gulf coast Headliner
A Special Supplement to Marine Log
FIVE YEARS AFTER BP to pay $18.5 billion settlement in Deepwater Horizon disaster
JUly 2015
Boom was deployed as part of the effort to capture oil from the Deepwater Horizon spill at Orange Beach, AL
BP agrees to pay $18.5 billion In what would be the largest environmental settlement in U.S. history, BP has struck a tentative agreement with five Gulf Coast states and the federal government that would see the oil company pay them $18.5 billion over 18 years in compensation for damages from the 2010 Deepwater Horizon oil spill. The $18.5 billion includes a civil penalty of $5.5 billion under the Clean Water Act (CWA)—payable over 15 years. The Macondo blowout on April 20, 2010 resulted in the deaths of 11 workers and the largest offshore oil spill the Gulf of Mexico has ever seen—some 3.19 million barrels of oil, according to the second phase ruling issued by U.S. District Judge Carl Barbier this past January. The U.S. Department of Interior estimated the oil spill at 4.9 million barrels. Oil leaked in the Gulf for three months leading to one of the largest, most complex oil spill responses in history. At its peak, the spill response involved 48,000 people, 6,500 vessels, 2,500 miles of boom, with the 1.8 million gallons of surface and subsurface chemical dispersants. The impact on the Gulf ’s economy and environment was devastating, hurting fishing and tourism, and triggering a government moratorium on offshore drilling. S2 MARINE LOG July 2015
Alabama Governor Robert Bentley, whose state would receive $2.3 billion in the deal, said, “The BP/ Deepwater Horizon oil spill was the worst environmental disaster in United States history, and the impact to the Alabama Gulf Coast was detrimental. We have reached an agreement in principle with BP to compensate the State for all of the environmental and economic damages suffered as a result of the oil spill. With the agreement announced today, we are taking a significant step forward in our State and will become a stronger, safer and more resilient state as a result of this terrible disaster.” Alabama’s share of the settlement includes $1 billion to be paid over the next 18 years for economic damages suffered. Alabama would receive another $1.3 billion over the next 15 years for coastal restoration projects. The other states taking part in the agreement are Florida, Mississippi, Louisiana, and Texas. BP CHAIRMAN: “PATH TO CLOSURE” In a statement, BP said its U.S. Upstream subsidiary, BP Exploration and Production Inc. (BPXP), had executed the agreements with the federal government and five Gulf Coast states. The agreement also includes settlement of claims made by more than 400
local government entities. The principal payments are as follows: BPXP is to pay the United States a civil penalty of $5.5 billion under the Clean Water Act (CWA) – payable over 15 years. BPXP will pay $7.1 billion to the U.S. and the five Gulf states over 15 years for natural resource damages (NRD). This is in addition to the $1 billion already committed for early restoration. BPXP will also set aside an additional amount of $232 million to be added to the NRD interest payment at the end of the payment period to cover any further natural resource damages that are unknown at the time of the agreement. A total of $4.9 billion will be paid over 18 years to settle economic and other claims made by the five Gulf Coast states. Up to $1 billion will be paid to resolve claims made by more than 400 local government entities. BP said it expected the impact of these agreements would be to increase the cumulative pre-tax charge associated with the Deepwater Horizon accident and spill by around $10 billion from $43.8 billion at the end of the first quarter. Separately to these agreements, the total charge reported in BP’s second quarter results will also reflect other items including charges for additional business economic loss determinations.
Cheryl Casey / Shutterstock.com
in Deepwater Horizon settlement
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NRD and CWA payments are scheduled to start 12 months after the agreements becomes final. Total payments for NRD, CWA and State claims will be made at a rate of around $1.1 billion a year for the majority of the payment period. BP’s Chairman Carl-Henric Svanberg, said the agreement would “provide a path to closure for BP and the Gulf. It resolves the company’s largest remaining legal exposures, provides clarity on costs and creates certainty of payment for all parties involved.” Svanberg said the board believed the agreement was “in the best long-term interest of BP and its shareholders.” Bob Dudley, BP’s Group Chief Executive, said, the agreement would “resolve not only the Clean Water Act proceedings but also the Natural Resource Damage claims as well as other claims brought by Gulf States and local government entities.” The agreements in principle are subject to execution of definitive agreements from the federal government and the states, and final court approval. Significant settlements reached In late May, both Transocean and Halliburton reported that they had reached significant settlements related to the Deepwater Horizon incident. Transocean Ltd. said it had reached two separate settlement agreements, with the Plaintiffs’ Steering Committee and with BP Exploration & Production Inc. and BP America Production Co. According to Transocean, the settlements together resolve substantially all outstanding claims against Transocean arising from the Deepwater Horizon incident. Under the terms of the agreement with the steering committee, which is subject to approval by the U.S. District Court for the Eastern District of Louisiana, Transocean will pay two classes of plaintiffs, represented by the steering committee, a total of about $212 million. Transocean will also pay attorneys’ fees to be determined by the court. The first class covered under the steering committee agreement comprises private plaintiffs and local governments that potentially could assert punitive damages claims against Transocean under maritime law. The second class comprises the private plaintiffs who previously settled economic damages claims with BP and were assigned certain claims BP had made against Transocean. A court-appointed special master will allocate Transocean’s payment between the punitive damages class and the economic damages class. Transocean intends to satisfy its payment obligations using cash on hand.
Under the terms of the agreement with BP, which is not subject to court approval, BP has agreed to indemnify Transocean for compensatory damages, including natural
reached an agreement with BP Exploration & Production Inc. to resolve remaining issues, which includes indemnities between the parties and dismissal of all claims against Tar balls washed up on area beaches along the Gulf Coast
resource damages, while Transocean will indemnify BP for personal and bodily injury claims of Transocean employees and claims relating to any future cleanup or removal of diesel or other pollutants stored on the Deepwater Horizon. BP and Transocean will mutually release all claims each has against the other. BP will also discontinue its attempts to recover as an “additional insured” under Transocean’s liability policies that will accelerate the company’s recovery of some $538 million in insurance proceeds. Finally, BP will pay Transocean $125 million in compensation for legal fees it incurred. Transocean says that “the Macondo Well incident resulted from a complex series of causes and events. These included mistakes made by multiple parties, including Transocean, from which the entire industry can learn and continue to improve safety in the drilling industry. These important agreements, which Transocean believes to be in the best interest of its shareholders and employees, remove substantially all of the remaining uncertainty associated with the incident.” “These settlements provide substantial closure to five years of litigation and we are confident that this agreement can be a significant step forward in our efforts to renew our partnership with BP,” said Jeremy Thigpen, President and Chief Executive Officer of Transocean. “Most importantly, while the litigation is finally coming to an end, it is important that we, as an industry, continue to remember the 11 men who lost their lives in this tragedy, and keep them and their families in our thoughts and prayers.” Meanwhile, Halliburton said that it had
each other, relating to the incident. “We are pleased to have reached an amicable resolution with BP, our valued customer, that allows us to close another chapter in the Deepwater Horizon case for Halliburton,” said Dave Lesar, Halliburton Chairman and CEO. Halliburton previously announced that it reached an agreement to settle punitive damages claims leveled against the company by a class of plaintiffs who allege damages to property or associated with the commercial fishing industry arising from the Deepwater Horizon incident, and all claims against Halliburton that BP assigned to the settlement class in BP’s April 2012 settlement with the Plaintiffs’ Steering Committee. New trial for BP engineer Former BP engineer Kurt Mix, who was convicted of obstruction of justice in the Deepwater Horizon case after he allegedly deleted multiple e-mails, has had his conviction dismissed and will get a new trial. The U.S. Court of Appeals for the Fifth Circuit affirmed the district court’s dismissal of Mix’s criminal conviction due to juror misconduct. During juror deliberation, the jury forewoman overheard a conversation in a courthouse elevator that other BP employees involved in the Deepwater Horizon oil spill were being prosecuted. She told the other jurors that this made her even more convinced that the defendant was guilty. In her 17-page ruling, Fifth Circuit Judge Edith Brown Clement wrote that the forewoman’s disclosure tainted the jur y’s deliberations. “Even one juror’s prejudice is sufficient to warrant a new trial,” she wrote. July 2015 MARINE LOG S3
A new name in shipbuilding: Harvey With new offshore service vessels orders from the oil patch dried up, consolidation is occurring in the shipbuilding sector, particularly on the U.S. Gulf Coast, where yards are built around servicing the oil and gas market. Last month, New Orleans-headquartered Harvey Gulf International Marine (HGIM) acquired the assets of the Gulf Coast Shipyard Group, Gulfport, MS. The shipyard is in the midst of building Harvey Gulf ’s series of dual-fuel Platform Supply Vessels. Harvey Gulf ’s first order of business will be to complete the series. To manage the Gulf Coast Shipyard Group, which includes the Gulf Coast Shipyard in Gulfport and Trinity Yachts, New Orleans, LA, Harvey Gulf International Marine (HGIM) set up a new affiliate, Harvey Shipyard Group. Robert L. Gwinn III, who has been HGIM President since 2008, was named the President of the new shipbuilding unit. Gwinn’s job at HGIM was to keep his finger on the pulse of the offshore oil and gas drilling market to determine whether the company could meet current demand with its existing fleet or needed to expand. Gwinn will be joined by Wayne Bourgeois as Chief Operating Officer of Gulf Coast Shipyard. A long-time shipbuilding executive, Bourgeois has been with the shipyard since its founding. Shane J. Guidry, HGIM Chairman and CEO, will serve in the same capacity for the Harvey Shipyard Group. “These shipyard acquisitions will position Harvey Gulf as America’s only builder, owner, and operator of dual-fuel (diesel/LNG) offshore supply vessels,” says Guidry, “and allow us to pass along the savings of lower operating costs and environmental protection to the marine transportation industry.” Building on Gulf Coast Shipyard’s success in constructing the nation’s first LNG OSVs and building tank and hot oil barges, Harvey Gulf and its affiliates say they will “catapult the Gulf Coast Shipyard into a state-of-theart builder of world-class vessels.” Harvey Gulf alone is investing $350 million to construct its dual-fuel fleet at the Gulfport facility. The first of the series, the Harvey Energy, was delivered earlier this year. This July, HGIM will be opening the first of its kind marine fueling station at Port Fourchon, LA, to bring LNG as a marine fuel to the U.S. offshore and inshore industry. HGIM’s $25 million Phase I construction will be capable of fueling Harvey Gulf ’s fleet of dual-fuel offshore supply vessels and will accommodate America’s growing fleet of over-the-road vehicles operating on safe, efficient LNG. S4 MARINE LOG July 2015
Gulf Coast Shipyard built a variety of vessels, including tugs
Harvey Gulf is the only American shipbuilder to meet the stringent requirements of the ABS “ENVIRO+, Green Passport Gas Fueled Ships” certification and will continue building and operating the most environmentally friendly vessels in the Gulf of Mexico. “The dual-fuel vessels we’re building and our LNG bunkering facility are indicative of HGIM’s commitment to develop and utilize the safest, most environmentally-friendly vessels and fuel technology available today,” says Guidry. Harvey Gulf expects its shipyard acquisitions will result in an expansion of operations in Gulfport and New Orleans as it continues to bring innovative dual-fuel ship design, engineering and construction to its marine transportation industry clients. Vigor Industrial on the hunt? One rumor that has floated around for over a year is that Vigor Industrial, Portland, OR, has been looking to expand its shipyard footprint to include a facility in the U.S. Gulf. Vigor, a powerhouse in the U.S. Pacific Northwest, with facilities in Oregon, Washington, and Alaska, has strategically added shipyards to its portfolio to service the ferry and cruise market, tugs and barges, U.S. Coast Guard and government non-combatant vessels, fishing boats, research vessels, and Arctic drilling. Most recently it merged with Kvichak Marine Industries, Seattle, WA, to expand its aluminum boat capabilities and enhance its construction processes. When asked to comment on whether Vigor had any interest in a Gulf Coast facility, Vigor CEO Frank Foti commented that “We are always exploring strategic opportunities,
wherever they may arise.” With oil hovering at around $60 for WTI and shipyards in the Gulf thirsty for business, it is a buyer’s market. Vigor may have its eye on a shipyard in Louisiana. Stay tuned. The last big shake up in the Gulf occurred just before Christmas last year, when the leadership of Bollinger Shipyards, Lockport, LA, switched hands. Ben Bordelon, along with the Chouest family from Galliano, LA, acquired all assets and stock of Bollinger Shipyards, Inc. Bordelon, the grandson of the founder of Bollinger Shipyards, was named President and CEO of the company. Signal in distress Earlier this month, Signal International LLC argued against a $14 million verdict awarded by a Louisiana federal jury in an ongoing human trafficking case. It said it had relied on the guidance of others when hiring workers from India for its shipyards in Texas and Mississippi in a process it didn’t entirely understand. Workers allege they were made promises of permanent U.S. residency and green cards and claim that they were subjected to forced labor, poor living conditions, and other offenses when they were recruited and hired to work at shipyards in Pascagoula, MS, and Orange, TX. The Indians were recruited under the federal government’s H-2B visa guest worker program to work as welders and pipe fitters during the labor shortage after Hurricane Katrina. Signal International is considering filing for Chapter 11 bankruptcy protection in wake of the multiple lawsuits it is facing in Texas and Louisiana and declining revenues at its facilities.
gulf coast Headliner
Generation Next:
Leading designers rethink the offshore service vessel, making it more efficient, safe, and flexible Back in 2008, Wärtsilä bolstered its ship design capabilities with the acquisitions of Norway-headquartered high-end offshore design specialist Vik-Sandvik A/S, and Singapore-based naval architectural firm Conan Wu & Associates Pte. The move was designed to reshape Wärtsilä as a “one-stop shop,” with the ability to provide an operator and shipbuilder with higher valued-added services, along with its popular engine and propulsion systems. Over the last few years, the move has borne fruit, with some higher profile ship design contracts. For example, Wärtsilä Ship Design is working with Jensen Maritime, Crowley’s Seattle-based naval architectural and engineering firm on Crowley’s new Commitment Class ConRo ships for the Jones Act trade between the U.S. mainland and Puerto Rico. The 219.5m ships will be able to carry a combination of containers and Roll-on/Roll-off cargo and will burn Liquefied Natural Gas (LNG) when they sail between the Port of Jacksonville and the Isla Grande Terminal in San Juan, Puerto Rico. Both DNV GL-classed Commitment Class ships are being built by VT Halter Marine, Pascagoula, MS, with the first, the El Coquí, due to make her first call at the specially designed pier in San Juan in the spring of 2017. The design of the Commitment Class ships was a big win for Wärtsilä Ship Design
in the U.S. market, but it has yet to repeat that success in the Gulf of Mexico offshore service vessel sector. Wärtsilä was heavily involved in the first series of dual fueled Platform Supply Vessels (PSVs) for New Orleans-based Harvey Gulf International Marine, supplying the engines and LNGPac fueling systems, but the vessel designs were provided by STX Marine (now Vard Marine Inc., a subsidiary of Vard, a Fincantieri company). When Gulf of Mexico operators do start ordering again, Wärtsilä will be ready with some designs that emphasize increased cost efficiency, innovation, and reduced environmental risk. At this year’s Nor-Shipping exhibition in Oslo, Norway, for example, Wärtsilä launched a new Platform Supply Vessel (PSV) design that offers significantly lower fuel consumption when compared to existing PSVs on the market. Key improvements include an efficient energy system with batteries, and optimized hull lines with high propeller efficiency. Other important features include an optimized superstructure and engine room, and an accommodations arrangement that promotes cost efficient shipyard construction. The design is in line with the future regulations for carriage of up to 1,200 m3 of type II chemicals, and has improved visibility from the bridge, reduced noise and
vibration, and a main deck design that optimizes the deck cargo area. “Wärtsilä ship designs consistently raise the bar for shipping in terms of efficiency and sustainability, and this state-of-the-art PSV design is yet another example of this. We are the leading ship designers of North Sea PSVs and our designs reflect the company’s extensive experience and capabilities,” says Riku-Pekka Hägg, Vice President, Wärtsilä Ship Design. Earlier in the year, Wärtsilä unveiled a new AHTS (Anchor Handling Tug Supply) vessel design with a similar aim of improving efficiency, lowering fuel consumption, and reducing its environmental impact. One of the key components of the AHTS is a two-speed gearbox system selected to meet the design targets of reduced costs and less complexity without compromising operational safety. Wärtsilä estimates that the new design provides a reduction of 20 to 25 percent in fuel consumption compared to conventional diesel mechanical four engine solutions. The exhaust emissions are reduced accordingly. The hybrid two-speed gearbox PTI (Power Take In) solution ensures a seamless transfer from one operational mode to another, with the ability to work efficiently in all operational modes. When changing propeller speeds, the arrangement produces no loss in July 2015 MARINE LOG S5
PTO (Power Take Off) power. Crew requirements need not change to operate vessels featuring the new Wärtsilä design as no special electrical skills are necessary. The new Wärtsilä series of AHTS designs feature Bollard Pull options of 180 tonnes, with options for 150 or 220 tonnes, and a hybrid propulsion system with a two-speed gearbox. They are fully compliant with ABS and the latest SOLAS regulations. Not just software At Nor-Shipping, Spanish ship design and engineering firm Sener discussed its concept design for a Multipurpose Support Vessel (as shown at the top of page S5) specially designed for subsea ROV light construction duties and can be configured based on the feedback it receives from owners. Sener, the developer of the Foran CAD/ CAM system, says the design aims to meet operators’ demands for more efficient, reduced fuel consumption and more capable vessels. As conceived, the Multipurpose Subsea Support Vessel will have a length overall of more than 112m, breadth of 22m, depth to main deck of 9m, and a draft of more than 7 m. In total, it will be able to accommodate 110 persons on board.
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This year marks Sener’s 50th anniversary, over which time it has been widely known for its Foran CAD/CAM ship design software system. In the last 10 years, Sener has been widely involved in the design of tugs and offshore vessels including the development of a design of an LNG propulsion tug, in collaboration with engine manufacturers and class society Bureau Veritas. Sener has updated the Naval Architecture modules of FORAN, the version V70R3.0 is the launching of FBASIC module that will replace the former modules of Naval Architecture Calculations and incorporates new features to make easy the generation of documents, to perform calculations, and can be easily installed on board the vessels to be used as Load CalcuINDUSTRIES INC lator, with all the information of the vessel already included if the design has been made using FORAN. This functionality is being tested to be used onboard Anchor Handling Tug and Supply Vessels.
Propulsion for the MSSV will consist of two fixed pitch azimuth propellers driven by a diesel-electric configuration, with two FP tunnel thrusters and one FP retractable azimuth thruster. The MSSV will be equipped with a 40 MT electric deck crane, with an optional 250 MT AHC crane, and will be able to work in 4,000m depth. It will have an integrated 7.2m x 7.2m moonpool below and a helicopter deck. The main deck will be reinforced for heavy cargoes. The ship can also accommodate an optional 600-ton cable carousel.
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SHIPYARD LLC The Ulstein Group, of course, is well known for its distinctive X-Bow designs. As of the first quarter of this year, some 100 vessels have either been built or are under construction based on an X-Bow design. The bow shape reduces pitch/heave accelerations and speed loss in waves, which renders higher ALUMINUM LLC transit speed or reduced power consumption possible. This improves fuel efficiency and reduces emissions to air. In addition, the X-Bow eliminates slamming and bow impact, providing the crew with a much more comfortable ride. Ulstein is working its design magic on the ORANGE SHIPYARD LLC aft end of the vessel with the newly developed X-Stern Extender. It takes its concept of the X-Stern further. The X-Stern expands the operational window and offers the captain the option of placing the stern, rather than the higher and larger bow, towards
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winds, waves and current when on DP. The newly developed X-STERN Extender can be used for conversions, as well as newbuilds. “We appreciate thinking out of the box. Solving challenges such as reducing the costs involved in oil and gas extraction keeps us sharp so that we can advance the maritime industry,” says Tore Ulstein, Deputy CEO and Head of Market and Innovation in Ulstein Group. “We’ve now taken development of the X-Stern even further, into a conceptual study where we’re exploring an extendable X-Stern. The feature widens the vessel’s operational window. This is not only by allowing it to use the stern heading against the weather, but also by adding increased scope for operations, for the Extender, when outstretched, also includes a large moon pool. This is a big step when it comes to increasing safety in operations. The vessel can place subsea equipment through the extended moon pool through the use of cranes or an A-frame.” Using Computation Fluid Dynamics, Ulstein reports water motions inside the moon pool are reduced by 50% compared to outside the moon pool in simulated North Sea conditions. “We believe this is a much better solution than working over the ship’s side, which can be a risky and strongly weather-dependent operation,” says Ulstein. “Even for a subsea vessel that normally has a moon pool in the midst of the ship, valuable central deck space and hull volume will be freed up with the moon pool placed aft.”
Wärtsilä has rolled out a series of more efficient PSVs
investment for customers, increase the efficiency and ease of operations, and provide an attractive work environment for the crew. The new concept design is a cockpit bridge that provides the captain the ability to observe the operations deck and a commanding 360 degree view of the ocean. The new SeaQ Bridge design provides a clean and efficient workspace with focus on ease of operation, safety and ergonomics. The functionality is built around a completely new framework for flexible integration of maritime software applications.
VARD says the aim is to make the experience on board more personal, and provide an attractive work environment that eases the transition between on shore and on board life. Working areas and leisure areas are logically placed, and separated from each other. New socializing arenas in improved dayrooms create a lively atmosphere, elevating the on board experience to another level. The new and unique SeaQ Cabin is designed to add a sense of privacy, and arranged to increase the quality of recreation—all to ensure a well-rested crew.
A step forward Vard Marine, Inc., with offices in Vancouver, Ottawa, and Houston, holds a strong market share in offshore service vessel design in the U.S. Gulf with Aries Marine, Boldini S.A., HGIM and Hornbeck Offshore Services (HOS) counted among its clients. A b o u t t h i s t i m e l a s t y e a r, VA R D announced the acquisition of STX Marine, Inc. and changed the company’s name to Vard Marine Inc. in a move to build the company’s presence in the North American vessel design market. At Nor-Shipping, parent VARD unveiled a new project called “A Step Forward,” which aims to advance innovation in offshore design. Three of VARD’s specialized companies, Vard Accommodation, Vard Electro and Vard Design, have through a collaboration initiative joined forces with designer Per Ivar Selvaag and Montaag, a California- and Norway-based design agency, to develop a range of products and concepts. The goal has been to develop tools to enable higher returns on July 2015 MARINE LOG S7
GEARING UP: C oast ports get ready for the Panama Canal Expansion Building on a record year, the Port of Houston handled over16 million tons of cargo during the first five months of 2015, an increase of 9 percent compared to the same period last year. Activity at the Bayport and Barbours Cut terminals continues to grow, with loaded container units jumping 23 percent versus May 2014. The port plans to undertake more infrastructure improvements in the next few years to accommodate the larger vessels and increased cargo resulting from the Panama Canal expansion, as well as the expected future demographic growth in the region. This year, the port authority is committing $275 million for capital projects, including the continuing development of Bayport and modernization at Barbours Cut. U.S. ports in the Gulf of Mexico and Southeast are gearing up for increased cargo volumes when the Panama Canal Expansion opens next spring. In May, four of the largest wharf cranes ever built by Konecranes arrived at the Port of Houston Authority’s Barbours Cut Container Terminal from Mokpo, South Korea. The port spent nearly $50 million for the new cranes to have them in place to handle the larger ships coming through the Panama Canal expansion. The new electric Ship-To-Shore (STS) cranes are 289 feet high and can lift and lower a loaded container at twice the speed of the cranes currently in use at the Barbours Cut terminal. They have a lift height of 204 feet and can handle ships 22 containers wide.
Crescent City gears up for containers The Port of New Orleans and CN recently signed a memorandum of understanding (MOU) to develop greater supply chain efficiencies aimed at drawing more container traffic through the Port to North American markets. “This MOU ... will help us capture greater market share and optimize throughput ...,”says Gary LaGrange, Port President and CEO. The Port of New Orleans has an intermodal rail terminal adjacent to its Napoleon Avenue Container Terminal providing on-dock access for all rail shipments. The new $25.1 million Mississippi River Intermodal Terminal, when completed in the first quarter of 2016, will create an efficient intermodal container transfer terminal located within the container yard, offering on-dock access and improving CN’s link to the terminal and helping grow its container volumes. Expansion at Mobile In Alabama at the Port of Mobile, two new super-Post Panamax STS cranes are being added at the APM Terminal and the container yard is being expanded by 20 acres as part of a $40 million infrastructure investment to expand the terminal’s capacity in response to growing demand. APM Terminals Mobile has a current annual throughput capacity of 350,000 TEUs with two Post-Panamax cranes now in service. With a 13.7 meter depth, APM Terminals Mobile is already handling vessels of up to 8,400 TEU capacity. The expanded Panama Canal locks will allow transit of vessels of up to 12,600 TEU capacity. The Alabama State Port Authority has begun construction of an Intermodal Container Transfer Facility (ICTF) for the port that will connect the APM Terminals facility with rail service to major markets in the U.S. Southeast and Midwest. Mobile is accessed by five Class 1 railroads including CN Railways, Norfolk Southern, CSX, Kansas City Southern and BNSF. The ICTF will open in early 2016. Miami on the rise With the Panama Canal expansion nearly complete, PortMiami has more than $1 billion of capital infrastructure projects already in place. Investments have included new super post-Panamax gantry cranes. It’s also added new on-dock intermodal rail service in partnership with Florida East Coast Railway, as well as a new tunnel connecting the Port directly to the U.S. Interstate Highway System. This month, Great Lakes Dredge is also expected to complete the Deep Dredge project that will deepen PortMiami’s main harbor channel from 42 feet to a depth of 50/52 feet, allowing it to berth 13,000 to 14,000 TEU vessels.
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Halimar delivers fast crew supply boat for deepwater Halimar Shipyard, Morgan City, LA, has delivered the 205 ft x 34 ft monohull crew supply vessel to B&J Martin Inc, subsidiary Sea Supply, Inc., Galliano, LA. The vessel has been designed to meet the needs of the Gulf of Mexico deep water offshore industry by Incat Crowther’s Lafayette, LA, office, incorporating concept design and standards from the shipyard and the vessel owner. For transportation of supplies, Lady Tierney features a large aft cargo deck providing 3,950 sq ft of timber-covered area with a capacity of 450 LT. Also featured on the aft deck are two FFS 1,200 lb, 5,300 gal/min fire monitors for emergency fire extinguishing. Forward of the cargo deck, the main cabin features seating for 50 passengers, plus a bathroom, a dedicated luggage area, a storage room, a room for dynamic positioning equipment from Beier Radio, plus an HVAC closet. A generously sized deck locker accessible from the cargo deck is also integrated into the main cabin. Above the main cabin sits a wheelhouse featuring forward and aft control stations, with DP controls well-arranged at the aft station that provides unobstructed views of the cargo deck and offshore structures. Inflatable life rafts are situated outboard of the wheelhouse on each side of the vessel and are easily accessible for rapid deployment in case of an emergency. Below deck, crew accommodations features five crew staterooms, each with double bunks and locker, a bathroom, an HVAC closet, galley, pantry and a mess/lounge area. Forward of the crew accommodations is a bow thruster compartment featuring two Thrustmaster 30TT200AL tunnel bow thrusters. A series of tanks located between the engine room and crew accommodations have a capacity of 20,720 gallons of ship’s fuel, 44,000 gallons of transferrable rig fuel, 44,330 gallons of transferrable rig water, and 2,600 gallons of ship’s water. The engine room includes main propulsion machiner y consisting of four Caterpillar 3512C, Tier III engines delivering 1,911 bhp at 1,600 rev/min coupled to Twin Disc MGX 61000 SC reverse reduction gears. Each engine drives a four-bladed NiBrAl propeller enabling a top speed of 27 knots and the two inboard engines are also arranged to drive FFS SFP 250x350 XPC fire-fighting pumps. The generator room houses two John Deere 6090AFM75, 150ekW generator
sets and two John Deer 6090AFM75 auxiliary engines providing power for the bow thruster hydraulic pumps. The steering gear room features a Beier Radio (Sentinel Controls) steering system to control the two oversized stainless steel rudders which enhance station keeping and maneuverability.
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marketplace Founded in 1862, ABS is a leading international classification society devoted to promoting the security of life, property and the marine environment through the development and verification of standards for the design, construction and operational maintenance of marine-related facilities. ABS Americas Division Headquarters 16855 Northchase Drive Houston, TX 77060
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Bank of Texas understands the risks and challenges of the maritime industry. Whether you’re adding a new vessel or significantly expanding your fleet, Bank of Texas 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. We specialize in vessel financing, lines of credit, leasing and real estate and terminal expansion. Bank of Texas Sebastian Solar 1401 McKinney, Suite 1000 Houston, TX 77010
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Coastal Marine Equipment has built a strong reputation in providing superior design, construction, service 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. Coastal Marine Equipment, Inc. 20995 Coastal Parkway Gulfport, MS 3950 Ph: (228) 832-7655
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Conrad Shipyards designs, builds and overhauls tugboat s, fer ries, lif t boat s, 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 southern 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
S10 MARINE LOG July 2015
Ph: (985) 384-3060 Fax: (985) 385-4090 www.conradindustries.com
Karl Senner, LLC is the exclusive Nor th American distributor and ser vice provider of Reintjes Marine Gearboxes, Steerprop Azimuth Thrusters, and EPD Electrical Systems. Karl Senner, LLC provides the maritime community with the highest quality marine propulsion equipment. Premium products, backed by superior service allow Karl Senner’s customers to optimize vessel performance, safety, and operating hours. Karl Senner, LLC 25 W. Third St Kenner, LA 70062 Ph: (504) 469-4000
Service locations: Kenner, LA , Seattle, WA, Paducah, KY , and Houston, TX (2016)
Metal Shark’s fleet of custom-built CBRN, law enforcement, military, fire/ rescue, 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 low-maintenance platforms are built to withstand extreme conditions, harsh environments, and years of abuse. Contact us today and let our team of naval architects and marine engineers customdesign 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
Regions Financial Corporation is a U.S. Bank and financial services company based in Birmingham, Alabama. The company provides retails and commercial banking, trust, securities brokerage, mortgage, and insurance products and services. Regions Financial Corporation Corporate Marketing Contact: Jasmine Germany
Ph: 205.264.7784 Fax: 205.320.7169 Email: jasmine.germany@ regions.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
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