19th Annual GULF COAST HEADLINER
MARINELOG Reporting on Marine Business & Technology since 1878
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JULY 2014
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Great Lakes Shipyard inks Damen deal Ten vital keys to shipbuilding success Looking for an edge in ballast tank coatings
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REPAIRS
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CONVERSIONS
CONTENTS
JULY 2014 VOL. 119, NO. 7
SPECIAL SUPPLEMENT GULF COAST HEADLINER
A SPECIAL SUPPLEMENT TO MARINE LOG JULY 2014
Florida Marine is in the midst of expanding its fleet with new towboats and barges, including the James Dale Robin
GULF COAST SHIPYARDS chock-full of orders for everything from OSVs to tank barges
12
Foss Maritime, which was founded 125 years ago, has operated in the Arctic/Alaskan region for many years
• FMT bolsters fleet • Bollinger Shipyards delivers 10th FRC to USCG • Thrustmaster brings waterjet manufacturing to US • Bordelon Marine marks 35th anniversary • Signet continues to grow offshore towing fleet • Conrad delivers pushboat for Harley’s NY operation • And much more...
features 12 SPOTLIGHT
24 TUGS & BARGES
• Huntington Ingalls marks keel laying for new Tripoli
In celebration of Foss Maritime’s 125-year anniversary, we take a closer look at the company’s humble beginnings, its evergrowing market reach, and its innovative spirit
Three of the biggest names in the industry—Damen, MTU and Svitzer—have joined forces to develop the Reverse Stern Drive Compressed Natural Gas tug— an ASD and tractor tug in one
• NSRP announces project funding
Innovation leads the way
Evolving the Eco tug
11 WASHINGTON Congressmen urge reactivation of the Polar Sea
26 NEWSMAKERS
17 ENGINEERING
departments
Elliott Bay Design Group’s Mike Complita explains how reducing engineering change orders can help mitigate risks
2 EDITORIAL
28 TECH NEWS
From humble beginnings
CAT power for oceangoing AHTSs
6 UPDATE
29 CONTRACTS
Ten keys to a successful shipbuilding project
22 PAINTS & COATINGS
Looking for an edge in ballast tank coatings
Commercial operators may soon be following in the U.S. Navy’s footsteps, opting for advanced ultra high solids edge retentive epoxy coatings for their tanks
SUNY Maritime College names new President
• Great Lakes and Damen sign partnership deal
GD-NASSCO to build product tanker for American Petroleum Tankers
• USCG exercises its eighth NSC option
32 SALVAGE COLUMN Exercising training responsibilities
• Vintage tug converted to all-electric propulsion • Costa Concordia readied to be scrapped in Genoa
visit us at MARINELOG.COM July 2014 MARINE LOG 1
EDITORIAL
FROM HUMBLE BEGINNINGS FOR YEARS, my parents had a second home in the Pocono Mountains in Pennsylvania, where I spent many summers as a kid bicycling, hiking, and swimming. One of the things I loved was taking my parents’ old, leaky wooden rowboat out on the lake. It was a manmade lake, with a little island in the middle. The island was always a bit mysterious and rowing to it always felt like a voyage of adventure and discovery. However, I would have never dreamed of doing what a couple did last month. Selfproclaimed adventurer and author Riaan Manser and his fiancée, Vasti Geldenhuys, arrived at the Statue of Liberty on June 20 in a rowboat, following a 6,700-mile journey from Morocco. The couple set out in their 23-foot-long rowboat on December 30. Our cover story, too, documents a remarkable journey that started in a rowboat. In
1889, Norwegian immigrant Thea Foss and her husband Andrew Foss began a business renting rowboats to locals in Tacoma, WA. From those humble beginnings emerged tug, towage, and barge line operator Foss Maritime. So how does a company evolve from a one-rowboat operation to a worldwide class tug and barge company? Turn to Associate editor Shirley Del Valle’s article, “Innovation leads the way,” to find out as she documents the company’s 125th anniversary and its plans to grow the company for the future. This month, also marks the publication of our 19th annual Gulf Coast Headliner—a special pull-out supplement focusing on the maritime business in and around the U.S. Gulf. Shipyards along the Gulf from Tampa to Texas are chock-full of work—the commercial and naval shipbuilding order book is valued at more than $20 billion—that’s with
John R. Snyder, Publisher & Editor jsnyder@sbpub.com
a “B.” On the commercial side, newbuilding activity for the offshore sector is prevalent, with AHTS vessels, Platform Supply Vessels, Multi-Purpose Supply Vessels, and Subsea Construction Vessels for Aries Marine, Bordelon Marine, Edison Chouest, GulfMark Offshore, Harvey Gulf International, Hornbeck Offshore Services, Otto Candies, and Tidewater Marine. And speaking of shipbuilding projects, no one wants cost overruns or delays in the delivery of a new vessel. Delays in delivery can be huge headaches—and costly—for the ship operator and shipbuilder alike. This month, Mike Complita, Vice President of Shipyard Services at Elliott Bay Design Group, walks us through some of the steps in making sure a new vessel comes together as smoothly as possible in his article, “Ten keys to a successful shipbuilding project.”
MARITIME TRIVIA Trivia Question #16: Where, because of its location, does the difference between high and low tide usually measure no more than a foot? 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
Answer to last month’s trivia question, “Why was the launch of the five-masted schooner Carroll A. Deering considered so unlucky?” She was launched “with flowers” on Friday, April 4, 1919. The winning answer came from Mike Schroeder, SunSource.
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The shipbuilding expertise of Fincantieri is unrivaled. With 21 shipyards on four different continents, nearly 20,000 employees, and a rich history of building more than 7,000 ships, Fincantieri ranks as a global leader in quality and innovation. Fincantieri’s impressive resume is a perfect fit with Bay Shipbuilding Company’s expansive facility, Bay’s computer-controlled manufacturing technology, and the BSC team of shipbuilding’s finest master craftsmen. Please contact us to learn how Bay Shipbuilding Company can provide cost-effective solutions for the new construction, repair or conversion needs of your fleet.
MARINELOG JULY 2014 VOL. 119, NO. 7 ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com
INTERNATIONAL SALES DIRECTOR Louise Cooper lcooper@sbpub.com
PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com
NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com
ASSOCIATE EDITOR Shirley Del Valle sdelvalle@sbpub.com
REGIONAL SALES MANAGER Ian Littauer ilittauer@sbpub.com
CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net
SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn jesmedia@unitel.co.kr
CONTRIBUTING EDITOR Paul Bartlett pbmc@gotadsl.co.uk WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CREATIVE DIRECTOR Wendy Williams wwilliams@sbpub.com ART DIRECTOR Sarah Vogwill svogwill@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com
CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Katelyn Lombardi klombardi@sbpub.com COLUMNISTS/CONTRIBUTORS Mike Complita, Elliott Bay Design Group Paul Hankins, ASA
PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com
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UPDATE BIZ NOTES USCG exercises option on eighth NSC
Best of two worlds
GREAT LAKES AND DAMEN SIGN PARTNERSHIP DEAL CLEVELAND-BASED Great Lakes Shipyard has inked a five-year agreement with Damen Shipyards making it an official builder of Damen designs. The deal provides for Damen technical services, including experienced personnel for onsite management and supervision on any and all construction projects. Great Lakes Shipyard is a full-service shipyard for new vessel and barge construction, fabrication, maintenance, and repairs in a state-of-the-art facility that includes a 770-ton mobile Travelift and a 300-ton floating drydock. The shipyard says the agreement provides the perfect environment for further development of proven designs to establish Great Lakes Shipyard’s Damen Series, a collection of marine products for the following markets: HARBOR & TERMINAL—Ranging from towage and movements services such as Stan Tugs, launches, pilots and boats to harbor services such as work barges, skimmers, dredges, and high-speed craft. O F F S H O R E—Rang ing from fast crew
suppliers to sophisticated state-of-the-art deep sea anchor handlers. OFFSHORE WIND—Ranging from wind farm support vessels, fast crew boats, and shoalbusters to wind farm maintenance barges and the fully integrated infrastructure support vessel, the Damen “Sea Base.” DEFENSE & SECURIT Y—Ranging from security and patrol vessels such as Interceptors and Stan Patrols to amphibious support ships and naval auxiliaries. PU BL IC T R A NS P O R T—Ranging from ultra-modern ferries, water taxis, and water buses, to RoPax and double-ended vessels. FISHING—Trawlers PONTOONS & BARGES—Ranging from multi-purpose and submersible pontoons, and research vessels to truckable products, cranes, and specialty barges. Initially established over a century ago to repair the Great Lakes Group’s own fleet of tugs and barges, the shipyard was expanded in the early 1980s, to include commercial marine repair services for all types of commercial and government vessels. It entered the newbuilding market in the mid 2000’s.
INGALLS SHIPBUILDING, a division of Huntington Ingalls Industries, has received a $76.5 million fixed-priced contract from the U.S. Coast Guard to purchase long-lead materials for the eighth National Security Cutter (NSC), Midgett (WMSL 757). The 418 ft x 54 ft ship’s construction will take place at Ingalls’ Pascagoula, MS, shipyard. The NSC class replaces the aging 378-ft Hamilton-class high-endurance cutters, which have been in ser vice since the 1960’s. The advance procurement funds will be used to purchase steel, main propulsion systems, generators, electrical switchboards and other major items for the ship. “The long-lead material contracts give our shipbuilders the abilit y to immediately start construction of the ship if and when the contract is awarded,” says Jim French, Ingalls’ National Security Cutter Program Manager. “The advance procurement helps us get the best cost possible for equipment and materials and keeps the industrial base production line flowing. Our learning curve continues to improve with each ship we build, and the advance procurement helps continue that curve.”
SOUTH KOREAN COAST GUARD ERASES FOOTAGE FROM SEWOL DISASTER TAPES DESPITE THE NEWS that it will be dismantled, the South Korean Coast Guard continues to showcase how it dropped the ball following the Sewol ferry disaster that claimed close to 300 lives, most of which were high school students. According to Arirang News, the Incheon District Court, which is handling the case, says its received 85 minutes of video footage shot from Coast Guard helicopters and a patrol boat—but segments of the original footage are missing, having appeared to be erased. 6 MARINE LOG July 2014
The Coast Guard says that certain parts were erased “due to memory overload.” In May, South Korea’s President, Park Geun-hye, vowed to dismantle the country’s coast guard in the wake of the disaster, saying it “failed in its duty to carry out the rescue operation.” Following the disbandment, Park said, the investigation and information roles would be transferred to the police while the rescue and salvage operation and ocean security roles will be transferred to the Department for National Safety which will be newly established.
While the investigation is still ongoing, it’s believed the ferry’s capsizing and subsequent sinking was a result of the vessel being overloaded with cargo that wasn’t secured properly and then shifted to one side of the ferry while in transit. The Sewol’s captain, Lee Jonn-seok, along with three senior crew members face homicide charges—an additional 11 crew members face manslaughter charges. Several members of the crew were among the first to leave the ship, while passengers were told to stay in place while the ferry listed.
UPDATE
WHAT’S OLD IS NEW: Vintage tug converted to all-electric propulsion AN 86-YEAR-OLD TUGBOAT now has a new life as an all-electric dredge tender, thanks to a recent refit. Originally built as a tug in 1928, New York State Canal Corporation’s dredge tender T4 removes buoys and performs other maintenance work on the Erie Canal in New York. Prior to the refit, propulsion power for the dredge tender was a 30-year-old diesel engine. The vessel is now fitted with a pair of EP-10000 electric motors manufactured by Elco Motor Yachts, LLC, Athens, NY. Each motor has the equivalent power of a 100 hp diesel engine. Power for the vessel is supplied by 36 Absorbed Glass Mat batteries—an advanced lead-acid technology—which are recharged by plugging into shore power, according to a spokesman for Elco Motor Yachts. The refit isn’t all about being green; the new all-electric system not only eliminates exhaust emissions and the potential for fuel spills, but also lowers maintenance costs and reduces noise.
The refit is the result of a partnership between the New York State Energy Research and Development Authority (NYSERDA) and the New York State Department of Transportation (NYSDOT). “By partnering with the private sector, New York State is transforming an 86-yearold tug boat into a cleaner, greener and more modern zero-emission vehicle,” says N.Y. Governor Andrew Cuomo. “We will continue working to incorporate greener technologies into our operations while encouraging New Yorkers to follow suit,” says Thruway Authority and Canal Corporation Executive Director Thomas J. Madison. The NYSCC partnered with New West Technologies, LLC (New West), an engineering consulting firm from Yorkville, NY, to evaluate and help determine a clean propulsion transition path for its work boat fleet. The initial feasibility study completed through this partnership illustrated the lifecycle cost savings and considerable
environmental improvements of the new power train in comparison to the Canal Corporation’s current fleet. According to Russell Owens, P.E. of New West Technologies, the initial Phase 1 feasibility study validated the energy, economic, and environmental benefits of electric propulsion for Canal Corporation’s work boats. “As we continue in the Phase 2 field demonstration,” says Owens, “we look forward to continuing to work with Canal Corporation, Elco Motor Yachts, and our partners at the State to evaluate the tender’s operational and maintenance data to support the goal of transitioning the long-term sustainability of New York’s fleet.” Additionally, New West will collect data from both the all-electric boat and a standard diesel boat to analyze the performance benefits of the use of all-electric or hybridelectric marine powertrains. The electric powertrain was developed and manufactured by Elco Motor Yachts. “Elco is proud to be a partner in this demonstration of electric propulsion on the historic Erie Canal,” said Elco President and Chief Executive Officer Steve Lamando. “Elco’s own history dates back to 1893 when its first electric boats shuttled more than one million passengers to and from the Chicago World’s Fair. Today, we are reinforcing our industry-leading position by propelling Tender 4 in an environmentally sustainable way using energy from New York’s electric grid. With Elco’s twin EP-10000 motors, the tender will now silently work with zero exhaust emissions and without contributing to water pollution. Elco electric propulsion systems also help save money in fuel and maintenance costs – a win for the Erie canal system waters, workers and taxpayers.” The funding for the project was through the Integrating Mobility Strategies for a Sustainable Multi-Modal Transportation Network Program Opportunity Notice, a partnership between NYSERDA and DOT.
COSTA CONCORDIA READIED to be scrapped in Genoa THE ITALIAN GOVERNMENT has endorsed Costa Crociere’s decision to scrap the wreck of the Costa Concordia in Genoa. At press time, Carnival Corporation subsidiary Costa said that the wreck would be ready for towing to Genoa in under three weeks (by mid July). The Italian port was deemed the most suitable for demolition and recycling of the ship. Scrapping is expected to begin immediately using the best technologies and environmental safety standards.
8 MARINE LOG July 2014
That decision was endorsed by 17 of 19 public authorities at a meeting in Rome on June 25, but, without unanimity, the final decision had to be made by Italy’s Council of Ministers, which approved the decision on June 30. The cost to break up the ship is estimated at EURO100 million. The 114,137-gross ton ship capsized off the Isola del Giglio coast on January 13, 2012, after striking a rock that tore a gash in
her hull, flooding several compartments. At the time, 3,229 passengers and 1,023 crew were onboard. The incident left 32 dead. The ship’s Captain on the ill fated trip, Francisco Schettino, has been charged with manslaughter, causing a shipwreck and abandoning ship. The extremely complex salvage effort has been performed by the Titan/Micoperi consortium, made up of Florida-based Titan Salvage and Italy’s Micoperi.
Inland • Coastal • offshore • deepsea
FOUR-YEAR SENTENCE in Military Sealift Command bribe case THE CO-FOUNDER and former president of a government contracting company, Roderic Smith, has been sentenced to 48 months in prison, followed by one year of supervised release, for conspiracy to bribe public officials. Smith was ordered to forfeit $175,000. According to court documents, Smith was the co-founder and president of a contracting company located in Chesapeake, VA, that sought contracting business from the U.S. Navy Military Sealift Command (MSC). Court documents say that in November 2004, Smith joined an extensive bribery conspiracy that spanned four years, involved multiple co-conspirators and resulted in the
payment of more than $265,000 in cash bribes, among other things of value, to two public officials performing work for MSC, Kenny Toy and Scott Miserendino, Sr. In exchange for the bribe payments, Smith’s business, referred to as Company A in court documents, received lucrative business from the MSC that amounted to about $3 million in task orders. As part of his guilty plea, Smith also admitted to engaging in a scheme to conceal his criminal activity—including paying more than $85,000 to his business partner, Dwayne A. Hardman, in an attempt to prevent Hardman from reporting the bribery
Viking Star will offer “more al fresco dining options than any other passenger vessel at sea,” says Viking Cruises
FIRST VIKING ocean-going cruise ship floated out THE FIRST OF THREE Viking Ocean Cruises ships under construction, the Viking Star, was floated out last month at Fincantieri’s Marghera, Italy, shipyard. The ship is expected to be delivered spring 2015 and soon after perform its maiden voyage in Scandinavia and the Baltic, and the Western and Eastern Mediterranean. Already an established leader in river cruising, the ship represents Viking Cruises’ entrée into the ocean cruise market. “Today is a proud day for our entire Viking family, as we are one step closer to launching a new era of ocean cruising,” says Viking Cruises Chairman Torstein Hagen. “Genuinely human in scale,” the 930-passenger, 754 ft Viking Star’s engineering
allows for direct access into most ports, facilitating embarkation and debarkation. The all-veranda ship features an understated elegance and modern Scandinavian design—including a “snow grotto.” Viking Star was also designed to meet the strictest environmental regulations. The ship features energy-efficient hybrid engines, a hydrodynamically optimized streamlined hull and bow for maximum fuel efficiency, onboard solar panels, and equipment that minimizes exhaust pollution. Work has already begun on the second and third ship. The Viking Sea will be delivered from the Marghera yard spring 2016, and the Viking Sky will be delivered from Fincantieri’s Ancona yard summer 2016.
scheme to law enforcement authorities. Earlier this year, four other individuals— including Kenny Toy, Dwayne A. Hardman and Smith’s associates, Michael P. McPhail, and Adam C. White—pleaded guilty in connection with the bribery scheme. Back in May, a grand jury in the Eastern District of Virginia indicted two individuals in connection with the bribery scheme, Scott B. Miserendino, Sr., a former government contractor who performed work for the MSC, and Timothy S. Miller, a businessman whose company sought contracting business from the Military Sealift Command. Their trial is set to begin on September 30, 2014.
AKER PHILLY delivers first of ExxonMobil aframax duo AKER PHILADELPHIA SHIPYARD ASA (APSI) has delivered the Liberty Bay, the first of two aframax tankers being built for Exxon Mobil’s U.S. marine affiliate, SeaRiver Maritime, Inc. The 820 foot long, 115,000 dwt Libertyclass tanker will carry up to 800,000 barrels of Alaskan crude oil from Prince William Sound, AK, to the U.S. West Coast. The second ship in the series will be delivered by year’s end. The project created an estimated 1,200 jobs in the Philadelphia region and generated millions in revenue for the city, according to Darren Woods, President, ExxonMobil Refining. Delivery of the Liberty Bay came later than originally scheduled. As previously disclosed in the shipbuilder’s first quarter 2014 report, during sea trials in March 2014, “a defect in the propulsion system was discovered arising from a third-party supplied component.” All remedial efforts to resolve this issue, in addition to owner requested change orders, were completed as planned. The rework impacted the vessel’s schedule as previously disclosed, but did not result in any liquidated damages. Once in operation, the Liberty Bay and its sister ship will replace two existing double hull tankers on the route. Beyond the SeaRiver contract, APSI will also build two 50,000 dwt product tankers for Crowley Maritime, two 50,000 dwt product tankers for Philly Tankers LLC, and two 3,600 TEU containerships for Matson Navigation. Deliveries are expected for 2018. July 2014 MARINE LOG 9
UPDATE NATIONAL SHIPBUILDING RESEARCH PROGRAM announces project funding
HUNTINGTON INGALLS marks keel laying for new Tripoli THE KEEL FOR THE SECOND WARSHIP in the U.S. Navy’s newest class, the multipurpose amphibious assault ship USS Tripoli (LHA 7) was recently authenticated at Huntington Ingalls Industries’ Pascagoula, MS, shipyard. The ship’s sponsor, Lynne Mabus (above), wife of U.S. Navy Secretary Ray Mabus and Huntington Ingalls Industries (HHI) employee Steve Senk marked the occasion by welding their initials onto a ceremonial keel plate. Senk is also a recipient of the Silver Star for his actions to save the second USS Tripoli (LPH 10) during Operation Desert Storm. The new ship will be the third to use the name. The USS Tripoli, along with the USS America (LHA 6), will be among the first ships in the new American Class. The new class of ships will 844 ft x 106 ft and will displace 44,971 long tons. Designed for survivability with increased aviation capacity, they will feature a larger hangar deck, an increase in available stowage for parts and support equipment, and increased aviation fuel capacity. The ships
10 MARINE LOG July 2014
will also feature expanded aviation maintenance facility, and will accommodate a crew of 1,204 and 1,871 troops. The ships’ gas turbine propulsion system will enable them to reach speeds of 20 knots. During his remarks, Secretary Mabus paid tribute to the Ingalls shipbuilders. “Today, we have 100 ships forward-deployed around the world,” he said. “They’re out there standing the watch, protecting this country. They’re a long way from home. They’re there because of the great work of the shipbuilders here at Huntington Ingalls. They’re there because you are building the most technologically advanced platforms in the world, and you are building them for the defense of this country.” Governor Phil Bryant, who also attended the ceremony, had similar praise for the Ingalls workforce, saying, “Those of you who stand here today with the hardhats on are making sure that our warfighters now and for generations to come will have the ships they need to defend liberty around the world. There is no better work.”
A COLLABORATION OF U.S. SHIPYARDS focused on reducing the cost of acquiring, operating and maintaining Navy ships, has selected 10 R&D projects for funding. Last month, the Executive Control Board of the National Shipbuilding Research Program (NSRP) announced $11.6 million in funding. The projects, valued at over $23 million were among those proposed in response to an Request for Proposals issued in March. The projects being funded include: • Expanded Adhesive Outfitting Applications • Hull, Mechanical and Electrical Modules to Increase Flexibility • Rigging Follow-On Research & Development • Digital Shipbuilding • Virtual Reality Based Training • Assisted Decision Support System for Outfitting Work Content Palletization • In Service Ship Re-Documentation and Configuration Management • Swage Panel SVR Rule Development • Dynamic Change Awareness • Dockside Tests and Trials FTQ The group’s goal of reducing costs associated with U.S. shipbuilding and ship repair is achieved by improving productivity and quality through government and industry collaboration, advancements in technologies and processes, manufacturing best practices, and rapid and widespread implementation. NSRP is comprised of GD-Bath Iron Works; GD-Electric Boat; Newport News Shipbuilding; BAE Systems; Austal USA; Ingalls Shipbuilding; VT Halter Marine Inc.; Bollinger Shipyards, Inc.; Marinette Marine Corporation; GD-NASSCO; and Vigor Industrial.
INSIDE WASHINGTON
Congressmen urge reactivation of the Polar Sea U.S. REPRESENTATIVES RICK LARSEN, (D-WA), and John Garamendi, (D-CA) sent a letter to newly named U.S. Coast Guard Commandant Paul Zukunft last month urging him to reactivate the heavy duty icebreaker Polar Sea. Besides the 1976-built Polar Star, the U.S. does not have any other heavy-duty icebreakers. This comes at a time when commercial shipping and offshore activity is increasing in the Arctic region. Last year, for example, 46 merchant ships transited the region. As the climate warms, shipping activity in the Northwest Passage is expected to increase as vessel operators look for shorter routes. If the U.S. wants to play a major role in the region’s economy, security and environment, it will need to invest in heavy-duty icebreaking capability. “While the successful reactivation of the Polar Star has improved Coast Guard icebreaking capabilities, it is clear that additional resources are needed,” wrote Congressmen Garamendi and Larsen. “The Polar Star has projected future service life of only seven to 10 years, ending
around the time a new icebreaker could come into service. Reactivating the Polar Sea could bridge the gap between permanent retirement of the Polar Star and the activation of a new icebreaker by 2022. We urge you to consider the reactivation of the Polar Sea quickly, so that your agency’s views on this matter can be taken into account during Congressional consideration of reauthorization legislation.” Continued Larsen and Garamendi, “As the Coast Guard’s May 2013 Arctic Strategy document indicates, your agency will be tasked with new responsibilities in the Arctic and currently lacks the resources to meet those responsibilities. Further, the Coast Guard’s High Latitude Study in 2011 indicated a need for at least three mediumduty and three heavy-duty icebreakers.” Last month, it was announced that the Polar Star would undergo a $5.1 million dry docking at Mare Island Dry Docks, LLC at the former Mare Island Naval Shipyard in California. The Polar Star recently completed a mission in Antarctica to break through
12 miles of ice up to 10 feet in thickness on a major shipping channel. The shipping channel is used by the tankers to deliver 3.5 million gallons of fuel and more than 500 containers of supplies to operate McMurdo and South Pole stations for the next 12 months. Like the Polar Star, the Polar Sea is a 399-foot Polar Class icebreaker that operates with a 140-person crew. It has the capability to reach a maximum speed of 18 knots and it is capable of continuously breaking 6 feet of ice at three knots and can break 21 feet of ice backing and ramming. Garamendi is the current Ranking Democrat Member on the House Subcommittee on Coast Guard and Maritime Transportation. Larsen serves both on the House Armed Service Committee and the House Transportation and Infrastructure Committee. It is estimated that the cost to reactivate the Polar Sea would be at least $100 million—substantially less than the estimated $1 billion to design and construct a next generation heavy duty icebreaker.
When it’s grim, you need Great
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July 2014 MARINE LOG 11
SPOTLIGHT
The Campbell Foss was converted over to a hybrid propulsion system in 2012
INNOVATION LEADS THE WAY By Shirley Del Valle, Associate Editor
Seattle’s Foss Maritime celebrates 125th Anniversary
T
he journey of a thousand miles begins with a single step—at least according to the old adage. Similarly, a 125-year history of success and innovation begins with a single boat—a single rowboat to be more precise. In 1889, a Norwegian immigrant by the name of Thea Foss and her husband, Andrew Foss, laid the groundwork on what would eventually become one of the most innovative and successful maritime companies in the world—Foss Maritime. The company, which currently operates a fleet of over 150 tugs and barges and has more that 1,500 employees worldwide, is celebrating its 125th anniversary this year.
MOTHER OF INNOVATION Thea’s ability to take a rowboat and turn it into a regional mainstay was no small task. What began with a single rowboat (that Thea painted in Foss’ now familiar green and white) soon turned into a fleet of rowboats that were rented out to the Tacoma, WA, locals. As business began to boom, Foss went from renting rowboats to providing a launch service and a water taxi. By 1912, the company entered the tugboat market with the purchase of its first tug—and soon its ground-breaking history begins. 12 MARINE LOG July 2014
After acquiring the Foss 9, Foss ordered a new tug and the first motorized fireboat for the Puget Sound, the Foss 12. Further paving the way for Foss’ growth was the company’s third tug, the Foss 6, which introduced the world to “the innovative teardrop shaped hull designed by Andrew Foss.” Soon after, as World War II reared its ugly head, Foss gained the attention of the U.S. Army and Navy—who required Foss’ services and equipment (including tugs) during the war. On the occasion of its 50th anniversary, Arthur Foss said, “The history of the company is that of adapting ourselves to changed conditions…” at the time, Arthur was commenting on the company’s shift into the towing market, but the spirit of adaptation and moving forward is one that remains prevalent in Foss’ DNA. “That entrepreneurial spirit is foundational to Foss,” says current President and CEO Paul Stevens, “and [is] fully embedded in our company culture. Our best ideas have always come from inside the company. We create internal opportunities to offer ideas; we listen to those ideas, vet them and often embrace them.” That openness has led to some of the company’s most defining moments, according to Stephens. “We know that to create movement and change you have to be ready to meet customer needs and to take
SPOTLIGHT Over its 125-year history, Foss has taken its regional-based business and expanded into other market sectors worldwide, including the challenging Arctic. The company is currently building three Arctic Class tugs for operation in the region. Foss has also been a leader in green technology with the launch of its hybrid tugs
risks when it comes to innovation,” explains Stephens. “We’re willing to take on projects that others might deem too challenging. Whether that means traversing new routes, going into undeveloped or harsh environments or working to develop and test new technologies.” During the 1980’s Foss set out to enhance tug maneuverability. The result was the Voith Schneider Cycloidal propeller (VSP) system—a system that today is widely used across the ferry and tug markets. Foss says, that a committee headed by the-then Senior Vice President of Operations, Steve Scalzo, did the conceptual design work on the VSP and collaborated with Seattle-based Glosten Associates. The VSP, which, at the time, was the first of its kind in North America, directs thrust in any direction, providing vessels with exceptional maneuverability. The original tugs fitted with the VSP system are still in service today, says Foss. Foss would go on to change the industry further in 2009. When it came time to build the 10th vessel in its Dolphin Class series, Foss opted to take a greener approach, introducing the world’s first hybrid tug, the Carolyn Dorothy. Built at Foss’ Rainer shipyard, the 78 ft Carolyn Dorothy features a diesel-electric hybrid propulsion system that enables the propulsion load to be shared between the diesel and electrical sources. The use of the hybrid technology, which includes batteries, not only reduces fuel consumption by up to 30%, but also reduces engine maintenance cost by 50% and reduces emissions across the board. The Carolyn Dorothy was joined by the converted hybrid Campbell Foss in 2012. To date, the two are the sole operating hybrid tugs in the U.S.
BUILDING FROM THE GROUND UP During the course of its history, Foss has transformed itself from a regional business to a company with global operations. “This culture and openness to new solutions came from the original Foss family who were always ready to adapt with changing market needs and stayed close to the customer to be able to predict those needs,” adds Stephens. “Originally, this was seen in the move from rowboats to tug boats and so on, but today it shows up in our move to lower costs and increase our efficiencies and offerings by building our own vessels, to invest in emerging technologies, and continue to seek out smart acquisitions that enhance our established service offerings.” Its shipyards, which have predominately performed as ship repair yards, providing maintenance and repair services, are shifting gears, taking on new construction. Earlier this year, in an effort to diversify its business, Foss announced that its Seattle shipyard would enter the newbuild market. The yard now has 265 welders, electricians, carpenters and craftsmen (the highest ever in Foss’ history). Meanwhile, Foss’ Rainer, OR, shipyard, (where its new tug series is being built) has expanded by 11,000 ft 2 with the construction of a bulkhead and other support services. “What started as a localized harbor services company turned into a project-based business with a strong presence along the West Coast,” explains Stephens. “The expansion of our marine transportation services was a natural progression from our proximity to the Arctic and our expertise safely operating in harsh environments.” Its current service offerings are divided into four areas—with those areas further divided to cater to specific markets.
The Carolyn Dorothy was the world’s first hybrid tug when it was delivered in 2009
July 2014 MARINE LOG 13
SPOTLIGHT In this 1942 photo, the tug Foss No. 19 is seen with a Foss oil barge discharging product in Alaska
SERVICE OFFERINGS
Marine Transportation Services • Oil Field Services • International Project Cargo Transportation • Domestic Project Cargo Transportation Technical Engineering Services • New Vessel Construction • Vessel Maintenance & Repair Services • Yacht Services • Naval architecture & Marine Engineering Harbor Services • Ship Assist & Tanker Escort • Bunker & Petroleum Transportation • Construction Support • Terminal Services • Emergency Response Rescue Towing • Regional Towing • Barge Mooring Line Barge Services Stephens calls the liner services a natural fit to the company’s strong tug and barge offering. Foss joined forces with Hawaii-based Young Brothers to provide transportation service within Hawaii’s islands. “What we do, we do very well and we tend to look for companies and opportunities that fit our company profile.” That teamwork ethic is further exemplified by its relationship with Saltchuk Marine Resources. Saltchuk has owned Foss since 1987, but has enabled Foss to operate independently and remain a familyrun business. “Saltchuk’s ownership of Foss offered a very significant shift,” says Stephens. “Their support and involvement, and the acquisitions that followed, were major developments. Ones, that in large part, have allowed Foss to become the company we are today.” Other Saltchuk companies include TOTE and North Star Petroleum. 14 MARINE LOG July 2014
REACHING THE ARCTIC One of the areas Foss is expanding its reach into is the Alaska/ Arctic market. The company already has a history within the region, from delivering refined products to companies and regional communities—to supporting construction of underwater pipelines and offshore drilling platforms in the 60’s and 70’s. And, just last year, Foss began several projects, including working with Shell Oil on an exploratory drilling project and working for Worley Parsons delivering oilfield modules to a development project in the region. “We have operated for a long time in the Russian Arctic and take that knowledge into the whole Arctic region,” says Stevens. The Arctic appeal lies in the challenge it provides, pushing Foss to new technological advancements and discoveries. “Each delivery of oilfield modules, to areas with little or no infrastructure, is a unique challenge—as no two scenarios are the same,” explains Stevens. To help position itself to grow within the region and meet customer demand, Foss recently opened an office in Anchorage to expand its opportunities in the oil, gas and mining sector. The company is also currently building three 130 ft long Arcticclass, twin-screw tugs for ocean service at its Rainer Shipyard in Oregon. Designed by Glosten Associates, the tugs are made for oil and gas mining in Alaska and will be among the largest and most complex ever built by the company, according to Shipyard Director Don Nugent. They will feature a strengthened hull and will have the capability of travelling 30 days without refueling. The tug’s high bollard pull will enable it to pull 120 tons through the icy Arctic waters. Upon completion, the first tug in the series, the Michelle Marie, will be used primarily to tow barges with oil field modules, rig topside and project cargoes. The Arctic Class tugs will feature a low-emission Caterpillar C280-8 main engines, Reintjes reduction gears; hydraulic oil systems compatible with biodegradable oil; high-energy absorption Schuyler
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SPOTLIGHT fendering; holding tanks for both black and gray water to allow operations in no-discharge zones, such as parts of Alaska. The tugs will also eliminate the use of ballast tanks to prevent the transportation of invasive species. The vessels will be classed ABS A1 Towing, AMS, ABCU, Ice Class D0. The two remaining tugs in the Arctic class, the Denise Lynn and Nicole Kathleen, will also be built at Rainer and are to be delivered by 2015 and 2016, respectively.
CURRENT PROJECTS Foss’ endeavors in the Arctic have further led to the construction of a new oceangoing barge. The 360 ft long x 120 ft wide x 20 ft deep barge, which will be Jones Act qualified, will be built at Gunderson Marine, Portland, OR. Stevens says the barge will be used during a “second sealift of oil and gas infrastructure from South Korea to Alaska’s North Slope in 2015.” It is believed that the barge will be towed from South Korea by the Arctic-class tugs. Delivery is expected late 2014. On the newbuild side of things, Foss’ Seattle Shipyard recently christened the first of two state-of-the-art and highly powerful fireboats it is building for the Port of Long Beach. The 108 ft fireboats will each be quipped with two Voith Schneider Propellers, VSP 26GII/165 AE45 driven by two 1,350 kW Caterpillar 3512C diesel engines. The vessels will travel at an operating speed of 13 knots. Additionally, Voith will provide two 866 DTL Voith turbo couplings and twin control stand unit. The VSP’s short blade length of 5.4 ft will enable the fireboats to enter shallow areas of the port without compromising maneuverability, and facilitate onshore firefighting. Each fireboat will be equipped with 10 powerful water monitors, providing the vessels the ability to throw more than 41,000 gallons of water per minute. The water streams can reach a height of up to 236 ft and a distance of up to 580 ft. The first boat in the series, the Fireboat 20, will be delivered later this summer. The second fireboat will follow early 2015.
ALWAYS SAFE, ALWAYS READY Foss’ slogan of “Always Safe, Always Ready,” isn’t just a catchy tag line to remember them by, it is also the company’s modus operandi. With a mission to have a zero-incident environment, Foss has created and fostered a safety culture across its growing group. The company has several safety programs in place—from the very top of the company pyramid on the Executive level to its very foundation, Foss’ people. “Safety is of paramount importance at Foss,” says Stevens, “and we have developed an extensive and thorough safety program company wide.” Among some of the programs developed to promote safety among employees is: Shipyard People-based safety program where, according to Foss, workers observe work tasks and identify both safe work practices and potential at-risk tasks. After observation is completed, a trending analysis is created to provide information, and lead to any needed corrective actions; Foss Shipmate Plus Program for marine operations-similar to the aforementioned shipyard safety program, except its applied to marine operations; Safety Management SystemThe use of SMS will ensure safety at sea, prevent human injury and/ or loss of life. Additionally its helps prevent/avoid damage to the environment; Vessel Safety Inspections-Foss says the inspection determine the degree of compliance by which the in-place safety and quality system meets rules, regulations and standards, as well as the documented procedures reflecting the company requirements. And finally Job Safety Analysis-This program identifies and mitigates the hazards 16 MARINE LOG July 2014
of a task with the goal of reducing potential accidents and incidents. Stevens adds that the company recently launched a computer-based training program that offered hundreds of classes and certification courses to its employees. Since the training program is computer-based, Foss employees will be able to undergo training at their convenience and at their own pace. “It helps highlight areas for potential growth,” he says, “and it allows our employees to stay current with laws, regulations and other industry information and requirements.” Foss’ commitment to safety has not gone unnoticed either. Last month, the company was recognized by the Chamber of Shipping of America with the 2013 Jones F. Devlin Award. Seventy-three Foss vessels were awarded the accolade at the CSA Annual Safety Awards Luncheon held on May 29, 2014 in New Orleans, LA.
“To create movement and change you have to be ready to take risks” —Foss’ President and CEO, Paul Stevens All together, the 73 Foss vessels achieved the equivalent of 483 years without a lost-time injury. Commenting on the recognition, Stevens says, “Safety is part of our operation culture and in everything we do. We’re very proud of our program training, resources and operations. The men and women of Foss who work hard to earn us this recognition are our greatest asset, and their safety and well being are our highest priority.” The Jones F. Devlin award is presented to self-propelled merchant vessels that have operated for two years or more, without a crewmember losing a full turn at watch due to an occupation injury. Of the 73 Foss vessels, 57 achieved five or more years of incidentfree operation—10 of which achieved a decade or more.
THE GROUP THAT KEEPS ON GIVING While Foss’ continues to grow, one prevalent notion running through its structure is its need to give back. In working in Alaska, Foss is partnering with native corporations to “assure the rights and environments of the Alaska peoples,” says Stephens. The company has also been at the forefront of providing emergency aid and necessary assistance throughout the world. After the 2010 earthquake in Haiti—which claimed the lives of more than 100,000—Foss delivered nearly 80,000 tons of food aid in 4,000 containers over the course of eight months. Foss also gathered relief supplies, assisted in flooded areas and provided power to affected areas after Hurricane Sandy struck the U.S. East Coast in 2012.
LONG LIVE FOSS Foss’ drive to explore new regions, develop untapped resources, push the envelope on technological possibilities and increase the strength of its work force have made the company a vital part of not only the rich fabric of the Northwest region of the United States, but also the world. It’s Foss’ unending commitment to providing safe, efficient, effective and reliable service that are the hallmarks of its longevity. And if its history and operational culture are indicative of anything, it’s this: that Foss, which will continue to be synonymous with the word excellence, will beat on, thriving and pushing the industry forward long after we’re all gone. “The future looks bright to us,” says Stevens. “We are looking forward to the next 125 years with both enthusiasm and excitement.” For those looking to fully dive into Foss’ rich history, the company has recently published a limited edition anniversary book. Learn more at www.foss.com ■
GULF COAST HEADLINER
A SPECIAL SUPPLEMENT TO MARINE LOG JULY 2014
Florida Marine is in the midst of expanding its fleet with new towboats and barges, including the James Dale Robin
GULF COAST SHIPYARDS chock-full of orders for everything from OSVs to tank barges
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#1308
GULF COAST HEADLINER
The James Dale Robin, the 57th towboat built by Eastern Shipbuilding for FMT
FMT BOLSTERS FLEET
with deliveries from Gulf Coast shipyards
A
lready operating one of the youngest fleets of inland towboats and barges, Florida Marine Transporters is making strategic investments in several series of new towboats and tank barges. The vessels are being built at shipyards and supported by a network of marine suppliers in Alabama, Florida, Louisiana, and Mississippi. Under the guidance of CEO Dennis Pasentine, Florida Marine Transporters (FMT), Mandeville, LA, transports a diverse mix of cargoes such as petrochemicals, chemicals, LPG, crude oil, agricultural liquids and dry cargo. FMT recently christened FMT 6000, the first in a new series of 30,000 bbl tank barges at the Gulfport, MS, facility of the Gulf Coast Shipyard Group (GCSG). Construction on the 297 ft x 54 ft tank barges began at the shipyard in late 2011. While the current contract calls for the construction of 32 barges, it could grow to 50 units if options are exercised. GCSG is delivering one barge to FMT every 25 to 28 days. The barges are based on proprietary engineering developed for FMT by the naval architectural firm Guarino & Cox, LLC, Covington, LA, and are designed to minimize vapors escaping into the atmosphere while increasing safety factors when in operation.
To further reduce emissions, the barges are equipped with EPA Tier III-compliant diesel engines. The new design achieves 6.4 pounds per square inch (PSI) of pressure and 2.0 pounds per square inch (PSI) of vacuum with minimum loss of cargo capacity, allowing these barges to deliver more product for FMT’s customers than other barges with similar pressure ratings. The barges are also ice-strengthened in order to minimize damage in harsh winter conditions.
Towboat newbuild programs This past May, Eastern Shipbuilding Group, Panama City, FL, delivered the M/V James Dale Robin, the 57th towboat built by the shipyard for the Mandeville, LA, operator. In 2013, FMT exercised options for five additional 90 ft x 32 ft x 10 ft inland towboats, with the first under the contract, the M/V Capt. Troy J. Hotard, was delivered to Florida Marine in February 2014. This ongoing series of towboats originally began with a 25-vessel contract with deliveries starting in 2006. It has expanded to become the largest single towboat build contract in history. The design for the additional five-vessel contract was supplied by Gilbert Associates,
Inc., Boston, MA. These five vessels will be the first in the series with EPA Tier 3 main propulsion engines and generators delivered to FMT. The James Dale Robin has two Caterpillar 3512C Tier 3 diesel main engines rated at 1,500 hp each at 1,600 rev/min, supplied by Louisiana Power Systems. The reduction gears are direct-coupled Twin-Disc Model MG-5600 with a 6.04:1 reduction supplied by Stewart Supply, Inc., Harvey, LA. Electrical power is provided by two 99kW John Deere 4045AFM85 99KW Tier 3 generator sets rated for 60 Hz, at 208 VAC provided by Kennedy Engine Company, Biloxi, MS. These diesel engines comply with the current EPA Tier 3/MARPOL reduction of emissions of NOx from marine diesel engines. FMT is also building a series of larger towboats at Horizon Shipbuilding, Inc., Bayou LaBatre, AL. The shipyard delivered the M/V Capt. Phillip Box, the seventh 140 ft towboat for FMT, in April. John Gilbert Associates also designed the Capt. Phillip Box. The 140 ft x 42 ft towboat has a draft of 9 ft 6 in and is fitted with two Cat C-280 6-cylinder engines, with a total of 5,400 hp, driving Sound propellers through Lufkin gearboxes. Two Cat C-9 generators support ship’s power. The steering system July 2014 MARINE LOG S1
GULF COAST HEADLINER
CEO Dennis Pasentine with sons, Dennis J. Pasentine and John Pasentine during the launch of the FMT 6000
is provided by EMI. Fire suppression and detection systems are provided by Hiller Systems. Motor control centers and main switchboard were ordered through Mayer Electric; general alarms are by Gulf Coast Air & Hydraulics. The interior package was by Kern Martin Services, and the vessel comfortably accommodates a pilot, master, engineer, and six crewmembers. FMT is also building two other size towboats at the shipyard—one a 4,000 hp 120 ft series and another 2,200 hp 80 ft towboat set for delivery in September 2014. The building prog rams continue a seven-year partnership between Horizon Shipbuilding and FMT.
BOLLINGER SHIPYARDS delivers 10th FRC to U.S. Coast Guard
ONE OF THE LARGEST second tier shipbuild ing g rou p s in t h e U. S . w i t h 1 0 shipyards, Bollinger Shipyards, Inc., Lockport, LA, recently delivered the Raymond Evans, the tenth Fast Response Cutter (FRC) to the United States Coast Guard. Once commissioned, the Raymond Evans will be stationed at the Seventh Coast Guard District in Key West, FL. Commenting on the occasion, Bollinger Shipyards President Chris Bollinger said, “We look forward to the vessel’s commissioning, honoring and celebrating the heroic acts of Commander Raymond Evans.” S2 MARINE LOG July 2014
The 154 ft Sentinel Class patrol boat is based on a proven, in-service parent craft design—the Damen Stan Patrol Boat 4708. The Raymond Evans has a flank speed of 28 knots, state-of-the-art command, control, communications and computer technology, and a stern launch system for the vessels 26 foot cutter boat. The FRC has been described as an operational “game changer,” by senior Coast Guard officials. The Coast Guard took delivery of the Raymond Evans on June 25 in Key West and is scheduled to commission the vessel in September 2014.
The Raymond Evans will join the fleet in September 2014
Each FRC is named for an enlisted Coast Guard hero who distinguished him or herself in the line of duty. This vessel is named after Coast Guard Hero, Commander Raymond Evans. Evans, who began his career as an apprentice seaman, was part of a dramatic rescue of a group of Marines pinned down by machine gun fire during the battle of Guadalcanal in September, 1942 where he earned the Navy Cross. Evans performed his mission with valor and bravery.
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THRUSTMASTER brings waterjet manufacturing to U.S. Thrustmaster will manufacture its full line of waterjets at its Houston, TX, facility
PROPULSION SPECIALIST Thrustmaster of Texas, Houston, TX, is set to become one of the leading manufacturers of waterjets worldwide, following its acquisition of the designs and manufacturing license of Australia’s DOEN. Thrustmaster’s agreement with DOEN enables Thrustmaster waterjets to be sold in Europe, North America and South America. DOEN is one of only five marine waterjet manufacturers building waterjets up to 5,500 hp (4,000 kW). Thrustmaster will manufacture its waterjets in the U.S. at its state-of-the-art, $40 million, 200,000 ft 2 facility in Houston, representing a significant extension of the company’s existing portfolio of commercial thruster models. As Joe Bekker, President of Thrustmaster, explained during the opening ceremony of the facility, “What you are looking at is a large plant to build large thrusters. We are in the thruster business and we mean to stay here in the thruster business for the long haul.” With a history that spans over four decades, DOEN has a proven and trusted record that will be extended into Thrustmaster’s comprehensive propulsion product lineup. As offshore oil and gas exploration continues to move into deeper waters, drilling deeper wells, the demands on fast supply vessels has advanced the need for equipment that will meet the requirements of dynamic positioning and station keeping. S4 MARINE LOG July 2014
To meet the demands of large scale, commercial vessel applications, Thrustmaster has introduced two new models to the DOEN waterjet product lineup. The new 400/450 series Thrustmaster waterjets extend the power range to 8,500 hp (6,400 kW) accommodating vessels of over 230 ft. (70m) in length. The new models stay true to the exclusive stainless steel jet pump configuration using DOEN’s proven axial flow design. The stainless steel casting impeller configuration results in higher thrust throughout the speed range and unrivalled cavitation resistance. A fast supply vessel can now be equipped with Thrustmaster’s waterjets and Thrustmaster’s retractable steerable thrusters in the bow of the vessel for a complete propulsion package from one supplier. The retractable tunnel thrusters available in hydraulic or mechanically driven options, inherit all the benefits of a typical tunnel thruster application such as docking, slow speed maneuvering, emergency steering and station keeping at zero or slow forward speed with the added ability of extending down past the bottom of the vessel to assist in controlled, azimuth propulsion to assist in station keeping. Thrustmaster will support its waterjets through its global network of sales, spare parts, and service that includes Thrustmaster operated ser v ice locations in
Houston, Louisiana, Brazil, Europe, Dubai, and Singapore. For over 30 years, Thrustmaster has been providing heavy duty through-hull azimuthing thrusters, deck-mounted propulsion units for barges, retractable thrusters, tunnel thrusters, and the patented Portable DP System to the offshore, and marine markets. The entire product lineup is designed and manufactured in-house. Thrustmaster’s waterjet lineup includes: • 100 Series Water jets are available in seven model sizes ranging from 134 to 900 hp (100 to 670 kW) to accommodate vessels from 6m up to 20m. Supported by simple mechanical and electronic control system options. • 200 Series Water jets are available in four model sizes ranging from 536 to 3,352 hp (400 to 2,500 kW) to accommodate vessels from 15m up to 45m with stainless steel jets supported by a complete range of electronic controls with joystick docking. • 300 Series Water jets are available in two model sizes ranging from 1,743 to 5,364 hp (1,300 to 4,000 kW) to accommodate vessels from 30m up to 60m with stainless steel jets supported by a complete range of electronic controls with joystick docking. • 400/450 Series Water jets are available in two model sizes up to 8,582 hp (6,400 kW) to accommodate large vessels with a complete range of electronic controls with joystick docking.
GULF COAST HEADLINER
BORDELON MARINE marks
35th Anniversary THIS YEAR, offshore marine transportation service company Bordelon Marine, Houma, LA, is celebrating its 35th anniversary. Current President and CEO Wes Bordelon took the helm of Bordelon Marine in 1999 of the family-owned business that had seen several periods of growth and decline. Beginning in 2000, he implemented a program to rebuild Bordelon’s fleet through a series of newbuilds and acquisitions, while simultaneously diversifying and solidifying the company customer base. “I feel a great sense of pride as a second generation owner, to be a part of this great history and look forward to many more years of growth and success,” says Bordelon. “The company began an exciting new chapter in its evolution three years ago, with the construction of Bordelon Marine Shipbuilders and the design and creation of our new deep-water Stingray 260 DP2 series vessels. Since then we’ve delivered and placed under contract, the first of six vessels planned for construction with the next delivery later this year. We are excited and confident that the Stingray 260 DP2 series will support and foster the continued success of Bordelon Marine well into the future.” Bordelon Marine now operates a fleet of mini-supply vessels along with its new deepwater vessels. The Stingray Class vessels are being built at Bordelon’s Houma shipyard. There is currently one Stingray in operation working as a Well Stimulation vessel for Baker Hughes along with two more Stingray vessels in production with expected delivery dates in the fourth quarter of this year and third quarter of 2015. Bordelon Marine plans to maintain its presence on the shelf while building its fleet of 260 ft DP2 vessels to support the deepwater markets in GOM and internationally. Stingray series class vessels are 257 ft x 52 ft x 18 ft, with a clear deck of 185 ft x 44 ft and top speeds of 14 knots. Propulsion power is supplied by Cummins QSK 60-M Tier3 main engines that drive Schottel 1215, 220 hp Z-Drives and Schottel STT2, 1,020 hp bow thrusters. The Stingray can hold 4,000 ft3 bulk mud cargo, 10,400 bbl liquid mud cargo in three separate systems. The PSVs can accommodate up to 40 passengers and feature an internal ROV office and control room. The Stingray series are SOLAS classed, FIFI 1 ACCU, EEP 175, and Tier3. July 2014 MARINE LOG S5
SIGNET MARITIME continues to grow offshore towing fleet
S I G N E T M A R I T I M E CO R P O R AT I O N , Houston, TX, continues to grow its fleet of offshore towing vessels. This past May, the company acquired eight offshore towing vessels from Harvey Gulf International Marine, New Orleans, LA. That same month, Signet Maritime took delivery of the 105 ft x 42 ft Z-drive tug Signet Arcturus from Patti Marine Enterprises, Pensacola, FL. Designed by Robert Allan Ltd., Vancouver, BC, Canada, Signet Arcturus is powered by two Caterpillar model C175-16 main engines, each rated 3,417 bhp at 1,800
rev/min. The engines are coupled to two Rolls-Royce US 255 CP azimuth thrusters via carbon fiber shafting, providing thrust for ABS certified sustained bollard pull of 83.45 metric tonnes. All Caterpillar mains and John Deere 6068TFM76 generator engines aboard the vessel are U.S. EPA Tier 3 certified for reduced emissions. Joseph W. Dahl, Vice President, Signet Maritime, says, “This technologically advanced newbuild complements Signet’s offshore towing, rig escort and subsea expansion.” Patti Marine is building a second sister
tug, the Signet Polaris, which will deliver shortly. Both tugs will be based at Signet’s Ocean Towing Division in Port Fourchon, LA, for service to the offshore energy industry. Adds Dahl, “Bundling the controllable pitch propeller (CPP) tractor technology with the brute strength of Signet Warhorse tugs will provide our customers the best of both worlds in strength and agility.” The vessel is equipped with fire resistant wheelhouse windows for servicing LNG and drilling platforms to ensure safety of the crew in case of fire hazard. It is USCG Inspected and is certified ABS International Air Pollution Prevention, International Oil Pollution Prevention and International Energy Efficiency for environmental compliance. Deck machinery includes a Markey model DEPCF-52S, 75 hp electric bow winch and Markey model TESD-34, 100 hp electric double-drum towing winch. The bow winch contains 650 feet of 3-inch diameter synthetic line and the towing winch contains 2 ¼ in x 2,500 ft tow wire and one 2 ¼ in x 1,500 ft tow wire. Signet Arcturus is ABS Maltese Cross A1, Towing Vessel, Escort Vessel, Fire Fighting Vessel Class 1, Maltese Cross AMS.
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S6 MARINE LOG July 2014 SS-83mm x 117mm.indd 1
6/30/14 12:12 PM
GULF COAST HEADLINER
BLESSEY MARINE adds new pushboat BLESSEY MARINE SERVICES, INC. transports everything from residual fuels to asphalt to lubricating oils to petrochemicals on its inland river fleet of tank barges. Blessey Marine’s fleet includes nine acid pressure barges, twenty-one 10,000-bbl clean/ chemical tank barges; five 20,000 bbl clean/ chemical tank barges, thirty-two 30,000-bbl clean/chemical tank barges, and sixty-three 30,000-bbl black oil/asphalt tank barges. Primarily a “Unit Tow” company, the Hanrahan, Louisiana-based operator over the last decade has added a large number of new Cummins-powered pushboats to its inland fleet. The vessels are sized to share a common versatility with the draft and horsepower to work both the shallower waters of the Intracoastal Waterway and the big flows of the Mississippi River. Of the 75 pushboats in Blessey Marine’s fleet, 41 of them are either 1,700 or 2,000 horsepower. The lower horsepower boats are 76 feet long, while the higher horsepower boats are 80 to 88 feet long. Both sets of vessels are fitted with a pair of the popular Cummins K38M main engines.
Two Cummins K38M engines provide propulsion power for the Erin C. Grenon
Each of the 76-ft pushboats have a pair of 850-hp engines, while the larger boats have two 1,000 hp engines. This May saw the addition of the Erin C. Grenon, a 1,700-hp pushboat built by Raymond & Associates, Bayou LaBatre, AL. Built as Hull #479 by the shipyard, the Erin C. Grenon has two 850-HP Cummins K38M engines that turn up to 1,800 rev/min to Reintjes WAF474 marine gears with 7.09:1
reduction. The boat is also fitted with a pair of Cummins QSB7DM-powered 85 kW generators sets. The Reintjes marine gears were supplied by Karl Senner, LLC, Kenner, LA. Besides being the exclusive representative for Reintjes marine gears in North America, Karl Senner is the sole North American distributor for Steerprop Ltd. and installs and services Berg controllable pitch propellers.
Around the World and Around the Clock Maintain • Repair • Repower • Rebuild • Parts • Service Let the Haon Marine Team keep you moving! Our reliable, factory trained, and highly skilled technicians provide you with world wide support 24 hours per day / 365 days a year. 24 hour Emergency call (888) 283283-5501 4735 Shilshole Ave NW • Seale, WA 98107 • (206) 283-5501 • www.haonmarine.com July 2014 MARINE LOG S7
BOUCHARD takes delivery of ATB tug VT HALTER MARINE, INC., headquartered in Pascagoula, MS, recently delivered the oceangoing 112 ft Articulated Tug Barge (ATB) tug Denise A. Bouchard to Bouchard Transportation Co., Inc. Measuring 112 feet by 35 feet by 17 feet, the 4,000 hp tug is classed by ABS as A1
Towing Vessel, Dual Mode, and is equipped with an Intercon Coupler System. Construction of the vessel began in March 2013 and the tug was launched in February 2014, at VT Halter Marine’s Moss Point Marine shipyard in Escatawpa, MS. The Denise A. Bouchard is the sister vessel to the Evening Star, which was delivered in October 2012, and is part of a major Bouchard fleet expansion currently underway at VT Halter Marine. The ATB tug will
• Crane Service
be paired with an existing Bouchard ATB 80,000 bbl barge and enter into Bouchard’s fleet service. “This exceptionally crafted tug by VT Halter Marine is a fine addition to the Bouchard fleet, and one which will certainly benefit our valued customers for years to come,” says Morton S. Bouchard III, President and CEO, Bouchard Transportation Co., Inc. “We certainly value the long-standing partnership we have with our valued customer, the Bouchard Family,” says VT Halter Marine CEO Bill Skinner.
• Project MOB and DE-MOB Capabilities
CROWLEY seeks
• ISO:9001 Certified • 1,550 Linear Feet of Quayside
• 10,500-Ton Dry Dock • 1,800-Ton Dry Dock • Staging and Storage Area • Office Space • Shore Power • Certified Welding • Turnkey and Off-Site Services from the Bollinger Group of Companies: • Mobile Crews • Blasting/Painting • Engineering • Machining Services • Armature Services • Fabrication
sales@bollingershipyards.com www.bollingershipyards.com
S8 MARINE LOG July 2014
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Title XI for ConRo ships CROWLEY MARITIME CORPORATION has applied for a Title XI ship financing guarantee from the U.S. Maritime Administration for the two LNG-fueled Container RollOn/Roll-Off (ConRo) ships it has ordered from shipbuilder VT Halter Marine, Inc., Pascagoula, MS. On May 30, Crowley ConRo, LLC, filed an application for Title XI loan guarantee support for a requested loan amount of $362,700,000 over 25 years on an actual cost of $414,600,000. Designed by Wärtsilä Ship Design in conjunction with Jensen Maritime, Seattle, WA, the Commitment Class ConRo ships, the El Coquí and Taíno, are being built for the Puerto Rican trade and will be delivered in the second and fourth quarter of 2017. That makes the Crowley application the largest on Marad’s current list, the next largest being an application filed May 14 by TOTE Shipholdings, Inc. for a $320 million guarantee over 25 years on the two 3,100TEU LNG-fueled containerships it has on order at General Dynamics-NASSCO, San Diego, CA. The actual cost to TOTE Shipholdings for the two containerships is shown as $366 million.
GULF COAST HEADLINER
CONRAD delivers pushboat for Harley’s New York operation HARLEY MARINE NY, a subsidiary of Harley Marine Services, Seattle, WA, recently took delivery of the pushboat HMS Justice, from Conrad Shipyard, Morgan City, LA. HMS Justice is the fifth vessel in this class and joins the New York Harbor fleet of two tugboats and four double-hull petroleum barges. Harley Marine has partnered with Conrad Shipyard to build a series of vessels. “The HMS Justice is a quality built vessel, a testament to the craftsmanship and skill of the shipyard. We look forward to a long relationship with Conrad with more vessels to come in the near future,” says Jonathan Mendes, interim General Manager of Harley Marine NY. Four of the vessels in this class, the Alamo, Fury, Silver and Stardust, are employed in Harley’s U.S. Gulf fleet. The vessels are each 75 feet in length, have a 29 foot 9 inch beam and a depth of 9 feet and 11 inches. The vessel is equipped with Cummins engines producing 2,000 horsepower, Cummins auxiliaries and Nabrico Hydro Electric winches. Her design is well suited for the demands of harbor service with its “flanking rudder” technology. Mendes says, “The HMS Justice is a welcome addition to our growing New York operation.”
into how agencies, in this case the Coast Guard, evaluate RFP responses. Interestingly, the GAO decision includes a Coast Guard table that indicates that all five shipyards that responded to the RFP got “Superior” ratings for the soundness and mission effectiveness of the concept designs offered and also for their design approach. All were rated “Satisfactory” for organizational management and production capability. On past performance,
though, differences emerged. Bollinger and Bath Iron Works were rated “Satisfactory,” Eastern was rated “Superior,” but both Huntington Ingalls and VT Halter got ratings of “Marginal.” There were also differences in price: Bollinger Shipyards . . . . . . . $21,950,000 Eastern Shipbuilding . . . . . . $21,975,000 Bath Iron Works . . . . . . . . $21,400,000 Huntington Ingalls . . . . . . . $22,000,000 VT Halter Marine. . . . . . . . $22,000,000
GAO UPHOLDS Coast Guard decision on OPC contracts EARLY LAST MONTH, U.S. Government Accountability Office (GAO) issued a bid protest decision that upheld the U.S. Coast Guard’s award of three firm fixed-price contracts for preliminary and contract design (P&CD) for the Offshore Patrol Cutter (OPC) acquisition project. Contracts were awarded to Bollinger Shipyards Lockport LLC, Eastern Shipbuilding Group Inc., and General Dynamics, Bath Iron Works. Shipbuilders Huntington Ingalls Industries and VT Halter Marine both filed protests of the awards and all P&CD contract work was stopped, as required by GAO’s automatic stay, during GAO’s review of the protests. The GAO has now published the decision and you can find out what exactly Huntington Ingalls and VT Halter were protesting about and why GAO denied their protests. The decision gives some useful insights
DESIGN
ASSE
SSED
July 2014 MARINE LOG S9
INGALLS SHIPBUILDING launches fifth National Security Cutter HUNTINGTON INGALLS INDUSTRIES’ Ingalls Shipbuilding division, Pascagoula, MS, recently launched the U.S. Coast Guard National Security Cutter James (WMSL 754). James is the company’s fifth NSC and is expected to deliver in 2015. “Our learning curve continues to improve in this program, and the hot production line certainly provides a foundation for this progress to continue,” says Jim French, Ingalls’ NSC Program Manager. Ingalls’ launch process moves the ship on rail cars over to the company’s drydock. The dock is moved away from the pier and then flooded to float the ship. Tugs then guide the ship to its berthing area where it will complete construction. Ingalls has delivered the first three NSCs and has three more under construction, including James. Hamilton (WMSL 753) will undergo sea trials this summer and is expected to deliver later this year. Ingalls’ sixth NSC, Munro (WMSL 755), began construction late last year and will be launched in the fourth quarter of 2015. The seventh ship, Kimball (WMSL 756), is scheduled for delivery in the first quarter of 2018. Legend-class NSCs are the flagships of
The NSC James (WMSL 754) will be delivered in 2015
the Coast Guard’s cutter fleet. Designed to replace the 378-foot Hamilton-class HighEndurance Cutters that entered service during the 1960s, they are 418 feet long with a 54-foot beam and displace 4,500 tons with a full load. They have a top speed of 28 knots, a range of 12,000 miles, an endurance of 60
days and a crew of 110. NSCs are capable of meeting all maritime security mission needs required of the High-Endurance Cutter. They include an aft launch and recovery area for two rigid hull inflatable boats and a flight deck to accommodate a range of manned and unmanned rotary wing aircraft.
PORT OF GALVESTON invests in cruise terminal THE PORT OF GALVESTON, TX, is investing about $10 million in its Cruise Terminal No. 2 to accommodate new larger cruise ships and more passengers, following an agreement earlier this year with Royal Caribbean Cruises Ltd. The deal is expected to generate a minimum of $1.86 million in annual operating revenues for the port. Initial plans call for the terminal to be expanded to 150,000 square feet with a seating capacity of about 1,000. “The port has worked closely with Royal Caribbean to identify the upgrades needed to improve their operations at Cruise Terminal No. 2 for both Voyager class vessels and any larger vessels in the future. I’m confident that these improvements will be completed by spring 2015 without disruption to current cruise operations.” said Port Director, Mike Mierzwa. Royal Caribbean currently operates Navigator of the Seas year round from the Port of Galveston. The cruise line has agreed to an additional 30 calls in both 2014 and 2015, committing to a year-round vessel in both years with a promise to bring a larger vessel to the Port next year when improvements to Cruise Terminal No. 2 are completed. S10 MARINE LOG July 2014
GULF COAST HEADLINER
GULFMARK OFFSHORE upgrades fleet to meet deepwater demand GULFMARK OFFSHORE, Houston, TX, operates a relatively young fleet of 76 vessels worldwide, 31 of which are in the Americas. As of last month, it had 18 Platform Supply Vessels and one Fast Supply Vessel operating in the U.S. Gulf of Mexico. With oil and gas development increasingly further offshore in deeper water, harsher operating conditions, and more remote regions, GulfMark has tried to answer the bell with strategic investments in more sophisticated vessels. This year, GulfMark Offshore is investing $167 million in newbuilds, acquisitions and enhancements and another $70 million in 2015. Most recently for the U.S. GoM, GulfMark took delivery of the 272 ft Polaris, the first of two 280 Class Platform Supply Vessels (PSVs) being built by Thoma-Sea Marine Constructors, Houma, LA. The second in the series, the Regulus, will be delivered in the third quarter of this year. Thoma-Sea launched the 3,650-long ton Regulus on May 27. The PSV is a DP2, FiFi 1 vessel, with two 2,000 kW Z-drives, two 850 kW bow thrusters driven by 7.35 MW of installed power. It can reach a speed of 14 knots. Just two days later, on May 29, ThomaSea launched the Fugro Americas, a 193 ft geotechnical survey vessel for Fugro at its Lockport, LA, shipyard. Jim Grady, Asset Manager, Fugro GeoServices says the Fugros Americas was “bigger and faster than our current vessels in the GoM, has more berths as part of our purpose-built design, and is both quiet and fuel efficient.” Grady says the vessel is SOLAS classed and capable of undertaking seismic, conventional, AUV, and geotechnical surveys. The Regulus, Polaris and Fugros Americas, as well as the 295 ft, 5,300 dwt Harvey Condor delivered earlier in the year by Thoma-Sea to Harvey Gulf International Marine, are based on derivatives of EnviroMax designs from Technology Associates, Inc. (TAI), New Orleans, LA. GulfMark Offshore is also building two 300 Class Platform Supply Vessels, the first of which—the Hercules—is due for delivery in the third quarter of this year, followed by the second, the Pegasus, in the second quarter of 2015. Based on an MMC 887 design, the PSVs are under construction at BAE Systems Southeast Shipyards, Mobile, AL, and will have a length of 288 ft. Furthermore, GulfMark Offshore is injecting new life into its existing fleet by stretching eight of its 210 Class PSVs, the first four conversions of which have already been completed with the insertion of a 42 ft midbody. The new 260 Class 252 ft boats—St.
The Regulus is based on a design from Technology Associates Inc.
Louis, Toulouse, Orleans, and Esplanade— were converted in 2013 and early this year. The conversion of the Bourbon is already underway, with delivery estimated for the
reputation
Leaders in
|
service
third quarter of this year. Stretches on the remaining three vessels—Royal, Chatres, and Iberville—will be completed by the second quarter of 2015.
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quality
QUALITY
NEW CONSTRUCTION and
REPAIR
SINCE 1948
985•384•3060 CONRADINDUSTRIES.COM
July 2014 MARINE LOG S11
ABS is a leading inter national cla ssif ication societ y devoted to promoting the security of life, property and the marine environment. ABS develops and verifies standards for the design, construction, and maintenance of ships and offshore structures. From its headquarters in Houston, Texas, ABS delivers services and solutions to clients through a network of more than 200 local representative offices in 70 countries. ABS AMERICAS Division Headquarters 16855 Northchase Drive Houston, TX 77060
Ph: (281) 877-600 Fax: (281) 877-6001 absamer@eagle.org www.eagle.org
Bollinger Shipyards, Inc., Lockport, LA, provides marine repair conversion and new construction services to the energy, commercial and government marine markets in the U.S. Gulf of Mexico region and international markets. Family owned and operated since 1946, Bollinger consists of ten ISO 9001 certified shipyards and 28 dry docks for small to medium-sized shallow and deepwater vessels and rigs. BOLLINGER SHIPYARDS, INC. P.O. Box 250 8365 Hwy. 308 South Lockport, LA 70374
Ph: (985) 532-2554 Fax: (985) 532-7225 sales@bollingershipyards.com www.bollingershipyards.com
BOK Financial understands the risks and challenges of the maritime industry. Whether you’re adding a new vessel or significantly expanding your fleet, BOK Financial is capable of meeting your most important marine finance needs. You’ll work with marine lenders who actively cover and analyze the market to deliver unique ideas and financial solutions that optimize liquidity and improve operator efficiency. Our services include financing and leasing, treasury management, wealth management, international services and risk management solutions. BOK FINANCIAL Sebastian Solar 1401 McKinney, Suite 1000 Houston, TX 77010
Ph: (713) 289.5840 Fax: (713) 289.5825 ssolar@bokf.com www.bokfinancial.com/marinefinance
Conrad Shipyards designs, builds and overhauls tugboats, ferries, lift boats, deck barges, crane barges, double skin tank barges, spud barges, offshore supply vessels, dredges and other steel and aluminum products for both the commercial and government markets. The company provides both repair and new construction services at its four shipyards located in Louisiana and Texas. Conrad’s repair activity is supported by six dry docks ranging from 900 tons to 12,500 tons capacity and a 300 ton Travel Lift. CONRAD SHIPYARDS 1501 Front Street Morgan City, LA 70381
Ph: (985) 384-3060 Fax: (985) 385-4090 www.conradindustries.com
Driveline Service of Portland, Inc. is a North American leader in the design, manufacture and supply of driveshafts and related equipment to the marine industry. With product capacity ranging up to 10,000 hp, DLS can provide innovative solutions to meet the industry’s most demanding applications. DRIVELINE SERVICE OF PORTLAND 9041 NE Vancouver Way Ph: (503) 289-2264 Portland, OR 97211 www.driveshafts.com
Floscan Instrument Co., Inc. is a leading manuf ac turer of Fuel Monitoring Systems for per manent installation on diesel and gasoline engines. FloScan Systems are installed worldwide on commercial and recreational vessels, stationar y industrial generators, general aviation aircraft and everywhere internal combustion engines are used. Since FloScan flowmeters were first introduced in aircraft 40 years ago, more than 750,000 FloScan sensors and systems have found their way onto almost every make of gasoline and diesel engine in the world rated from 25hp to 6,000hp. FLOSCAN INSTRUMENT CO., INC. 3016 N.E. Blakeley Street Seattle, WA 98105
Ph: (206) 524-6625 www.floscan.com
Coastal Marine Equipment has built a strong reputation in providing superior design, construction, ser vice and support for a wide variety of American Made deck machinery in the marine industry. Coastal Marine offers a complete line of marine deck equipment including anchor windlasses, capstans, towing winches, mooring winches, anchor winches, reels, spud winches, stern rollers, tow pins and rescue boat davits.
All About Marine is a new, unique one -day conference and expo produced by Marine MARINE LOG CONFERENCE & EXPO Log. Set for September 4, 2014 at the Beau Rivage Casino & Resort, Biloxi, MS, All About Marine will include four tracks: ALL ABOUT LNG, ALL ABOUT SHIPYARDS, ALL ABOUT THE JONES ACT, and ALL ABOUT ENVIRONMENTAL COMPLIANCE. The tracks will occur simultaneously, but will share common breaks, a luncheon, and cocktail reception. Each track will feature insightful presentations from some of the foremost experts in their respective fields.
COASTAL MARINE EQUIPMENT, INC. 20995 Coastal Parkway Gulfport, MS 3950
ALL ABOUT MARINE Marine Log 55 Broad Street, 26th FL New York, NY 10004
S12 MARINE LOG July 2014
Ph: (228) 832-7655 Fax: (228) 832-7675 anthonyg@cmei.biz www.cmei.biz
Ph: 212-620-7208 Fax: (212) 633-1165 conferences@sbpub.com www.marinelog.com/allaboutmarine
GULF COAST MARKETPLACE Hatton Engine & Generator Systems is a Seattle-based company specializing in marine diesel engines, generator and stationary power systems. HATTON is your one-stopshop for all your marine diesel engine, generator and stationary power system needs. No matter what your problem, you can count on HATTON to get the job done. HATTON ENGINE & GENERATOR SYSTEMS 4735 Shilshole Avenue Northwest Seattle, WA 98107 Ph: (206) 283-5501 www.hattonmarine.com
The Port of Galveston is one of Texas’ major seaports and one of the top fifty ports in the United States. The selfsupporting enterprise takes up 850 acres on Galveston Island and facilitates the movement of a diverse mix of domestic and international cargoes. The Port serves the cargo, cruise and offshore oil and gas industries simultaneously. It moves an average of 7.83 million short tons of cargo each year. PORT OF GALVESTON 123 25th Street Galveston, TX 77550
Ph: (409) 765-9321 www.portofgalveston.com
Marine Jet Power has one of the largest ranges of marine water jet propulsion systems. With engine inputs of 261kW to 15mW; waterjets and control systems are specifically configured for optimum performance in speed, load carrying, maneuverability and fuel efficiency. In recent cases MJP has been selected to re-power under performing vessels increasing speeds while reducing fuel consumption. Waterjets and control systems can be class approved and the in-house design and manufacture of control systems means even the most sophisticated scope of supply can be met, including DP2 and remote diagnostics. Warranty periods of up to 5-years are available and vessel operators are supported by strategically located spare parts and worldwide after sales network. MARINE JET POWER INC. 6740 Commerce Court Drive Columbus, OH 43004
Ph: (614) 759.9000 Sales@marinejetpower.com www.marinejetpower.com
Metal Shark’s fleet of custom-built CBRN, law enforcement, military, f ire/re scue, commercial and recreational boats redefines the standard of excellence for heavy-duty welded aluminum vessels. Designed to the mission-critical specifications of the world’s most demanding operators, Metal Shark’s solid, durable, and lowmaintenance platforms are built to withstand extreme conditions, harsh environments, and years of abuse. Contact us today and let our team custom-design the perfect Metal Shark for your mission. METAL SHARK ALUMINUM BOATS 6816 East Admiral Doyle Drive Jeanerette, LA 70544
Ph: (337) 364-0777 Fax: (337) 364-0337 sales@metalsharkboats.com www.metalsharkboats.com
Subsea Global Solutions has pioneered unique processes to allow under water ship maintenance and inspection as well as allow ship equipment and ship hulls to be permanently repaired or replaced. Innovating the underwater repair methods for ships allows Subsea Global Solutions to set the global standard for quality, deliver reliable and innovative solutions through its highly skilled professionals and state-of-the-art equipment. SUBSEA GLOBAL SOLUTIONS 2994 North Miami Avenue Miami, FL 33127 Ph: (305) 571-9700
Fax: (305) 571-5005 Sales: (914) 826-0045 Rick@subseaglobalsolutions.com www.subseasolutions.com
For over 60 years, VT Halter Marine has designed and built ocean-going, state-of-the-art vessels, for both military and commercial applications up to Panamax size. Vessel types include: Patrol Vessels, SPECOPS Craft, Logistics Vessels, Landing Craft, Car Carriers, Oil and Cargo Vessels, PSVs, Ferries, ATBs, Research Ships and Fast Sea Lift Vessels. VT HALTER MARINE 900 Bayou Casotte Pkwy Pascagoula, MS 39581
Ph: (228) 696-6888 Fax: (228) 696-6899 www.vthaltermarine.com
PLAN AHEAD. Raise the profile of your business by promoting your company in next year’s Annual Gulf Coast Headliner. Drop us a line at marinelog@sbpub.com
July 2014 MARINE LOG S13
I don’t make my money on land When a boat is an essential tool, it simply has to work, every day – rain or shine. Each minute spent at the dockside for repairs means lost revenue. That’s why we’ve always strived to make high-endurance waterjet systems that stand up to the toughest conditions and out-last the competition. Developed from industryleading research and manufactured with the best materials, we can tailor any system to your needs. That’s how we satisfy our demanding but dedicated customers around the globe. They insist on durability and reliability, and that’s exactly what we deliver. On large vessels or small, we’ll keep you in operation and take you where you need to go. Every day, all year round.
marinejetpower.com
ENGINEERING
TEN KEYS
to a successful shipbuilding project
By reducing engineering change orders, you can mitigate risk Mike Complita, PE, PMP, VP of Shipyard Services, EBDG
Shutterstock: Avatar_023
T
he concept of risk is inherent in any shipbuilding project. One area of risk lies in the contracting for engineering and design services. As a naval architect and marine engineering firm, we focus on helping our clients manage the risk involved with change orders for engineering. Any shipbuilding project can quickly become bogged down in change orders. Some of the most common scenarios that might trigger a change order are: • Inadequately defined scope of services or contract terms; • Misalignment of construction and engineering schedules; • Untimely or inadequate communication among the owner, the engineer and the shipyard; • Regulatory review comments Risk must be understood and managed to deliver a successful project. The key to managing these triggers and minimizing change order is consistent, on-going communication between the client and engineering team, coupled with meticulous planning before the project begins. There are 10 key factors in controlling the probability and overall impact of change orders to manage your projects for success. They are: 1. Clearly define your needs and the scope of services: Provide your engineering partner with a clear and concise documentation of scope. A shipyard’s production department or an operator’s crew should be involved up front to ensure that the proposed scope is consistent with your project objectives.
2. Develop engineering and design-specific contract terms: Don’t use your standard procurement contract for equipment. Engineering and design are processes, not physical commodities that can be easily quantified. Engineering and design service contracts should be written with this in mind. 3. Provide schedule information: Make sure to provide a start date, delivery date and project milestones to receive a detailed schedule. A detailed schedule enables you to monitor and control project activities and determine how best to allocate resources so you can achieve your project objectives. 4. Look for a broad range of skills: Firms with a broad range of skills can help reduce project cost by serving as a one-stop-shop reducing the management burden on your team. 5. Partner with a firm that has significant regulatory experience: A firm that has worked as a liaison with the regulatory body on the yard or owner’s behalf will greatly improve your chances of a smoother, less costly review and approval process. 6. Go with up-to-date technology users: These firms will be invested in the best modern shipbuilding and design software tools available and will have a staff that is well-trained to use these tools. 7. Look for responsiveness in a firm: A responsive firm will ask you detailed questions up front about your needs, preferences, detail standards, format standards, etc., and tailor their scope of services to suit. They then will follow up with you face-to-face and July 2014 MARINE LOG 17
ENGINEERING
A shipyard’s production department should be involved up front to ensure that the proposed scope is consistent with your project objectives
NTSB TRAINING CENTER PRESENTS BASIC
MARINE ACCIDENT
INVESTIGATION COURSE
The National Transportation Safety Board (NTSB) is pleased to offer a course in Basic Marine Accident Investigation on September 22-26, 2014, at the NTSB's Training Center in Ashburn,Virginia. The course will provide participants with an overview of the procedures and methods used, and the skills required for participation in marine accident investigations.You will have the opportunity to directly interact with NTSB investigators from the Office of Marine Safety at the NTSB. Registration is now open for the course, and tuition rates increase after August 18, 2014. The registration link for the course is: http://www.ntsb.gov/tc/CourseInfo/2014/MS101.html For further information please contact studentservices@ntsb.gov
18 MARINE LOG July 2014
welcome your input over the course of the project. 8. Choose a firm that will adjust the scope as needed: The firm you select should be willing to make adjustments to the project scope prior to offering you a substantially lower price or compressing the schedule. If you have a properly defined scope and schedule, the firm should thoroughly understand your project and what it costs to support it. As a result, the need for future change orders will be greatly diminished. 9. Select a firm that communicates with you during the bid process: Consistent contact is essential for clarification of the work scope or details. No Request for Quotation is perfect and, at the very least, the bidder should be looking to establish a rapport with you. 10. Provide the firm with adequate information on which to base a quote: Knowing exactly what the bidder is providing for the fixed price fee will cut down on change orders later on in the project. However, if you are looking for budgetary pricing based on limited information, at most you should expect a rough order of magnitude estimate of price and schedule. By keeping the above 10 points in mind as you obtain bids and select an engineering and design subcontractor, not only will you greatly reduce the chance and adverse effects of change orders, but when they do arise, you will have set the stage for a cooperative and constructive resolution. â– Mike Complita, PE, PMP, is the Vice President of Shipyard Services for Elliott Bay Design Group (EBDG), Seattle, WA. Mike has in-depth experience in production support engineering and works closely with shipyards around the country. As a project manager, he oversees a significant number of new design projects, many of which include production support engineering for workboats, passenger vessels, tugboats, cargo vessels and barges, among others.
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ENGINEERING
MARINE LOG CONFERENCE & EXPO
Sept. 4, 2014 Biloxi, MS
Early Bird Registration Save $100 until August 1
BEAU RIVAGE RESORT & CASINO 888-567-6667 $89/Night (+$9 Daily Resort Fee)
LNG | ENVIRONMENT | THE JONES ACT | SHIPYARDS marinelog.com/allaboutmarine
One Day. Four Tracks. Forty Experts Speaking ALL ABOUT MARINE.
KEYNOTE ADDRESS Anthony Chiarello President & CEO, TOTE Chiarello will address environmental stewardship and compliance, including TOTE’s plans to build the world’s first LNG-powered containerships.
LNG
LNG as a marine fuel has made strong in-roads in the U.S., but there are still questions regarding the supply of LNG and how vessels should be refueled. This track will examine what vessels, infrastructure and training are needed to support the growth of this industry. Topics: • LNG Training • LNG Fueling Infrastructure • The First U.S. Flag Offshore Support Vessels • The European Experience
Environment
Jones Act
Shipyards
Topics: • What’s Happening at IMO? • Wastewater Discharge • Ballast Water Regulations • Hybrid & Electric Technology
Topics: • Energy Independence • International Cabotage Laws • Waivers to the Jones Act • Is the Jones Act Inhibiting Petroleum Movements?
Topics: • Avoiding OSHA Violations • New Construction Outlook • Ship Repair Outlook • Corporate Culture of Safety
Cash-strapped ship operators aren’t only concerned about the economy, but also environmental compliance and criminal liability. Ship operators often must comply with confusing and impractical series of regulations and standards. This track provides practical, real-world steps for compliance.
The U.S. will be the world’s largest oil producer by 2015, surpassing Saudi Arabia and Russia. This track will explore not only the opportunities for the U.S. to be “energy independent,” but also to export oil and gas and what it means for the U.S. flag fleet and shipbuilders.
With vessel construction opportunities increasing, shipyards are expanding their workforces. This track will look at some of the most successful programs for shipyard safety, training and retention, as well as examine the markets for vessel construction and repair.
Sponsorships & Exhibits: 212-620-7208 • conferences@sbpub.com CORPORATE SPONSOR OF LNG TRACK
PAINTS & COATINGS
A number of Sherwin-William coatings were used to protect the aircraft carrier USS Ronald Reagan (CVN 76), including FastClad ER
LOOKING FOR AN EDGE in ballast tank coatings
U.S. Navy looks to UHS epoxy coatings to solve its ballast tank lining needs
M
itigating ballast tank corrosion is essential to ensuring the safety and extending the service life of commercial vessels. However, poor visibility and complex structural geometries can make controlling corrosion in these tanks challenging. Additionally, premature coating failure can result from low coating film thickness (particularly on edges); poor substrate adhesion; coating stress related to service exposure, and coating expansion/ contraction based upon thermal cycling. A growing concern is corrosion’s predisposition to commence in structural edges. One solution that commercial owners are now turning to is advanced ultra high solids (UHS), edge retentive epoxy coatings. These coatings are trusted and specified by the U.S. Navy because they do not pull back from sharp edges during curing, and are capable of retaining at least 70 percent of dry film thickness after being put into service. According to Tim McDonough, USCA Marine Market Director, Sherwin-Williams Protective & Marine Coatings, the Navy shifted from solvent-based polyamide cured epoxies to UHS coatings with lower volatile organic compounds (VOC) and edge retentive characteristics to reduce total cost of ownership and extend service life. That shift resulted in a 20-year life expectancy for U.S. Navy ballast tanks lined with these UHS coatings, compared to less than five years when using solvent-based systems. After more than 12 years since initial application of UHS coatings to the Navy’s fleet, the indicators are favorable in meeting that 20-year life cycle expectation based upon Naval Sea Systems Command (NAVSEA) tank inspections. 22 MARINE LOG July 2014
When the Navy challenged manufacturers to achieve a faster return to service with a single-coat application, says McDonough, Sherwin-Williams unveiled Fast Clad ER, which can achieve the minimum DFT of 20-40 mils (500 microns) in one pass. The system cures to recoat within one hour, and can be returned to immersion service in 24 hours at 77 F (25 C). The rapid recoat and return to service dramatically reduces scheduling time associated with coating application and cure. It makes it possible to apply a full coat in the morning and begin touch-up in the afternoon. In addition, the coating can be formulated with fluorescing optically active pigments that enable applicators to verify uniform coverage and proper film thickness with simple visual inspection tools, preventing costly do-overs and premature failure. This technology is fully detailed in SSPC Technology Update No. 11: Inspection of Fluorescent Coating Systems. Says McDonough, Fast Clad ER has been rigorously tested for critical performance characteristics, including IMO Resolution MSC.215(82) PSPC for Dedicated Seawater Ballast Tanks, adopted in 2006 and intended to protect ship integrity, the lives of the crew and the environment. This mandate came about as a result of catastrophic losses directly linked to poor corrosion design of vessels. Key among the performance characteristics: Cathodic protection compatibility – A 90-day test to ensure coatings can withstand the rigors associated with cathodic protection requirements for sacrificial and impressed current.
PAINTS & COATINGS EDGE COVERAGE – Testing ensures coating meets the 70 percent edge retention requirement on a 90 degree angle compared with the adjacent flat areas. DEDICATED SEAWATER SERVICE – One year cyclic immersion comprised of salt water immersion, air dry, and hot water exposure (176 F, 80 C minimum). FUEL & FUEL/SEAWATER BALLAST SERVICE – One year cyclic immersion comprised of salt water immersion, aviation fuel and hot water exposure (176 F, 80 C minimum). AVIATION FUEL COMPATIBILITY – Testing to ensure that the coating does not degrade or compromise fuel quality. COLLECTION, HOLDING & TRANSFER (CHT) SERVICE – A 20-week cyclic immersion consisting of exposure to acetic acid, ammonium hydroxide, sulfuric acid, urea and cleansers to verify suitability. SINGLE-COAT COATING SYSTEMS – The above series of tests performed on single-coat applications in lieu of traditional primer and topcoat application. Numerous other requirements regarding VOC, HAPS, stringent limitations on heavy metals, safety, application parameters, and cure properties. The combination of single-coat, rapid-cure, edge-retentive and fluorescing features in one protective coating system changed the game for the U.S. Navy. Now this next-generation coating technology is bringing reduced schedules and lower total vessel ownership cost benefits to commercial owners worldwide.
THERE’S AN APP FOR THAT It’s hard to find anyone without a smartphone and more and more business-savvy manufacturers are taking advantage of this by launching apps that make it easier to use their products and equipment. Last year, Sherwin-Williams Protective & Marine Coatings, Cleveland, OH, launched SeaGuard, an app for iPhone and Android platforms that provides users with protective coating recommendations for VLCC/VLBCs, chemical tankers, and OSV/PSVs. The app makes bulky binders with outdated paper product data sheets obsolete. It is designed to help port engineers and fleet managers access accurate and up-to-date coatings information via mobile technology. If a new product is introduced, or an old product is no longer manufactured, SeaGuard has the updated information. The app allows users to select the type of vessel in need of coating. Once the vessel has been selected, labeled areas of the vessel appear. SeaGuard recommends the coating system for each area. The recommendation includes both a primary and alternative system, providing information on the generic coating system (primer, intermediate and top coat), stripe coat (if needed), dry film thickness for each coat and total mils for the system. Surface preparation and application equipment tips are included in the recommendation. Clicking on a product name brings up a detailed product data sheet.
GOT SLIME? PPG HAS A SOLUTION Slime organisms can be particularly troublesome on ship hulls. PPG Protective Marine Coatings, Pittsburgh, PA, thinks it has the solution. It unveiled Sigmaglide 1290, a 100% silicone binder fouling release system that utilizes dynamic surface regeneration technology to eliminate slime problems and produce significant fuel savings compared to existing fouling release products. Sigmaglide 1290 builds on the proven success of the Sigmaglide fouling release range, which has been used on over 400 vessels worldwide. Sijmen Visser, PPG’s Global Marketing Manager Marine, says, “Over the last two decades we have received many spontaneous confirmations from customers of fuel savings in values ranging between
3–13% delivered by our Sigmaglide fouling release products. Sigmaglide 1290 ensures that our customers can now benefit from advanced slime protection and extended fuel savings that go way beyond anything that was previously possible.” Through chemical engineering of the 100% pure silicone binder system at a molecular level, PPG has been able to design the optimal configuration for the silicone coating surface. This results in an increased silicone density at the surface to such a degree that slime organisms do not recognize it as a surface substrate and have no chance to settle on it. This significantly extends the effectiveness of the coating. The Sigmaglide fouling range has been used on over 400 vessels
One of the well-known drawbacks of fouling release technologies is that their effectiveness reduces over time. This is often seen at the waterline where the impact of sunlight, dirt and UV radiation has a negative effect and leads to the aggregation of slime. PPG’s R&D team has been able to overcome this problem by engineering Sigmaglide 1290 to include dynamic surface regeneration properties. These properties allow water to act as a catalyst to lower the surface energy of the coating back to its original state and thus restart its beneficial surface configuration properties. As a result, customers will experience no loss in performance and improved stability of the product throughout its lifetime. Sigmaglide 1290 is suitable for all ship types, including vessels with long stationary periods such as FPSOs.
PROTECTING YOUR RUDDER Cavitation corrosion damage is a problem most ship owners come across. Often a rudder is not given the proper protection against cavitation and the resulting erosion and corrosion damage. In those cases the financial consequences can be extensive for the owner. The containership Maersk Deva was recently in dry dock at the Santirul Naval Constanta shipyard in Constanta, Romania. The ship had been sailing with Ecoshield on its rudder for five years, but the coating was still in very good condition and did not need to be replaced. “After 5 years of operation at various speeds there were minor detachments in way of high cavitation areas only and those were easily repaired,” says Giorgos Zolotas, the Fleet Technical Coordinator for Danaos Shipping Co. Ltd. Back in February 2009, Ecospeed was applied to the ship’s rudder. Zolotas says that the company at the time was looking for a hard coating to protect its rudders from cavitation phenomena. Cavitation tests have confirmed that Ecoshield performs extremely well under severe cavitation. The coating will prevent corrosion damage from reoccurring on an existing ship or can protect the rudder(s) of a newbuild vessel against cavitation and corrosion damage. Ecoshield is guaranteed for 10 years. As a result of the application no repainting was needed during the dry docking or will be needed during future dockings. At most, minor touch-ups may be required. Maintenance of the vessel’s stern area can therefore be planned without having to take into account any coating or hot work on the rudder. ■ July 2014 MARINE LOG 23
TUGS & BARGES
A Reverse Stern Drive tug will offer the benefits of the ASD and tractor tug in one
EVOLVING THE ECO TUG Damen, MTU and Svitzer team on new harbor tug concept
L
ooking for all of the operational, environmental, and economic benefits of an Azimuthing Stern Drive (ASD) tug, a tractor tug and a gas-powered vessel in one? Then a newly developed vessel called a Reverse Stern Drive (RSD) tug might just be the thing you’re looking for. Three of the biggest names in the marine industry have partnered to develop the first ever RSD Compressed Natural Gas (CNG) tug to the market. The partners include Netherlands-headquartered global shipbuilder and designer Damen Shipyards, German engine manufacturer MTU Friedrichshafen, a subsidiary of Rolls-Royce Power Systems, and Denmark towing company Svitzer. The three companies unveiled the new concept in a joint press release. Damen operates 32 shipyards worldwide and employs some 8,000 people. It builds about 180 vessels annually. A leading towage and salvage company, Svitzer operates 400 vessels and employs about 4,000 people. MTU, meanwhile, builds high-speed engines and propulsion systems for the marine, rail, defense, industrial and mining markets. The new tug won’t be available until 2016, but when it is it will offer high power with lower fuel costs and a substantial reduction in emissions. The new Damen Reverse Stern Drive incorporates the characteristics of an ASD and tractor tug in one—being able to sail ahead and astern, with the same bow height forward and aft. The initial three models in the series will be the RSD 2210, which will have a bollard pull of 50 tonnes, RSD 2512 (70 tonne BP), and the RSD 2914 (90 tonne BP).
24 MARINE LOG July 2014
Compiled By Marine Log Staff
Coastal operators that operate within Emission Control Areas (ECAs) are looking for cost-effective solutions to comply with stricter emissions regulations that will come into effect in 2016. Clean-burning Compressed Natural Gas or CNG is widely used in buses, autos, postal trucks, locomotives, and other vehicles. CNG is not commonly used in marine applications. Most recently, CoCo Yachts is constructing a dual fuel catamaran ferry at the AFAI Southern Shipyard in China for operation in Rio de Janeiro. The 78.4m x 14.8m catamaran will have Caterpillar 3512C dual fuel diesel-electric propulsion with four contra-rotating VETH azimuthing thrusters. Its speed is projected at 18 knots and it will have a passenger capacity of 2,000. While CNG has many environmental advantages, it does take up more volume than other fuels such as diesel or Liquefied Natural Gas (LNG). LNG as of late has grabbed many of the headlines. Last year, Norway’s Buksér og Berging took delivery of Borgøy, the world’s first LNG-fueled escort tug, from Turkey’s Sanmar Shipyard. The tug and its sister vessel were built for long term service at Statoil’s Kårstø gas terminal. The 38 m x 14.5 m tug has a bollard pull of 65 tonnes. It is powered by two Rolls-Royce Bergen C26:33L6PG engines fueled purely by LNG and two Rolls-Royce US35 azimuth thrusters. Martijn Smit, Damen Sales Manager Europe, says, “Damen is proud to be building the prototype. With the MTU 4000 engine, this vessel is excellent for ship handling, with very quick acceleration. Maneuverability is combined with the vessel being green, clean and efficient.”
TUGS & BARGES The new 16-cylinder pure gas engine being developed by MTU is based on its proven workboat Series 4000 M63 diesel engine. It will be complemented with a multipoint gas injection system, a dynamic engine control and an optimized safety concept. “We are developing our new gas Series in order to meet the extreme load profile of the tugboat,” says Dr. Ulrich Dohle, CEO of Rolls-Royce Power Systems AG. Adds Dohle, “The acceleration will be comparable to the level of our diesel engines. Due to the clean combustion concept, compliance with IMO Tier 3 emission legislation will be ensured without the need of additional exhaust gas after treatment. The 2,000 kW MTU gas engine is characterized by high power density combined with low fuel consumption.”
EVOLUTION FROM THE ECOTUG The investment in the new RSD CNG-fueled tug is a logical progression for Svitzer, says CTO Kristian Brauner. “As a major harbor towage operator an important consideration is also that this tug will realize a considerable reduction in fuel costs and obviously fuel is a major cost concern for all operators. And crucially, as a market leader it is important for us to stay innovative with regards to performing safe and eco-friendly operations and to reduce emissions. Through the years we have already developed one version of the ECOtug and with this in mind, the choice to develop the new CNG tug is a natural step towards remaining an eco-conscious towage company.” Svitzer added two ECOtugs to its fleet in 2012. The two dieselelectric tugs, the Svitzer Gaia and Svitzer Geo, significantly cut fuel consumption and reduced emissions—they meet IMO Tier III requirements well ahead of 2016. The tugs are based on the Svitzer
M-Class and can operate at speeds up to 14.3 knots with three medium-speed engines in use. The tugs are fitted with both Selective Catalytic Reduction (SCR) systems and particulate matter filters. The tugs are also outfitted with electric winches, eliminating the risk of hydraulic oil spills. The main features of the ECOtugs are: Diesel-electric propulsion that significantly reduces CO2 emissions; 10 % less fuel consumption compared to traditional tugs; 2-5 % less fuel consumption compared to optimized tugs; fully electrical winches reducing noise, vibrations and avoiding potential oil spills on deck; three mediumspeed diesel engines run alternators that power the entire vessel; efficient SCR plant (selective catalyst reaction) that significantly reduces emissions of SOX, NOX and particulate matters to ensure compliance with IMO Tier 3 requirements; heat exchange (heat from engine room used for heating in the accommodation); to reduce noise, custom-made 40 dBA genset silencers are fitted in the funnels; Biocide-free anti-fouling paint provides better fuel economy through reduced friction; silicone-based underwater paint provides a smoother surface for reduced friction and resistance resulting in better fuel economy when steaming; double glass windows throughout accommodation deckhouse and wheelhouse to prevent heat loss and reducing heating demands; double glazed windows throughout accommodation deckhouse and wheelhouse to prevent heat loss and reducing heating and cooling demands; thicker insulation (150 mm) on exposed decks and bulkheads provides better indoor climate and noise reduction; and five different operational modes are designed for the vessel from the flexible power management system to ensure optimal use of the engines in all situations. ■
TRACTOR TUG EQUIPPED WITH JONRIE EQUIPMENT JOINS MCALLISTER TOWING & TRANSPORTATION FLEET BUILT AT THE SENESCO MARINE SHIPYARD, North Kingstown, R.I., the recently commissioned tractor tug Buckley McAllister is the latest addition to the fleet of McAllister Towing & Transportation, New York, NY. Named for the fifth generation President of McAllister, the 5,150 hp, 92 ft x 36 ft Jensen designed ASD tug will be in service on the Cape Cod Canal and was built under the direction of Senesco Project Manager Richard Doughty and Martin Costa, McAllister’s VP of Engineering. The vessel features an array of JonRie towing equipment. On the fore deck a JonRie Series 250 Full Render/Full Recover winch with a line pull of 70 tonnes. The Escort Winch is supplied with 600 ft of 9 inch Samson Saturn-12 hawser and has a winch braking force of 300 tons with a line speed of 100 ft/min. The winch has an Active Heave Compensation System for controlled payout (Freewheel) of the winch and recover when needed with constant scope. The system also includes dual tension systems with dimmable side light tension meters and foot control for hands free operation. Also supplied is a line tension data system for predicting rope life and replacement.
On the stern is a JonRie Series 512 Towing Winch with 2,100 ft of 2¼ inch wire providing a line pull of a 140,000 lb at 60 ft/min. Both winches are driven by a Hagglunds motor or direct drive. “The failure of over speeding a gearbox is never an issue as JonRie supplies a reliable system,” says JonRie. “When making up a tow there is never a need to be back on deck as the level wind is independent and can be controlled and unclutched from the pilot house. Also a feature is the independent drive gypsy (capstan) on the winch — No open clutches and no maintenance.” The system is supplied with a Green Passport using Green oil in all systems.
July 2014 MARINE LOG 25
NEWSMAKERS
SUNY Maritime College names new president DR. MICHAEL A. ALFULTIS, a retired U.S. Coast Guard captain, and the director and chief administrative officer of the University of Connecticut’s Avery Point Campus, has been named the next President of SUNY Maritime College, Fort Schuyler, Throggs Neck, NY. N or w ay ’s Rapp M ar ine Group ha s appointed HELGE VATNEHOL as its group CEO. Vatnehol comes over from Rolls Royce, where he was Senior Vice President, Offshore Deck Machinery. Cruise Lines International Association (CLIA) has announced that KIM HALL has joined the association as Director of Technical and Regulator y Af f airs, Operational and Security. Prior to joining CLIA, Hall was Senior Analyst with the Homeland Security Studies and Analysis Institute (HSSAI).
Retired U.S. Coast Guard Captain ERIC CHRISTENSEN has joined the Passenger Vessel Association (PVA) as the Director of Regulatory Affairs and Risk Management. In his new post he will act as a resource for PVA members regarding safety, security and environmental protection compliance issues and act as PVA staff liaison for the PVA Safety and Security Committee. JLG Industries, Inc., has promoted several company veterans. The manufacturer has named B R E N T M I L L E R V ice President, Af termarket Sales, North America. He will now lead sales and distribution efforts across the region. Additionally, TODD EARLEY has been promoted Director of Sales, Remarketing; MIKE THOMAS has been named JLG Industries Service Manager, North America; and TRAVIS MYERS is now Director, Customer Support and Aftermarket Development, North America.
TEJS BELTOV has joined DNV Petroleum Services as Chief Operating Officer for Europe. Beltov succeeds Bill Stamatopoulos, who is now Group Commercial Dire c tor. Prior to joining DNVPS, Beltov was the Managing Director of Lloyd’s Register Consulting A/S. W&O has promoted longtime employee BILL DUFFY to Northeast Regional Manager. Duffy has been with W&O for 18 years. In his new role, he will serve as the company’s market leader in the region—which includes branches in Philadelphia, PA; Linden, NJ; and Halifax, Nova Scotia—working with customers, pursuing new business opportunities and engaging with industry organizations. ORRIN H. INGRAM has been named the new Chief Executive Officer for Ingram Barge Company, Nashville, TN. Ingram succeeds Craig Phillip who retired last month.
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TECHNEWS ROBOT named Emily could save your life
CAT POWER for ALP’s four ocean-going AHTS CATERPILLAR MARINE will supply Cat power and propulsion solutions to four Ulstein SX157 design oceangoing Anchor Handling Tug Supply (AHTS) vessels currently under construction at Japan’s Niigata Shipbuilding & Repair for ALP Maritime Services, the Netherlands based company acquired by Teekay Offshore back in February. The vessels are specifically designed and developed for towing large structures such as oil rigs and floating production units over long distances. The bollard pull for each of the four vessels will be 300 tons, with the vessels capable of operating at full loads for 45 days without refueling.
Each vessel will have four MaK 9 M 32 C propulsion engines, rated at 4,500 bkW at 600 rev/min and three Cat C32 auxiliary generator sets rated at 940 ekW at 1,800 rev/ min, as well as one Cat C9 generator set to provide emergency power. All four vessels will each be equipped with two AEM shaft generators rated at 3,150 ekW at 1,200 rev/min. Each AHTS has two Cat BCP1330F main propellers, two BTT625 tunnel thrusters and two BTT419 tunnel thrusters. The MaK and Cat power and propulsion solutions will be delivered for the four ships over the course of the next year. marine.cat.com
FOR SEVERAL YEARS, Emily has been among the most popular baby names in the U.S. It also happens to be the name of a 25-pound high-tech, remote-controlled robot that could save a life at sea. Ideal for commercial shipping, cruise ships, oil rigs, private boats, pier/docks, and environments where flash floods are possible, the Emergency integrated Lifesaving LanYard (EMILY) is designed to provide flotation and assistance to multiple swimmers at a time. Designed by Hydronalix, EMILY, which measures 50 inches x 15 inches x 2 inches, weighs 25 pounds, acts like a jet ski reaching a top speed of 22 mph. The rescue device features a durable Kevlar reinforced hull and marine grade canvas to ensure product longevity. According to the company, the robot is “engineered to race through heavy surf;” can be deployed from a moving watercraft; features a “safe, internal propulsion [that] will not harm victim(s) or catch on rocks and sand; and can pull a recovery rescue line, up to 800 yards long, through strong currents and large surf.
emilyrobot.com
PAIR OF WÄRTSILÄ LOW-SPEED GENERATION X ENGINES MAKE THE GRADE
A PAIR OF WÄRTSILÄ ENGINES have passed tests verifying each engine’s performance criteria. The Wärtsilä X72 and the Wärtsilä X62—both part of Wärtsilä’s Generation X low speed engine series—cover the mid-bore end of the market. The two-stroke engines feature Wärtsila’s electronically controlled, common rail system with controlled fuel injection—which 28 MARINE LOG July 2014
provide operators with excellent fuel efficiency and lower operational costs. The Wärtsilä X72 successfully passed the Type Approval Test (TAT). The passing of TAT shows that the engine fulfilled all classification society requirements and met all SOLAS standards, facilitating the engine’s introduction into the market. “The key value adding feature of this engine is that its high level of efficiency lowers the operational costs for owners, operators and charterers,” says Martin Wernli, Managing Director, Wärtsilä Switzerland and Vice President, 2-Stroke, Wärtsilä Ship Power. Meanwhile, the Wärtsilä X62 passed its Factory Acceptance Test (FAT). Passing the test indicates that the engine fulfilled all design requirements for performance and functioning, and has been accepted by
both the customer—in this case Greek ship owner, Kyklades Maritime Corporation–and classification society DNV GL. The X62 engines will power four 115k Aframax Product Carriers being built at the HHI Gunsan Shipyard for Kyklades. The ships will fully comply with IMO’s Energy Efficiency Design Index (EEDI). Compared to earlier generations, the Wärtsilä X62 achieves an additional 10 percent in daily fuel consumption and promotes the optimization of lubricating oil consumption. Wärtsilä’s Generation X engine line is designed for Afromax tankers, Panamax/ Kamsarmax bulk carriers, as well as Feeder container vessels. Both the Wärtsilä X72 and X62 are IMO Tier 2 compliant and will be available with Tier 3 options. www.wartsila.com
CONTRACTS SHIPYARD CONTRACTS While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about June 1, 2014. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com. SHIPYARD
LOCATION
RECENT CONTRACTS Diversified Marine GD-NASSCO Moran Iron Works
Portland, OR San Diego, CA Onaway, MI
DELIVERIES Aker Philadelphia Bollinger Shipyards Bourg Dry Dock Gulf Coast Shipyd Grp Horizon Shipbuilding Marinette Marine Patti Marine Senesco Marine Vigor Fab Washburn & Doughty PENDING CONTRACTS Aker Philadelphia BAE Systems Southeast BAE Systems Southeast Candies Shipbuilders Gulf Coast Shipyard Leevac Shipyards TBD TBD TBD TBD TBD VT Halter Marine
QTY
TYPE
PARTICULARS
OWNER/OPERATOR
EST. $ MIL
EST. DEL.
2 1 2
tugs product tanker deck barges
80 ft, 5,200 hp 50,000 dwt, 610 ft 180 ft x 54 ft
Harley Marine APT Durocher Marine
$125.0
JUN15 2Q2017 OCT14
Philadelphia, PA Lockport, LA Bourg, LA Gulfport, MS Bayou LaBatre, AL Marinette, WI Pensacola, FL N. Kingstown, RI Seattle, WA E. Boothbay, ME
1 1 1 1 1 1 1 1 1 1
crude oil FRC tank Barge tank barge towboat survey vessel Z-drive tug tug car ferry Z-drive tug
820 ft Liberty Bay 154 ft 11,500 bbl, 297 ft x 54 ft 30,000 bbl 140 ft 208 ft x 49 ft Reuben Lasker 105 ft x 38 ft 92 ft x 36 ft 362 ft x 83 ft 93 ft
SeaRiver Maritime U.S. Coast Guard LeBeouf Bros. Towing Florida Marine Trans. Florida Marine Trans. NOAA Signet Maritime McAllister Towing Washington State Ferries Marine Towing of Tampa
Philadelphia, PA Mobile, AL Jacksonville, FL Houma, LA Gulfport, MS Jennings, LA
4 2 1 1 4 2
Pascagoula, MS
2 1 6 3 1
Options dump scows tug subsea vessel PSVs PSVs OPCs LASH carriers double-end ferry car ferries double-end ferries Roll-On/Roll-Off
50,000 dwt 7,700 ft3 141 ft x 46 ft, 12,000 bhp 108m x 22m, MT6022 dual fuel, 302 ft x 64 ft 300 ft x 62 ft Offshore Patrol Cutters convert steam to LNG 70-car 1,200 PAX (convert to LNG) 4,500 PAX 692 ft, 26,600 dwt
Crowley Great Lakes Dredge Seabulk Tankers Inc. Otto Candies LLC Harvey Gulf Intl. Marine Tidewater U.S. Coast Guard Horizon Lines VDOT Washington State Ferries NYCDOT Pasha Hawaii Transport
$200.0 $45.0
$73.6
$110.0
$500
$27 $309 $137
JUN14 JUN14 MAY14 JUN14 JUN14 MAY14 JUN14 JUN14 JUN14 JUN14 NOTES 2017 Options Option Option Options Options RFP/Phase I RFP RFP RFP issued Proposed Option
INDEX OF ADVERTISERS COMPANY
PAGE #
COMPANY
PAGE #
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S5
Jotun Paints . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4
Bay Shipbuilding Company . . . . . . . . . . . . . . . . . 3
Lufkin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
BOK Financial . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Marine Art of J Clary. . . . . . . . . . . . . . . . . . . . . . . 4
Bollinger Shipyards . . . . . . . . . . . . . . . . . . . . . .S8
Marine Jet Power Inc.. . . . . . . . . . . . . . . . . . . .SC4
Coastal Marine Equipment. . . . . . . . . . . . . . . . .S6
Metal Shark Aluminum Boats . . . . . . . . . . . . . S10
Conrad Shipyard . . . . . . . . . . . . . . . . . . . . . . . . S11
National Transportation Safety Board . . . . . . . . 18
Driveline Service of Portland . . . . . . . . . . . . . .SC2
Port of Galveston . . . . . . . . . . . . . . . . . . . . . . . .S3
Eastern Shipbuilding Group . . . . . . . . . . . . . . .C2
Smith Berger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FloScan Instrument Co., Inc. . . . . . . . . . . . . . . .S9
Subsea Global Solutions . . . . . . . . . . . . . . . . . .S6
Great American Insurance Co . . . . . . . . . . . . . . 11
Thoma-Sea Marine Constructors . . . . . . . . . . . .C3
Hatton Engine & Generator Systems, Inc. . . . . .S7
VT Halter Marine Inc . . . . . . . . . . . . . . . . . . . . . . . 7
JMS Naval Architects & Salvage . . . . . . . . . . . . . 10
Wortelboer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 July 2014 MARINE LOG 29
MARKETPLACE PRODUCTS & SERVICES
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July 2014 MARINE LOG 31
MARINE SALVAGE
EXERCISING TRAINING RESPONSIBILITIES
Paul Hankins, President, American Salvage Association
IN THE TERMS OF ENERGIZING TOPICS to write about, training exercises never make it high on the list. But as mundane as training may be, it’s important in the world of salvage response. As all mariners know, training is a vital element to any job that puts us on the unpredictable seas. And that training becomes even more important to those elements of a job that are not practiced or carried out with a frequency that provides important on-the-job training. Fire drills and abandon ship drills are perfect examples. Since we (hopefully) don’t perform these tasks on a routine basis, it’s important to have a training program that ensures development and maintenance of an adequate skill set. Training exercises have always been a key component of the Oil Pollution Act of 1990 (OPA90) regulations. To ensure that companies and their response organizations were able to efficiently perform these requirements, in the 1990’s the federal government published the National Preparedness and Response Exercise Program (NPREP), which established a series of exercises that tests every part of one’s Vessel or Facility Response Plan over a three-year period. Although only a guideline, over the last 20 years, NPREP has become the defacto exercise and training requirement for OPA90. With the recent changes to OPA90,
specifically the new set of salvage requirements and the extension of OPA90 to non-tank vessels, it became clear that these guidelines required updating. So the Federal government agencies involved in the oversight of OPA90 hammered out the changes, and recently published a draft of the updated guidelines with a comment period opened for the new document. However, because of time constraints and other coordination issues, there was no public meeting for industry to express their concerns about the new guidelines. Since a large part of the changes directly affected the salvage response community, the American Salvage Association (ASA) was concerned that the guidelines would be finalized as written. ASA joined a group of other organizations, under the leadership of Joe Cox of the Chamber of Shipping of America, to voice concerns over the guideline changes. While the federal government could not attend the meeting, a videotaped transcript was made of the open forum. These comments are available on Maritime TV’s website, http://maritimetv.com/Events/ AmericanSalvageAssociation.aspx, so I won’t get into the details of the issues. Overall, the comments represent a concern that the guidelines must reflect a program that will provide value-added training where necessary and efficiently combine the training
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32 MARINE LOG July 2014
requirements of a variety of organizations directly involved in marine emergency response into a program that does not unduly burden those trying to implement it. For the new guidelines we should consider: 1. Train and exercise those processes that are not performed on a routine basis (the abandon ship equivalents) and allow credit for those operations performed on a routine basis. 2. Ensure the training drills and exercises are value-added. That is, that they provide a real opportunity to improve readiness and are not just a way to “check a box.” 3. That we don’t overburden a particular segment of the response community. There are thousands of ships, but only a limited number of emergency responders. We must find a way to temper the need to train those thousands of ships who are all using a finite set of response resources. 4. Economics must play a role in deciding what is necessary and what is doable. If the resources don’t exist—money, time or personnel—the training cannot be effective. At the time of this writing, I was pleased to learn that the Coast Guard will be extending the comment period in order to hear the concerns of industry in regards to NPREP. We should all be watching for the notice, as this program—directly or indirectly— affects every ship operating in U.S. waters. Let’s get it right!
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