July 2015 Marine Log

GULF COAST HEADLINER: Shake-up in shipbuilding

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

www.marinelog.com

july 2015

STEERING towards

EFFICIENCY Training: Investing in the future Ballast water: Delivering credible solutions Cruising: Carnival orders LNG-fueled ships

contents

july 2015 Vol. 120, NO. 7

10 departments 2 Editorial A new name in shipbuilding: Harvey

6 Update

28

Azimuthing thrusters have come a long way in the last 50 years.

Above is Rolls-Royce’s Permanent Magnet Thruster

features 17 Training & Education

33 Environment

Maritime academies and training centers are making big investments in infrastructure and new programs

Equipment suppliers, like Wärtsilä, do their part to help customers meet the evolving Ballast Water Management Systems requirements

Academic Expansion

• Training Evolution More efficient training practices meet growing offshore demand • Regaining A Sense of Duty Providing veterans with an industry opportunity to begin anew

Delivering Credible Solutions

SPECIAL SUPPLEMENT GULF COAST HEADLINER

A SPECIAL SUPPLEMENT TO MARINE LOG JULY 2015

• Carnival orders industry’s first LNG-fueled cruise ships; launches new brand • More ST Marine executives charged with corruption • New life for Deadliest Catch vessel • Cruise shipping in an expansive mood • Seaspan’s Vancouver Shipyards cuts steel for first NSPS vessel • Wärtsilä unwraps super-efficient four-stroke diesel • Gas code adopted by IMO

16 Washington Surface transport bill holds good tidings for seaports, ferries

35 Newsmakers DNV GL announces executive changes, names Eriksen Group President

S1 Special Supplement

Gulf Coast Headliner

BP agrees to pay $18.5 billion in Deepwater Horizon settlement Plus: A new name in shipbuilding; Generation Next; Ports gear up

36 Tech News

28 Propulsion

Halimar delivers fast crew boat

Steering Towards Efficiency

The evolution of Azimuth thrusters, from a simple over the stern unit to a CFD optimized propeller

Innovative SkyBench concept receives AIP from DNV GL

37 Contracts FIVE YEARS AFTER BP to pay $18.5 billion settlement in Deepwater Horizon disaster

40 Marine Salvage Implementation of Non-Tank Vessel Regulations is a good thing July 2015 MARINE LOG 1

editorial

A new name in shipbuilding: Harvey If Harvey Gulf International Marine CEO Shane Guidry wants a megayacht, he can now build it for himself. That’s because Harvey Gulf International Marine (HGIM) acquired premier megayacht builder Trinity Yachts along with Gulf Coast Shipyard last month. Trinity Yachts has built megayachts for everyone from billionaire donut king Ron Joyce to Middle Eastern sheiks.

HGIM formed the Harvey Shipyard Group to manage its newly acquired shipbuilding assets. Guidry’s first order of business will be to complete the company’s own series of dual fuel Platform Supply Vessels under construction at Gulf Coast Shipyard. In the press release announcing the acquisition, HGIM said it was “investing $350 million to construct its dual fuel fleet at the Gulfport facility.”

In addition, the Harvey Shipyard Group says it “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.”

One option for Harvey is to work with other operators considering burning LNG in their vessels. For instance, before Harvey acquired the shipyards, the Gulf Coast Shipyard Group was developing an LNGpowered, Z-drive pushboat.

And Harvey will be able to tap into the knowledge of former Gulf Coast Shipyard and Trinity Yachts President and CEO John Dane III. While Dane says he’s retiring, he won’t be sailing off into the sunset. In an email to colleagues, Dane has said he will be consulting with both shipyards on an as needed basis. And Billy Smith will be the COO of Trinity Yachts.

With the price of oil at right around $60 per barrel for WTI, other Gulf shipyards in distress might be sold in the months

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

ahead. The HGIM acquisition is just one of the stories in this year’s Annual Gulf Coast Headliner supplement, which highlights marine businesses from Tampa to Texas.

This month we also cover BP’s agreement to settle federal and state claims arising from the Deepwater Horizon spill that occurred more than five years ago—April 20, 2010.

The settlement, if executed, would be the largest environmental penalty ever paid— $18.5 billion. The payments to the states of Florida, Alabama, Louisiana, Mississippi, and Texas would be over an 18-year period.

This doesn’t close the book on Deepwater Horizon for BP. It still faces other suits arising from the disaster. The agreement covers only federal and state claims and does not cover some outstanding class action settlements made by plaintiffs for economic and property damage and medical claims, as well as other actions brought by individuals and local businesses.

Maritime Trivia Trivia Question #27: What was the famous clipper CUTTY SARK named after?

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

June’s trivia question: Why did Chinese mariners of old refuse to aid a drowning mate?

Because they believed the sea was the purgatory of the deep, which would release a victim only if another took his place.

2 MARINE LOG July 2015

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Specializing in new construction, conversions and repairs in steel and aluminum vessels. As one of today’s leading innovators in the marine industry, the sizable fleet of quality built Eastern vessels can be found from coast to coast and around the world.

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4 MARINE LOG July 2015

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UPDATE biz notes Marine insurer opens new NYC flagship office

a new era Carnival orders industry’s first LNG-fueled cruise ships; launches new brand Carnival Corporation & plc is keeping its environmental promise to produce more efficient ships through its fleet enhancement plan. The cruise giant, with 10 cruise brands, recently signed a multi-billion dollar contract with Meyer Werft for four next generation cruise ships that will be powered by liquefied natural gas (LNG). The ships will be the first cruise ships in the world to burn LNG as a marine fuel.

Exceeding 180,000 gt each, the four ships will each have a capacity for 6,600 guests with more than 5,000 lower berths.

The contract with Meyer Weft is part of a larger, previously announced strategic memo of understanding with shipbuilders Meyer Werft and Fincantieri S.p.A for nine new ships ordered between 2019 and 2022.

Carnival Corporation CEO Arnold

Donald said the contract is consistent with the company’s measure capacity growth strategy to replace older ships with newer, larger, and more efficient vessels over time.

Two of the LNG-powered ships will be built for AIDA Cruises at Meyer Werft’s Papenburg, Germany shipyard. At press time, Carnival had not yet disclosed which of its brands would get the two other ships which will be built at Meyer’s Turku shipyard in Finland.

Carnival also made a splash last month when it announced the launch of a new cruising brand. Named Fathom, the brand will offer “social impact travel,” where consumers will get a chance to work alongside locals as they help tackle community needs.

The first planned voyage is set for the Dominican Republic.

Covington, LA, headquartered Fidelis Group Holdings and its subsidiary Continental Underwriters, Ltd. (CUL), a national marine insurance coverage and service specialist, have opened a new flagship office in New York. The Lower Manhattan office, located at 100 William Street, is FGH’s second location in New York and will compliment all of the group’s existing product lines.

The new location will serve as the group’s Inland Marine Division and Excess Marine Liabilities hub. It will also include key personnel across all product lines.

H. Elder Brown, Jr., President and Chief Executive Officer of FGH commented, “We have been able to continue our growth pattern during these tough market conditions principally due to our proven business model and discerning hiring practices. Our expanding platform and group of insurance professionals give us a clear advantage over our competition which is evident by our positive results.”

Adds Brown, “As our U.S. client base continues to grow it makes sense for us to expand our geographic footprint, improving proximity to our clients and providing better and more innovative services for years to come. Opening a flagship office in the heart of the largest marketplace in the world gives us the ability to do so.”

The list keeps growing: More ST Marine executives charged with corruption A former group financial controller for Singapore Technologies, Patrick Lee, was charged on 38 counts of abetting to make false entries for entertainment expenses amounting to S$126,156 by a Singapore court. If convicted, he could face up to 10 years in prison and be fined on each charge.

Lee is just the fifth in a growing line of former executives of the shipbuilding company to be charged in court.

Former ST Marine President See Leong Teck, former Senior Vice-President Mok Kim Whang, former ST Marine President Chang Cheow Teck and former Group Financial Controller Ong Teck Liam have all been previously charged.

According the Straits Times, Lee “allegedly abetted the making of false entries in papers belonging to ST Marine by engaging 6 MARINE LOG July 2015

in a conspiracy with See Leong and Mok Kim Whang to claim entertainment expenses when none was incurred between 2004 and 2007.”

In a statement following the announcement of Lee’s charges, Singapore Technologies Engineering Ltd. said it is “committed to maintaining high standards of corporate governance and recognizes that fraud is detrimental to the reputation of the ST Engineering Group. ST Engineering does not condone fraud, including corruption and bribery, and is fully committed to proactively mitigating the risk of its occurrence.”

As we went to press, Lee pled guilty to seven counts and was fined a total of S$210,000.

Furthermore, an additional two former ST Marine senior executives were charged with corruption—bringing the total number of former ST executives charged to seven.

Reports indicate that former President, Commercial Business for ST Marine, Tan Mong Seng was charged with one count of conspiracy. Meanwhile, former ST Marine Chief Operating Officer Han Yew Kwang was charged with eight counts of conspiracy and corruption.

Tan is reported to have conspired with See, Han and Mok between 2004 and 2010 to give S$43,721 in bribe money to an agent for Hyundai Engineering and Construction in exchange for a ship repair contract granted to ST Marine.

Han allegedly gave bribes to agents of ST Marine customers amounting to $790,772 between 2004 and 2009.

If convicted, Tan and Han could be fined up to S$100,000 and serve a five-year prison sentence.

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UPDATE

New life for Deadliest Catch vessel Cornelia Marie The fishing vessel Cornelia Marie has been one of the stars of Discovery Channel’s Deadliest Catch for the last 10 years. The docu-series has captured the highs and lows of crab fishing on the Bering Sea, as well as the life of its captains and crew. Anyone who has seen an episode of the show knows the type of beating the crew and these boats can take during a season of crabbing.

The Cornelia Marie, the boat made famous by the late Captain Phil Harris, and now co-owned by his son Josh Harris, recently underwent a service life extension.

When Roger Thomas and his partner Kari Toivola began searching for a Bering Sea crab investment, Thomas called Casey McManus, a shareholder in the Cornelia Marie. McManus reached out to Harris and came back to Thomas and Toivola with an offer of a 50% stake in the famous boat.

The two then flew out to Dutch Harbor this past January to inspect the vessel.

“We knew that, if we bought shares in her, she would require new engines and new decking under the accommodation area,” Thomas explained. While much of the boat checked out well, 70% of the steel deck area under the accommodation block was badly deteriorated and would need to be replaced—as well as a pair of 650 hp Mitsubishi main engines and three gensets.

“We made an offer for the Cornelia Marie in March and immediately began ordering equipment,” recalled Thomas, “By the time the deal had closed in April, we had already ordered a pair of electronically controlled 750 hp Cummins QSK19-M diesels to replace the mains.”

In some businesses a person might wait for the papers to be signed before ordering components, but commercial fishing works on tight schedules. The partners had a commitment for a Bristol Bay tendering

charter for the Cornelia Marie to start in mid-June. The boat arrived in Seattle on March 17 and went straight to the shipyard.

An hour later she was in the dry dock.

“The new engines arrived about three weeks after the boat got here,” recalled Thomas, “And only a week after the deal on the boat closed.”

Cummins Northwest designated former crabber and Time Bandit engineer Mike Fourtner, Marine Regional Sales rep, as liaison on the job.

Start up on the new engines was in the last week of May and sea trials were on June 2.

Only 10 weeks after arriving in Seattle, the Cornelia Marie was headed back north with new main engines, two new gensets, new galley and accommodations, 50 percent of the steel under the new wood deck had been replaced, and a multitude of minor projects all completed.

“With our own and leased quota we are planning for about 200,000 pounds each of King Crab and Bairdi and another million pounds of Opilio,” said Thomas. For salmon tendering, the Cornelia Marie can pack 630,00 pounds in RSW. For crabs, which are carried live in circulating seawater, the fishing boat packs up to 315,000 pounds.—Alan Haig Brown

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8 MARINE LOG July 2015

Inland • Coastal • Offshore • Deepsea

Cruise shipping is in an expansive mood L a st m o n t h, there were a spate of announcements issued by cruise lines, including orders for new ground-breaking megaships, the float out of other newbuilds under construction, and some cheeky showmanship from a new entrant into the market.

That new entrant is billionaire Sir Richard Branson, founder of the Virgin Group, who announced that his Virgin Cruises has selected PortMiami as the home port for its first cruise ship that will set sail in 2020.

He also revealed Virgin Cruises has signed a binding Letter of Intent (LOI) with Italy’s Fincantieri for three new mid-size ships.

Emerging from “a cloud of iconic Virgin red smoke,” Sir Richard flew across Miami’s Biscayne Bay by helicopter, landing at Museum Park for the ceremony. Joined by Virgin Cruises’ President and CEO Tom McAlpin, the two raised a Virgin Cruises flag to mark the cruise line’s official arrival in Miami.

Virgin Cruises’ three ships will be about 110,000 gross tons each, slated for delivery in 2020, 2021 and 2022. Each ship will feature 1,430 guest cabins to accommodate more than 2,800 guests and will have 1,150 crew on board. Embarking from PortMiami, Virgin

Cruises plans to offer a range of seven-day Caribbean itineraries, with a Sunday sail date.

Sir Richard said Virgin Cruises would “redefine the cruising experience for good.”

Meanwhile, at the STX shipyard in Saint-Nazaire, France, Royal Caribbean International’s 227,000-gross ton Harmony of the Seas, was floated out of dry dock last month. Delivery is set for April 2016.

Not to be outdone, MSC Cruises held a floating out ceremony at Fincantieri’s Monfalcone shipyard for the 154,000 gt, 4,400-passenger MSC Seaside, set for a

Karine Hagen, Senior Vice President of Product, Viking Ocean, with her lab Finse at the floating out ceremony for the Viking Sea

2017 debut, and Viking Ocean Cruises held a floating out for its 930-passenger Viking Sea at Fincantieri’s Ancona shipyard. Karine Hagen, Viking Ocean’s Senior Vice President of Product, and author of a series of children’s books, will serve as the Viking Sea’s godmother when the ship is christened during in a ceremony in early 2016. She attended the floating out ceremony with her yellow labrador Finse.

July 2015 MARINE LOG 9

UPDATE Seaspan’s Vancouver Shipyards cuts steel for first NSPS vessel Construction has officially begun on the first ship being built under Canada’s National Shipbuilding Procurement Strategy (NSPS).

The ship, an Offshore Fisheries Science Vessel (OFSV) being built for the Canadian Coast Guard, is the first in a series of three OFSVs Seaspan’s Vancouver Shipyards will build for the Canadian Coast Guard.

On hand for the ceremonial steel cutting were Diane Finley, Canada’s Minister of Public Works and Government Services and Members of Parliament Andrew Saxton and John Weston. The ceremony follows the recent announcement of Vancouver Shipyards’ contract win for the three OFSVs, which will be delivered together under a ceiling price of $514 million before the end of 2017.

It was also announced that the first ship will be named CCGS Sir John Franklin in honor of the Arctic explorer whose expeditions, nearly 200 years ago, laid the foundations of Canada’s claims of Arctic sovereignty.

The OFSVs will be operated by the Coast Guard and used by the Department of Fisheries and Oceans to conduct trawl and

acoustic surveys of fish and invertebrates in Canadian waters. They will also be able to fish in deeper waters and operate in the southern Arctic during the summer season.

Additionally, the vessels will help collect information on the distribution, abundance and biology of species to be used in stock assessments for new and existing fisheries; and to collect data to monitor changes in marine ecosystems and any impacts on fisheries resources and ecosystem health. And like other vessels in the Coast Guard’s fleet, the new OFSVs will respond to emergencies, such as search and rescue missions.

Following the completion of the OFSVs, Seaspan will then build one Offshore Oceanographic Science Vessel (OOSV), two Joint Support Ships (JSS), one Polar Icebreaker (PIB) as well as up to five Medium Endurance Multi-Tasked Vessels (MEMTVs) and up to five Offshore Patrol Vessels (OPVs), with more opportunities to follow in the future.

“Seaspan is changing the course of shipbuilding history on the west coast of Canada, and today’s ceremony marks the most significant milestone yet for the NSPS,” said Brian Carter, President, Seaspan Shipyards. “Today is day one of many years to come of planned ship production at Vancouver Shipyards for the Canadian Coast Guard and the Royal

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From left: Kyle Washington – Seaspan Executive Chairman, Andrew Saxton – MP North Vancouver, Brian Carter – President, Seaspan Shipyards, Minister Diane Finley – Public Works & Government Services Canada, John Weston – MP West Vancouver/Sunshine Coast/Sea to Sky and Jonathan Whitworth, Seaspan CEO, celebrating the official start of construction on the first Offshore Fisheries Science Vessel

Canadian Navy. This is thanks to NSPS and we are grateful that federal Minister Finley is here to celebrate with us the official start of our first vessel, the OFSV.”

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10 MARINE LOG July 2015

Maritime Reporter – 2014 – NW&F 20140216

7 x 5 in (178 x 127 mm)

Inland • Coastal • Offshore • Deepsea

Wärtsilä unwraps super-efficient four-stroke diesel Earlier this month, Wärtsilä literally pulled the wraps off of a brand new fourstroke engine at an open air unveiling ceremony held in Aker Brygge in Oslo, Norway in conjunction with the Nor-Shipping 2015 exhibition. The engine was immediately bestowed with honors and high praise as it was recognized by the Guinness Book of World Records under a new category as the Most Fuel Efficient Four-Stroke Diesel Engine.

After helping pull off a giant orange tarp covering the engine, Wärtsilä President and CEO Björn Rosengren said the Wärtsilä 31 was the company’s first engine to be designed in a full digital environment, and was built on a modular concept, enabling it to be offered in a number of cylinder configurations and operate on different fuels.

For its record set ting achievement, Wär tsilä 31 engine’s fuel consumption efficiency in its diesel version is as low as 165g/kWh. Although the first Wärtsilä 31 engines are expected to be installed in a BOA Offshore newbuild being built by Noryards AS, it is suitable for a variety of offshore service

vessels, cruise ships, ferries, small and medium tankers, bulk carriers, and container ships requiring main engine propulsion in the 4.2 to 9.8 MW power range. The engine is also available in diesel, dual fuel, and sparkignited gas configurations, meaning operators can burn very light to very heavy diesel and a range of different qualities of gas.

The Wärtsilä 31 is also projected to have significantly reduced maintenance costs. For example, the first service on the Wärtsilä 31 is required after only 8,000 running hours, whereas alternative standard marine engines require maintenance after 2,000 running hours.

Teekay LNG enters into contract with BP Shipping Extending its support in the continued growth of U.S. LNG exports, Teekay LNG Partners L.P. has entered into a 13-year time-charter contract with BP Shipping Limited (BP) for one Liquefied Natural Gas (LNG) carrier newbuild. Under the contract, BP can exercise an option for an additional LNG carrier under similar terms at the end of the third quarter of 2015.

The vessels will primarily provide LNG transportation services for BP’s LNG volumes from the Freeport LNG project located on Quintana Island near Freeport, Texas. The project consists of three LNG trains with a total capacity of 13.2 metric tones per annum.

Teekay says, in connection with the signing of the contract with BP, it has ordered two 174,000 cubic meter LNG carrier newbuilds to be constructed by Hyundai Samho Heavy Industries Co., Ltd., South Korea, with an option for a third vessel. The LNG carriers are scheduled for delivery in 2019.

“This accretive transaction both builds on our strong relationship with BP and our portfolio of fuel-efficient LNG carrier newbuildings on long-term contracts,” says Peter Evensen, CEO, Teekay GP LLC.

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July 2015 MARINE LOG 11

UPDATE Vard Holdings acquires ICD Software Through its subsidiary Seaonics, Vard Holdings Limited, has acquired ICD Software, a provider of automation and control system software for the offshore and marine markets.

According to Vard, the acquisition will enable Seaonics to expand its business in deck handling equipment and automation technology. Seaonics will also be able to develop/deliver significant parts

of the equipment for drilling vessels, including automation systems for deck handling equipment. “This acquisition is a catalyst for growth and development of Seaonics, and an important step for Vard in strengthening our equipment and solutions portfolio,” says Vard Executive VP for Equipment and Solutions, and Chairman of Seaonics, Stig Bjorkedal.

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12 MARINE LOG July 2015

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LNG update: Gas code adopted by IMO IMO’s Maritime Safety Committee adopted the new mandatory code for ships fueled by gases or other low-flashpoint fuels when it met at its 95th session at IMO’s headquarters in London from June 3 to 12, 2015. MSC adopted the International Code of Safety for Ships using Gases or other Lowflashpoint Fuels (IGF Code), along with amendments to make the Code mandatory under the International Convention for the Safety of Life at Sea (SOLAS). The code will enter into force on January 1, 2017.

The use of Liquefied Natural Gas (LNG) as a marine fuel has increased in recent years due to stricter regulations regarding diesel emissions (LNG has lower sulfur and particulate emissions than fuel oil or marine diesel oil), the relative abundance of natural gas, and long-term economics. While the safe carriage of LNG as a cargo on ships has gone on for decades, there has been a need for an international regulatory framework for the use of LNG and other gases as fuel on ships.

Gas and other low-flashpoint fuels pose their own set of safety challenges that need to be properly managed. The IGF Code aims to minimize the risk to the ship, its crew and the environment.

The amendments to SOLAS chapter II-1 (Construction – Structure, subdivision and stability, machinery and electrical installations), include amendments to Part F Alternative design and arrangements, to provide a methodology for alternative design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and distribution systems; and a new Part G Ships using low-flashpoint fuels, to add new regulations to require ships constructed after the expected date of entry into force of January 1, 2017 to comply with the requirements of the IGF Code, together with related amendments to chapter II-2 and Appendix (Certificates).

The IGF Code contains mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on LNG. The MSC also adopted related amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), and STCW Code, to include new mandatory minimum requirements for the training and qualifications of masters, officers, ratings and other personnel on ships subject to the IGF Code, with entry into force on January 1, 2017.

Inland • Coastal • Offshore • Deepsea

East Coast PORTS gear up for more cargo from Panama Canal East coast ports are about to get a big boom in traffic thanks to the Panama Canal expansion. With completion expected in 2016, the expansion will allow post-Panamax containerships— which hold t wo to three times the capacity of current vessels—to reach the East Coast.

According to a research study conducted by The Boston Consulting Group (BCG) and C.H. Robinson, “Wide Open: How the Panama Canal is Redrawing the Logistics Map,” the canal’s expansion will alter the competitive balance between ports on the East and West Coasts. The research study, which included extensive scenario analysis based on differing levels of demand, capacity ad costs, concludes that up to 10 percent of the container traffic coming from East Asia to the U.S. could shift from West Coast ports to East Coast ports by 2020.

The shift would make ports become more cost competitive, since it is cheaper to move cargo by water than over land.

This doesn’t mean West Coast ports will see a rapid decline. They will still remain as the destination of choice for shippers looking for the fastest routes available; and its believe that West Coast ports will handle more traffic than they do today, they will just experience lower growth rates and their market share will fall.

The report also claims that the “battlegroud region” for customers will shift to areas like Chicago, IL and Memphis, TN. The region, says the report, accounts for about 15 percent of the U.S. Gross Domestic Product (GDP).

“With the Panama Canal’s expansion, shippers will have more options and carriers will compete to provide those options,” said Peter Ulrich, a BCG partner and the leader of the firm’s transportation and logistics topic area in North America.

“Rail, truck, and ocean carriers will all have to reconsider their routing and investment decisions. And shippers will need to make fundamental choices, such as where to locate distribution centers and how to segregate their cargo heading for the heartland.”

The report comes on the heels of the news that the canal’s new locks were being filled. At press time, the $5 billion expansion project was 89.8% complete.

Foss Maritime vessels win safety awards Seventy-five Foss Maritime vessels, including its hybrid tugs the Carolyn Foss and Campbell Foss, have been recognized by the Chamber of Shipping of America (CSA) with the 2014 Jones F. Devlin award.

The recognition is awarded to self-propelled merchant vessels that have operated for two full years or more without a crewmember

losing a full turn at watch because of an occupational injury. Further, it recognizes the skills and dedication of the hardworking men and women who are responsible for those safe vessel operations.

Altogether, the 75 Foss vessels had the equivalent of 529 years of incident-free operation. “Foss takes safety very seriously,” said Paul Stevens, Foss President and CEO. “The Safety of our people and the environment are always our top concerns.”

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July 2015 MARINE LOG 13

inside washington

Surface transport bill holds good tidings for seaports, ferries A bill that would authorize funding for surface transportation over the next six years was applauded last month by the American Association of Port Authorities (AAPA) for its inclusion of several key seaport industry freight mobility priorities.

The legislation, Developing a Reliable and Innovative Vision for the Economy Act of 2015, was introduced on June 23 through a bipartisan effort by Senator Jim Inhofe (R-OK), Chairman of the Senate Environment and Public Works (EPW) Committee, Senator Barbara Boxer, (D-CA), Ranking Member of the EPW Subcommittee, Senator David Vitter (R-LA), Chairman of the EPW Subcommittee on Transportation and Infrastructure, and Senator Tom Carpenter (D-DE), Senior Member of the EPW Committee. The DRIVE Act received unanimous support at the Senate EPW markup.

In a joint statement, Inhofe and Boxer said, “The time to act is now so that Congress can provide states and local communities with the certainty they

deserve in rebuilding our roads and infrastructure. We will be working with Senate leadership to bring this bill to the Senate floor before the Highway Trust Fund expires at the end of July.”

The DRIVE Act is a $278 billion, sixyear transportation reauthorization bill that includes a national freight plan and a dedicated freight program.

Key industry priorities included in the bill are: • A $13.5 billion program over six years for freight transportation; • Inclusion of intermodal connectors to seaports in a re-designation of the National Freight Network; • Expanded port eligibility in the Congestion Mitigation and Air Qualit y Improvement (CMAQ) Program; • $2.4 billion in competitive grants for a Major Projects Program to assist states and regions with large corridor and gateway transportation infrastructure projects; •Requirements for MAP-21 freight planning provisions for state freight plans and state freight advisory committees, in which

states may obligate up to 10% of their total annual apportioned funding for intermodal projects, using Highway Trust Fund dollars.

AAPA President and CEO Kurt Nagle said the legislation was in line with the association’s freight policy. “With port cargo activity now accounting for more than a quarter of the U.S. economy,” said Nagle, “America’s ports are the nation’s economic lifeline. Bills such as this that prioritize freight movement and facilitate the efficient movement of goods into and out of ports help enhance America’s international competitiveness and provide enormous benefits to exporters, manufacturers and consumers across the nation.”

Public ferries get a boost In addition, the DRIVE Act also provides a boost to the nation’s public ferry systems, authorizing appropriations of $75 million per year for Fiscal Years 2016 through 2021 for the construction of ferries and ferry boat terminals. The funds would be appropriated out of the Highway Trust Fund.

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training SUNY Maritime College is expanding its academic offerings with help from Bouchard Transportation

Academic Expansion Maritime academies, institutions and training centers invest in new programs and infrastructure to ensure student success Compiled by Marine Log Staff

A

ny good owner will tell you, the key to success is investing in your people. The same applies at the academic and training level. To that end, maritime academies and training centers across the North America are investing big in student programs and campus infrastructure to keep enrollment high, and students upto-date on the latest industry practices, newest technologies, and ever-evolving environmental regulations.

Massachusetts Maritime Academy, for example, knows full well that in order to acquire and retain students, investments need to be made. That’s why, over the last several years the college has undertaken a number of expansion projects intended to keep school enrollment on target.

Recent projects include the addition of a new $20 million 30,000 square-foot academic building—expected to be completed in 2017; the expansion of its dining hall and dormitories—where 200 seats and 1,400 beds were added; and the renovation of the former Hurley Library. While more than $100 million in expansion projects have been completed, Massachusetts Maritime Academy isn’t done yet. It is expected that the college will announce several upcoming projects—including a possible new $10 million Recreation Center Expansion, which will support the increasing student population.

SUNY Maritime graduates beat out counterparts at Yale Investing in new school programs, centers and infrastructure is not done in vain. The might of an education at a maritime academy is of no surprise to those within the industry—students graduating out of a maritime college often already have jobs waiting for them once they leave campus, and go on to have long, thriving careers.

In a report released by the Brookings Institution, a nonprofit public policy organization that conducts independent research, SUNY Maritime College graduates were found to earn more than their counterparts at universities such as Harvard and Yale. The study

found that SUNY Maritime College graduates earned, on average, more than $121,000 a year in the decade following the completion of their degrees.

On the list, which featured schools such as the Massachusetts Institute of Technology, SUNY Maritime College ranked among the top ten universities, coming in at number 7—but was the number one when it came to public universities.

SUNY Maritime’s success can be closely linked to its willingness to partner with organizations and companies within the maritime industry that help ensure students receive the best training possible.

Last October, the college along with help from Morton S. Bouchard III, President and CEO of Bouchard Transportation Co., Inc, unveiled the state-of-the-art Bouchard Transportation Co., Inc. Tug & Barge Simulation Center.

The new simulation center allows students and professional mariners to train in a controlled environment that offers a realistic ATB experience. More specifically, training will highlight the complexities of operating tugs and barges that range from 3,000 to 12,000 horsepower.

President of SUNY Maritime, Rear Admiral Michael A. Alfultis, called the center a “wonderful new addition to the college” from a “progressive and visionary leader, Morton S. Bouchard III.” The center came to fruition after Bouchard saw a need for it in the industry. “The maritime industry is booming,” said Bouchard. “Mariners need to be better trained and more educated than ever before.”

The training center is equipped with a customized package from Kongsberg. At its heart is Kongsberg Polaris Bridge simulation technology, using an industry-inspired bridge console arrangement, with the latest hydrodynamic ship models and exercise areas. The center also includes full mission bridge simulators, instruction stations, and a de-briefing area.

While SUNY Maritime continues to expand its training centers to better equip the industry’s future seafarers, it also hasn’t forgotten July 2015 MARINE LOG 17

Training about its past. Earlier this year, members of the class of 1963 opened SUNY Maritime College Veteran’s Center. Members of the class of 1963 presented President Alfultis with a check for $30,500 for the center. Located on campus, the new Veterans Center will provide a space for veterans to relax, socialize and learn more about assistance available to them.

SUNY Maritime has also partnered up with non-profit organization Services for the UnderServed to help veterans of the Armed Forces get back to work. You can read more about it in “Regaining a sense of duty” on page 25.

Delgado adds new training facility Meanwhile, this past April down in the Gulf, Delgado Community College, New Orleans, LA, broke ground on its new 20,000 square ft Maritime and Industrial Center. The Maritime, Fire and Industrial Training Facility at Delgado College offers U.S. Coast Guard approved courses to licensed mariners and industry personnel in the Maritime, Oil & Gas, and Safety/ Homeland Security fields. The facility runs short term, on-going non-credit programs and averages around 9,500 enrollees a year.

The addition of t he new center was prompted by t he need to meet t he

ever-expanding training requirements seafarers must attain. The new center will feature integrated radar labs with full mission bridge simulators so that students can complete simulated wheelhouse training— including training on specific routes along the Mississippi River.

Delgado says t he labs w i l l a lso feature equipment that will enable training in ECDIS, GMDSS, Radar Observer and ARPA. The center will “provide additional classroom space to accommodate increased training in a more conducive environment and will allow for expanded programs that have been in the wings for many years,” explains Regina Radosta, Site Facilitator, Delgado Maritime, Fire, Radar and Industrial Training Facility.

Delgado is also hoping the new center will bring in additional corporate clientele.

“The maritime industry has an exponential growth rate, accompanied by upgrades in U.S. Coast Guard requirements,” says Radosta. “The Maritime and Industrial Traning Center is coming at a perfect time for us to meet the additional students’ needs by not only adding classroom space and upgraded simulation labs, but also new indemand programs.”

Delgado has also acquired a new Mobile

Fire Training Unit. The unit will offer a variety of training modules, and will allow students to extinguish real fires at an offsite location. The new center is expected to be fully operational February 2016.

MPT’s class expansion Offering all levels of certifications, license and study programs, many of which offer in-school testing, Maritime Professional Training (MPT) serves more than 10,000 students per year, making it the largest private maritime training school in the U.S. Operated by the Morley family for two generations, MPT, Fort Lauderdale, FL, has provided training for mariners pursuing careers in both the commercial and yachting segments of the industry for the last three decades. The campus currently hosts over 45,000 square feet of classrooms, deck engineering departments and dynamic positioning training labs.

And with a new $5 million expansion program in the works, MPT’s stock in the training game is expected to rise. Its new expansion project will include the addition of 25,000 square feet, doubling the size of the school’s simulation department, and making room for more class space and newer technology, according to MPT’s Lisa Morley.

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training “It all began in 2010 when we initiated a comprehensive review of the entire school.

That process unveiled opportunities for growth and improvement,” explains Morley.

“It’s the most comprehensive refit we have undergone and truly represents the commitment we have to this industry.”

This latest expansion is to be fully completed this fall. Beyond the new classroom spaces, the expansion includes the addition of a new full mission deck, engine room simulators; a new watercraft; and further enhancements to the campus as a whole.

MPT offers over 175 different deck and engineering courses—USCG, MCA, DNV and/or Nautical Institute Approved. Its training courses are designed to meet and exceed IMO standards are fully STCW Compliant.

Its S.M.A.R.T. campus provides a full range of Simulation for Maritime Assessment Research and Training. It’s equipped with a full mission INS /IBS-equipped navigational bridges along with Basic and Advanced Dynamic Positioning classroom and simulation, ARPA, ECDIS, and Electronic Navigation Labs.

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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

gulf coast Headliner

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.

S8 MARINE LOG July 2015

gulf coast Headliner

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

Ph: (281) 877-6000 Fax: (281) 877-6001 absamer@eagle.org www.eagle.org

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

Ph: (713) 289.5840 Fax: (713) 289.5825 http://bankoftexas. longliveyourmoney.com/ marinefinance/

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

Fax: (228) 832-7675 anthonyg@cmei.biz www.cmei.biz

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

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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

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training

Training Evolution

Compiled by Marine Log Staff

Make way for faster, shorter and more efficient training practices to meet offshore demand

T

ime is money. In a world where instant gratification and information has become the norm, and faster is seen as better, the maritime industry often deemed by some to be “slow to catch up” is doing its best to keep up with the ever evolving industry practices. Training, for example, is just one of the ways the industry has managed to stay up-to-date with new technology and environmental regulations—but learning how to put these new practices into action can be time consuming. That’s why its important to choose the right training program for optimal results.

For the offshore industry, in particular, where gas production is expected to grow over the next ten years, training on Dynamic Positioning Systems will be vital.

Kongsberg Maritime, part of the Kongsberg Group, is hoping to help seafarers be better equipped at the task at hand in a shorter period of time. The goal for Kongsberg Maritime is to create a program that will help seafarers achieve the Nautical Institute’s DPO certification in a shorter timeframe.

To that end, Kongsberg Maritime recently announced that its training center in Houston, TX, has become the first training facility in North America to offer the Nautical Institute accredited Sea Time Reduction Course for Dynamic Positioning Operators (DPO). The course reduces the time spent at sea required to achieve the DPO certification by up to six weeks.

The course is able to do this by focusing more on realistic simulation exercises via Kongsberg’s full-mission K-Sim DP simulator.

“Training for a Dynamic Positioning Operator (DPO) certificate can be a time consuming process, which involves onshore courses and DP watch keeping experience on DP vessels,” says Jon Holvik, President Kongsberg Maritime Inc. “Training DPOs at sea is expensive and may cause risks, so replacing some of the time a trainee spends at the controls of a real ship in a safe, high quality simulated environment is

an attractive proposition, especially for operators in the Gulf of Mexico, where there is significant demand for well-trained DPOs.” The intensive five-day course involves trainees working through practical scenarios based on real-life operations—both routine and emergency situations. They’ll also plan and execute specific operations under a variety of simulated conditions.

The news of the new course comes on the heels of another first for Kongsberg, the launch of it’s new DPO training initiative. The new Kongsberg Training Scheme for DP Operators is based on a combination of new and established DNV training standard, coupled with a learning process designed by Kongsberg Maritime. Kongsberg is the first global maritime training provider to offer the new DNV-GL approved DPO training scheme at its global training centers.

The first facility to offer the course will be Kongsberg Maritime’s training facility in Kongsberg, Norway. The course will begin this August.

Kongsberg Maritime says the scheme is a “step-change in the critical area of DPO training, with teaching and assessor competence, and the use of advanced simulators forming the platform for training high quality DPOs in a significantly reduced time frame.”

Kongsberg Maritime says the course will follow a three-step program. Step one involves an intensive 10-day course, which will cover theory and practical elements via Kongsberg’s DP and offshore training simulators. Step two involves the trainee logging the required sea-time with their employers. Once that is completed, step three will see the trainee return to the training center to complete training and take the exam. Throughout the process, says Kongsberg Maritime, simulator and theoretical exercises will be used to monitor student-learning levels.

“The current standard DP training regime can take far too long,” says Oyvind Pedersen, Product Advisor, Kongsberg Maritime Global July 2015 MARINE LOG 21

Training Video training programs offer a unique training opportunity for seafarers Ensuring that seafarers are skilled when they go to sea has always been a priority, but with today’s highly technical ships, it is more important than ever. KVH is dedicated to providing top-quality training programs on the basics as well as an increasingly wide range of topics that seafarers need to know.

Equally important is delivering the training programs in multiple platforms—from DVDs to computer-based training (CBT)—to reach the global-voyaging seafarer.

Since 1973, Videotel, a KVH company, has been at the forefront of developing maritime training material to help ship owners and managers comply with the STCW Convention, operational practices, and health and safety regulations. Videotel’s training programs, currently used by more than 11,000 vessels worldwide, are produced in conjunction with the industry’s leading experts and regulatory agencies.

Videotel recently released its 500 th CBT course, “The Work of the Emergency Response and Rescue Vessel (ERRV),” covering the crew’s key objectives and emergency procedures when operating an ERRV

in global offshore oil and gas fields. CBT is an extremely popular and important method of training, making it convenient for working seafarers to pursue training while at sea.

Although highly technical training films are essential for sectors of the maritime industry, the types of training that are most widely needed are programs covering basic safety for seafarers. To that end, Videotel offers “Training, Mentoring and Assessment On Board,” which covers the full range of revised competencies now required for certification as Deck Officers, Engineer Officers and the qualifications required for ratings. A key element of the program is the Training Record Book (TRB), which serves as a comprehensive checklist for the trainee as well as the Designated Shipboard Training Officer, as well as proof of achievement for the respective national administration that eventually issues the certifications.

Videotel also works with clients to produce training programs about very specific highly technical topics. Recently, Videotel produced a film for ExxonMobil Marine called “Cold Corrosion Insights.” The film

Exclusive to Marine Log

explores the harmful effects of acid corrosion in ships’ engines, which can reduce the lifespan of an engine by up to 90%.

In addition to Videotel, KVH provides training programs under its TRAININGlink brand, delivered to vessels either as DVDs or by a broadband connection. TRAININGlink DVDs are produced in multiple languages suited for the multi-national crews working on commercial vessels.

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22 MARINE LOG July 2015

training Customer Support—Training. “Considering the demand for quality DPOs is already high and expected to grow further, reducing time spent to certification and enhancing the quality of training is an attractive proposition for offshore operating companies and vessel owners.”

LNG Bunkering Course Gas, of course, has played a key role in the need for new training courses. The offshore energy boom and the rise in U.S. interest in using liquefied natural gas (LNG) as a marine fuel has prompted the rise in DP training courses and LNG bunkering safety training.

The launch of Harvey Gulf International Marine’s Harvey Energy and the completion of its first successful LNG bunkering operation made headlines earlier this year—the vessel is the first LNG-fueled vessel to enter service in North America.

The United States Maritime Resource Center (USMRC) played a vital hand in the Harvey Energy’s successful launch. The Rhode Island-based center developed an LNG bunkering safety training course for Harvey Gulf in 2014, that “already meets or exceeds current guidance from the U.S. Coast Guard and the draft IMO standards,” according to Chad Verret, Harvey Gulf ’s Executive Vice President of Alaska and LNG Operations.

“The United States Maritime Resource Center, through its Maritime Simulation Institute was a key contributor to this historical maritime event by virtue of the close working relationship we have with them for LNG fuels training,” said Verret. “The LNG bunkering course that USMRC provides to Harvey Gulf marine personnel is exceptional. The innovative training ensures our mariners are prepared to the highest standards and enables our crew to play a critical role in the safe operations of our fleet.”

The course pre-dates the establishment of all U.S. Coast Guard LNG bunkering regulations, and was created in partnership with Harvey Gulf and a team of LNG marine fuel subject matter experts with diverse operational experience. The fiveday training program is for personnel on vessels using gas fuels that have direct responsibility for the care and use of LNG fuel and gas fuel systems.

The course offers hands-on LNG bunker training under normal, unusual and emergency operating conditions. Students must also complete a full day of LNG emergency response and a firefighting course at the Massachusetts Firefighting Academy. The firefighting course teaches participants techniques for vapor control and fire extinguishing using actual LNG cryogenic material.

“USMRC’s LNG Bunkering PIC (Person In Charge) course is unique in that it offers practical demonstrations, exercises and assessments using a high fidelity LNG bunkering system simulation tool based on the Wartsila LNGPac system,” said USMRC President Brian T. Holden. The Wartsila LNGPac system will be used on all of Harvey Gulf’s LNG fueled vessels.

USMRC is offering a total of four courses in 2015, each with 24 slots. The spring

course, April 20-24, and summer courses June 15-19, have passed and been filled to capacity. Two course sessions remain: September 14-18 and November 16-20.

USMRC is currently in the final stages of developing a basic LNG fuels course for other mariners working on board LNG fueled vessels and vessels that have designated safety and emergency response duties associated with the handling of LNG marine fuels. ■

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training

Regaining a sense of duty SUS and SUNY Maritime team up to give Veterans of the Armed Forces a career, and new life, in the maritime industry

By Brianna Covell, Education and Employment Coordinator, SUS

I

t may be the most common question that follows any introduction—“So, what do you do?” Most of you reading this would likely reply along the lines of, “I’m in shipping,” I’m a mariner,” “I’m a sailor,” or something to that effect. For many, what they do not only provides insight into what their day-to-day life is like, but also plays a vital role in defining who they are as an individual.

That is most often true for Veterans of the Armed Forces.

Throughout their time in the service, they learn discipline, dedication, commitment, and self-motivation. Clearly these attributes help to set the conditions to make a Veteran an extraordinary employee willing to go beyond the call. However, there still remain barriers to employment and stigmas associated with service to the nation.

According to the 2015 Veteran Economic Opportunity Report issued by the Department of Veteran Affairs (VA), veterans will attain 3% lower median earnings than their civilian counterparts with similar demographics. The same report goes on to state that while in recent years unemployment among Veterans has been slowly declining, upon separation from the military, they face a significant period of unemployment; rising from 18 weeks in the last six years to 22 weeks in 2013 (latest available data). This is where Services for the UnderServed aims to make an impact and bridge the gap with the support of the maritime industry.

Services for the UnderServed (SUS) is a New York City-based non-profit. Within SUS’ Veterans Division, we assist Veterans by removing barriers to housing, employment, wellness, legal services and education.

In the late summer of 2014 SUNY Maritime College’s Professional Education and Training Department approached SUS with

an opportunity to help promote and increase the number of Veterans in the maritime industry through a rigorous, entry level mariner, two week course.

Given the Maritime College’s extensive industry knowledge and training capabilities, plus SUS’s deep understanding of the nuances Veterans face, SUS created a screening tool that allowed for the highest chance of success for a veteran entering the maritime industry. This tool allows us to screen Veterans upfront as a provider to ensure they have all of the attributes necessary to become successful entry level mariners. These attributes include willingness, aptitude, physical and mental health. Those not selected were helped with a robust selection of other SUS services.

In December 2014, we started the pilot course with 12 selected Veterans. We have now run three cohorts and retain a 100% graduation rate.

The two-week course provides a hands-on, team building approach to learning. Coursework includes three stages: ship familiarity and deckhand training that exposes students to life aboard a ship; basic safety, first aid, firefighting and lifesaving skills [BST]; and Vessel Personnel with Designated Security Duties (VPDSD).

Veterans that could not afford the tuition, approximately $1,000, were helped by a small fund within the SUS Veterans Division to cover the cost.

Our Veteran graduates are presently applying for and receiving their final mariner credentials. Per their military experience and sea time, some are able to apply for higher ratings including AB, wiper, oiler and QMED, to name a few.

The value in this program is that it allows our Veteran graduates the ability to pursue a career, not just a job. In the maritime July 2015 MARINE LOG 25

Training industry, there is clear opportunity for growth and advancement, skills obtained in the service can often be translated to the industry and the positions generally pay a family-wage salary. These are important components when one is considering life after the service.

What the education to employment program hopes to accomplish is simply bridging that gap. Through the maritime course, our Veterans regain a sense of duty, purpose and drive. They are ready, willing and want to work. Several of our graduates were also able to take advantage of the other services that SUS provides, including our supported housing programs. Those Veterans formerly living in shelters are, with the assistance of SUS, getting keys to their own apartments and preparing to begin their new careers.

Through connecting our employment team to maritime industry professionals, some of our Veterans have obtained employment.

But as we continue to move forward, run more classes, and provide certificates to our graduates, they will need to obtain employment.

All we ask is that if a qualified Veteran applies for a position at your company, you consider interviewing them for employment.

The best thing that you can do for someone who has served, is offer them an opportunity if they are qualified. These Veterans are not looking for a hand-out; they just need a chance. They are dedicated, determined and want to work in an industry that appreciates their experience and credentials. If you can help, please do so.

To learn more, go to: http://sus.org/get-informed/veteran-services.

For information on scholarship donations, please visit: http:// gvgb.co/SUSscholarships. ■ Brianna Covell is the Education and Employment Coordinator for Services for the Underserved, a NYC-based non-profit. If you are interested in hiring a veteran, please email her at bcovell@sus.org

ACTUAL MODEL

SIMULATED WATER AND SMOKE

S. S. LANE VICTORY, COMMISSIONED WINTER 2014/15

26 MARINE LOG July 2015

e-Navigation Underway 2015 North America Conference September 28-30 2015, SUNY Maritime College SUNY Maritime College, Throggs Neck, NY, will host the e-Navigation Underway 2015 – North America Conference from September 28 to 30 on its beautiful 55-acre campus, which offers some of the best views of the New York skyline, the East River, and the Long Island Sound.

The conference’s theme is: “Reducing Risk through E-Navigation,” which follows the pace of the IMO’s Correspondence Group on e-Navigation. This second annual conference is hosted and managed

by SUNY Maritime College in close cooperation with International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) and the Danish Maritime Authority, and will be a regional version of the international e-Navigation Underway conference.

The conference keynote speaker will be Joseph Trotti, Chief Executive Officer of AIG Global Marine and Aerospace. Other confirmed speakers include noted industry experts Tracy Murrell, Director Office of Marine Safety, U.S. National Transportation Safety Board; John Erik Hagen, Regional Director of the Norwegian Coastal Administration and Chair of the IMO’s e-Navigation Correspondence Group; Helen Brohl, Executive Director of the Committee for the Marine Transportation System, U.S. Department of Transportation; and Francis Zachariae, the new Secretar y General of IALA. The conference will focus on the development and exploitation of e-navigation for the “...harmonized collection, integration, exchange, presentation and analysis of maritime information onboard and ashore by electronic means to enhance berth-toberth navigation and related services, for safety and security at sea and protection of the marine environment.”

The material to be covered during the conference is relevant to the training and educational role of maritime academic institutions and other training facilities.

Groundings, allisions and collisions remain unacceptably high, imposing significant cost upon the maritime community, the environment, and general economy. Statistically, the major contributing cause of all incidents is human error. The effective use of e-navigation is an important tool by which to reduce such incidents, a conclusion borne out by statistics from segments of the industry where significant efforts have been made to fully incorporate e-navigation into bridge management procedures.

The conference’s four sessions will examine the following topics: • To what degree did improper use of, or unfamiliarity with, technology – particularly AIS and ECDIS – contribute to errors?

• Did the lack of proper integration of all resources for Bridge Resource Management essentially set-up bridge team failures?

• To what degree did management’s focus on e-navigation as a tool for cost reduction, rather than safety, contribute to navigation?

• What additional or changed technological or infrastructure measures are needed to insure near-term improvements in BRM? A fifth session will review the highpoints of the conference, and in a moderated general discussion, develop conclusions and recommendations to be incorporated in a widely-disseminated final report.

Media par tners for the e-Navigation conference include Marine Log, Maritime TV, Actualidad Maritima y Portuaria, and Professional Mariner. www.e-navnorthamerica.org

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Propulsion

Rolls-Royce unveiled the Permanent Magnet Thruster at this year’s Norshipping

28 MARINE LOG July 2015

Propulsion

Steering Towards Efficiency Azimuthing thruster evolves over five decades of development: From a simple Compiled by Marine Log Staff over the stern unit to a CFD optimized propulsor

T

he first azimuth thruster went into service in May 1965 propelling the mud hopper barge Palko with 60 kW of power.

That first azimuth thruster was largely built from tractor and vehicle components, and was fabricated by the Hollming shipyard in Rauma, Finland, as a way of expanding its portfolio. The shipyard had been founded after World War II to build vessels for the Soviet Union to repay war reparations.

For the first few years, production volumes at the shipyard were two to 10 units per year in sizes from 100 to 300 hp. As the export market grew, the name Aquamaster emerged as a leading brand in the azimuth thruster market.

Today, some 50 years later, azimuthing thrusters have evolved from that simple, over the stern unit to become a major product line in Rolls-Royce Marine’s propulsion portfolio. More than 8,000 azimuth thrusters—with sizes up to 7.5 MW—have been delivered over the five decades.

Azimuth units are mechanical thrusters that can rotate through 360 degrees and are mounted below the waterline, driven either by direct drive by a ship’s engine and gearbox or from an electric motor.

Rolls-Royce’s UUC range are its largest and most powerful thrusters, with units up to 7.5 MW, weighing in excess of 75 tonnes. They are underwater mountable and typically used on drillships and semi-submersible rigs, but also on vessels where high power is required such as tugs, icebreakers, and offshore service vessels.

Rolls-Royce produces its azimuth thrusters in Rauma, including its UL, US, UUC, and Contaz models, and Ulsteinvik, Norway, including the Azipull and Permanent Magnet Tunnel Thrusters and the recently unveiled Permanent Magnet Azimuth thruster.

Permanent Magnet (PM) azimuth thrusters are the latest development from Rolls-Royce, unveiled at Nor-Shipping 2015 this past June in Oslo.

The launch of the PM Azimuth Thrusters program followed sea trials on board the research vessel R/V Gunnerus, operated by the Norwegian University of Science and Technology based in Trondheim, Norway. Those trials will continue through the remainder of this year.

Thus far, the results from the trials have been encouraging, with the thrusters demonstrating an efficiency savings of 7 to 13 percent depending on ship speed, and in comparison to azimuth thrusters powered by a conventional diesel-electric system.

Each PM azimuth thruster comprises three main assemblies—the PM motor/propeller/nozzle underwater unit, the hull mounting systems that includes the azimuth bearing and duplicate frequency controlled electric steering gear, and the inboard power unit that feeds electric power to thruster.

The permanent magnet motor consists of two main parts—a stator that carries a number of electrical coil windings, and a rotor fitted with a number of very strong permanent magnets.

A rotating magnetic field is created by the stator that interacts with the fields of the permanent magnets on the rotors, which generate force to drag the rotor around, providing mechanical power.

Lowering the noise PM technology was originally employed by Rolls-Royce in tunnel thruster applications. They have been attracting attention since the delivery of the first unit for the UT 712 L design AHTS Olympic Octopus. One of the benefits of the PM Tunnel Thruster is that airborne noise is reduced by 4 to 8 db as compared with a standard geared thruster with an electric motor in the thruster room.

Additionally, structural borne noise is reduced by 6 to 12 db, while the noise to sea is 5 to 6 db less. The thruster is also responsive to changing loads.

The noise reductions are important for crew and passenger comfort. On July 1, 2014 the International Convention for the Safety of Life at Sea (SOLAS) was amended to make the Code of Noise Levels onboard Ships mandatory for new vessels. The purpose of the code is to reduce noise levels onboard ships that could affect seafarers’ health and affect the safety of a ship.

Further regulation for the commercial shipping market could extend to waterborne noise. IMO set voluntary guidelines for reducing underwater noise from commercial shipping that could impact marine life last year.

Steerprop’s Dual End Push Pull CRPs are some of the most efficient on the market July 2015 MARINE LOG 29

Propulsion

Cutaway rendering of the Schottel Pump Jet, which is well suited for shallow draft applications in inland and coastal waters

Rolls-Royce has garnered further success in the cruise ship market. The first cruise ship to be fitted with a PM tunnel thruster will be the 155,873 gt Norwegian Epic, which has a capacity of 4,100 passengers.

Steerprop’s Dual-end Push-Pull CRPs And speaking of cruise ships, one recent development at Finland’s Steerprop Ltd., Anz_Marinelog_178x117_0615_SCHOTTEL are CRP ECO propulsors. According to

Steerprop’s Markus Niemi, its CRP ECO propulsors were designed to provide unsurpassed efficiency of the company’s Dual-End Push-Pull Contra-Rotating Propellers technology to large, fast vessels—such as cruise ships and other similar vessels. Niemi says the development was based on demand from the major players in the market.

“From the very get-go,” says Niemi, “we designed the propulsors to provide excellent propulsive and hydrodynamic efficiency in both open water and icegoing conditions. To ensure this, we used a combination of numerous comparative model tests and ice-basin tests with hydrodynamic calculations to fine hone the initial design for even better efficiency in both open water and icy conditions.”

The main advantage of the CRP ECO, according to Niemi, is its superior propulsive efficiency even at high speeds. The CRP ECO can provide more propulsive thrust with less power than competing thrusters.

The main benefit to the customer from this is fuel savings and reduced emissions.

The propulsor’s relatively simple sturdy design prov ides more working hours and requires less downtime for maintenance and service. Niemi points out that 29.06.15 12:18 Seite characteristics 1 the load-sharing of the

Contra-Rotating Propellers system also reduce the load and stress that the components of the power train have to deal with, thus lengthening the components’ service life considerably.

The propulsors are also equipped with completely emissions free sealing systems that use pressurized air to eliminate even the most minute oil leaks.

“The CRP ECO has superior propulsive efficiency even at high speeds” A good example of a recent Steerprop installation is aboard the new LNG-fueled ferry F.A. Gauthier, built by Fincantieri for Canada’s STQ is fitted with two SP 120 CRP ECOs. Niemi says the propulsors were “extens ive l y op t i m i ze d f or t h e ve s s e l . T h e relatively compact size of the propulsor in part enabled the entire propulsion system to be installed under the car deck of the ferry. As we learned, our ability to deliver 7 MW of propulsive power in such compact

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Propulsion packages enabled the vessel to be built with its current design.”

Continues Niemi, “As with all our propulsors, the units installed on the F.A. Gauthier were tailor-made to the individual vessel. They were reinforced and ice-classed to FSICR 1A Super in accordance with the customers’ requirements. Our propulsors are always tailored to the customer’s needs, and in case of the Gauthier, this meant that that we ensured the compactness and reinforcement of the propulsor to fit the vessel’s special requirements without compromising on either reliability or efficiency.”

Schottel Controllable Pitch Propellers for an ATB project under construction at Eastern Shipbuilding Group in Panama City, FL. Great Lakes Dredge & Dock Company’s 15,000 yd3 trailing suction hopper dredge barge Ellis Island will be fitted with a pair of STT 2 transverse thrusters and the 15,600 bhp tug Douglas B. Mackie, with two SCP 109 4-XG controllable pitch propellers.

The detail design of the 433 ft x 92 ft x 36 ft Ellis Island is being performed by Bay

Engineering and the 158 ft x 52 ft x 33 ft Douglas B. Mackie is being supplied by SAI. Both designs are based on concept design

by Ocean Tug & Barge Engineering Corp.

Scheduled for delivery in 2016, the trailing suction hopper barge will perform restoration work in the U.S. Gulf. Additionally, it will perform beach replenishment, waterway channel work, and deepening at U.S. ports as they prepare to accommodate Post-Panamax ships following the

Schottel finds niche in ATBs There’s no place in the world with more Articulated Tug Barge units—ATBs, for short—than the United States. ATBs combine the economics of a tug and barge operation with the weather reliability of a ship. ATBs use a hinged connection system to connect the tug to the barge, allowing the tug to pitch independently of the barge, offering excellent sea-keeping characteristics.

Propulsion specialist Schottel GmbH has had significant success in the U.S. coastal transportation sector. In 2013, Schottel worked with Signal International, Orange, TX, on two ATBs built for Kirby Ocean Transport Corp. The ATBs consisted of the dry bulk barge Winna Wilson paired with the ocean tug Jason E. Duttinger and the dry bulk barge Margo Dale and ocean tug Donald Lowe S. Designed by Ocean Tug & Barge Engineering Corp., the ATBs transport coal from Plaquemines Parish in Louisiana to Duke Energy’s Crystal River location in Florida. The tugs measure 125 ft x 42 ft, with a maximum draft of 22 ft. Each tug is powered by a pair of 3,000 hp main engines and two three-bladed propellers.

The barges, meanwhile, have a capacity of 897,905 ft 3 , with a length of 490 ft and beam of 36 ft. Each barge is fitted with Schottel Pump Jet model SPJ 132 RD in the bow, which provides the maneuverability of a bow thruster and the thrust of a Rudderpropeller. Ideal for operation in shallow waters and available in the power range of 50 to 3,500 kW, the Schottel Pump Jet is installed flush with the hull, reducing water resistance and eliminating the risk of damage to the propulsion unit. A protective grid at the intake port prevents damage from floating debris. The Schottel Pump Jet offers optimum maneuverability when the ATB is discharging its cargo at the terminal.

More recently, Schottel is supplying a pair of Schottel Transverse Thrusters and

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Propulsion

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IMPROVE VESSEL CONTROL AND SAFETY Nautican’s integrated propulsion systems, nozzles and rudders are proven to increase maneuverability, thrust and speed, all while reducing fuel costs.

32 MARINE LOG July 2015

expansion of the Panama Canal.

This September, Schottel will inaugurate a newly expanded manufacturing facility.

The Nautican alternative One alternative to azimuth thrusters in tug applications is a Nautican High Efficiency Nozzle, Nautican propellers, and Nautican Triple Rudders as in the case of a series of Arctic Class tugs being built for Foss Maritime. Of particular note is the advanced airfoil design of the patented Nautican High Efficiency Nozzle, which has 17 times less resistance than a conventional 19a KORT nozzle, says Nautican.

The major difference between the Nautican nozzle and a standard KORT is the cross-sectional profile of the nozzle itself.

The Nautican nozzle is manufactured out of 36 airfoil sections, which are optimized for turbulent flow. This unique framing technique, along with the profile, results in superior performance.

In addition, the inside surface of the Nautican nozzle is made entirely of stainless steel—which eliminates the costly we lding repairs that can o ccur w ith conventional nozzles. This advanced construction completely eliminates plug welds and greatly adds to the structural strength and integrity of the product.

In sea trials and client applications the nozzles help achieve: • Fuel-efficiency gains of up to 30 percent • Speed gains of up to two knots • Bollard-pull gains of up to 60 percent over an open propeller, • or 12 percent over typical 19a nozzles.

Thrust can be further increased by up to four to six percent by combining the High Efficiency Nozzle with a pre-swirl stator.

Pre-Sw ir l Stators reduce the rotational losses incurred by the propeller and further increase the performance of the Nautican High Efficiency Nozzle. By directing the flow to swirl in the opposite direction of propeller rotation, energy that is normally lost in wake rotation is recovered. This increases thrust by an additional four to six percent.

Pre-swirl stators insure a more uniform inflow to the propeller and eliminate the need for struts and bossings, which are often a source of vibration.

The combination of Nautican High Efficiency Nozzles and Stators make the Nautican Integrated Propulsion Unit the most efficient propulsion system available.

Nautican nozzles have improved performance of variety of vessels; including tugboats, fishing vessels, cable ships, cruise ships and yachts. ■

ENVIRONMENT

The Aquarius UV is the first BWMS to gain AMS acceptance with extended application for fresh water operation

Delivering credible solutions Equipment suppliers do their part to help customers meet the ever evolving regulatory requirements

T

en years have passed, and IMO’s Ballast Water Convention has yet to attain the votes needed to go into effect. The lollygagging has shipowners worried, and rightfully so. Owners have concerns that the BW Convention could come into force without an implementation schedule that recognizes the reality most shipowners will need to fit U.S. approved systems. How are shipowners dealing with this headache? And how are equipment manufacturers and suppliers trying to help? Find out in this, the final installment of our two-part report on the BWMS Conundrum.

Photo courtesey of Wartsila

Credibility Shipowners have the right to expect credible equipment suppliers to deliver solutions that meet the ever evolving regulatory requirements, both current and future, says Wärtsilä, which is now addressing the next regulatory challenge for its Aquarius BWMS range: USCG type approval.

The Wärtsilä Aquarius ballast water management system (BWMS) range is comprised of two product series—one based on filtration and UV irradiation; and the other on filtration and electro-chlorination. Both have achieved IMO type approval status and have been AMS accepted, with the Aquarius UV being the first BWMS to gain AMS acceptance with extended application for fresh water operation.

Wärtsilä’s initial focus in the USCG process is on its Aquarius EC BWMS product series, commencing USCG type approval testing at the beginning of 2014, well ahead of many other BWMS manufacturers. As a result, Wärtsilä’s was the first BWMS to successfully complete land based testing in accordance with the USCG requirements. This testing was carried out at the facilities of DHI

By Nick Blenkey, Web Editor

in Denmark under a contract with DNV GL (IL), a USCG recognized independent laboratory (IL). This is the first formal USCG type approval test program performed by any of the USCG ILs and was completed in December 2014.

Biological efficiency data shows that the Aquarius EC BWMS demonstrated exceptional performance, achieved through fully automatic uptake and discharge functionality while maintaining a high degree of safety, operability and reliability. The system’s reliability was underlined by its trouble free completion of 50 hours of operating and maintenance evaluation. The successful completion of fresh water land-based tests, in strict adherence to the required protocol, is another first for Wärtsilä.

A significant and ongoing debate concerns the regulatory acceptability of UV treatment in the context of the USCG’s final ruling, which requires a UV BWMS performance testing based on a live/dead assessment, rather than the IMO based viable/unviable consideration.

As UV treatment can lead to organism deactivation rather than termination, the USCG, the scientific community, and UV industry groups are all engaged in activities to resolve the issues related to organism enumeration and validation. They are also collectively seeking to determine an acceptable methodology to allow performance assessment of UV systems in ballast water management applications.

Wärtsilä and its partner UV supplier Hanovia are taking an active part in this effort. Meantime, Wärtsilä Aquarius UV BWMS USCG type approval activities have commenced with the preparation of a test unit to be used for land based testing. Actual testing is scheduled for the 2016 test season, the exact timing being subject to resolution of the current uncertainty surrounding testing July 2015 MARINE LOG 33

ENVIRONMENT methodology to be applied to UV systems.

Although USCG testing of UV systems is being slowed by the need for a decision on how best to test for their bio efficacy, the systems have some decided attractions, not the least being how to fit BWMS inside vessels, particularly in retrofits.

WILL IT FIT? By t he end of la st yea r, Hyde Ma r i ne had delivered more than 340 of its Hyde

Guardian units, and commissioned more than 180 of them for operation on a variety of vessels around the globe—more than any other BWMS company. Its systems are IMO ty pe approved and AMS accepted and the company is now pursuing USCG type approval.

At Nor-Shipping, Hyde turned its attention to another major shipowner concern.

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the company is using its extensive retrofit experience to address concerns about making BWMS installation and operation seamless for the ship owner and operator.

Hyde says its Guardian Gold BWMS is ideal for retrofits thanks to its small size and is well suited for vessel applications that have short runs, operate in multiple salinities, or require quick turnarounds.

The chemical free Hyde Guardian Gold treatment process uses filtration and ultraviolet disinfection, scaled according to required capacity and offers a compact, modular design, with low power consumption, low-pressure drop, and simple, fully automatic operation.

A lso addressing the retrof it issue is Damen Shipyards. It recently launched two new ballast water treatment solutions onto the market, Damen BalCon and DamenLoFlo. The BalCon system is a containerized version of the Trojan Marinex BWM system while the LoFlo system is based on the BioSea system. Both the Trojan and BioSea systems are IMO type approved, AMS accepted and have started on the path to USCG type approval.

Damen is a value added reseller for both, and its Balcon and LoFlo engineered solutions are designed as standardized systems, using proven technology for a “first time right” approach.

Gert Jan Oude Egberink, Manager of Ballast Water Treatment at Damen, says, “the unique point about the BalCon is that pre-fabrication and testing can be carried out onshore, before installation. That way, when a vessel comes to the yard for repair or survey, the system will be ready to go. It’s simply a case of ‘plug and play’—connecting the treatment system and then business as usual, with the absolute minimum of downtime for the vessel.”

Cover i ng a w ide ra nge of capacity requirements BalCon is designed to use minimal space, with all equipment contained within a single TEU. In containerships it fits within the cargo hold; in tankers the container is installed as a deckhouse with an optional explosionproof version.

Damen LoFlo is designed as a solution for vessels requiring a lower capacity treatment system. The low end of most current BWMS offerings start with a capacity to process 100 cu.m/hour. LoFlo is available with either 30 cu.m or 60 cu.m capacity, significantly reducing footprint and energy usage. The system is fitted, in a compact arrangement, to a skid for easy and efficient installation on board the vessel, or can be installed as a modular version. ■

newsmakers

DNV GL announces executive changes, names Eriksen Group President The executive lineup at DNV GL recently underwent a shake up of sorts.

The classification society has named Remi Eriksen its new Group President and CEO, succeeding Henrik O. Madsen who retires August 1. Additionally, Tor Svensen has been appointed Group Executive Vice President. Svensen moves over from DNV GL-Maritime where he has been President and CEO since 2003. In his new role, Svensen will support the development of customer relationships and strategic projects for the group. Meanwhile, Knut Ørbeck-Nilssen will succeed Svensen as Chief Executive of DNV GL-Maritime. ØrbeckNilssen has served as COO and Senior Vice President of DNV GL-Maritime since 2013.

J ack Pre nde rg a s t ha s be en named the new President and CEO of V T Halter Marine, Pascagoula, MS. A retired U.S. Nav y Rear Admir al , P render g a s t joined the company in 2011. He succeeds Bill Skinner who is retiring after more than 46 years in the shipbuilding industr y, including nearly two decades at VT Halter Marine.

Br e n da n J. Bo u ch a r d ha s been appointed Vice President of Sales and Operations at Bouchard Transportation Co., Inc. Brendan has worked in a variety of roles within the company—most recently within the Operations and Vetting department.

WISTA-UK has elected Sue Terpilowski OBE as its new President. Terpilowski has been in the maritime industry for over 30 years and is owner and managing director of Image Line Communications—a maritime, logistics and supply chain communications agency.

Royal Caribbean International has promoted Dr. Zinan Liu to President of the China and North Asia Pacific Region. Dr. Zinan, who joined the cruise company in 2009, will spearhead the operator’s growth in the Asia region.

J a m e s H e a n e y ha s been named Senior Vice President and Chief F inanc ial O f f ice r f or Carnival Cruise Line, Miami, FL. Heaney, who has 25 years of experience in the cruise and hospitality industries, will be responsible for the company’s financial, accounting and information technology functions.

Oman Dr ydock Company (ODC) has appointed Dr. Ahmed Al Abri its Deputy CEO. In his new role, Dr. Al Abri, who holds a Ph.D in operational management of shipyards, will oversee operations at the ODC yard, and help support and grow the yard’s expanding operations. He brings with him 17 years of experience as a naval architect.

Stasu C. Bizzarro has been named President of Weather Routing, Inc. He is an AMS certified maritime meteorologist with nearly 20 years in the maritime industry.

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techNews

Simrad

launches new series

Innovative SkyBench concept receives AIP from DNV GL DNV GL has awarded an Approval in Principle (AIP) to an innovative design concept meant to maximize the cargo loading capacity of large containerships. The SkyBench, from Hyundai Heavy Industries, is a mobile accommodation block that is mounted on rails and can move over the span of two 13m-long container bays.

SkyBench allows for additional storage as it utilizes the void space beneath the sliding block. It can extend loading capacity by 450 TEU on a 23-row wide 19,000 TEU containership. The concept is also expected to secure an additional 2.7 billion Korean won ($2.43 million) in revenue, if the ship operates 10 times per year on the Europe-Asia route and charges $530 per TEU. SkyBench mechanism takes 10 minutes to operate. It uses four electric drive train units to move the block backwards from its normal position.

“The SkyBench shows how the industry’s increased focus on efficiency and

maximizing transport capacity has really sparked innovation in design and operation,” said Tor E. Svensen, CEO of DNV GL. “Additionally, the potential of this design to offset reduced cargo capacity when choosing LNG as ship fuel means that HHI can offer a design tailored to meet stricter sulfur emission limits in the future.”

“As we have been doing over the past four decades, we will continue to provide quality ships that differentiate it from others in terms of quality, reliability and technological capabilities to our valued clients,” says Yoon Moon-kyoon, COO, Hyundai Heavy Industries’ Shipbuilding Division. “I believe that SkyBench, like many other previous technological breakthroughs we have shown to the world, will surely bring benefits to our customers.”

Additionally, the unit offers enhanced safety measures. In case of an emergency SkyBench is detachable and can float indewww.hhi.co.kr pendently of the vessel.

S i m r a d P ro f e ss i o n a l Se r i e s has launched a new series of technologies: the Simrad M5000 Series, a line of professional-grade monitors; and a complete standalone Class-A Automatic Identification System (AIS), the Simrad V5035 Class-A AIS for SOLAS and inland applications.

Available in 16-, 19-, and 24-inch widescreen sizes, the Simrad M5000 Series offers a clean design while incorporating touch-sensitive menu keys. Its LCD panels are bonded to the displays’ glass surface to eliminate fogging and are equipped with Anti-Reflective and Anti-Fingerprint coatings to enable visibility in all conditions.

The M5016 (16 in) and M5019 (19 in) monitors have resolutions of 1366 x 768 pixels and are suitable for use with Simrad ARGUS CAT 3 radar systems. The M5024 (24 in) monitor has a resolution of 1920 x 1080 pixels; it functions well with Simrad ARGUS CAT 2 radar systems and is calibrated for ECDIS use.

Meanwhile, the Simrad V5053 Class-A AIS system complies with all of the latest IMO standards and is suitable for any commercial vessel.

Supplied as a standalone system with junction-box, GPA antenna, and Pilot Plug, the system includes a color 3.5 in LCD display, multiple input port sensors and bi-directional data ports, and an easy-to-operate control knob and keypad. www.navico.com

Cat eyes tug market with new thruster offering Engine and propulsion provider Caterpillar has its eye on the tug market.

Caterpillar Propulsion has developed a new range of azimuth thrusters.

Caterpillar says the 60-tonne bollard pull Cat Propulsion Marine Thruster Azimuth (MTA) is the first in what will become a new family of rotatable units optimized for tug operations. The MTA will optimize performance when working as part of an integrated propulsion train.

The complete packages for tugs include engines, high-speed shafting, controls and clutches. Jim Johnson, General Manager, Caterpillar Propulsion, says that the harbor tug sector “will benefit in terms of bollard pull and reliability from a consolidated 36 MARINE LOG July 2015

control-engine-thruster package where component parts are optimized to work together.” Beyond that, Caterpillar notes that having a single source supplier works to the operator’s benefit—since its enables the offering of competitive pricing and unrivaled local product support.

“Caterpillar Propulsion has made simplified installation and easy access for maintenance priorities as part of the new thruster development, without compromising the conservative design principles on which it has built its reputation,” says Johnson. “The clutch and the mechanical PTO will be contained in a single unit, while the thruster and engine assembly can also be installed as a complete unit.”

Johnson adds that, “up to six different MTA sizes will be available to cover a wide range of tugs.”

The first unit is to be delivered into a commercial trial by the end of 2015. www.catpropulsion.com

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

Location

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

RECENT CONTRACTS Huntington Ingalls

Newport News, VA

1

Air Carrier

John F. Kennedy (CVN 79)

U.S. Navy

$4,300

2020-3Q

DELIVERIES Aluma Marine

Harvey, LA

1

fireboat

75 ft x 20 ft

U.S. Army

2015-2Q

Gladding Hearn

Somerset, MA

1

Pilot boat

52 ft x 17 ft

Cape Fear Pilots Assoc.

2015-2Q

Halimar

Morgan City, LA

1

Fast crew boat

205 ft x 34 ft

Sea Supply

2015-2Q

NASSCO

San Diego, CA

1

AFSB

764 ft x 164 ft

U.S. Navy

2015-2Q NOTES

PENDING CONTRACTS Aker Philadelphia

Philadelphia, PA

4

Tankers

50,000 dwt

Crowley Maritime

BAE Systems Southeast

Mobile, AL

2

Dump Scows

7,700 cu. ft.

Great Lakes Dredge

Options

BAE Systems Southeast

Jacksonville, FL

1

Tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Bay Shipbuilding

Sturgeon Bay, WI

1

ATB

8,000 hp/155,000 bbl

Plains All American Pipeline

Option

Candies Shipbuilders

Houma, LA

1

subsea vessel

108m x 22m, MT6022

Otto Candies LLC

Option

Gulf Coast Shipyard

Gulfport, MS

4

PSVs

dual fuel, 302 ft x 64 ft

Harvey Gulf Intl. Marine

Options

Kvichak Marine

Seattle, WA

30

skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

Leevac Shipyards

Jennings, LA

2

PSVs

300 ft x 62 ft

Tidewater

Options

TBD

1

double-end ferry

70-car similar to Pocohontas

VDOT

TBD

6

car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

RFP issued

$500

$25

2017

2018-2020

TBD

3

double-end ferries

4,500 PAX

NYCDOT

$309

EBDG design

TBD

3

pass./vehicle ferries

1,000 PAX/100 vehicles

DRBA

$101

2018-2021

TBD

1

school ship

National Security Multi-Miss. U.S. DOT

$5

Design

Index of Advertisers Company Page #

Company Page #

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

KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . C3

American Maritime Safety. . . . . . . . . . . . . . . . . . . . 4

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

BOK Financial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4

Maritime Professional Training. . . . . . . . . . . . . . . 23

Bouchard Transportation Co., Inc. . . . . . . . . . . . . 22

Metal Shark Boats . . . . . . . . . . . . . . . . . . . . . . . . . S7

Christie & Grey Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 8

NautiCAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Clark Cooper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Omnithruster Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Coastal Marine Equipment . . . . . . . . . . . . . . . . . . S8

Panolin America. . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Conrad Shipyards LLC . . . . . . . . . . . . . . . . . . . . . . S6

Regions Financial. . . . . . . . . . . . . . . . . . . . . . . . . . C2

Cummins Generator Technologies . . . . . . . . . . . . . . 7

Renishaw.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Delgado Community College. . . . . . . . . . . . . . . . . . 18

Schottel GMBH. . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Eastern Shipbuilding Group . . . . . . . . . . . . . . . . . . 3

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

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

Steel of West Virginia, Inc.. . . . . . . . . . . . . . . . . . . 34

Gulf Coast Shipyard Group . . . . . . . . . . . . . . . . . . S9

University of British Columbia. . . . . . . . . . . . . . . . . 19

JMS Naval Architects. . . . . . . . . . . . . . . . . . . . . . . . 2

VT Halter Marine. . . . . . . . . . . . . . . . . . . . . . . . . . S12

Karl Senner LLC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Wärtsilä Corporation . . . . . . . . . . . . . . . . . . . . . . . . 13 July 2015 MARINE LOG 37

marketplace ENGINEERS & ARCHITECTS GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers

350 Lincoln St. Suite 2501 Hingham, MA 02043

Website www.jwgainc.com

Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: inbox@jwgainc.com

Marine

Industry

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

Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing

BOKSA

Marine Design

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

BoksaMarineDesign.com

Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements

813.654.9800 KEEL DESIGN CORPORATION naval architects & marine engineers Quality Technical Services 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917

1968

47th

2014

ANNIVERSARY

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

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marketplace EMPLOYMENT Bay Shipbuilding Company, Sturgeon Bay, Wisconsin currently has several opportunities for positions. We are a division of Fincantieri Marine Group (FMG), one of the leading shipbuilders in the United States and throughout the world for commercial and governmental clients including the U.S. Navy and U.S. Coast Guard.

Engineer II – Requisition No. 1864 The Engineer II assists in cost estimating and the development of functional and production designs for various marine construction systems.

Paint Supervisor – Requisition No. 1845 Must be NACE I and II certified with at least five to ten years of experience in Marine shipbuilding and supervisory skills.

Program Manager – Requisition No. 1862 Seasoned individual producer and/or working task leader who has overall responsibility for management of a ship program or project. Candidate will generate and maintain primary construction schedule, coordinates all in-house and outsource activities, is a liaison between Engineering, Lofting, Production and Purchasing, requisitions major equipment, maintains and reports performance to budget and is the primary liaison with the owner’s representative.

Project Engineer – Requisition No. 1868 Manages and supervises all resources assigned by the Director of Estimating and Planning and as mutually deemed appropriate to support the project. in fulfilling this function. The Project Engineer is to determine the technical requirements of the project across all Engineering disciplines.

HARLEY MARINE SERVICES Open Positions: General Manager – Alameda, CA Operations Manager – Alameda, CA Port Engineer – Seattle, WA; Brooklyn, NY; U.S. Gulf Coast Port Captain – Seattle, WA Training Manager – Seattle, WA

Bay Shipbuilding offers competitive pay with benefits in a growth-oriented environment. Qualified and interested applicants are encouraged to apply. More detailed job descriptions are located on the Bay Shipbuilding website, www.bayshipbuildingcompany.com . Click on the Career tab, scroll down to Contacts and then click on “Career Opportunities”. Enter the keywords, Sturgeon Bay and you will see all positions open at Bay Shipbuilding.

Dispatcher – Seattle, WA; San Pedro, CA

Bay Shipbuilding Company is an Equal Opportunity Employer/Affirmative Action Employer. We promote a Drug Free Work Environment and require pre-employment drug testing as well as mandatory random drug testing. Minorities, Women, Veterans and Disabled are encouraged to apply. All qualified applicants will receive consideration for employment without regard to race, color, religion, sex, national origin, or protected veteran status and will not be discriminated against on the basis of disability.

For a list of all open crew positions or to apply online, please visit our Careers page at www.harleymarine.com

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MARKETPLACE SALES Jeanine Acquart • jacquart@sbpub.com Ph: 212/620-7211 Fax: 212/633-1165

Yellow Pages

July 2015 MARINE LOG 39

Marine salvage

Implementation of Non-Tank Vessel Regulations is a good thing With just over a year since the implementation of the USCG OPA 90 Non-Tank Vessel regulations, one wonders if it will enjoy the same overall success as the comparable tank vessel regulations. From the arguably biased view of the salvor, I’d argue that it can only help.

Certainly the same amount of investment and work involved on the part of the tank vessel owners and operators is now spread equally across the entire commercial vessel community. On the face of it, that may seem onerous, and as some have said, disruptive.

But, in my view, after the first couple of years of going through the “growing pains” of adaptation, I believe the long term effect will be a good one. Just as the tanker regulations have largely achieved their primary objective—making our waterways safer—I think we’ll see the same effect on the nontank community.

Here’s why from a salvor perspective: 1. Tank owners and operators are more prepared than they have ever been to quickly contact their salvor and get immediate advice and assistance. Early notification can mean the difference between small accident and calamity. As shippers become more comfortable with their contracted salvor, this process should get even better.

For better or worse, gone are the days of a scramble by salvors to get the attention of

MarineLoG ISSN 08970491

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A Simmons-Boardman Publication 55 Broad Street, 26th Floor New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com

a stricken ship’s owner for salvage services.

We have replaced that arcane process with a facilitated methodology that simultaneously reduces uncertainty while increasing efficiency and response time. As this spreads to the non-tank community, the effects will increase at an exponential rate.

2. With the tanker regulations, salvors have become much better prepared to provide this assistance, not just in their own homeports but nationwide. Whereas previous to the new regulations, salvors maintained loose coalitions with a variety of suppliers, vendors and service suppliers, in today’s salvage world, there are established agreements and contracts to lend aid. That helps with both

timeliness of notifications as well as response.

And a corollary to this success is the salvor’s ability to provide advance knowledge where equipment and personnel are located, again aiding in response time management. This illustrates the renewed emphasis on firefighting personnel AND equipment being rapidly available. This capability applies equally to the non-tank community and the regulations merely codifies it.

All told, the non-tank rules facilitate a better prepared salvage resource and a quicker notification timeline when trouble unfortunately, but inevitably, strikes. The salvage industry looks forward to new developments as the process matures and strengthens.

With tanker regulations, salvors have become better prepared to provide assistance

Advertising Sales UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest, West Coast and Canada Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com

40 MARINE LOG July 2015

Paul Hankins, President, American Salvage Association

WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com

China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg.

257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: jesmedia@unitel.co.kr Classified Sales Jeanine Acquart Classified Advertising Sales 55 Broad Street, 26th Fl New York, NY 10004 Tel: (212) 620-7211 Fax: (212) 633-1165 E-mail: jacquart@sbpub.com

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