wahkaikum, which was built in 1961, for 17 years. Built by Nichols Brothers Boatbuilders, Freeland, WA, the 115 x 47 ft Oscar B is double the size of its predecessor, offering an expanded vehicle capacity. The new ferry can carry 100 passengers and 23 cars

between the Cathlamet, WA and Westport, OR terminals. The ferry, designed by Seattle’s Elliott Bay Design Group, features a steel-hull, aluminum super-structure, and is powered by two Cummins QLS diesel engines, each delivering 285 hp at 1,800 rev/min. Oscar B meets all current U.S. Coast Guard requirements. Additionally, it features a hydraulic steering system, up-to-date electronics, a passenger lounge and ADA-accessible restrooms.

Built by Spanish shipbuilder Construcciones Navales del Norte— La Nava l, t he 135m Texelstroom will offer its owner, Royal N.V. Texels Eigen Stoomboot Onderneming (TESO), a unique energy efficient vessel package that will combine a variety of green energy sources to help reduce its environmental impact when its delivered 1Q 2016. T h e 1 , 7 5 0 - p a s s en g e r fer r y i s equipped with a hybrid propulsion system comprised of dual fuel (diesel/ CNG) generating sets and a battery system, feeding the propulsion electric motors. The ferry is expected to operate mainly on the natural gas that will be stored in two batteries of Compressed Natural Gas (CNG) bottles installed on the top deck. The double-ended ferr y was designed with two separate navigation bridges and two independent engine rooms. One engine room is fitted with two ABC diesel engines, each generating 2,000 kW of power; and the other engine room is fitted with two ABC dual fuel engines, also generating 2 x 2,000 kW. Each ship end will be fitted with two RollsRoyce azimuth propeller. The ferry, designed by La Naval in close cooperation with TESO and C-Job Naval Architects & Engineers, will also feature over 700 m 2 of solar panels. Texelstroom is classed by Lloyd’s Register. The Ice Class ferry will feature a strengthened hull to operate through winter ice, and will have a notation for Passenger and Crew Accommodation Comfort (PCAC) to ensure a safe and comfortable journey for passengers and crew. The ferry will provide services in The Netherlands, between the island of Texel and the port of Den Helder. It will have capacity for 350 vehicles, and operate between 10 to 15 knots.

January 2016 MARINE LOG 29

BEST PASSENGER ships of 2015

Baynes Sound Connector Longest Cable Ferry

Viking Star 48,000 grt cruise ship Viking Ocean Cruises made its debut into the oceangoing cruise market with the delivery of its 930-passenger ship Viking Star. The ship is the first of three under construction at Fincantieri Marghera, Italy shipyard for the brand. What makes this “small” cruise ship unique is that its engineered at a scale that enables the ship to have direct access into most ports, making embarkation and debarkation easier and more efficient for guests.

30 MARINE LOG January 2016

The 228m long ship features 465 state rooms, each with its own veranda; has two pools including a glass-backed infinity pool; and a wrap-around promenade deck that pays homage to classic ocean liners. The ship is powered by energy-efficient hybrid engines, a hydro-dynamically optimized streamlined hull and bow for maximum fuel efficiency, solar panels and equipment that minimizes exhaust pollution and meet the strictest environmental regulations.

Next month, BC Ferries’ first ever cable ferry, the Baynes Sound Connector will make its long awaited debut and begin operations. Built by Seaspan’s Vancouver Shipyards, the 78.5 m ferry will accommodate 150 passengers and 50 vehicles on a 1,900 meter (about 1.9 km) route, making the ferry one of the longest cable ferries in the world. Baynes Sound Connector will travel at a speed up to 8.5 knots between Buckley Bay and Denman Island. The ferry operates on one drive cable, and two guide cables along the route on the Baynes Sound Channel. Operator BC Ferries expects the cable ferry will help reduce operational costs, saving the company over $80 million during its expected 40-year service life; will have a smaller environmental footprint and lower fuel emissions. While the news of the Baynes Sound Connector is exciting, the project was initially met with fears from the local community that felt a ferry operating on cables would be unsafe and wouldn’t be able to meet BC’s promise of a more efficient ferry on the run. BC Ferries has stated that the ferry has been designed and built to safely operate in the Baynes Sound environment, which is a relatively low marine traffic area, and was tested in some of the worst weather conditions. To f u r t h e r s a f e t y, i t w a s r e c e n t l y announced that transit lights have been installed at both the Buckley Bay and Denman West terminals to secure safe passage for the cable ferry and other vessels in the area. A green light would indicate that the Baynes Sound Connector is docked at a terminal and boaters can safely cross the channel. A red light indicates the ferry is in transit, and it may not be safe for other vessels to cross the channels since the cables in operation may not be fully submerged.

BEST PASSENGER ships of 2015

Samish 144-Car Ferry F.A. Gauthier LNG ferry for North America Canada’s Société des Traversiers du Québec (STQ) is committed to a greener future. To that end the company invested in the construction of the F.A. Gauthier. Built by Italy’s Fincantieri Castellamare di Stabia shipyard, the ferry is the first LNG-fueled ferry to operate in North America. Classed by Lloyd’s Register, the ferry is fitted with an ultra compliant, low-emission, dual-fuel system from Wärtsilä. Powered by four Wärtsilä 12v34D dualfuel generating sets, meaning the ship can run on either LNG or Marine Diesel Oil, the 133 m x 22m ferry can reach a maximum speed of 20 knots on its

Matane-Baie-Coreneau-Godbout route. The ferry is also equipped with Wärts i l ä ’s L N G Pa c s y s t e m c o m p r i s e d o f LNG bunkering, storage tanks, and handling equipment. Its fitted w ith two contra-rotating propellers, making the ferry exceptionally maneuverable. The F.A. Gauthier’s hull is certified as Ice Class 1 and Propulsion Class 1, enabling the ship to break sea ice and handle adverse weather conditions on the Gulf of St. Lawrence. The ferry can carry 900 passengers and 180 vehicles on each trip, and is expected to transport more that 205,000 passengers and 118,000+ vehicles a year.

Ampere Zero-emission ferry Built by Fjellstrand Shipyard, the 80m Ampere is the world’s first all electric, battery powered ferry. The ferry produces zero emissions thanks to its Siemens’ BlueDrive PlusC electric propulsion system. It does not use any fuel tanks or engines. Instead, it derives its power from its batteries which enable its owner, Norled, to reduce its fuel costs by up to 60%, and save one million liters of fuel annually. Ampere’s power system is made up of 224 Corvus Energy AT 6500 modules with a total capacity of 1.46MWH, an energy

management system, a steering system, thruster control and an alarm system. Each of the vessel’s ends is fitted with a vessel mount and a shore power station—this enables and facilitates the rapid recharging of the batteries. The innovative vessel is meant to be as environmentally friendly as possible, from the inside-out. Constructed from light-weight aluminum, the Ampere, weighs just half of what a conventional ferry would weigh. The ferry has capacity for 350 passengers and 120 cars. Ampere is classed by DNV-GL as 1A1- LC R4(nor), CF, C, BP, IOPP-A.

The second in a series of four Olympic Class ferries for Washington State Ferries, the 144-Car Samish, was named in honor of the region’s native Samish Indian Nation. The word Samish means “giving people,” and Washington State Ferries is hoping to do just that, by giving back to the community with the addition of the ferry to its growing fleet. Delivered by Vigor Industrial, the new $126 million ferry is based on the Olympic Class design by Seattle-based Guido Perla & Associates, Inc. The vessel’s hull design helps reduce wake and improve fuel efficiency. The ferry measures 362 ft x 83 ft and has capacity for 144 cars and 1,500 passengers. The Olympic Class is[being] built by a group of Washington-based companies—led by Vigor Industrial—offering the very best the state has to offer in design and production; and supporting over 500 jobs in the Puget Sound. Its superstructure was built by Whidbey Island, WA-based Nichols Brothers Boat Builders. The Olympic Class provides wider lanes and more spaces for cars and trucks, additional comfort for passengers with two Americans with D i s a bi l i t i e s Ac t ( A DA ) - com p l i ant elevators, an ADA-compliant car-deck restroom; flexible seating configurations; improved heating and ventilation; and wider stairwells and passageways. Samish’s main propulsion is provided by two EMD engines developing a total 6,000 hp, enabling the vessel to reach speeds up to 17 knots on its Anacortes to San Juan Islands route. Olympic Class ferries are also equipp ed w ith the latest emergency-evacuation and fire-suppression systems.

January 2016 MARINE LOG 31

CEO SPOTLIGHT

LYNNE GRIFFITH Assistant Secretary Washington State Ferries Division By John Snyder, Publisher and Editor-in-Chief

ARINE LOG recently had an opportunity to sit down with Lynne Griffith, the new Assistant Secretary of Washington State Ferries. In the fall of 2014, Griffith became the first woman to hold the position and is responsible for guiding the 1,900 employees that work at the iconic Washington State Ferries to meet their operational, budgetary, and safety goals. It’s no small task: Washington State Ferries is the largest ferry operation in the U.S., carrying about 22 million passengers annually and about 10 million vehicles between 20 different ports in and around Puget Sound. Some of the key challenges Griffith faces are renewing the WSF fleet—which has an average age of about 35 years old— modernizing the system’s terminals, and investing in new IT systems to improve efficiency and communications with riders. Like most staterun agencies around the country, the Washington State Department of Transportation was hit hard by the recession, which means a loss of revenue and cuts to services across the board. About 70 percent of the ferry system’s operations are funded by the fare box. By comparison taxpayers in New York fund the entire cost of the Staten Island Ferry. Although she doesn’t have a maritime background, Griffith is well suited for the role with 35 years in the transportation industry, including her role as CEO at Pierce Transit in Washington State, where she had to face similar budgetary constraints and operational challenges. “I’ve always been connected to public service or serving members of the public through transportation. It’s not quite like the movie, Trains, Planes, and Automobiles, but I’ve really done planes, trains, buses, and boats,” jokes Griffith. She started her professional career at 18 working at a small airline. “I used to dispatch airline equipment from parts of the network within the airline. It was just like dispatching buses or getting crews and vessels ready to go in the morning. There’s a very strong similarity in terms of the technical aspects of getting the mode of transportation ready to serve the public.” Griffith was invited to participate in the selection for the new WSF head by the state Secretary of Transportation 2014. “But I said no. I couldn’t see the connection. I was getting ready to retire.” What changed Griffith’s mind were two high profile ferry incidents. The first was in July 2014 when the 2,500-passenger, 202-vehicle ferry Tacoma lost power on the Seattle-Bainbridge Island route, which caused lengthy delays for passengers crossing Puget Sound. The second occurred on August 15, 2014, when hundreds of Seahawks fans flocked to the ferry to attend a preseason game at CenturyLink Field. After setting sail for Seattle, the Cathlamet had to return to the Bremerton dock to unload 484 passengers because of fears of overloading. However, an official state inquiry ordered 32 MARINE LOG January 2016

by Washington State Department of Transportation Secretary Lynn Peterson found that the vessel was not overloaded, but rather that the count was wrong due to a faulty counting device. “After those incidents, it dawned on me that Washington State Ferries needed to focus on its operations. And that’s my background— operations. Whether it’s the airline industry or the transit industry, I have always been on the operating end.” Griffith knew she could help. She contacted the state and threw her name back into the hat. Hired in September 2014, Griffith knew she had to quickly become deeply engaged in the organization in order to assess what needed fixing. That meant learning what agents do at the terminal, deck hands on board, captains in the pilothouse and engineers in the engine room.

“As a leader, you have to understand what your employees do... and what their needs are.” “That was the first smart thing I did. The willingness of employees to be candid and open with me really helped me understand what’s working, what’s not working, so that wherever I was going to apply to my leadership role in this organization, I was going to apply it to the right areas. They helped me tremendously to understand where the attention is needed.” As part of the learning process, she took ordinary seaman training. “That was a real eye opener in terms of just how tough their jobs are. They have to be prepared for everything from fire fighting to CPR.” “As a leader, you have to understand what your employees do and how good they have to be at their jobs, and what their needs are.” Griffith says that insight provides her with the valuable raw knowledge to inform state legislators where funding is needed whether it is for training, maintenance or new hires. “It is hard to sell that message when you are in a distressed financial environment. Of course, everyone in the public sector has been grappling with that for a very long time. The recession is long over, but to rebuild that capacity … is a big climb up a very steep ladder,” she adds. A high priority for Griffith has been a renewal of the aging fleet, as well as renovations to two of the system’s busiest terminals. Washington State Ferries signed a Notice to Proceed giving shipbuilder Vigor Industrial the go ahead to get started on work on the fourth vessel in the 144-vehicle capacity, Olympic Class ferry series and work will begin this month.

CEO SPOTLIGHT The new ferry is funded through the Connecting Washington transportation package, which is being paid for through a hike in state gasoline taxes. WSF is building the Olympic Class ferries to replace some of the fleet’s oldest vessels. Two of four are in service, the third will be complete in 2017 and the fourth is scheduled for completion in 2018. “I actually think that the build program needs to move on beyond the Olympic Class. Right on the back of the group of new vessels, we have a whole group in our existing fleet that is going to hit 60 years old. We need to be thinking about how we are going to pursue those replacements... We are going to have to think about the funds for those vessels, so we don’t have an interruption in the build program.” Griffith is working closely with Matt Von Ruden, the new Director of Vessels at WSF, on innovative ideas to improve operations. “Anything from expanding engine room training to collaborating with our shipyard partners in finding solutions for getting our vessels in for inspection or for those big fixes. “Looking at it as a newcomer, I don’t think that replacing every terminal, building every new vessel or adding to the fleet is financially feasible right now. The mistake is that we report that we can do more and more and more without the funding dynamics changing. “The public is never going to tolerate that much tax. So how can we be smart? What technology can we use? What practical design can we use that gives people what they need?” “If you look at it differently and open up your mind—we’re already thinking about different types of fuel that could offer savings for the state if there would be a fuel spike again down the road, about how we can fix and modernize terminals instead of rebuilding at the maximum cost—we can get there with a balance of what the public thinks is acceptable and what we can afford.”

SAVE THE DATE!

Griffith sees her port engineers, captains, deck hands, and mates as a valuable source of new ideas. “We have one staff chief who thought of an idea to save about $2 million per year just on his route.” The idea involved modifying operational practices as the ferry came into dock. Griffith also worked with the union to provide more transparency in the service’s Ferry Alerts. With more informative alerts, riders can now make better decisions on whether they should go to the dock or find alternate routes during service disruptions. While WSF has shelved the idea of converting one of its older vessels to hybrid propulsion, it is moving ahead with the idea of burning Liquefied Natural Gas (LNG) as a marine fuel. Griffith would prefer incorporating the technology into a newbuild, but sees the benefits of converting an existing vessel to burn LNG. “There is a lot of apprehension about LNG. There have been questions about whether converting a vessel is practical. What I see is that our experts are going to learn something in that process. We will learn about logistics and how the vessels would be fueled so that, if we make a major investment in a new vessel, we would be a little bit smarter.” Besides renewing its fleet, WSF also needs to attract new blood. Griffith points out that the average age of pilot house personnel is 65 and the average age of engine room personnel is 55. “We need a mentoring program right now before we lose the talent. We need to work with local maritime schools and conduct an outreach to local mariners. “The state does not pay competitively to the private sector. We have to build a package of information to convey the idea of why they should come to work for us. Some of the key benefits of working at Washington State Ferries, however, is that employees have an improved quality of life; the ability to go home at night to their families and long-term security,” adds Griffith. ■

CONGRESS HELSINKI | JUNE 6 –10, 2016

Meeting the future of combustion engines 28th CIMAC WORLD CONGRESS Combustion Engine Technology forShip Propulsion | Power Generation | Rail Traction

HIGHLIGHTS TECHNICAL PROGRAMME · Over 200 lectures and papers

TECHNICAL TOURS · Visits to local industry

EXHIBITION · Presentation of new technologies and products

SOCIAL EVENTS · Ofﬁcial Reception and Gala Dinner

NETWORKING · More than 1,000 international experts

Learn more about the 28th CIMAC World Congress! www.cimaccongress.com

January 2016 MARINE LOG 33

newsmakers

Euronav’s Paddy Rodgers named CMA Commodore award recipient C EO of Euronav N V, Paddy Rodgers, has been named the Connecticut Maritime A ssociation (CM A ) Commodore for 2016. The award is given each year to a person in the international maritime industry who has contributed to the growth and development of the industry. MAN Diesel & Turbo’s Executive Board has appointed Per Rud as the new Head of PrimeServ Diesel. Rud takes over the role from Wayne Jones who is now on the Executive Board as the new Chief Sales Officer. Prior to joining MAN Diesel & Turbo in 2010 as Vice President and Head of the two-stroke service and After Sales business, Rud worked with the DISA Group. The Foresight Group has appointed Richard Sadler its new CEO. Sadler, who previously held the position of CEO at the Lloyd’s Register Group, replaces Anil Deshpande.

Saltchuk company TOTE Maritime Alaska has named Michael Noone its new President. He joined TOTE Maritime Alaska as Chief Operating Officer in August 2013, bringing with him 28 years of experience in the shipping and logistics field. Meanwhile, Saltchuk sister company Foss Maritime announced that John Parrott was named its new Chief Operating Officer. Parrott previously held the position of President at TOTE Maritime Alaska. In his new role at FOSS, Parrott will be responsible for overseeing key operating divisions, developing and delivering on strategic plans, and optimizing day-to-day operations. Brent Blackburn has been promoted Director of Engineering for Bollinger Shipyards, Lockport, LA. Blackburn has risen steadily through the ranks of Bollinger’s Engineering and Technical Design Departments since he joined the shipbuilder in 2004.

Tracey Haslam, President of Harris CapRock Communications, has been elected to serve on the Global VSAT Forum (GVF) Board of Directors. The GVF Board’s goal is to create greater awareness of the commercial, economic, political and technological advantages provided by satellite broadband and broadcasting solutions. S alisbur y, M D - ba s e d C he s apeake Shipbuilding Corp. has announced the appointment of Steven McGee, P.E. as Director of Design and Engineering. Ian Brennan has joined Seaspan’s Vancouver Shipyards ( VSY ) as Vice President, Supply Chain Management & Contracts. In this position, Brennan will provide day-to-day oversight and direction of supply chain, warehousing and logistics, procurement, and contracts and subcontracts in support of new vessel construction at Vancouver Shipyards.

“There is Posidonia, Nor-Shipping and CMA Shipping”

SAVE THE DATE!!

March 21, 22 & 23, 2016 The Hilton Hotel, Stamford, CT, USA For more information contact: Lorraine Parsons, CMA Event Director at Tel. +1.203.406.0109 ext. 3717 • Fax. +1.203.406.0110 Email. conferences@cmaconnect.com OR visit us at www.cmashipping2016.com

34 MARINE LOG January 2016

techNews DNV GL uses drone tech for hull survey

Norwegian Escape breaks social media record Norwegian Cruise Line’s newest ship, the 4,200- passenger, 1,098 ft Norwegian Escape set a social media record during its inaugural celebrations from October 22nd to November 11th. According to communications provider, EMC, which has tracked a majority of the internet traffic on cruise ships world wide since the advent of social media, passengers on board the new ship logged 576,896 Facebook posts, 14,150 tweets and 11,367 Instagram posts for a total of 159 million impressions. “We’re p ro u d to s e t a n e w re co rd for social media usage at sea dur ing Norwegian Escape’s inaugural events, in par tnership w ith EMC,” says Ross Henderson, Vice President, on Onboard Revenue at Norwegian Cruise Line. “Our number one ambition is to exceed guest expectations and based on the hundreds of thousands of social media posts, it

was clear we delivered on an outstanding experience, including connectivity.” “Our goal is to make sure our cruise partners’ guests and crew have the same connectivity experience on board as they have at home,” adds Brent Horwitz, President of Cruise and Ferry services for EMC. “On top of that, Norwegian challenged us with a robust schedule of ongoing social media activities that significantly increased engagement and we were happy to exceed their expectations.” EMC’s advanced hybrid communications network enabled guests and crew to use their smartphones along with other devices to post pictures and updates, call friends and family, and stay connected. The combined 159 million social media impressions showed a 330 percent increase when compared to prior inaugural events. www.emcconnected.com

MAN Diesel & Turbo engine installation for new NSCV

MAN Diesel & Turbo will supply its dual fuel propulsion system for the $1 billion New Semi-Submersible Crane Vessel (NSCV) ordered at Singapore’s Sembcorp

Marine by Heerema Offshore Services. Under the contract, MAN Diesel & Turbo’s will supply twelve MAN 8L51/60DF four-stroke engines and twelve MAN SCR (Selective Catalytic Reduction) systems. MAN Diesel & Turbo says that the total power output of the engines is 96 MW, making it one of the largest engine installations ever seen aboard a commercial ship. The 220m vessel will be the first in its size range to feature dual-fuel technology and, on completion, will be the world’s largest vessel of its kind. Engine delivery is scheduled for first quarter 2017 with vessel delivery due in 2018. dieselturbo.man.eu

DNV GL is using drones to help suppor t hull sur veys. The classification societ y recently completed several tests using drones to support the hull survey of two vessels. The drones enabled DNV GL to visually inspect and check the condition of remote structural components through video streamed to a tablet. One surveyor operated the drone, while a second checked the video feed in real time. Via the video, initial inspections could take place, an if damage was detected, a traditional close-up survey could be required. “We have been looking at ways we could help our customers by accelerating the survey process,” says Cezary Galinski, Manager of the DNV GL – Maritime classification flying squad based in Gdansk. “Camera equipped drones are now much more widely available and affordable, and by using them for a first screening we can identify areas that require closer inspection quickly and without extenstive staging, which can be both costly and time-consuming.” For these specific tests, DNV GL used an “off-the-shelf” drone. Galinski explains, that because “there are currently no drones formally certified as explosion-proof commercially available, we performed a risk assessment. Of course, before the drone operation started, we also ensured that the cargo tank was gas-free and certified for safe entry.” The goal, says Galinski, is to work with a more advanced tailor-made drone in 2016. “We are also developing a special guideline for performing drone-based surveys. This could open the way to remote or even autonomous inspections being carried out as part of our survey scheme in the near future.”

www.dnvgl.com

January 2016 MARINE LOG 35

techNews The innovative barges will operate in the Germany/ Switzerland region

Wärtsilä power for Shell’s inland barges Wärtsilä has been named as the power supplier for 15 new LNG fueled European inland waterway barges. The barges are being built for Belgium-based Plouvier Transport N.V. and, once completed, will be chartered by Shell Trading Rotterdam. The barges will operate primarily on LNG. Wärtsilä will supply each barge with a 6-cylinder Wärtsilä 20DF dual-fuel main engine, a gearbox, an LNGPac fuel gas handling system that was developed in close cooperation with Cryonorm, and a Wärtsilä propeller with an HR nozzle. The equipment is scheduled to be delivered to the yard, June 2016.

The specialized version of the LNGPac fuel system was developed specifically for use in inland barges—and will help facilitate the use of clean burning LNG, reduce costs and maintenance requirements. Shell will use the 110 m long barges to support its growing operations in the Amsterdam-Rotterdam-Antwerp and Rhinetrack (Germany/Switzerland) regions. The new, innovative barges meet Shell’s requirements for vessels that meet environmental compliance, are reliable, provide fuel flexibility, lower operational costs, and are based on a proven concept. www.wartsila.com

Panolin expands its stern tube lube options The key to any company’s success is its willingness and ability to diversify its product line to meet market needs. Panolin is doing just that with the expansion of its lubrication product line. The California-based company is now offering stern tube lube options for older vessels. Panolin says when upgrading to the new KEMEL or Wärtsilä Bio Seals, vessel operators can turn to stern tube lubricant Stella Maris which is based on 100 percent saturated synthetic ester technology.

But, in those instances where the customer can retain its’ existing seal options, Panolin offers Stella Maris NRT (SM NRT). SM NRT’s formula is based on renewable technology that meets additional ECO Labels and has a wider range of seal compatibility. The two lubrication products are both EPA Vessel General Permit-compliant, don’t emulsify, and can readily separate water. When heated, they each produce a moisture exchange, or a self-drying effect, that helps keep water out. Benefits of using Stella Maris or Stella Maris NRT are plentiful and include longterm cost savings; excellent oxidation stability providing long service life; corrosion protection; superior viscosity behavior; protection against lacquer formation; rapidly decomposes on the water surface; improved equipment efficiency and conservation of resources.

Learn more at www.panolin.com

36 MARINE LOG January 2016

Radio Holland to provide remote monitoring for CNCo T h e Ch i n a N av i g at i o n Co m pa n y (CNC0) has reached a remote monitoring agreement with Radio Holland. Under the agreement, Radio Holland will install a VDR Remote Interface on board three CNCo vessels—the Coral Chief, the Highland Chief and the New Guinea Chief. The remote monitoring agreement, which will enable Radio Holland engineers to test and monitor equipment, as well as verify data remotely, will help CNCo reduce time and money spent on maintenance. The agreement, according to Radio Holland’s Global Manager, Remote Services, Frank Berends, means that Radio Holland can “monitor if the radar and ECDIS are working properly, examine data sent to the VDR and check all the GMDSS equipment on board. Most problems,” he adds, “ can be solved remotely, otherwise we prepare to send engineers to the next port, with the correct parts.” “An annual on board survey usually averages six to eight hours,” says David Watts, Radio Holland Regional Director, Asia. However, with “Radio Holland engineers testing equipment remotely and verifying data, this can fall to just 2-4 hours.” This means a 50 percent reduction in maintenance hours for the shipowner, leading to significant savings. Imtech.com/EN/RadioHolland

ICM Robot: climbing to new industry heights International Climbing Machines (ICM), Ithaca, NY, has a bold mission—to change how work is performed on elevated surfaces. The plan isn’t to replace workers with robots, but instead provide workers with a new skill, and create a less hazardous working environment. ICM recently developed a robot for the U.S. Navy, which could strip coatings from the Navy’s nuclear submarines. The ICM robot would use Heat Induction technology to break the coating’s bond—instead of having to sandblast grit or use high-pressure water to remove the coating, generating secondary waste that could lead to higher costs. For the Navy, the company created a dual robot made up of two standard ICM robots integrated to function together— the dual set up would enable the robot to carry a heavier payload of up to 85 pounds. Additionally, the robot was designed to climb over significant surface obstacles and www.icm.cc surface irregularities.

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

Location

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

RECENT CONTRACTS Blount Boats

Warren, RI

Excursion

100 ft x 35 ft

Shoreline Sightseeing

2016-2Q

Vigor Industrial

Seattle, WA

Ferry

144-car

Washington State Ferries

$122

2018-2Q

Bollinger Shipyards

Lockport, LA

FRC

154 ft

U.S. Navy

$43

2015-4Q

Corn Island Shipyard

Grandview, IN

Drydock

400 ft x 108 ft

Detyens Shipyards

2015-4Q

Eastern Shipbuilding

Panama City, FL

Towboat

90 ft

FMT

2015-4Q

Eastern Shipbuilding

Panama City, FL

Tug

80 ft x 38 ft

Suderman & Young

2015-4Q

Gladding-Hearn

Somerset, MA

Pilot Boat

52.6 ft x 17 ft

Delaware Pilots

2015-4Q

Philly Shipyard, Inc.

Philadelphia, PA

Tanker

600 ft, 50,000 dwt.

Crowley Maritime Corp.

2015-4Q

Vigor Industrial

Portland, OR

Towboat

102 ft x 38 ft

Tidewater Transportation

DELIVERIES

$125

PENDING CONTRACTS BAE Systems Southeast

Mobile, AL

BAE Systems Southeast Bay Shipbuilding Kvichak Marine

2015-4Q NOTES

Dump Scows

7,700 cu. ft

Great Lakes Dredge

Options

Jacksonville, FL

Tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Sturgeon Bay, WI

ATB

8,000 hp/ /155,000 bbl

Plains All American Pipeline

Option

Seattle, WA

Skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

TBD

Double-end ferry

70-car similar to Pocohontas

VDOT

2018-2020

TBD

Car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

RFP Issued

TBD

Double-end ferries

4,500 PAX

NYCDOT

$309

EDBG Design

TBD

Pass./Vehicle ferries

1,000 PAX/100 vehicles

DRBA

$101

2018- 2021

$25

Index of Advertisers Company Page #

Company Page #

ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Metal Shark Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

All American Marine. . . . . . . . . . . . . . . . . . . . . . . . . . 30

Nautican. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2

ASNE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Omnithruster Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Christie & Grey Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Renishaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

CIMAC Congress 2016 . . . . . . . . . . . . . . . . . . . . . . . . 33

Renk AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

CMA Shipping 2016. . . . . . . . . . . . . . . . . . . . . . . . . . 34

Scania USA, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

DNV-GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Smith Berger Marine Inc.. . . . . . . . . . . . . . . . . . . . . . . 4

Everblast Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Steerprop Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Great American Insurance Group . . . . . . . . . . . . . . . . 11

Thrustmaster of Texas . . . . . . . . . . . . . . . . . . . . . . . . 23

Karl Senner LLC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4

Trans Marine Propulsion Systems. . . . . . . . . . . . . . . C3

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

Viega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Marine Art of J. Clary. . . . . . . . . . . . . . . . . . . . . . . . . . 26

Zodiac of North America, Inc. . . . . . . . . . . . . . . . . . . 26 January 2016 MARINE LOG 37

marketplace ENGINEERS & ARCHITECTS Marine

Industry

M.A.C.E. Inc. FT. LAUDERDALE - USA - WORLDWIDE PHONE: (954) 563-7071 FAX (954) 493-9559

ABS Approved Ambient Environmental Testing Climate, Lighting, Noise & Vibration 1 Galleria Blvd. Ste 907 Metairie, LA 70001 Phone (504) 818-0377 x 33 Fax (504) 818-0447 www.hab-cert.com

Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise -

1968

49th

2016

ANNIVERSARY

structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance

GILBERT ASSOCIATES, INC.

Naval Architects and Marine Engineers 11/14/2013 3:58:18 PM

IR - thermography measurementsHabitabilaty Certification Testing MR Dec13 3 by 1.indd 1

350 Lincoln St. Suite 2501 Hingham, MA 02043

BOKSA

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Naval Architecture Conceptual Designs Marine Engineering Production Engineering Lofting & Nesting Tooling Design

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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 2016

marketplace ENGINEERS & ARCHITECTS

KEEL DESIGN CORPORATION

naval architects & marine engineers Quality Technical Services 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917

employment

Bouchard Transportation Co., Inc Tug Mate

Minimum Qualifications: • Master/Mate 200 GRT Near Coastal • Master/Mate of Towing Near Coastal • STCW w/security endorsement • GMDSS, RADAR, TWIC, Passport

Engineer

Minimum Qualifications: • 3 years experience on tugs at least 2000HP • DDE 4000HP, STCW w/security endorsement • Passport, TWIC

Assistant Engineer

Minimum Qualifications: • Degree from Maritime Academy or DDE 4000HP • STCW w/security endorsement, TWIC, Passport

Barge Tankerman

Minimum Qualifications: • AB rating, Tankerman PIC (BARGE) • STCW w/security endorsement, Passport, TWIC

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Open Positions: Director/Manager of Quality – Seattle, WA Director,Vessel Maintenance & Repair – Seattle,WA Director, Vessel Construction – Seattle, WA Sales Manager/Ship Assist – Seattle, WA ; San Francisco Harbor, CA; L.A./Long Beach Harbor, CA Sales and Marketing Manager – East Coast New York/New Jersey Area General Manager – Alameda, CA Operations Manager – Alameda, CA Port Engineer – Seattle, WA Port Captain – Seattle, WA Regional Marine Safety Advisor – San Pedro, CA Recruiter – Seattle, WA Port Mechanic – Brooklyn, NY Nighttime Dispatch Assistant – Seattle, WA Quality SystemsAssistant/Coordinator – Seattle,WA For a list of all open crew positions or to apply online, please visit our Careers page at www.harleymarine.com

AB Deckhand

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products & services

ship registries VANUATU FLAG – More than

a Flag of Quality

WORLD WIDE OFFICES PORT VILA, NEW YORK, TOKYO, ATHENS, LONDON, BANGKOK, SHANGHAI, SINGAPORE, HONG KONG, PUSAN AND ISTANBUL PHONE: (212) 425 9600 FAX: (212) 425 9652

Email: email@vanuatuships.com www.vanuatumaritimeships.com

January 2016 MARINE LOG 39

Marine salvage

A Vision For Effective Response Across The World On November 16, 2015, the ro-ro ferry Wihan Sejahtera capsized in Surabaya, Indonesia resulting in a dramatic evacuation and valiant rescue effort. As luck would have it, an American Salvage Association (ASA) member was running a project within the vicinity and promptly dispatched personnel and vessels to assist in the search and rescue. The ASA memberâ&#x20AC;&#x2122;s team saved 38 lives. This incident faded quickly from local and international news, when compared to the intense media coverage following the sinking of the cruise ship Costa Concordia, the Sewol ferry, or the El Faro. The international salvage industry directly supports shipping community priorities of saving lives, protecting the environment, and minimizing property damage. As a result, salvors witness the varying standards that apply to uphold the aforementioned priorities around the world. ASA salvors are not pleased with the continuing disparity in international standards. The resulting consequences have long been a topic of many discussions at ASA conventions. In this regard, the ASA have recently renewed commitment in a unified and cohesive effort to carry forward the flag of progress beyond our traditional North America boundaries for the benefit of the public, the environment, and our customers. Recently, the United States implemented

the most stringent professional standards in the world for ship salvage and fire fighting response. These new standards, when accompanied by the existing and evolving pollution response regulations, result in a superbly effective national response framework. Additionally, as an integral part of this framework, the U.S. benefits from professional, knowledgeable and proactive government agencies which oversee various aspects of shipping safety, emergency response and environmental protection. In addition to regulation and enforcement agencies, the U.S. also enjoys a well-developed legal system which applies international and domestic laws to include the requirement for ship owners to provide adequate insurance coverage when operating vessels in U.S. waters. Furthermore, there are contingency funding sources for oil and hazardous material responses that can be activated without delay. The Navy Supervisor of Salvage is also funded to maintain critical response capability as was demonstrated in the El Faro search operations. The goal of the ASA is to expand its horizons and influence throughout North and South America including Central America and the Caribbean Sea. It is our intent to promote a vision for effective response operations throughout these regions by leveraging the extensive knowledge and

MarineLoG

Advertising Sales

ISSN 08970491

USPS 576-910

A Simmons-Boardman Publication Corporate Offices 55 Broad Street, 26th Floor New York, NY 10004 T: (212) 620-7200 | F: (212) 633-1165 www.marinelog.com

experience of our members. This will include promoting the best lessons learned from the U.S. response model along with lessons gleaned from the international experience of our members. Through systematic outreach to industry and governments alike throughout the western hemisphere, as well as through the growth of our membership, we intend to champion the improvement of response standards throughout the region. The ASA will also be cooperating closely with the International Salvage Union (ISU) to ensure that a consistent message is delivered around the rest of the world. In cooperation with the Organization of American States (OAS) the ASA is planning several events targeting outreach in South and Central America as well as the Caribbean Sea. The OAS includes all 35 independent states of the Americas. In a partnership with OAS Inter-American Committee on Ports (CIP), the ASA will be conducting a marine casualty seminar for senior Port Authority representatives from the member states in 2016. This inaugural event is expected to become the first of many such out-reach activities. The ASA is pleased to be in a position to promote the priorities of the response and shipping communities and we encourage support from all interested parties. www.americansalvage.org

AMERICAS

EUROPE

KOREA & CHINA

U.S. Gulf Coast & Mexico

Neil Levett Managing Director Alad Ltd. T: +44 (0)1732 459683 Email: neil@aladltd.co.uk

Young-Seoh Chinn JES Media International T: +822-481-3411 | F: +822-481-3414 Email: corres1@jesmedia.com

Jeff Sutley, National Sales Director T: (212) 620-7233 | F: (212) 633-1165 Email: jsutley@sbpub.com

CLASSIFIED SALES SCANDINAVIA

U.S. East, Midwest and West Coasts & Canada Ian Littauer Regional Sales Manager T: (212) 620-7225 | F: (212) 633-1165 Email: ilittauer@sbpub.com

40 MARINE LOG January 2016

Todd Schauer, ASA President

Brenda Homewood Alad Ltd. T: +44 (0)1732 459683 Email: Brenda@aladltd.co.uk

Jeanine Acquart Classified Advertising Sales T: (212) 620-7211 | F: (212) 633-1165 Email: jacquart@sbpub.com

Let’s Keep It Simple

6DZC RPM: 600 - 1000 RPM Power Output: Up to 1800 hp Bore: 10” Stroke 12.2” Compression Ratio: 12.1:1 Fuel Injection: Woodward Direct Mechanical, One Pump Per Cylinder BMEP: Up to 18.1 bar

8DZC RPM: 600-1000 RPM Power Output: Up to 1900 hp Bore: 10” Stroke 12.2” Compression Ratio: 12.1:1 Fuel Injection: Woodward Direct Mechanical, One Pump Per Cylinder BMEP: Up to 18.1 bar

EPA Tier 3 Certiﬁed Until 2017*

Anglo Belgian Corporation (ABC) is one of Europe's leading medium speed diesel engine manufacturers with over a century of expertise in ship propulsion, locomotive, marine and industrial power generating systems. ALL mechanical engine - NO electronics = simple and robust! ABC’s Tier 3 engines are ideal for inland, coastal, ﬁshing, research and hybrid vessels - new build or repower. Optional Dual Fuel application available. ABC has 25 years experience in the dual fuel market! The DZC series has been in production for over (3) decades with 1,500 + engines in operation. Full US support including parts, service and engineering by Trans Marine Propulsion Systems, Inc. (est. 1984). *Per EPA 40CFR 1042.101 Table 3, power ranges of 600kW to 1,400kW for Category 2 diesel engines, EPA Tier 4 begins in model year 2017. ABC’S (6) and (8) cylinder medium speed inline DZC engines range in power up to 1,400kW.

East Coast 5456 West Crenshaw St. Tampa, FL 33634, USA

Phone: (813) 830-9180 Fax: (813) 830-9181

West Coast 4200 24th Avenue West Seattle, WA 98199, USA

Phone: (206) 282-9142 Fax: (206) 282-6514

For additional information: Chuck Kissee | chuck@transmarine.org | www.transmarine.org

PROPELLING

EXCELLENCE

“Karl Senner, LLC is proud to equip SCF Marine, Inc. with Steerprop Z-drives onboard what will be the most powerful Inland Z-drive Towboats built in North America to date”

OWNER: SCF Marine, Inc. SHIPYARD: C&C Marine and Repair, Inc. NAVAL ARCHITECT: The Shearer Group

WEST COAST Karl Senner, LLC. Seattle, WA (425) 338-3344

EAST COAST Karl Senner, LLC. New York, NY (917)722-8118

PADUCAH SERVICE FACILITY Karl Senner, LLC. 2401 Powell Street Paducah, KY

GULF COAST HEADQUARTERS Karl Senner, LLC. 25 W. Third St. Kenner, LA (504) 469-4000