July 2016 Marine Log

ANNUAL GULF COAST HEADLINER: Ready for the rebound

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

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JULY 2016

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On the Move

George W. Pasha IV, President & CEO

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July 2016 Vol. 121, NO. 7

32 departments 2 Editorial Evolving with the market

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6 Update The addition of the Marjorie C to the Pasha Hawaii fleet helped diversify Pasha Hawaii’s service offerings

features 14 CEO Spotlight

Q&A with George W. Pasha, IV Marine Log interviews the President and CEO of The Pasha Group, George W. Pasha IV. He discusses how he started in the marine business, the Pasha Group’s humble beginnings, and its path towards growth Plus: A “Wright Brothers Moment for Pasha marine terminal

19 Education & Training

Training and retaining

29 Paints & Coatings

Demonstrating ROI on your hull coatings

Coating manufacturers provide innovative ways to incentivize shipowners to invest in their products Special Supplement

Gulf Coast Headliner GULF COAST

REPORTING ON MARINE BUSINESS ON THE U.S. GULF COAST

Cover photo: Tobias Manuputy – ACESxp

JULY 2016

Working together

A look at how partnerships between industry, education and training equip students with the right skills

U.S. Coast Guard releases final rule for Subchapter M

31 Newsmakers Foss Maritime Company names John Parrott its new President 32 Tech News Harmony of the Seas powered by Wärtsilä technology

The course to career success Maritime academies are adapting to the industry’s changing landscape to help students thrive in the real world

12 Inside Washington

ANNUAL SUPPLEMENT TO

HEADLINER

Mariners must go through extensive and sometimes expensive training to advance their careers

oing Green: Hybrid RoPax ferry, •G Texelstroom, delivered • Voyage of deception and pollution ends in guilty verdict •C MA CGM officially acquires NOL • Seaspan invests in training WO authorizes ClassNK to •A conduct RCP audits • L loyd’s Register’s Mark Darley discusses the challenges facing the industry •H istory in the Making: Expanded Panama Canal officially opens

33 Contracts READY FOR THE

REBOUND Gulf Coast yards evolve with market

Eastern Shipbuilding delivers 80 ft tug to Bay-Houston Towing

36 Marine Salvage The value and importance in forging the right partnerships July 2016 MARINE LOG 1

editorial

Evolving with the market In order to survive in any business, you have to evolve with the market and seize on opportunities. There’s probably no better example than the subject of this month’s cover story, George W. Pasha IV, President and CEO of The Pasha Group.

He has set The Pasha Group on a path for growth, nearly doubling the company’s size following the acquisition of Horizon Lines’ Hawaiian assets last year. But the company’s story doesn’t begin with a ship, but a car. You can read all about it starting on page 14.

The downturn in the oil and gas sector has sent a shockwave through maritime businesses along the U.S. Gulf Coast. As we discuss in our Annual Gulf Coast Headliner, shipyards, suppliers and service providers that aren’t solely dependent on the oil patch for their business have shown resiliency, securing orders building harbor tugs, towboats, tank, LPG and deck barges,

fishing vessels, ferries, and ATB units for the Articulated Tug Barge market.

And, something you can say you read here first: Two Gulf Coast shipyards also snagged the biggest prize in the ferry market—contracts with Hornblower Inc. to build a total of 19 ferries for New York City.

In an exclusive interview with Managing Editor Shirley Del Valle, Hornblower says Louisiana’s Metal Shark Aluminum Boats and Alabama’s Horizon Shipbuilding— two shipyards that you wouldn’t think of as traditional ferry builders—will construct 26m, 149-passenger aluminum catamaran vessels for New York’s new Citywide Ferry system. The first 14 vessels will be delivered by the summer of 2017, with five more to follow in 2018. There’s no doubt it is a challenging schedule, but both shipyards are geared for series construction.

Shipyards on the Gulf Coast could also be the beneficiaries of an increase in

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

dry docking demand, thanks to the publishing by the U.S. Coast Guard of the long-awaited, highly anticipated final rule for Subchapter M. As we report in this month’s Inside Washington, the rule establishes certain safety requirements and an inspection regime for more than 5,500 towing vessels.

Training will be a big part of complying with Subchapter M, whether operators choose to implement a Towing Safety Management System or U.S. Coast Guard compliance option.

On the subject of training, we also cover everything from distance learning to a new state-of-the-art SMART Simulation Center opened by Maritime Professional Training in Fort Lauderdale, FL. The center is part of a major expansion by MPT that will allow it to train more than 13,000 students annually. Our coverage on maritime education and training starts on page 19.

Maritime Trivia Trivia Question #39: What was the old sailor’s term for loafing on the job?

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: Where does the word “fathom” come from? The winning answer was submitted by Jose Luis Matheus of Tampa, FL: It derives from the Old English “faeom,” corresponding to the High German “fadum,” meaning embracing arms or a pair of outstretch arms. It is equivalent of 2 yards.

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Corporate Banking | Capital Markets & Advisory Services | Comprehensive Financing Solutions | Industry Expertise © 2016 Regions Securities LLC. Regions Securities is the trade name for the corporate and investment banking services of Regions Bank and its affiliates. Securities activities and M&A advisory services are provided by Regions Securities LLC, 1180 W. Peachtree St. NW, Suite 1400, Atlanta, GA 30309, member FINRA and SIPC. Lending, financial risk management, and treasury and payment solutions are offered by Regions Bank. Deposit products are offered by Regions Bank, member FDIC. | Regions, the Regions logo and Regions Securities are registered trademarks of Regions Bank. The LifeGreen color is a trademark of Regions Bank.

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UPDATE Voyage of deception and pollution ends in a guilty verdict

GOING GREEN: Hybrid RoPax delivered Texelstroom, one of the world’s first hybrid RoPax ferries has been delivered to Royal N.V. Texels Eigen Stoomboot Onderneming (Royal TESO) by Spanish shipbuilder Construcciones Navales del Norte, La Naval.

The 135 m double ender is designed to transport up to 1,750 passengers and 350 vehicles between the port of Den Helder, Netherlands and the island of Texel.

The vessel was designed by La Naval, in close cooperation with TESO and C-Job Naval Architects & Engineers. The double-ended ferry features two separate navigation bridges and two independent engine rooms. One engine room is fitted with two diesel engines, and the other is equipped with two dual fuel engines. Each ship end will include two RollsRoyce azimuth propellers.

Anglo Belgian Corporation (ABC) supplied the four main engine sets for the ferry.

The propulsion package includes two dual fuel (CNG and diesel) generator sets providing

2 MW each at 1,000 rev/min and two diesel generator sets developing 2 MW each at 750 rev/min. The ferry has an operating speed of 10 knots and a maximum speed of 15 knots.

In normal weather conditions, Texelstroom will use only one dual fuel generating set during the majority of the crossing. The two diesel sets will predominately be used as backups, according to ABC. The ferry is also loaded with a number of green features, including the use of batteries that help power the ferry’s propulsion and electricity on board, and a 700 m2 solar panel which helps the vessel acquire energy.

The Lloyd’s Register-classed Texelstroom is ice classed and has a notation for Passenger and Crew Accommodation Comfort (PCAC) to ensure a safe and comfortable journey for passengers and crew. The design of the ferry was supported by the European Union’s ‘I.Transfer’ Program, which aims to make ferry transport more freely accessible and sustainable.

biz notes CMA CGM officially acquires NOL France’s CMA CGM has officially taken over Singapore-based Neptune Orient Line Limited (NOL), making it the company’s largest acquisition and reinforcing its position as a leader in container shipping.

Last month, CMA CGM announced that it had acquired NOL after the Anti-monopoly Bureau of Chinese Ministry of Commerce (MOFCOM) cleared its all-cash offer.

Previously, the European Commission had also approved the buy.

The group officially made history on June 10th when it assumed control of NOL. Prior to the acquisition NOL was the number 12 container-shipping operator— among its brands is the APL brand. NOL

6 MARINE LOG July 2016

brings with it 88 vessels.

CMA CGM says the acquisition of NOL will enable it to reinforce its position as a leader in the container shipping industry.

The acquisition means an 11.7% market share for CMA CGM, 29,000 staff members worldwide, and a fleet of 540 vessels with a capacity of 2.4 million TEUs, and a combined annual turnover of about $21 billion.

By leveraging each of the groups strength, CMA CGM says, the group’s customers will have access to an enlarged and well-balanced shipping coverage across the strategic trades of global commerce, and to an extended range of products and services.

As we were going to press it was announced that CMA CGM now owns over 90% of all NOL shares (over 2 billion shares).

A U.S. District Court jury in Seattle has convicted two shipping companies and two engineers on 12 felony counts related to the illegal discharge of oily wastewater from the 74,133 Cyprus-flagged bulker Gallia Graeca.

According to records filed in the case and testimony at trial, the cargo ship Gallia Graeca traveled from China to Seattle in October 2015. During the voyage, the oil water separator was inoperable. On October 16, 26, and 27 about 5,000 gallons of oily bilge water was discharged overboard.

The defendants concealed the incidents from the Coast Guard. They made false statements to inspectors and omitted the incidents from the ship’s oil record book.

When Coast Guard inspectors asked the engineers to operate the oil water separator during the inspection, the engineers did so in a way that the equipment appeared to be working properly—even though it was not.

Upon a closer inspection of the oil water separator, the Coast Guard found that the filters were clogged with oil and found oil residue in the overboard discharge piping.

Additionally, records indicated that the oil water separator had not been serviced for months prior to the voyage from China.

Calling it a voyage of “deception and pollution,” prosecutors argued that the engineers tried to hide the pollution from the Coast Guard to avoid having the ship detained in Seattle. At the time, the ship’s owners and operator had a contract to move $25 million in goods out of Seattle.

The jur y found the ship’s operator, Angelakos (Hellas) S.A., its owner, Gallia Graeca Shipping, Ltd., Chief Engineer Konstantinos Chrysovergis and second engineer Tryfon Angleou guilty of violating the Act to Prevent Pollution from Ships, the falsification of records in a federal investigation, and engaging in a scheme to defraud the U.S. Sentencing is set for September 16, 2016.

Falsification of records in a federal investigation is punishable by up to 20 years in prison. Violating the Act to Prevent Pollution from Ships is punishable by up to six years of imprisonment. Scheming to defraud the United States is punishable by up to five years in prison. Each count of conviction is also punishable by a $500,000 fine against each corporation and $250,000 against each individual defendant.

Serving Hawaii Is Our Business • Twice-weekly container service between Los Angeles and Hawaii • Dedicated containerized, roll-on/roll-off and intermodal service between the Mainland and Hawaii • Weekly roll-on/roll-off service between Southern California and Hawaii • Fleet of six active vessels, offering service between the Mainland and Hawaii • Direct and connecting services to the neighbor islands • Pasha Hawaii provides door-to-door solutions, managing your most important shipments with care and expertise.

UPDATE biz notes AWO authorizes ClassNK to conduct RCP audits

Seaspan invests in training T h e D e n n i s & P h y l l i s Wa sh i n gton Foundation, in conjunction with Seaspan, has announced a multi-year, multimillion dollar investment in the future of British Columbia’s marine industrial sector.

Totaling $2.9 million, the funding includes a three-year $900,000 donation by the foundation to three training programs in Canada—the British Columbia Institute of Technology (BCIT) to support aboriginals in trades, Camosun College to support women in trades, and the Canadian Welding Association (CWA) Foundation for both new welding equipment and teacher professional development.

The donation has been given in support of the Industrial and Regional Benefits Policy Program under Canada’s National Shipbuilding Strategy (NSS). The investment is also a direct result of Seaspan’s Value Proposition obligations under the NSS. Seaspan’s Vancouver Shipyards will build the non-Combat vessels under the NSS. The donation is in addition to a $2 million investment Seaspan announced earlier this year. The investment is in support of innovative teaching and research for the Naval Architecture and Marine Engineering programs at the University of British Columbia

(UBC)’s Faculty of Applied Science.

The Foundation’s three-year commitment will extend through 2018. Seaspan’s UBC multi-million dollar investment will be spread out over seven years.

“Seaspan is thrilled to honor four community and industry partners that are helping us develop and grow a shipbuilding and ship repair center of excellence in British Columbia,” said Jonathan Whitworth, CEO, Seaspan. “Innovation, leadership and worldclass trades training are critical components of our vision of driving Canada’s marine industrial base on the West Coast. Today’s announcement demonstrates an unwavering investment in attracting, training and retaining the labor force and expertise we need to deliver on our NSS commitments.”

“These investments by Seaspan demonstrate the impact that the Industrial and Regional Benefits Policy can have on the lives of Canadians,” said Navdeep Bains, Canada’s Minister of Innovation, Science and Economic Development. “These investments will allow students to gain the skills they need to contribute to Canada’s economy.

They will also ensure that our shipbuilding industry will have the skilled tradespeople it needs to excel and grow.”

Former DoD official pleads guilty in Fat Leonard case former department of defense (DoD) supervisory contracting officer, Paul Simpkins has pleaded guilty to charges that he accepted bribes from Leonard Glenn Francis, owner of Singapore-based Glenn Defense Marine Asia (GDMA). Simpkins is just the latest in a line of guilty pleas associated with the “Fat Leonard affair.” In total, 14 individuals have been charged in connection with the scheme.

According to admissions, Simpkins, who was responsible for awarding and administering U.S. Navy contracts, was provided with cash, travel expenses and the services

8 MARINE LOG July 2016

of prostitutes. In exchange, Simpkins intervened on GDMA’s behalf during contract disputes with the U.S. Navy and steer contracts to GDMA. One such instance was when a subordinate recommended a contract not be extended to GDMA due to high costs, but Simpkins awarded the contract to GDMA anyway. He also instructed a U.S. Navy official to ignore invoices that GDMA submitted after Francis complained the U.S. Navy was asking questions. Simpkins will be sentenced on September 9, 2016.

The American Waterways Operators has signed an agreement that gives classification society ClassNK the authority to conduct audits of AWO’s Responsible Carrier Program (RCP). The RCP is a safety management system for towing vessels that must be used by all AWO members.

The agreement will provide more options for AWO member companies to obtain RCP audits following the implementation of Subchapter M. Subchapter M e s t ablishe s t wo paths to compliance for towing vessel operators: either annual Coast Guard inspections or the implementation of a Coast Guard-accepted Towing Safety Management System (TSMS).

AWO says the TSMS provides operators with maximum operational flexibility, and is the best way to promote continuous regulatory compliance and accident prevention.

AWO is now working with the Coast Guard to take the final steps needed to submit the RCP for acceptance as a TSMS. Last June, the Coast Guard confirmed its intent to accept the RCP as a TSMS based on its assessment that the two were substantively equivalent and achieve audit frequency required by Subchapter M.

Blancke Marine Services designs barges for Citywide Ferry system In our june FERRIES story, A Return to its Maritime Roots, we inaccurately reported that McLaren Engineering Group, New York, NY, was the designer of the barges being built for the NYC Citywide Ferry service’s ferry landings. The actual designer of the barges is Blancke Marine Services, Woodbury, NJ. Blancke Marine is completing all the structural drawings, details and shop drawings, and has been contracted to conduct the inspection and testing of the barges.

McLaren’s involvement in the project is as Design Manager and designer of the topside outfit for the landings.

Up to 12 barges will be built at May Ship Repair, Staten Island, NY.

Update Ulstein delivers SOV with X-Stern design for the offshore industry

Gladding Hearn to build pilot boat Somerset, MA-based Gladding-Hearn Shipbuilding, A Duclos Corporation, has won an order to build a Chesapeake Class pilot boat for Alabama Pilot, Inc., Mobile, AL. The all-aluminum pilot boat will feature a C. Raymond Hunt-designed Deep V hull. It will be 53 ft 6 inches long by 17 ft 8 inches wide and will have a 4 ft 8 inches draft. The vessel will be powered by twin Caterpillar C-18 diesel engines, each delivering 671 bhp at 2,100 rev/min and turning five-bladed NiBrAl propellers via Twin Disc MGX-5135A Quickshift gears enabling the vessel to have a top speed of 25 knots.

Diesel fuel capacity is 800 gallons providing the vessel with a range of at least 380 miles at a speed of 20 knots. The vessel will be equipped with a 9kW Northern Lights EPA Tier-3 compliant genset. The transom will include a Humphree interceptor trim-tab control system. The transom also features throttle and steering controls, and a winchoperated, rotating davit over a recessed platform for rescue operations.

The wheelhouse is outfitted with six Llebroc seats and an L-shaped settee and cooled by two 16,000 Btu air-conditioning units.

Delivery of the vessel is scheduled for mid-2017.

biz notes Palfinger plans to acquire TTS Group Hard on the heels of its acquisition of Norway based lifesaving equipment specialist Harding Group, Austria’s Palfinger AG, has made a NOK 600 (about $72 million) takeover bid for Bergen, Norway, based TTS Group AS. The TTS Group, headquartered in Bergen, provides design, development and supply of equipment and services solutions to the shipbuilding, marine and offshore oil and gas industries.

The bid is being made via subsidiary Palfinger Marine GmbH. “Together with the acquisition of Harding, this acquisition would place Palfinger Marine among the global top three ship equipment suppliers,” says Herbert Ortner, CEO of Palfinger AG.

The NOK 5.60 per share cash offer represents a premium for the TTS Group ASA share on the Oslo Stock Exchange and has the support of approximately 67 percent of the shareholders, including the Skeie family, which holds approx. 32 percent of the shares. The offer will become effective subject to the approval of 90 percent of the shareholders.

“In the future, we want to be a one-stop shop, internationally offering all maritime customer industries competitive products and services,” says Ortner. “With a staff of approximately 3,000 employees in 22 countries and revenue of more than EUR 600 million, Palfinger Marine would contribute around one-third to the revenue of the Palfinger Group from 2017 onwards, hence becoming the Palfinger Group’s strong second mainstay.”

Norway’s Ulstein Verft has delivered the first of two 88 m x 18 m wind farm service operation vessels to Bernard Schulte Offshore. Built to Ulstein’s SX175 design, the ship is the first built by Ulstein Verft for the offshore wind industry, as well as the first to feature the innovative X-Stern. The X-Stern aft hull design gives the vessel flexibility and gives the X-Bow effect to the aft of the ship.

The design improves safety and helps reduce fuel consumption.

Bernhard Schulte Offshore and Siemens say they saw the benefit of ordering the ship’s construction from a group where the designer and shipyard were in one place.

The 88 m x 18 m vessel is equipped with Siemens’ Bluedrive PlusC electric propulsion system, helping to lower operational costs. The vessel is classed by DNV +1A1, SF, E0, Offshore Service Vessel, DNYPOS AUTR, CLEAN DESIGN, COMF-V(3) C(3), DK(+), BIS, NAUT-AW, LCS-DC, BWM-T, HELDK, Recycable.

On sea trials, the ship managed to keep high speeds, and was easily maneuvered. The bridge crew noted the vessel’s smooth motions and the very low levels of noise and vibrations— both important factors on a vessel whose main tasks include transportating service technicians to the Gemini Offshore Wind Park.

Getting to the Gemini Offshore Wind Park involves a five-hour trip from the Dutch province of Groningen.

The vessel is equipped with both an integrated Uptime heave-compensated gangway system and a daughter craft with capacity for ten to transfer personnel to the wind turbines.

Additionally, the vessel has accommodations for 60 people in single cabins.

“Together, we have developed a flexible and effective ship solution for the offshore wind service market,” says Tore Ulstein, Ulstein Group Deputy CEO and Head of Market & Innovations. “The project process has been very smooth, and the combination of expertise in our companies has led to fruitful discussions.”

July 2016 MARINE LOG 9

UPDATE Lloyd’s Register’s Mark Darley discusses the challenges facing the industry

Marine Log recently had the chance to chat with Mark Darley, Americas Regional Marine Manager and President LRNA at Lloyd’s Register, where he discussed his background, what brought him to the industry, what challenges both classification societies and operators are facing in today’s market, and how he sees class evolving in the years ahead.

Below is an excerpt of our interview.

ML: Are the challenges for a classification society any different in the Americas than the rest of the world?

MD: In the Americas specifically, we operate across 14 countries and it’s important that we have both the right existing as well as future resource and knowledge base to address the challenges of our client bases.

We have recently made enhancements to

how we serve and work with our client bases across the region. Outside of our core Classification business and surveyors on ships, this ranges from working with the Royal Canadian Navy to developing a Regulatory regime for Naval Safety and their shipbuilding program to developing new propulsion configurations with our GE COGES (COmbined Gas turbine Electric and Steam) Joint Industry Project for LNG and ULCS construction right across the spectrum to helping understand small scale and inland waterways LNG solutions in the Gulf, South and Central America.

ML: What are the biggest challenges faced by vessel operators today? Complying with stricter environmental regulations? Cybersecurity? Crew training?

MD: The solutions to many of the challenges faced by owners today are increasingly coming from other industries. Regarding the ongoing regulatory changes, we are working with owners/operators and shipyards across the world. Sensors, data and robotics could drive safer, autonomous operations and surveys; new fuels are going to emerge to lower greenhouse gases and improve local air emissions; new software

tools will improve vessel design and safety oversight while also optimizing performance outcomes... We are also seeing the increasing challenge of obsolesce in newer assets as well as a shift in attracting, maintaining and training crews.

ML: How do you see class evolving over the next decade? What challenges does your organization face in the years ahead?

MD: The role and place of Class societies has changed over the last decade and looking forward the pace of industry change and technological advancement means we are already scenario planning for what may be needed in the decades ahead. It’s critical we understand and address these changes not only in terms of future core surveying capabilities and technologies but to remain relevant and agile in maintaining our technology leadership and aims as an industry advisor…Ensuring we adapt to these changing needs is vital as well as ensuring we continue to invest time and/or capital in understanding and shaping technology impacts to our own business with the agility to redefine what we do.

For a full transcript of the interview go to www.marinelog.com

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Update HistoriC MOMENT: Expanded Panama Canal officially opens The first commercial transit of the expanded Panama Canal took place last month with the crossing of the Neopanamax containership COSCO Shipping Panama.

The 299.98 m x 48.25 m ship, which was carrying 9,472 TEU of containers, entered the Agua Clara Locks on the Atlantic Side.

The official inauguration ceremony took place when the ship reached the Cocoli Locks on the Pacific side of the Canal.

The largest enhancement project in the Canal’s history, the $5.25 billion Expansion Program included the construction of a new set of locks on the Atlantic and Pacific side of the waterway and the excavation of more than 150 million m3 of material, creating a second lane of traffic and doubling the cargo capacity of the waterway. The expanded locks are 70 feet wider and 18 feet deeper than those in the original canal, but they will use less water due to water-saving basins that recycle 60 percent of the water used per transit.

Among the companies welcoming the expansion is Maersk Line. The operator is expected to perform more than 400 vessel transits through the expanded canal. The company notes that the expanded Panama Canal is estimated to generate a 3% increase in cargo volumes transiting the Canal.

“The expansion provides us with more options, most notably to our Asia to South America and Asia to U.S. East Coast routes.

It is likely that Maersk Line will make increased use of the expanded Panama Canal and adjust one or more services with larger vessels to begin sailing through its new locks,” said Anders Boenaes, Head of Network, Maersk Line.

A day after the COSCO Shipping Panama made its historic voyage, the LPG tanker Lycaste Peace, owned by Japanese shipping company NYK Line transited the canal, marking the first commercial passage of an LPG vessel through the new locks. The 230 m x 37 m LPG tanker was followed by the Avance Gas-owned, LPG tanker Passat.

There are currently 170 reservations for Neopanamax ships, “commitments of two new liner services to the Expanded Canal, and a reservation for the first LNG vessel, which will transit in late July,” said Panama Canal Administrator and CEO Jorge L. Quijano. “Our customers care that their supply chain is reliable and that they have a diversity of shipping options. And the Canal has always been reliable; today, we offer the world new shipping options and

trade routes,” added Quijano.

“Canal users can be assured that we’ll continue to support the Panama Canal Authority and our port operators to provide them a world class service and strengthen our logistics system by creating the necessary incentives and conditions to give added value to our inter-oceanic route,” said Panamanian President Varela.

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July 2016 MARINE LOG 11

inside washington

U.S. Coast Guard releases final rule for Subchapter M I n a r u l e m a k i n g p r o cess t h a t spanned more than a decade, the U.S. Coast Guard has published its highly anticipated Final Rule on Inspection of Towing Vessels under 46 C.F.R. Subchapter M. The rule, which establishes certain safety requirements and an inspection regime for an estimated 5,509 U.S.-flag towing vessels that operate along the Mississippi River system, and U.S. inland and coastal waterways in the Atlantic, Gulf, Pacific and Great Lakes, becomes effective on July 20, 2016.

The Subchapter M also specifies a safety management system (SMS) compliance option for towing vessel owners and operators and creates many new requirements for operations, equipment, design, and construction of towing vessels. Existing towing vessels will have up to two years before having to comply with many of the new requirements of the Final Rule.

There are an estimated 1,096 owners and operators of towing vessels in the U.S. who will be affected by the rule.

Speaking at Marine Log’s Tugs & Barges 2016 Conference & Expo this past May,

ABS Group’s Ian McVicker said Subchapter M would apply to towboats 26 feet or more with some exceptions and to all towboats that move dangerous or hazardous cargoes.

Towboats that support salvage or towing operations for recreational vessels such as SeaTow or Boat US, will be exempt from the rule, as are Subchapter I vessels that are seagoing and over 300 gross tons.

Owners and operators will either have the option to use a Towing Safety Management System (TSMS) or Coast Guard inspection process to comply with the rule.

Under a TSMS, owners have to implement policies and procedures, operational protocols, establish and identify training needs, document and manage data, address the human element, and correct problems.

Under the Coast Guard inspection option, the USCG will conduct annual routine inspections of vessels or fleets whose owners/operators choose not to implement their own TSMS. Owners can use an SMS, vessel operations manual, towing vessel record, or logbook to meet Subchapter M’s recordkeeping requirements.

According to MarineCFO’s Fleet Optimization Consultant Rocky Marciano, although the USCG “may have as late as July of 2022 to issue initial Certificates of Inspection, towing operators must have their fleets in full Subchapter M compliance, with or without a COI, no later than July 20, 2018.”

Marciano anticipates a scramble for dry dock space at yards that traditionally serve the towing vessel market because of the inspection requirements and deadline.

MarineCFO, a Houma, LA, company that supports maritime compliance and fleet management with its software solutions, recently published a “Guidebook to Subchapter M Recordkeeping.”

According to the Guidebook, towing vessels will be required to maintain either an Official USCG Logbook 706B/C, Towing Vessel Record, or TSMS Vessel Alternative Recordkeeping Solution depending on their compliance election. Operators may opt for an electronic onboard recordkeeping solution with a few exceptions, such as the Oil Record Book, which must remain in manual format.

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The ConRo Marjorie C joined the Pasha fleet last year

Q&A with George W. Pasha, IV President and CEO, The Pasha Group

M

arine Log: Tell us about the history of The Pasha Group

George Pasha IV: The Pasha Group is a family-owned, third-generation diversified global logistics and transportation company. My grandfather, George W. Pasha, II, known to many as “Senior,” founded the company in his second career. He was an automotive engineer and worked for distributors of the early classic cars such as Duisenberg, Cord and Velie, selling and servicing their products. He purchased a “Flying A” service station across the street from Fort Mason in San Francisco in December 1941, five days after the attack on Pearl Harbor. The station was an immediate success mainly due to my grandfather’s reputation as an excellent mechanic.

A year later, Senior expanded his operations to provide storage for privately owned vehicles of World War II personnel assigned overseas. This eventually led to the 1947 incorporation of the first Pasha business, Pasha Overseas Automobile Processing Company.

Over the next 20 years, the company grew, especially when George W. Pasha, III (my dad) joined his father and established the first independent automotive port processing terminal on the West Coast at Fort Mason and a body shop on Fisherman’s Wharf to service, repair, and provide a “showroom ready” product. Inheriting his father’s keen business sense, George III expanded the company over the years by establishing state-of-the-art automobile facilities up and down the West Coast and in the mid-Atlantic. Today, we market 14 MARINE LOG July 2016

automotive processing services at the Ports of Grays Harbor, WA; San Francisco and San Diego, CA; Baltimore, MD; and Manatee, FL. Our facility in National City Marine Terminal opened in 1990 and has processed over 5 million vehicles to date.

My dad formed a stevedoring and trucking company alongside the auto terminal business to create a comprehensive logistics solution from unloading of inbound vessels to delivery to dealers. In 1972, Pasha Maritime Services was formed and the stevedoring business diversified, adding break-bulk and general cargoes of all types to the service offering. In 1987, Pasha opened an omni-terminal at berths 174-181 in the Port of Los Angeles to provide stevedoring and terminal services of steel products including steel slab. The local company was renamed Pasha Stevedoring & Terminals, as it’s known today.

In the 80’s, the company diversified in the domestic and international logistics business and Non-Vessel Ocean Common Carrier businesses largely through acquisition. One such acquisition was AFI Worldwide Forwarders, one of the pioneering forwarders serving the household goods moving requirements for the U.S. Department of Defense. This expansion brought the company to many corners of the globe.

Both my grandfather and dad had an affinity for Hawaii. My grandfather arranged shipment of military members’ privately owned vehicles to and from Hawaii out of San Francisco. In the 90’s, the company arranged for shipment of new cars for several of our

CEO SPOTLIGHT OEM clients. In 1999, the company formed Pasha Hawaii and commenced ocean service between the Mainland and Hawaii in 2005, introducing the first Jones Act-qualified, modern pure car/truck carrier to the domestic trades. The MV Jean Anne, named after my grandmother on my dad’s side, has ably served the market providing efficient carriage of autos, trucks, buses and rolling stock of all shapes and sizes including Stryker tactical wheeled vehicles, rail cars, and construction material and equipment.

In 2015, we welcomed the MV Marjorie C, a combination container/roll-on/roll-off (ConRo) vessel. The Marjorie C, named after my grandmother on my mom’s side, is the only one of its type to ply the Mainland/Hawaii trade lane. The 26,000-ton vessel was engineered from a proven design by Grimaldi in Croatia at Uljanik Shipyard and is the largest ever built at VT Halter in Pascagoula, Mississippi. Pasha Hawaii added Marjorie C to not only offer increased Ro/Ro service to existing customers, but to diversify our service offering by expanding our container capabilities and frequency of service.

Quickly following the introduction of the Marjorie C into the Mainland/Hawaii trade, The Pasha Group also expanded operations via the acquisition of Horizon Lines’ Hawaii business units, and welcomed team members from Horizon Lines and subsidiaries Hawaii-based Hawaii Stevedores, Inc. and the California-based operations of Sea-Logix, LLC. In addition to adding four U.S.-flag, Jones Act containerships, the growth in overall scale and associates supporting these Hawaii business units resulted in a nearly doubling in size of The Pasha Group.

This month, Pasha Hawaii is enhancing service for both container and Ro/Ro cargo from the West Coast to Hawaii Island, with the addition of the Marjorie C providing direct service from Los Angeles to Hilo.

This new route complements the Jean Anne’s current bi-weekly service from San Diego to Hilo. By recently deploying all four container ships to service our LA-Hawaii Express (LHX) and CA-Hawaii Express (CHX) routes, we were able to adjust Marjorie C’s route to include a fast, reliable, five-day direct call from Los Angeles to Hilo and bring weekly roll-on/roll-off service to Hawaii Island.

ML: How did you get started in the marine business?

GP: I was always fascinated and proud of the business my grandfather founded and my dad diversified and built. I spent summers working for the company gaining experience in all of our divisions.

After I received my Economics degree from the School of Business at Santa Clara University, I entered the world of finance, joining Wells Fargo Bank’s training program with the intent of pursuing a career in international banking.

The 80’s were a period of rapid growth and my dad asked me to join him and manage part of our forwarding and logistics divisions.

To be able to support my dad in his endeavors was very rewarding.

As the oldest of five children, I’ve always felt a great responsibility to both my family and the company. Together my dad and I successfully expanded the scale and breadth of the company. In 2008, I was appointed CEO and assumed responsibility for all divisions of the company, still working very closely with our Chairman, George III. ML: Tell us about The Pasha Group shipping and logistics business model. How has it evolved over the years since your business first started in 1947?

GP: Growth has been strategic and measured with the goal of having the infrastructure, resources, and capabilities to become a world

GENERATIONS: A young George W. Pasha IV next to his father, George W. Pasha III and grandfather George W. Pasha II

leader in diversified global logistics and transportation services.

Growth and diversification has been largely organic, endeavoring to realize synergies between the divisions and staying close to what we understand and do well. Great effort has been made to stay true to our family values, and through them we strive to support a highly performing group of professionals whose mission is to deliver excellence to a broad base of world-class clients.

The model for many years was asset light. People and property leases in strategic locations were our most important assets. In an effort to allow the company to remain relevant and competitive for another generation or more, beginning with the construction of the MV Jean Anne, we have become a very capital intense business. In 2015, we invested more than $350 million in our business—a large departure from asset light. However, our newest vessel, the Hawaii assets of Horizon Lines and other transportation assets are all very complementary to the core business. We have leveraged off of the existing organization and internal competencies while complementing with the experienced management, operators and sales folks that joined us from Horizon.

ML: Last year, Pasha added the Marjorie C. Have you been pleased with the performance of the new vessel? Do you have plans to add additional RO/RO vehicle carriers?

GP: Marjorie C has proven to be a great fit for the Hawaii trade.

The ConRo vessel has improved our service capabilities through increased capacity and frequency for autos and oversize cargoes as planned. With her unique design, she offers great flexibility by serving a dual role of providing container service while simultaneously serving our Ro/Ro customers. We have also been able to directly call the neighbor islands. Marjorie C features the latest in fuel and emission savings including a shaft generator which uses excess power from the main engine to support electrical needs together with powering of reefer containers.

We are currently actively engaged with the U.S. shipyards to develop our vessel investment strategy. The strategy will balance the July 2016 MARINE LOG 15

CEO SPOTLIGHT

In a photo from 2014, seated are Janet Pasha, Vice President, Public Relations, and George W. Pasha III, Chairman, The Pasha Group (1934-2014); and Back row, left to right: Michael Pasha, Director, OHW and Project Logistics, Pasha Hawaii, Mary Jane Pasha, Owner, MJTransco LLC, George W. Pasha IV, President & CEO, The Pasha Group, Maureen Larson, Vice President, IT Services, and John Pasha, Senior Vice President, Pasha Automotive Services

needs of the trade, Pasha’s strengths and the opportunity to embrace the latest technologies to assure efficient carriage of goods between Hawaii and the mainland.

ML: Last year, Pasha acquired the Hawaii operations of Horizon Lines. What assets and personnel did that involve and how has the integration of those assets been progressing?

GP: Pasha acquired nearly 900 California and Hawaii-based team members that supported Horizon’s Hawaii business, as well as its subsidiaries Hawaii Stevedores, Inc. (HSI) and Sea-Logix, LLC. In addition, we formed a Dallas service center and brought more than 30 ex-Horizon professionals aboard in that office.

Pasha now owns four former Horizon U.S.-flag container ships (Spirit, Reliance, Pacific and Enterprise) operating alongside Jean Anne and Marjorie C. This provides our customers with increased cargo capacity and the widest range of ocean transportation services between Hawaii and the Mainland. We also expanded our ports to include Los Angeles and Oakland, and more than doubled the frequency of our sailings.

HSI provides us with our own experienced manpower to load and offload cargo in Hawaii, and with Sea-Logix, we now have our own container trucking fleet to pick up and deliver our customers’ cargo, as well as provide trucking to other companies.

Adding these businesses has strengthened our integrated shipping and logistics offering to our customers and leveraged synergies 16 MARINE LOG July 2016

within The Pasha Group as a whole.

It’s been a year since the acquisition and the integration of our new employees and assets. The transition has progressed very well.

Our success with this very large and complex transaction is due to the dedication of our employees, both current and former Horizon personnel, all of whom share Pasha’s key core values of teamwork, innovation and excellence.

Combining the two businesses allowed us to more effectively serve our expanding customer base while maintaining our customer service philosophy.

ML: Operators are under tremendous environmental regulatory pressure. How has Pasha addressed the issues of emissions, ballast water treatment and sustainability in its operations?

GP: Environmental management is one of the key responsibilities of our in-house Performance Management Team. Route planning, heat balance, hull resistance, and engine performance are just a few of the parameters regularly analyzed to ensure optimum performance on all of our vessels. We currently have projects underway to install stack analyzers and automatic engine tuning to further increase our fuel efficiency and reduce emissions. Through our Ship Energy Efficiency Management Plan we provide the most up-to-date guidelines to our crews for energy conservation.

We are in discussions with Ballast Water Treatment manufacturers and have completed engineering reviews. Currently there

The Port of Los Angeles

Applauds and Thanks Pasha Stevedoring and Terminals For Their Environmental Stewardship

CEO SPOTLIGHT is not a USCG approved unit available. When approved systems become available we are prepared. Currently we minimize all ballast water exchange.

Environmental sustainability is important to Pasha and we support long-term ecological balance. We are studying alternative fuels with less environmental impact such as liquefied natural gas. The use of reusable or recycled products is encouraged.

To help eliminate pollution from port-related operations, we are also very proud to announce recently that our Pasha Stevedoring & Terminals L.P. team at the Port of Los Angeles is partnering with the Port to launch the Green Omni Terminal Demonstration Project, a full-scale, real-time demonstration of zero and near-zero emission technologies at a working marine terminal. At full build out, Pasha will be the world’s first marine terminal able to generate all of its energy needs from renewable sources.

ML: What do you see for the future of Pasha? What lessons could you impart to other operators regarding best practices?

George IV and George III at a holiday party in 2013

GP: The next several years will entail filling in our organization to bring our standard as close to excellence as we can. Meanwhile we will focus on fundamentals of continuing to invest across the company in a balanced way that will promote health and growth across all of our divisions. ■

A “Wright Brothers moment” for Pasha marine terminal California is known for its work on the “greening” edge of technology. Now the Port of Los Angeles is partnering with Pasha Stevedoring & Terminals on a $26.6 million demonstration project to provide a real world test of zero emissions technologies at a working marine terminal that will be totally solar powered.

Under the Green Omni Terminal Demonstration Project, Pasha will integrate a fleet of new and retrofitted zero-emission electric vehicles and cargo-handling equipment into its terminal operations. The fleet will include four electrified yard tractors, two high-tonnage forklifts, two drayage trucks and a top handler.

Additionally, two wharf cranes will be upgraded with new electrical drives and control systems. The project will also demonstrate ShoreCat, the next generation of the METS-1 (Marine Exhaust Treatment System) for capturing at-berth vessel emissions without plugging into shore power. METS-1, which was piloted at the Port of Los Angeles, is one of only two existing ARB-approved alternatives to shore power.

Taking the project a step further, a microgrid will be set up that includes solar generation, battery storage and an energy management system that will provide all of the energy for the terminal. The 40-acre terminal handles general, project and heavy-lift cargoes of all shapes and sizes, including break bulk commodities such as steel and containerized cargo, making it the ideal laboratory for developing zero-emission solutions for many industries.

Project implementation started in June with the final design and construction of the solar-powered microgrid. Components include a 1.03 megawatt photovoltaic rooftop array, a 2.6 megawatt-hour battery storage system, “bi-directional” charging equipment that can receive as well as supply power, and an energy management control system.

18 MARINE LOG July 2016

At full build out, Pasha will be the world’s first marine terminal able to generate all of its energy needs from renewable sources.

Pasha Senior Vice President Jeffrey Burgin, called the demonstration project, “a Wright Brothers moment,” saying it would be a proving ground to “change the paradigm of how large industrial facilities can run on clean energy.”

The Port of Los Angeles has ambitions to become the world’s first totally electric port. “The Green Omni Terminal Demonstration Project is a great example of moving forward to achieve greater emission reductions from port-related sources and improving air quality for those who live in the neighborhoods next to the port,” said Port of Los Angeles Executive Director Gene Seroka.

The aim is to reduce more than 3,200 tons per year of greenhouse gases and nearly 28 tons annually of diesel particulate matter, nitrogen oxides and other harmful emissions from operations at the nation’s busiest container port. The clean air gains equate to taking 14,100 cars a day off the road in the South Coast Air Basin.

T he C alifor nia Air Resources Board (C ARB) provided a $14.5 million grant towards the project. The competitive grant required matching funds of at least 25 percent. Pasha, the Port and other partners exceeded that threshold with a 44 percent funding match.

In addition to serving as the demonstration site, Pasha has committed $11.4 million in cash and in-kind participation.

Project plans call for phasing in the new infrastructure and technology by the end of this year, with zero and near-zero emission equipment subject to the same rigorous duty cycles of conventional cargo handling equipment. Data collection and analysis to track energy efficiency improvements and cost savings will take place over the subsequent two years.

gulf coast

Annual Supplement to

Headliner

Reporting on marine business in the U.S. GULF COAST

JUly 2016

READY FOR THE

REBOUND Gulf Coast yards evolve with market

gulf coast HEADLINER

Conrad Shipyard’s investments, including its Deepwater South yard, have positioned it for growth

DIVERSITY IS KEY Shipyards look beyond the oil patch for new work The high-flying oil prices of 2014 are like a distant memory. It’s hard to believe that West Texas Intermediate oil was selling at slightly more than $106.06 per barrel on July 1, 2014. The week of June 27 to July 1 this year, oil closed at $45.80 per barrel.

The downturn in oil and gas has been keenly felt in the offshore oil and gas sector—as of July 1, there were only 18 rigs working in the Gulf of Mexico (GOM), down from 29 a year ago.

Port Fourchon, which is home to about 250 oil and gas companies and services about 90 percent of the deepwater activities in the GOM, trimmed its rent by 20 percent just to hold onto port tenants.

Major OSV operators such as Tidewater, Hornbeck Offshore Services, Harvey Gulf International Marine have had to go through the painful process of stacking boats and laying off personnel in order to conserve capital.

That pain has been passed onto the shipyards and suppliers that support the oil patch.

Tidewater, for example, had to significantly reduce its future capital commitments. It negotiated with shipyards that held contracts to build 14 vessels to cancel three contracts, discount the purchase price for four vessels and convert seven contracts into options. If it doesn’t exercise any of the options, Tidewater

will receive a return of installment payments and vessel shipyard credits of over $86 million.

It also cut its future vessel commitments by $131 million.

The downturn also produced consolidation in the shipyard segment. Publicly traded Gulf Island Fabrication, Inc., Houston, TX, acquired substantially all of the assets and assumed certain specified liabilities of LEEVAC Shipyards, LLC, Jennings, LA, for a purchase price of about $20 million. As a result of the acquisition, Gulf Island Fabrication added $122 million of incremental contract backlog, which primarily consisted of four newbuild projects to be delivered this year and next.

DIVERSIFICATION IS THE KEY The most successful shipbuilders on the Gulf Coast are those that have a diverse customer base and one that is not solely dependent on the oil patch. Many of those yards have been bolstered by the tug and barge market.

One of those is Conrad Shipyard, Morgan City, LA, which formed a new business unit last month focused on developing designs and building vessels for the Liquefied Natural Gas (LNG) market.

Conrad Shipyard has taken the lead in the construction of the first LNG bunker transport barge, which is being built to serve TOTE’s

two 3,100-TEU LNG-fuelled containerships that operate out of the Port of Jacksonville, FL, in Jones Act service to San Juan, PR. The 2,200 m3 bunker barge is under construction at Conrad Orange in Orange, TX, and expected to be delivered in early 2017. Conrad is the only U.S. shipyard currently certified and licensed to build vessels using GTT Mark III Flex tank technology.

The formation of the new business unit will seek to build on the company’s success.

It will seek additional contracts for bunker barges and transport barges, and research projects, as well as self-propelled vessels such as dual-fuel towboats.

The new division will be headed by Conrad Vice President Brett Wolbrink. “Brett has served Conrad Shipyard in a variety of management positions, and he has in-depth knowledge of our operation from the ground up,” said Conrad President & CEO Johnny Conrad. “We believe the continued development of the LNG fuel market to be of critical importance. Not only will it provide positive change with respect to environmental emissions, but will ultimately provide significant long-term positive economic results for owners and operators. We want Conrad to be an active participant and a leader in the development of this market.”

July 2016 MARINE LOG S1

Transportation, Melville, NY. Delivery of the 6,000 hp twin-screw tug completes a two-vessel contract awarded to the shipbuilder in August 2014.

The first tug under the contract, M/V Morton S. Bouchard Jr., was delivered to Bouchard Transportation this past February.

Each 130 ft x 38 ft x 22 ft tug is equipped with an Intercon Coupler System, and is classed by ABS as +A1 Ocean Towing, Dual Mode ATB, USCG Subchapter C. “I am proud to announce the delivery of the M/V Frederick E. Bouchard, as it marks the conclusion of our major fleet expansion plan in partnership with our dear friends at VT Halter Marine,” said Bouchard Transportation President & CEO, Morton S. Bouchard III. “This vessel joins our fleet alongside the recent deliveries of the M/V Morton S. Bouchard Jr., and our two newest ATB Units, M/V Kim. M. Bouchard & B. No. 270 and M/V Donna J. Bouchard & B. No. 272.”

Meanwhile, progress is well underway on two Commitment Class LNG-fueled Combination Container and Roll-on/Roll-Off (ConRO) ships for Crowley Maritime Corporation’s Jones Act service to Puerto Rico.

Classed by DNV GL, the ships will be 219.5 meters long, 32.3 meters wide , have a deep draft of 10 meters, and an approximate deadweight capacity of 26,500 metric tonnes.

The ship’s cargo capacity will be about 2,400 TEUs (20-foot-equivalent-units), with additional space for nearly 400 vehicles in an enclosed Ro/Ro garage.

Each ship will be fitted with a MAN Diesel & Turbo 8S70ME-C8.2-GI main engine that will have the ability to burn LNG. The El Coquí’s engine, weighing 759 metric tons, was set in the hull earlier this year (shown at top left) using two 500-ton cranes at VT Halter Marine.

Crowley’s two ConRo ships, which will be named El Coquí and Taíno are scheduled for delivery second and fourth quarter 2017, respectively.

The 6,000 horsepower, 123 ft x 36.5 ft vessels are designed to match with Young Brothers’ fleet of modern high capacity barges. The four new tugs, which will be named after former company captains, will constitute the core of the company’s towing capacity for their 35-year life expectancy.

To be known as the Kapena Class, the tugs will be built to Damen Stan 3711 design and will be powered by General Electric, 8L250MDC, EPA Tier 4-compliant engines with exhaust gas recirculation.

NEW TUGS FOR HARLEY, YOUNG BROTHERS Conrad Shipyard recently signed contracts to build a series of tugs for two different operators worth in excess of $100 million.

One was with Harley Marine Services, Seattle, WA, to build two 4,560 hp ATB tugs.

The two new 116 ft tugs for Harley will be powered by GE 6L250 EPA Tier 4-compliant diesel engines rated at 2,280 hp engines, and were designed by naval architects Entech Design, New Orleans, LA. Both tugs will be delivered in 2017.

The other contract, with Hawaii’s Young Brothers, Limited, is valued at nearly $80 million. Conrad Shipyard will build four new tugs, with the first delivered in the first quarter of 2018, and the fourth by the first quarter of 2019.

Young Brothers, a Saltchuk company operated by Foss Maritime, is a publicly regulated water carrier providing 12 weekly port calls from Honolulu to neighbor island ports.

“Our investment in these new tugs will directly support and further our commitment to frequent, reliable, affordable and universal service for decades into the future,” said Young Brothers President Glenn Hong.

DIVERSE PORTFOLIO Eastern Shipbuilding Group, Inc., Panama City, FL, has one of the most diverse portfolios of any U.S. shipyard. It’s built everything from fishing vessels to ferries to towboats to offshore vessels. It’s one of the few U.S. shipyards with an export order on its books—four towboats for Impala Terminals and was selected as one of the three finalists to design the U.S. Coast Guard’s Offshore Patrol Cutter.

One of its latest deliveries is the 80 ft Zyana K for Bay-Houston Towing Co. Based on a Z-Tech 2400 Class design by Robert Allan, LTD. (RAL), Vancouver, BC, Canada, the Zyana K is the second in a series of four Z-Tech Class Terminal & Escort Tugs being constructed for Bay-Houston Towing Co. The H. Douglas M, the lead vessel in the class, was delivered this past February.

Eastern is also constructing an identical series of four tugs for Suderman & Young Towing Company. G&H Towing Company is the Owners’ onsite Representative and Agent during the engineering, construction and delivery for both Bay-Houston and Suderman & Young, and will operate the boats after delivery.

TUG FOR BOUCHARD Last month, VT Halter Marine’s Pascagoula, MS, shipyard delivered the 6,000-hp ATB tug M/V Frederick E. Bouchard to Bouchard

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MILITARY, GOVERNMENT CONTRACTS provide billions of dollars in work for Gulf Coast firms Billions of dollars worth of contracts placed by U.S. Navy and Army, as well as other federal, state and local government agencies provide an important source of vessel design, shipbuilding and repair work for Gulf Coast shipyards.

At the end of this past May, shipyards and engineering firms around the U.S., including ones on the Gulf Coast, were awarded design and study analysis contracts by the Naval Sea Systems Command (NAVSEA) for the Navy’s next generation landing craft, LCU 1700. The LCU 1700 Program will recapitalize the 32 craft of the LCU 1610 class, which has an average age of 45 years, though they were originally designed for a service life of 25 years. The LCU 1610 Class provides the Navy’s amphibious ships with the capability to move equipment including tanks between ship and shore. The study aims to help figure out how to reduce acquisition and life cycle costs of the LCU 1700.

Bollinger Shipyards, Inc., Lockport, LA; Downey Engineering, Metairie, LA; Eastern Shipbuilding, Panama City, FL; Fincantieri Marine (with Fincantieri Marinette Marine, Fincantieri Bay Shipbuilding and Fincantieri ACR Marine, all in Wisconsin); Marine Group Boat Works, Chula Vista, CA, Technology Associates, Inc., New Orleans, LA; Textron, Inc., New Orleans; and VT Halter Marine, Pascagoula, MS. Just last month, Swiftships LLC, Morgan City, LA, was awarded a $15,000,000 firm-fixed-price contract to procure four 28-meter coastal patrol craft production material kits, with 4.7-meter rigid inflatable boats, forward looking infrared system, diagnostic equipment, and contractor engineering technical services for the Egyptian Navy under

USS Portland (LPD 27) at Huntington Ingalls

Foreign Military Sales (FMS).

The contract will allow Swiftships to procure the kits so that the Egyptian Navy can assemble and co-produce the 28-meter coastal patrol craft in Alexandria, Egypt. Work will be performed in Morgan City, LA, and is expected to be completed by December 2017.

Meanwhile, Austal USA, Mobile, AL, delivered the USNS Carson City (EPF 7) to the Navy last month. It was the second vessel delivered by Austal USA to the Navy in June. The future USS Montgomery (LCS 8) was delivered to the Navy at a June 23 shipyard ceremony, becoming the fourth Independence-variant Littoral Combat Ship (LCS) and the second LCS built by Austal as the prime contractor as part of an 11-ship contract worth over $3.5 billion.

After the delivery of Montgomery, six Independence-variant LCS remain under construction at Austal’s Alabama shipyard. Gabrielle Giffords (LCS 10), Omaha (LCS 12) and Manchester (LCS 14) are being prepared for trials. Assembly is underway on Tulsa (LCS 16) and Charleston (LCS 18) and modules for Cincinnati (LCS 20) are under construction in Austal’s module manufacturing facility.

In addition to the LCS program, Austal is also under contract to build 10 Expeditionary Fast Transport vessels (EPF) for the U.S. Navy under a $1.6 billion contract. Seven EPFs have been delivered while an additional three are in various stages of construction.

Carson City is the seventh ship of the Expeditionary Fast Transport (EPF) class. EPFs—formerly known as Joint High Speed Vessels—are versatile, non-combatant, transport ships used for high-speed mobility and transportation of troops, military vehicles, and equipment. EPFs employ an all-aluminum catamaran design built largely to commercial standards, with modifications for military use.

Austal is currently in production on the USNS Yuma (EPF 8) which is planned to launch later this year, and the USNS City of Bismarck (EPF 9). Fabrication of the USNS Burlington (EPF 10) began June 7.

HUNTINGTON INGALLS In Pascagoula, MS, Huntington Ingalls Industries’ Ingalls Shipbuilding division recently authenticated the keel of the destroyer Delbert D. Black (DDG 119). The ship, named in honor of the first Master Chief Petty Officer of the Navy, will be the 32nd Arleigh Burke-class (DDG 51) guided missile destroyer Ingalls has built for the U.S. Navy.

To date, Ingalls has delivered 28 Arleigh Burke-class destroyers to the Navy. There are five more currently under construction at Ingalls, including Delbert D. Black.

In addition, Ingalls has delivered 10 San Antonio-class ships to the Navy with the 11th, the USS Portland (LPD 27) set for delivery in 2017.

Ingalls has received more than $300 million in advance procurement funding for the 12th ship in the class, Fort Lauderdale (LPD 28).

S4 MARINE LOG July 2016

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TOP BANANA: Chiquita returnS to Port of Gulfport Chiquita cargo ships will begin calling again at the Port of Gulfport, following the finalization of a lease agreement between the Mississippi State Port Authority (MSPA) and Chiquita Fresh North America. The term of the lease is for 40 years, providing Chiquita the opportunity to remain in Gulfport through 2056.

Chiquita ships had been calling at the Port of New Orleans.

“Chiquita’s return demonstrates the ‘Port of the Future,’ or the Port of Gulfport, is the right fit for companies with international shipping needs,” Gov. Bryant said.

“It also reinforces the fact Mississippi has a business environment that helps companies maintain their competitive edge in today’s demanding economy.”

Under the agreement, Chiquita will return to their previous location in the North Harbor, and will also expand operations into Terminal 1. Encompassing a total of 32 acres, the company will double the terminal space, occupy a new maintenance and repair building, utilize 110,000 square feet of warehouse space in the new West Terminal Transit Shed, and the Port will construct 20,000 square feet of temperature-controlled space.

Aerial view of the Port of Gulfport

“We are pleased to return our port operations to Gulfport where our Chiquita ripening and distribution facilities are located,” said Andrew Biles, Chiquita’s President and CEO. “We believe that Gulfport is optimally situated to service our customers most efficiently with both north and southbound vessel services.”

“We never lost sight of a possible return

by Chiquita, and it is with great excitement to announce their return to Gulfport,” said

Intermarine transports coke drums to NOLA Intermarine, LLC, Houston, TX, which controls a fleet of over 50 vessels with lifting capacities up to 1,400 metric tons, recently transported four coke drums on the MV Ocean Freedom from Gijon, Spain, to New Orleans, LA. The cargo was transported for forwarder Agility Project Logistics with end clients Phillips 66 and Wood Group Mustang.

The cargo units weigh 333 metric tons each. The 14,360 dwt MV Ocean Freedom was selected due to the vessel’s ability to move items via single crane lift and/or tandem lift. The 153.8m ship has two 400 metric ton cranes. The holds of this vessel also allowed for below deck stowage, providing

S6 MARINE LOG July 2016

further protection of the cargo.

The dimensions of the cargo provided limited options for lashing and securing points on the units. As a result this job required a complete method statement with loading and lashing plans; and CAD designs in addition to the expertise of Intermarine’s experienced technical department.

“This project is a perfect example of what Intermarine does best – we have the tools, skills and personnel to create custom solutions and safely transport challenging cargoes,” said Justin Miller, Commercial Manager – U.S. Flag Services.

The coke drums were discharged directly to barges in New Orleans.

Double banking required precision as Intermarine was responsible for arranging the barge location, crane outreach and placing the units in the perfect position onboard the barge.

Intermarine operates the largest U.S. flag heavylift fleet and controls Industrial Terminals (Houston).

Jonathan Daniels, MSPA Executive Director and CEO. Daniels said the state did not provide a financial incentive to Chiquita to return.

“The return of Chiquita is a testament to the improvements made through the Port of Gulfport Restoration Program, to the extraordinary teamwork exhibited daily by the leadership at the port and also to the outstanding workforce in Mississippi,” said Mississippi Development Authority Executive Director Glenn McCullough, Jr. “The success of Chiquita and the other tenants utilizing the Port of Gulfport is very important to Mississippi as we continue to grow our economy and create new opportunities for Mississippians throughout the state.”

The Port of Gulfport is currently undergoing a $570 million Restoration Project and now spans 300 acres. It recently added three gantry cranes at a cost of $30 million. Construction is expected to be completed towards the end of 2017 and is funded by a Community Block Grant from the U.S. Department of Housing and Urban Development.

Chiquita is expected to directly employ 10 management and operations personnel. Their return to Gulfport will have the most impact on the ILA Local #1303.

“I’m thrilled for the members of Local #1303 to have Chiquita back, and their return further increases job stability for our longshoremen,” said ILA Local 1303 President, Darius Johnson. “I’m looking forward to having every piece of Chiquita’s operations back in Gulfport, and our longshoremen are ready to provide Chiquita with a strong workforce.”

With a lease agreement in place, the Port of Gulfport will begin seeing Chiquita containers arriving as early as the middle of this month, with the first vessel set to arrive in August.

gulf coast HEADLINER

Bollinger SHIPYARDS In Phase 2 of its FRC acquisition program, the U.S. Coast Guard recently awarded a contract to Bollinger Shipyards LLC, Lockport, LA, for the procurement of up to 26 Sentinel-class Fast Response Cutters.

The initial value of the award is $318.6 million, which covers the production of six cutters. The contract has a potential value of $1.42 billion if options to procure all 26 cutters are exercised. At that point, the Coast Guard will have ordered all 58 FRCs in the program of record.

At the time of the award, Bollinger’s CEO and President Ben Bordelon said, “We are pleased with this award to build 26 FRC Coast Guard cutters. Our relationship with the Coast Guard began over 30 years ago and we are proud to continue building on that legacy.

This is a testament to the skilled Louisiana based team of Bollinger employees.”

The FRCs are 154 feet long, can travel at speeds of at least 28 knots, and have a range of 2,950 nautical miles. Each ship features improved seakeeping and habitability; new command, control, communications, computers, intelligence, surveillance and reconnaissance equipment; and stern

continues FRC success story

cutter boat launch to more easily reach vessels of interest.

Just last month, Bollinger Shipyards delivered the USCGC Joseph Tezanos, the 18th Fast Response Cutter in the Sentinel Class program to the U.S. Coast Guard.

Like others in the class, the USCGC Joseph Tezanos is based on a proven, in-service parent craft design from the Damen Stan Patrol Boat 4708. The FRC has been described as an operational “game changer,” by senior Coast Guard officials.

The Coast Guard took delivery of the

USCGC Joseph Tezanos on June 22 in Key West, FL, and is scheduled to commission the vessel in Puerto Rico during the month of August 2016.

Each FRC is named for an enlisted Coast Guard hero who distinguished him or herself in the line of duty. This vessel is named after Coast Guard Hero Joseph Tezanos, who was awarded the Navy and Marine Corps medal for distinguished heroism while leading the rescue of more than 40 injured service members following the explosion of a Navy LST in Pearl Harbor, Hawaii in 1944.

The USCGC Joseph Tezanos, 18th Sentinel Class Fast Response Cutter

www.hattonmarine.com

July 2016 MARINE LOG S7

TWO GULF SHIPYARDS to build ferries for NY City TWO GULF COAST SHIPYARDS HAVE SECURED contracts to build 19 catamaran ferries that will operate in New York City’s new Citywide Ferry fleet, according to an executive at Hornblower Inc. In an exclusive interview with Marine Log, Cameron Clark, VP and GM, Hornblower NY, said Horizon Shipbuilding, Inc., Bayou La Batre, AL, and Metal Shark Aluminum Boats, Jeanerette, LA, would build and deliver 14 ferries by the first quarter of 2017, and the remaining five ferries by 2018. The service, which will be operated by Hornblower under a contract with the city, will launch in the summer of 2017.

Once up and running, the new fleet will be the first ferry fleet to operate citywide.

The service is expected to help alleviate some of the congestion on New York City’s already overcrowded and aging MTA subway system, and help bring service to growing waterfront and underserved communities.

The 19 catamaran ferries will all be based on an Incat Crowther design. The 26m ferries will carry at least 149 passengers to 21 landings across four of the city’s five boroughs. Each vessel will use EPA-compliant Tier 3 engines to help reduce diesel emissions and noise. The hull design is expected to limit wake and maximize fuel efficiency.

The goal is to deliver a “21st century ferry product to New York Harbor that will make working, living and playing along the waterfront that much easier,” said Clark. The ferries will be fitted with such amenities as charging stations, WiFi and bicycle racks.

While the short build time will be challenging, Horizon Shipbuilding and Metal Shark are more than capable of getting the job done. Both yards are geared for series construction, and have a proven track record, having completed large vessel orders under aggressive timelines in the past.

Horizon, for example, delivered 40 vessels in a 20-month timeframe. It is currently building two 100 ft escort tugs for McAllister Towing.

Horizon’s GORDHEAD management software also proved to be a deal clincher.

Clark says the use of the GORDHEAD management software, an effective tool in keeping build projects on time and on budget, will allow Hornblower to stay connected with the team on the ground 24/7 and ensure the project stays on schedule.

Meanwhile, Louisiana-based Metal Shark, which has grown substantially over the last decade, was one of nine shipyards awarded a Small Shipyard Grant by the Maritime Administration (MARAD).

The boatbuilder has contracts with the U.S. Navy—producing the Navy’s Force Protection Boat-Medium, High Speed Maneuverable Surface Target Boat (HSMST) and 7-meter RHIBs; the U.S. Coast Guard’s Response Boat – Small (RBS) fleet; and a slew of contracts for Foreign Military Sales, state and local law enforcement agencies, pilot, associations, and port operators.

The acquisition of its Franklin facility in 2014—where it’s believed the Citywide Ferry vessels will be built—enabled Metal Shark to expand its portfolio and construct both aluminum and steel vessels up to 250 ft long.

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S8 MARINE LOG July 2016

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MARKETPLACE Center Lift, Inc. specializes in moving marine assets using pneumatic rollers. Founded in 2011, Center Lift offers clients a safe and flexible option to increase their vessel construction and maintenance capacities without large-scale capital investment. Center Lift’s engineered pneumatic roller method and patented Stability Control System (SCS) ensures highly controlled lifts, improving safety conditions and reducing risk to personnel and assets. The SCS monitors loads, ground pressure, and hull stress, preserving the vessel’s structural integrity and electronically monitors air pressure, up to 1/10th of 1 PSI. Center Lift’s innovative pneumatic roller system allows vessels to be on and off loaded from yard to dry dock having elevation differences of up to 46 inches at the transfer point and can be used on poor soil load-bearing areas as well as in cases with as few as 12 inches of space between the ground and the hull.

There’s never a good time for hoisting equipment to malfunction, especially in the middle of lifting a ship’s propeller or performing routine maintenance. Whether it’s the initial fabrication or conducting repairs, you’ll need the right equipment in the right quantity and at the right time. One of the most commonly-used pieces of equipment to repair or build ships are air chain hoists. Designed for a maximum strength to weight ratio, air chain hoists have simple electronic controls and most can lift up to 50 times their weight. An additional advantage is that the air hoist motor is less sensitive to adverse working conditions, which is essential for shipbuilders and repairers due to working frequently within an oceanic environment. So, when you’re lifting a propeller out of the water or repairing a hull, Lifting Gear Hire will always provide the safest equipment required to get the job done, so you can worry less, and finish first.

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Lifting Gear Hire 9925 S. Industrial Drive Bridgeview, IL 60455

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Coastal Marine Equipment has built a strong reputation in providing superior design, construction, service and support for a wide variety of American Made deck machinery in the marine industry. Coastal Marine offers a complete line of marine deck equipment including anchor windlasses, capstans, towing winches, mooring winches, anchor winches, reels, spud winches, stern rollers, tow pins and rescue boat davits.

Coastal Marine Equipment 20995 Coastal Parkway Gulfport, MS 39503

T: 228.832.7655 E: anthonyg@cmei.biz www.cmei.biz

Gulf Coast Air & Hydraulics is a full line distributor specializing in Air and Hydraulic Sales, Service, Fabrication and Installation for the Industrial and Marine Industry. Sales and Service capabilities available 24 hours a day, 7 days a week. Custom packages designed and manufactured to customer’s specifications.

Gulf Coast Air & Hydraulics, Inc. P.O. Box 161134 Mobile, AL 36616

T: 800.947-1012 T: 251.666-6683 F: 251.666-6684 www.wegetstuffdone.com

Hatton Engine & Generator Systems is a Seattle based company specializing in marine diesel engines, generator and stationary power systems. HATTON is your one-stop shop for all your marine diesel engine, generator and stationary power system needs. No matter what your problem, you can count on HATTON to get the job done.

Hatton Engine & Generator Systems 4735 Shilshole Avenue NW Seattle, WA 98107

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Metal Shark’s fleet of custom-built CBRN, law enforcement, militar y, fire/rescue, commercial and recreational boat s redefines the standard of excellence for heavy-duty welded aluminum vessels. Designed to the mission-critical specifications of the world’s most demanding operators, Metal Shark’s solid, durable, and lowmaintenance platforms are built to withstand extreme conditions, harsh environments, and years of abuse. Contact us today and let our team of naval architects and marine engineers custom-design 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

T: 205.264.7784 F: 205.320.7169 E: jasmine.germany@regions.com www.regions.com

For over 60 years, VT Halter Marine has designed and built ocean going, stateof-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.

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Education & Training

Training and Retaining Mariners must go through extensive and sometimes expensive training to advance their careers

By Matthew Bonvento, Manager, Safety, Security, Quality and Maritime Compliance, Vanuatu Maritime Services Ltd.

Shutterstock/CANARAN

O

ne of the biggest concerns in shipping is finding and retaining qualified mariners. This is further exacerbated by the downturns in the oil and bulker markets, where vessels are being laid up or sold for scrap, leaving crews to find work where they can, possibly outside of the industry. Even before these mariners actually get their jobs, there is a plethora of regulatory barriers to obtain the original Certificate of Competency for officers, and even numerous hoops to jump through for the unlicensed as well.

The 2010 Manilla Amendments to the STCW and the Maritime Labor Convention of 2006 have created additional requirements than previously seen.

First and foremost a mariner must obtain a Transportation Worker Identity Credential (TWIC). In the past, mariners background checks were conducted by the U.S. Coast Guard. Now the TWIC card reduces the Coast Guard need to conduct said checks, since the TSA is doing so. An original TWIC costs $128.00 out of the prospective mariner’s pocket, before they even have credentials or a job. At this point we are going to focus solely on the U.S. Mariner. Although STCW has standardized much of the training, the implementation in different countries can be vast.

The second step, and sometimes the most difficult to complete

is the mariner physical. One would think that it is as easy as walking into your family doctor’s office, handing them the form, and doing the physical. Unfortunately many doctors are not equipped to deal with the more specific items such as the color vision test. If your doctor cannot do this, then going to the eye doctor may suffice, but call ahead. Yours truly has found that not all eye doctors’ offices have the requisite tests that the Coast Guard wants. It is best to go to an OSHA clinic or a doctor who conducts FAA pilot physicals. The entire medical requirements can be found in NVIC 01-14.

The next step is to have a drug screening. Not any drug screening is acceptable. This must be done in accordance with 46 CFR 16.220, filled out on the appropriate DOT form and submitted to a USCG approved testing facility. This can range from $50 to $150 depending on your location. Many civil service drug tests do not count for the USCG requirements.

With the addition of an entry level rating application and the fees totaling $140 for MMC issuance and evaluation, a mariner is ready to begin looking domestically for a job. At this point the prospective mariner has possibly spent well over $400 of their own money, just to get a credential to work on board. What can an Able Seafarer expect to make? The monthly minimum according July 2016 MARINE LOG 19

Education & Training

to the ILO is $614.00. Now on a U.S.-flag vessel, this low of a wage likely will not be seen. But U.S. seafarers working on foreign-flag vessels may see this.

This, however, is only the beginning. Gone are the days where an Ordinary, or even a Mess man could work their way up the hawse pipe all the way to Captain, without having to take an inordinate amount of classes and jump through bureaucratic hoops.

The next rung on the ladder to advancement is the Rating Forming Part of a Navigational or Engineering Watch. In order to accomplish this the candidate must either have a Qualified Assessor sign off on certain competencies. This is in addition to the required six-month sea time. Another option for the seafarer is to complete a training program approved by the U.S. Coast Guard that includes two months of sea time. The price of this course?

Anywhere upwards of $1,000.00.

After that, one can either go to a Maritime University, Union Training Center, local Captains School or acquire the requisite sea time and have the competencies signed off on in order to become a vessel officer. Either way the process takes several years of hard work, study, and dedication. In the end it is all worth it. But once you reach officer level, the workload to upgrade that license increases substantially. We will also touch on customer specific requirements for the training of crew and officers.

When I graduated SUNY Maritime in 1997, the school had not fully implemented STCW 95 into the curriculum yet. Therefore, after graduation, many of my classmates and I stuck around for a few weeks to complete these requirements. Nowadays the STCW requirements are included in the curriculum and the cadets graduate ready to sail. From there however, the price of ambition can be high as we will see. Once upon a time officers would sit for each and every upgrade to their license. Now, at least on the deck side, a Third Mate only needs sea time to upgrade to Second Mate.

Engineers are far more complicated as the type of plant must be taken into consideration. (I am a deck officer, so I’m a little biased on the subject.)

Upon upgrading to Second Mate, this officer must now go through a large amount of training to upgrade to Chief Officer.

If the prospective Chief Officer has someone willing to sign off on their Celestial Navigation and Advanced Navigation competency sheets, they have just shaved 80 hours off of their training. If not, 20 MARINE LOG July 2016

then the prospect may be taking close to 450 hours of training.

This can be up to 12 weeks of classroom time. The cost? Upwards of $10,000.00. This is before paying the Coast Guard their fees for examination, evaluation, and license issuance. If the mariner is lucky their employer or union sponsors them for this training. As a former union sailor, I had no out of pocket costs for this training. If the mariner does not have a sponsor for this training, the price tag is quite substantial, especially in a market such as this, where jobs are becoming more and more scarce.

One would be led to believe that there could not possibly be any more training required after this. This is not necessarily the case.

Management officers are often required to have undergone the Medical Person in Charge training and Fast Rescue Boat. Of course there is also the specialty training that needs to be taken in certain trades such as Person in Charge for Tankers, or Liquid Carriers, Crowd control and Crisis Management for those working passenger vessels. Those officers working for Military Sealift Command may be required to take Small Arms, Chemical, Biological, Radiological Defense Officer (CBR-D), and a manner of other courses dependent on the vessel the mariner will sail upon. These extra courses can total another month or two of the mariner’s off time.

There is a fair proportion of the maritime industry with personnel who have never spent any significant time at sea. That in it of itself is not a problem; not all jobs require seagoing experience. For many however, the mariner is viewed as a tool and not a person who has hopes, dreams, and aspirations. These mariners spend on average six months a year on the ship. Some may trade coastwise, some international.

If six months is spent on the ship and then contract requirements or career ambitions require further training, a mariner can only have a total of a few weeks off each vacation to spend with family, friends, and loved ones. I am not proposing that we reduce the educational requirements. I believe that we will see a downward trend in accidents across the board in the coming years due to increased training. But other measures need be considered by ship owners and managers in order to allow the mariners to have a fair amount of time off to do the things that life may require of them and get that much needed rest in order to return refreshed and ready for work. If we are to retain the talent that is required to crew the vessels, than we must remember their humanity. ■

Shutterstock/stockphoto mania

Even after graduation, a seafarer’s training is not done. The completion of a number of programs are required to rise through the ranks

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EDUCATION & TRAINING

SUNY Maritime is working to meet growing mariner demand

The Course to Career Success Academies adapt to ever-changing industry landscape to help students thrive

By Lori Shull, SUNY Maritime Communications Director with Capt. Ernest Fink and Mate James Rogin, SUNY Maritime Faculty

A

n increasingly technical world, on board and ashore, and a growing mariner shortage have conspired to make maritime education and training more important than ever.

The maritime world plays a significant role in moving the global economy. Educational institutions ensure those responsible for moving the world’s assets are well-qualified and prepared for their roles.

According to the latest BIMCO and ICS manpower report, the industry is facing a need for nearly 150,000 officers in the next decade and is already short 16,000 officers. The need to keep men and women sailing on their licenses for longer, and to recruit and train new officers, is growing steadily.

In times of high demand, it is not unknown for the quality of a product to decrease. Yet that is an unconscionable risk for the industry and its regulatory agencies. In fact, requirements to earn and upgrade a license are becoming more stringent, meaning that educators must take additional steps to ensure the necessary requirements are met for all entering the fleet. Additionally, vessels and operating procedures are becoming increasingly complicated; it is imperative that the men and women in charge of them and their cargo know what they are doing.

At SUNY Maritime College, the professional education and training department is responsible for giving professional mariners the continuing education they need to stay current and qualified under changing regulations. The program also trains students for limited tonnage licenses, playing an important role

in the nation’s brownwater f leet.

For more than 100 years, SUNY Maritime has educated and trained merchant mariners, changing its curriculum, facilities and program offerings to align with the needs of the industry and U.S. Coast Guard requirements. Once again, the college is working to meet the growing mariner demand and to ensure that they succeed in their pursuit of Coast Guard mariner credentials.

The changes, among others, include offering additional courses to help licensed mariners maintain and update their skills as well as building facilities to train new mariners.

The Manila amendments to the International Convention on Training, Certification and Watchkeeping standards, approved in 2010, go into effect at the end of the year. Safety is, and always will be, paramount to the maritime landscape, and the Manila amendments are designed to enhance crew safety at sea.

The amendments require, among other things, that all mariners take regular courses in basic training, renew their endorsements, and pass leadership courses to upgrade and maintain their credential. No longer is experience at sea enough.

Basic training, which covers all the subjects most important to a vessel’s safety, still teaches basic firefighting, personal survival techniques, personal safety and social responsibility, and basic first aid. But now mariners will need to take the course, or a version of it, every five years in their professional careers.

After the end of the year, mariners entering the profession will take the original 40-hour course which introduces them to July 2016 MARINE LOG 23

Cadets conduct training exercises on the Bouchard ATB simulator

onboard safety operations. A 16-hour refresher course will be required for all who have not accrued 360 days of sea time in the past five years. An 8-hour course has been designed for mariners who have accrued the 360 days in a five-year period.

Nor is it enough anymore to earn lifeboatman, fast rescue boat or tankerman-PIC endorsements once and carry them for life.

Once the Manila amendments go into effect, mariners must renew these qualifications to keep them. These courses are being developed by a variety of players, including state maritime academies like SUNY Maritime.

Safety practices and awareness are, of course, the most important thing that maritime educators impart to their students. This is a dangerous field and there are too many things that can go wrong.

But the Manila amendments have also recognized the increasing importance of a second set of skills related to teamwork and leadership, not only for those in leadership positions but for all officers onboard a vessel.

The essence of Coast Guard licensure training, at SUNY Maritime and elsewhere, is focused on developing mates and engineers who can work together and make decisions. The Coast Guard requires a regimented lifestyle and, though interpretations of that lifestyle vary, the focus is in developing an individual’s character and leadership skills so that the safety of the crew and vessel are paramount, rather than individual’s wants and needs.

The regimental program at SUNY Maritime, in keeping with STCW standards, now includes leadership and teamworking training, while professional mariners can come to the campus to take the individual course. The course will focus on case studies, workload management, maritime conventions and regulations, and situational awareness to enhance decision making skills.

STCW standards also include training for those looking to advance into personnel management positions on both the deck and engine sides of vessel operations. More training has been added to ensure that officers can work together to, once again, ensure the vessel’s operations go as smoothly and safely as possible.

The 35-hour course is required for all chief mates, masters, second engineers and chief engineers. It focuses on managing and training shipboard personnel, building situational awareness, and optimizing the use of engineering and bridge resources.

As the scope of training expands, so too have the resources and facilities at the academies which have grown and become more sophisticated. Vessels are increasingly technical and, though training ships and cadet commercial shipping assignments offer real-world experience onboard, it is unwise to allow a future mariner to sail without previous knowledge and virtual experience.

24 MARINE LOG July 2016

Simulation technology has become so advanced that cadets and mariners can gain experience with nearly any situation before ever stepping onboard. In a simulator, future mariners can practice standing watch anywhere in the world on a vessel powered by any form of fuel. As the global fleet changes from steam to diesel to, increasingly, natural gas in an effort to reduce pollution, these opportunities help professional mariners gain the experience they need to sail for a variety of companies and on a variety of vessels.

All of the maritime academies have expanded their simulation centers and systems in recent years. At SUNY Maritime, the past few years has seen both the building and expansion of simulators, inculding a tug and barge simulator and a full mission engine room simulator, which is enhanced with a 20 desktop station classroom to allow as many students to gain experience as possible.

These technologies, as complex as they are, can only produce data from which a student can learn. The equipment allows for— indeed it requires—a large amount of human interaction.

After all, the human element is by far the most important element of any vessel at any time and in any place. Interpreting the data onboard a simulator allows a professional mariner to correctly interpret the data coming from a vessel’s systems and act based on that data to ensure the safety of the vessel, cargo and crew.

Simulators and simulation systems are imperative for cadets and mariners to become familiar with the equipment onboard a vessel and that they will someday use and be responsible for. Simulation allows them to learn, within a controlled environment, what a navigational bridge or engine room is capable of and how to harness it to move a vessel safely from one port to another. Such training exercises allow students to make mistakes and learn from them without risking millions of dollars, environmental damage and lives.

Simulators at SUNY Maritime, as at the other academies, are nothing new. SUNY Maritime has several Class A bridge simulators, radar/ARPA ECDIS labs and a liquid-cargo handling simulator. As onboard technology and simulation programs become increasingly sophisticated, maintenance and software upgrades ensure that future mariners are getting the best experience possible and that which most closely mimics the world they will be sailing in after earning their Coast Guard licenses.

Partnerships with maritime companies help to ensure not only that new mariners are getting the appropriate training, but that current mariners can also return to maintain and upgrade their credentials. The ATB simulator at Maritime College has been supported and expanded through the generosity of Bouchard Transportation Company, Inc. The latest expansion includes two Class B stations to allow coordination between up to three tugs and a barge.

Mariners and cadets working in SUNY Maritime’s engine room simulator have the additional benefit of being able to train remotely through cloud technology. The simulator is no longer bound to the room in which it is confined, and trainees are able to spend additional time with the equipment. This capability, combined with digital textbooks, means that the possibilities for training and continuing education are endless.

These simulators and additional STCW courses help our nation’s mariners adapt to and thrive in an ever-changing industry. The same way that any other professional must adapt to the changes brought on by the information revolution and a changing world, so too must the mariner. Indeed, since the mariner travels the world and plays such a large role in the functioning of the global economy, the needs for continuing education and training are perhaps even more important than most other professions. ■

Photo Courtesy of SUNY Maritime

EDUCATION & TRAINING

EDUCATION & TRAINING

Working Together

U.S. Secretary of Labor Thomas E. Perez takes a tour of Great Lakes Shipyard

Sector partnerships between industry, education and training help equip students with the skills needed to excel in the market Compiled by Marine Log Staff

S

peaking to the importance of training—and more specif ically, the value in having employers involved in the development and process of training programs—was U.S. Secretary of Labor Thomas E. Perez who recently traveled to Cleveland-based Great Lakes Towing Company’s headquarters to discuss the crucial role “sector partnerships” play in equipping workers with the skills needed to compete and thrive in the current labor market.

These sector partnerships are described as employer-driven partnerships of industry, education and training, and other stakeholders that focus on the workforce needs of key industries in a regional labor market.

One shining example of how these sector partnerships works to the benefit of both employer and employee is the Great Lakes Shipyard which has used the strategy to expand its business and train its workers.

“As a Cleveland business with 116 years of expertise in the maritime industry, The Towing Company (Great Lakes Shipyards and Great Lakes Towing Company) has always known the significance of training and developing our youth in preparation for the real-world, good paying careers in the trades,” said Ronald Rasmus, Chairman of The Great Lakes Towing Company and member of the Cleveland-Cuyahoga Country Workforce Investment Board. “Exposing students to the shipyard and teaching them

interpersonal skills, not only increases their growth but allows us to create a talent pool for us to tap into as we expand our manufacturing business.”

Through the Workforce Pipeline created by the Great Lakes Towing Company and Great Lakes Shipyard, students from local Cleveland schools—Cuyahoga Community College (Tri-C), Max S. Hayes High School and Saint Martin de Porres High School—are provided with internship opportunities and on-the-job training.

In order for opportunities such as these to remain available for free to students, grant funding is vital.

In 2015, the Department of Labor awarded a $7 million Sector Partnership National Emergency Grant to the State of Ohio to help support a variety of sector partnerships across the state. The state further awarded $2.1 million to the Cleveland-Cuyahoga County Workforce Investment Board for partnerships focused on manufacturing and information technology careers.

For its part, the Great Lakes Shipyard has, for the last two years, participated in the Medina Country Workforce Development internship program sponsored by Ohio Means Jobs and Make it in America Grant. The grant enabled Great Lakes Shipyard to partner with Cuyahoga Community College (Tri-C) to help foster training at the shipyard through the school’s Tri-C Fast Track Welding Program. The ten-week program offers hands-on training in Welding Blueprint reading, Stick welding, MIG welding, and TIG welding.

July 2016 MARINE LOG 25

SU

EDUCATION & TRAINING “Workforce partnerships built around the industry-specific needs of multiple employers are helping to expand opportunity for American workers, while also strengthening local communities and building a U.S. economy poised for growth.”

Star Center’s New Program

Crowley’s crew retention on its fleet is 87 percent

Great Lakes Shipyard also used resources provided by The Manufacturing Advocacy and Growth Network (MAGNET) to create a structured on-the-job training plan for the interns. MAGNET representatives and shipyard staff worked together to develop a training program that would help ensure each intern received standardized and comprehensive training at the shipyard.

Secretar y Perez a lso used his recent v isit to t he yard to announce the availability of approximately $100 million in America’s Promise Job-Driven Grants to help develop and grow regional partnerships between workforce agencies, education and training providers, and employers.

The America’s Promise Grant is designed to help increase opportunities through tuition-free training for middle- to high-skilled occupations and industries; expand employer involvement in the design and delivery of training programs; utilize evidence-based sector strategies to increase employability, employment earnings and outcomes of job seekers; and leverage additional public, private and foundation resources to scale and sustain proven strategies.

“These grants are part of the Obama administration’s commitment to redesigning a modern skills infrastructure in America that engages employers as never before,” said Secretary Perez.

With the hopes of filling in the projected shortage of marine engineers, the American Maritime Officers (AMO) Union and Star Center have developed the TECH Program, a comprehensive marine engineering training program. TECH is short for The Engineering Candidate Hawsepipe program.

The U.S. Coast Guard approved program originally launched in 2014. The two and a half year program is aimed at high school graduates hoping to pursue a career as a seagoing marine engineer.

The program offers intensive training sessions onboard ship and ashore, alternating between a classroom setting and training at sea.

This summer, all training will shift to the AMO STAR Center to help control training and monitor costs. Called Tech 2.0, this revised version of the program will see a total of eight (8) phases take place before studying for license begins. The total program consists of 43 weeks of training and 360 days at sea.

Training and sea projects are all conducted under the supervision of licensed engineers onboard. Once the projects are assessed

by STAR Center’s engineering staff trainees—only those who performed well at sea and whose projects are approved—will be permitted to go on to the next phase of training.

Once completed, the candidate will take the U.S. Coast Guard Third Assistant Engineer Motor exam. Upon completion and issuance of a 3 A/E Merchant Mariner Credential, the candidate will have full applicant status and employment with AMO. One of the added benefits of the TECH Program is that there are no tuition or room and board fees. In addition, most transportation costs incurred are covered as long as the trainee completes the program and sails as a licensed engineer for AMO upon completion.

Applicants hoping to apply for the next class, which begins January 2017, must apply by August 8, 2016 at www.star-center.com/ techprogram/techprogram.

MPT OPENS NEW TRAINING SPACE, continues expansion plans Fort Lauderdale, FL-based Maritime Professional Training opened the doors to its newest facility, the MPT SMART Simulation Center, part of its ongoing expansion and renovation program. The building adds an additional 25,000 ft 2 of classroom and training space—bringing the total classroom, training labs and technology space on campus up to 61,000 ft 2. The expansion also enables MPT to train more students each year—more than 13,000 students are expected to be trained at the facility annually.

“The new building was designed as the next step in our simulation program, expanding our full mission bridge simulators, updating their technology, and integrating them with a new Class A Engine Room Simulator,” explained Capt. Ted Morley, Chief Operations Officer, MPT. The facility features a number of practical engineering labs and houses three Class A Full Mission bridges, a new radar lab, new ECDIS lab, new DP lab, an Class A Engine Room Simulator, and a new Class A Liquid Cargo Handling Simulator.

“The new classrooms are all SMART-enabled with integrated technology,” he adds. “The building features LEED compliant equipment and is designed to provide a high-tech, yet environmentally sustainable learning environment.”

26 MARINE LOG July 2016

An additional bonus of the expansion and renovation program was the overhaul of MPT’s engineering department. The revamp included the expansion of the Machine Shop and Welding Shop, an updated systems lab, new HVAC training equipment, new engine labs and renovated classroom spaces.

Capt. Morley adds that the completion of the SMART Center and the installation of the waterslide lifeboat and rescue craft launching facility are just some of the milestones in MPT’s expansion.

MPT is fully invested in fostering an environment that helps train crew for the future. “MPT offers every level of regulatory crew training and several non-regulatory skills course,” explains Lisa Morley, Vice President of Sales and Marketing. MPT offers training at a variety of facilities across its campuses, including its MPT SMART Simulation Center, Marine Tech Shipboard Firefighting Site, the Sea Survival Training Facility, and the MPT Fleet of Training vessels. She adds that MPT is also a founding sponsor of the Marine Industry Association of South Florida’s Annual Marine Industry Event which promotes the economic value of the marine industry and supports the effort to educating the next generation on marine career related opportunities.

EDUCATION & TRAINING Benefits of Training Its no secret that crew retention is of vital importance to the U.S. merchant f leet. Companies such as Jacksonville, FL-headquartered Crowley Maritime Corporation are fostering programs to not only train crewmembers, but also make sure they are properly supported throughout their career. This past May, more than 100 members of Crowley’s management program reached anniversaries working as crewmembers on six vessels in the Military Sealift Command T-AGOS/T-AGM fleet which is managed and operated

by Crowley’s government services group.

The management program’s goal is to attract and retain crewmembers, and offer professional development and support.

Crowley says it has emphasized training and professional development of mariners as well as supported quality of life through scheduled rotations on board the ships.

Overall, Crowley reports that retention for the f leet is 87 percent—92 percent for off icers and 82 percent for unlicensed mariners.

Crowley’s ship management group provides commercial ship management, along with full technical management and government contracting. Under its contract with the U.S. Navy, it provides full turnkey operation and management for the f leet, including crewing, scheduled and unscheduled repair and drydocking.

Crowley also recently announced that it assisted the Alaska Vocational Technical Center (AVTEC) to win a three-year grant to help students successfully establish careers in the maritime industry.

The Carl Perkins Post-Secondary Grant from the Alaska Department of Education & Early Development’s Career & Technical Education Office will award AVTEC with a $250,000 annual grant for three years. AVTEC will use the grant to enhance its AVTEC Secondary Training Academy (ASTA), to help students earn the credentials needed for licenses to work on maritime vessels.

Academic and professional development distance learning courses In-company development by instructor led training and distance learning

MBA Shipping and Logistics PG Dip / LLM International Maritime Law PG Dip Marine Insurance PG Dip Maritime Energy Diploma in Maritime Business Management Diploma for Harbour Masters Diploma in Marine Surveying Diploma in Surveying Offshore Floating Units Diploma in Shipping Commercial Management Diploma in Terminal Management Diploma in Oil, Gas and Petrochemicals Shipping Certificate in Cargo Surveying Certificate in Marine Surveying Practices Certificate in Ship Registration Certificate in Commercial Management and Procurement Certificate in Bunkering Operations and Management Certificate in KPIs for Shipping Certificate in Ship Sale and Purchase Certificate in Ship Repair Contract Management Certificate in International Codes and Conventions Certificate in Trade and Transport Law Certificate in Classification and Statutory Surveys

The Value In Distance Learning Over in the U.K., Lloyd’s Maritime Academy is getting ready to celebrate its 40th anniversary. The academy provides professional development and academic education courses for the industry with over 3,000 students enrolling into its open distance learning programs. The academy is also contracted by over 110 businesses and organizations for course and in-company training programs.

Throughout the last two decades, Lloyd’s Maritime Academy has placed an emphasis on distance learning courses. The most popular courses offered include the MBA in Shipping and Logistics, the Postgraduate Diploma / LLM in Maritime Law, the Diploma in Marine Surveying and Diploma in Maritime Business Management, which are delivered in partnership with recognized academic institutions, ensuring the best quality of learning experience and global recognition.

Lloyd’s Maritime Academy also delivers a host of shorter focused professional development courses by distance learning, including the Certificate in Shipping Business, Certificate in Naval Architecture and Certificate in Chartering, just to name a few, which range in duration from 12 to 18 weeks.

Distance learning as a study method, puts the student in control of their learning—an ideal solution for those in the maritime industry. For in-company corporate solutions, Lloyd’s Maritime Academy delivers client specific education and training solutions.

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July 2016 MARINE LOG 27

EDUCATION & TRAINING Carnival’s Arison Maritime Center This month, operations are expected to begin at Carnival Corporation’s Arison Maritime Center in The Netherlands.

The centerpiece of the new seven-acre campus is the CSMART Academy, the Center for Simulator Maritime Training for Carnival plc, a part of Carnival Corporation & plc. The facility will have enough space to enable the completion of rigorous annual professional training for the

New Orleans, Louisiana

company’s deck and engineering officers across its ten brands.

The center, as well as campus, will be double the size of Carnival’s currently facility in Almere. At almost 110,000 ft 2, the center will feature four full-mission bridge simulators and four full-mission engine room simulators. Additionally, the fivestory center will include 24 part-task engine simulators, eight debriefing rooms and eight part-task bridge simulators.

Delgado’s NEW 19,000-sq. ft.

Maritime and Industrial Training Center is now open!

NEW FEATURES • • • •

Three state-of-the-art wheelhouse simulators Classroom space for up to 125 attendees at a time Additional radar labs Conference center NEW TRAINING

Delgado is the first in the world to offer virtual reality training in XVR Incident Command! We also offer QMED and ERM. MORE TRAINING • • • • • • • • •

Leadership and Managerial Skills ECDIS Incipient Firefighting Basic & Advanced Firefighting STCW Basic Safety Training Tank Barge Dangerous Liquids Vessel Security Officer Steersman Apprentice Mate Towboat, Z-Drive, Offshore Simulator Training

For TAACCCT MRTDL federal grant info, call (504) 671-6655.

For all other inquiries, call (504) 671-6620 or e-mail fireschool@dcc.edu. www.dcc.edu/academics/workforce/maritime-fire This notice is made possible through the Federal Trade Adjustment Assistance Community College and Career Training (TAACCCT) grant program. 100% of funds for this advertisement were provided by the US Dept. of Labor Round 3 TAACCCT grant.

These programs are EOC programs. The solution was created by the grantee and does not necessarily reflect the official position of the US Dept. of Labor.

28 MARINE LOG July 2016

The new campus is expected to train over 6,500 deck and engineering officers every year. It will also include an advanced medical center and an 11-story, 176-room hotel for trainees.

The center is named in honor of Carnival’s longtime board Chairman Micky Arison and his father Ted, who founded the company.

Delgado Teams Up with XVR Promoting safety is of vital importance.

To that end, New Orleans, LA-based Delgado Community College’s Delgado Fire and Industrial School, housed in a new 19,000 ft 2 Maritime and Industrial Training Center, has become the f irst in the world to deploy XVR Incident Command simulation solutions in conjunction with the school’s extensive suite of Transas’ f u l l mission, pa r t task a nd classroom marine simulators.

XVR Simulation provides virtual reality training software for safety and security.

Delgado’ Rick Schwab said that as soon as the Delgado team saw the XVR Simulation, the team knew it was what was needed to take the facility’s Incident Command training to the next level. “Transas and XVR provide a combination of products that together can expand the realism and effectiveness of maritime emergency and crisis response training.”

The center will be attended by 10,000 students each year.

OOCL Renews Videotel Contract Hong Kong-based Orient Overseas Cont a i ner L i ne (O O C L) h a s rene we d it s contract with Videotel, part of KVH Industries, Inc, for the supply of its full Videotel On Demand (VOD) lineup and software solution service.

VOD’s training materials are available in onboard as well as an online e-Learning library with accompanying recording and reporting software.

OOCL’s entire f leet, including the new six 21,000 TEU newbuilds its taking delivery of in 2017, will be equipped with VOD’s G2 units that utilize cloud-based technology and provide access to a comprehensive library made up of more than 950 titles.

“We take the safety of our people very seriously indeed and with the VOD service each seafarer’s training programs can be monitored to ensure we have competent crew onboard, minimizing the risk of incidents,” said Den Fok, Fleet Personnel Manager, OOCL. “We view training as a crucial investment to help with crew retention and encourage career advancement.” ■

Paints & Coatings

Hull coating manufacturers come up with innovative ways to incentivize shipowners to invest in their products

Demonstrating Roi On Your Hull Coatings

G

etting a return on investment (ROI) is more important than ever in today’s challenging business climate. A new standard soon to be released for measuring changes in ship hull and propeller performance should provide an important tool for hull coatings manufacturers to demonstrate ROI to shipowners.

“Poor hull and propeller performance is estimated to account for around 10 percent of the world f leet’s energy costs ($30 billion),” says Geir Axel Oftedahl, Jotun’s Business Development Director, Hull Performance Solutions.

Oftedahl believes that the new ISO 19030 standard, which prescribes practical methods for measuring changes in ship-specific hull and propeller performance, “will provide much needed

Tefcite

transparency for both buyers and sellers of fuel saving technologies and solutions, and, in doing so, enable the industry to operate with genuinely enhanced efficiency and environmental performance.”

Since 2013, Oftedahl has been working with a group of experts on developing the standard. ISO 19030 is expected to be publically available this year. Jotun will now switch from using its own methodology for gauging performance to the ISO 19030 standard to ensure that the HPS offering is fully compliant.

Hull Performance Solutions (HPS), which was launched in 2011, combines the use of SeaQuantum X200 silyl methacrylate antifouling coating technology with a full suite of sensors to measure hull performance and speed loss.

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www.baythermo.com/literature July 2016 MARINE LOG 29

Paints & Coatings Jot u n of fe r s a g u a r a nte e , prom i s ing to refund customers the cost of the H PS upg r ade i f hu l l s f a i le d to me e t performance targets.

This past March, Jotun released data for its first five-year dry-docking of a vessel treated with HPS. Gearbulk’s Penguin Arrow recorded a fuel saving of $1.5 million, cutting CO2 emissions by some 12,055 tonnes, across the 60-month period. www.jotun.com

Shipowners Can Get Carbon Credits Meanwhile, A kzoNobel’s marine coatings brand, International, has pioneered a d i f fe re nt approac h for i nc e nt iv i z ing shipowners to switch from a biocidal antifouling system to a biocide-free hull coating: carbon credits. The methodology financially rewards ship owners for using sustainable hull coatings that improve efficiencies and reduce emissions.

Earlier this year, Greek tanker and bulker operator Neda Maritime Agency Co. Ltd. was the first shipowner awarded carbon credits through AkzoNobel’s plan. Neda received 13,365 carbon credits, potentially worth $60,000.

The carbon credits were accrued by the tanker vessel Argenta, which was converted from a biocidal antifouling system to a premium, biocide-free advanced hull coating from AkzoNobel’s Intersleek range –part of the company’s International brand –that is proven to reduce fuel consumption and CO2 emissions on average by 9%. www.international-marine.com

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www.ncpcoatings.com 30 MARINE LOG July 2016

Another form of ROI is a long-lasting, durable product. That’s certainly been the case for Tefcite, a broad spectrum a nt ifou la nt powder coat i ng t hat prov ides a cor rosion resista nt ba r r ier to fiberglass, FRP, steel, carbon fiber, aluminum and wood.

Tefcite has been successfully marketed to recreational boaters and J. Zach Hall, President of Bay Area Thermo Coatings, LLC, Vancouver, WA, sees potential for Tefcite in the commercial marine market. “We believe t here is tremendous value to be gained protecting and maintaining marine assets for the commercial marine sector,” says Ha ll. “In fact, we currently have commercial marine end users interested in the product and are getting traction coating aluminum and steel vessels.”

Tefcite, which has a continuous service life of 15+ years, was approved by the EPA in May 2014 for use as a copper containing anti-foulant on the West Coast in Oregon and Washington, with California product registration pending.

Ca lifornia, k now n for being on t he green bleeding edge, has the most stringent regulations regarding the copper leach rate from anti-foulings. Tefcite has a copper leach rate of 13.5 micrograms per centimeter squared per day, which is the maximum rate allowed by California. www.baythermo.com ■

Attractive Alternative The use of ballast water is critical to the safe operation of ships, but also poses challenges due to the need to maintain the structural integrity of ballast water tanks (BW Ts) despite highly corrosive conditions. Appropriate protective coatings act as barriers to corrosion and can significantly extend the life of BWTs. Rapid curing polyurethanes have performance proper ties that make them attractive as alternative coating solutions, including tunable properties that allow the formulation of flexible yet hard coatings that resist cracking, excellent adherence to steel, high resistance to corrosion, chemicals, and abrasion and fast return to service.

Certain polyurethane (PU) coatings have been shown to have significant potential as highly protective barrier coatings for BWTs. Specifically, 100% solids rigid and structural polyurethane coatings are promising because they cure ver y rapidly, even at cold temperatures, and have superior resistance properties. With the appropriate choice of starting materials, it is also possible to formulate polyurethane systems with curing times that allow for the application of perfectly smooth, high-build coatings. These barrier coatings are applied with no defects in one continuous application and ser ve as abrasion- and impact-resistant protective barriers to corrosion. Furthermore, because they contain no solvent , 100% solids polyurethane coatings are “green” coatings that meet stringent environmental regulations.

The inherent barrier proper ties of polyurethane coatings are also excellent. In addition, PUs provide superior abrasion and impact resistance, which is not true for epoxy systems. Finally, the very rapid curing of polyurethanes over a wide temperature range makes them suitable for application to BWTs regardless of where they are built or drydocked.

Excerpt from Advantages of Fast-Curing Polyurethanes as Protective Coatings for BWTs By Alan J. Cain, Group Leader/ Research Chemist, Chemline, Inc. Full version on marinelog.com

newsmakers

Foss Maritime Company announces its new President Seat tle-based Foss Maritime Company has named John Parrott its new President. Parrott, who currently holds the position of Chief Operating Officer (COO) will take over the role on August 1, 2016.

Meanwhile, current President and CEO, Paul Stevens, will remain on as CEO of Foss until the end of 2016. Parrott came over to Foss as COO in January 2016 from sister company TOTE Maritime. He has over 28 years of maritime experience, both at sea and ashore.

The grandson of shipping industr y icon M ae r s k M c- K inn e y M ø ll e r, R o b e r t M. Uggla, is stepping down as CEO of Maersk-owned tug boat operator Svitzer and leaving listed company A.P. Møller – Maersk A/S to become CEO of A .P. Møller Holding. In addition, Svitzer has appointed Henriette H. Thygesen its new CEO. Thygesen has been with Maersk Group for 22 years.

Hunting ton Ingalls Industries has announced that Michael Lempke has been appointed Vice P r e sid e nt o f E n e r g y Programs for its Newport News Shipbuilding division. He succeeds Pete Diakun, who will retire at the end of the year.

Seaspan CEO, Jonathan Whitworth, has been named Business in Vancouver’s 2016 BC CEO of the Year. Whitwor th was named the winner of the Enterprise Category— revenues of $500 million and above—the largest of all the awards.

Gibbs & Cox, Inc. has appointed Chris Deegan its new President and Chief Executive. He replaces Rick Biben who is retiring but will remain on the Gibbs & Cox Board of Directors. Deegan has been at the firm since 2010 after serving in senior executive positions at SAIC, CSC (now CSRA), Anteon (now General Dynamics), and Northrop Grumman.

Marine software solutions and Information & Communication Technology (ITC) services provider Dualog, Tromsø, Norway, has appointed Walter Hannemann its new Product Manager. He joins Dualog after holding positions in IT management at Maersk Tankers and Torm.

Nicolas Sartini and Serge Corbel have been named Chief Executive Officer and Chief Financial Officer (CFO) of NOL, respectively. The two are also Executive Directors of the newly constituted 10-member NOL Board.

NOL is now a part of the CMA CGM group.

President of the Singapore Shipping Association (SSA), Esben Poulsson, has been elected the new Chairman of the International Chamber of Shipping (ICS) at its Annual General Meeting in Tokyo. Poulsson will take over the role from Masamichi Morooka who has stepped down after four years in office.

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July 2016 MARINE LOG 31

techNews

Rolls-Royce invests in Rauma facility

Harmony of the Seas powered by Wärtsilä The world’s largest cruise ship, Harmony of the Seas­—built by STX France Shipyard—is being powered and run by a plethora of Wärtsilä technology.

The 362 m Royal Caribbean ship is fitted with Wärtsilä engines, propulsion equipment, exhaust scrubber systems, Wärtsilä NACOS Platinum navigation and dynamic positioning systems, as well as Wärtsilä CCTV systems and a number of electrical and automation solutions, including Wärtsilä Funa.

Four 12-cylinder Wärtsilä 46F engines and two 16-cylinder Wärtsilä 46F engines provide power on the Harmony of the Seas.

The Wärtsilä 46F engine is fully compliant with IMO Tier II exhaust emissions regulations. For maneuvering, the ship is fitted with Wärtsilä CT3500 transverse thrusters.

The world’s largest cruise ship also has the distinction of featuring one of the world’s largest marine exhaust scrubber installations thus far. The ship is equipped with two Wärtsilä hybrid scrubber systems that help minimize SOx emissions and enable the ship to comply with emission regulations worldwide. The hybrid scrubber system can operate in both open and closed loop using seawater to remove SOx from the exhaust, and because the natural alkalinity of the seawater neutralizes the acid, chemicals are not required.

This isn’t the first time Royal Caribbean and Wärtsilä have worked together. The company also provided RCCL’s Oasis of the Seas and Allure of the Seas with its engine and thruster technology. www.wartsila.com

Rolls-Royce plans to invest EURO 57 million (about $64 million) to upgrade its azimuth thruster production facility in Rauma, Finland. The facility will consolidate assembly and test capability under one roof, as well as modernize the operation to position the business for growth.

Part of the project will include a major rebuilding of existing facilities and a significant investment in new equipment.

Additionally, thruster assembly and testing will now occur at one site.

The investment will also include the installation of a crane capable of lifting 200 tonnes, and at least six factory acceptance test rigs.

The Rauma facility produces a wide range of mechanical azimuth thrusters for use in applications that include semisubmersible drilling rigs and drillships, tugs and offshore vessels. The facility has also produced thrusters for specialized vessels such as icebreakers and polar research ships.

Work on the facility will be completed in 2020. www.rolls-royce.com

Trojan Marinex recognized for environmental stewardship With more than 90% of the world’s trade transported by ships, there is an estimated 10 billion tonnes of ballast water being transferred annually—potentially opening the door for the introduction of invasive species in local, regional and national ecologies.

To help end the threat, a number of companies have been working on solutions. One of those, Trojan Marinex, a ballast water treatment technology specialist, was recently recognized for its contribution to the ballast water treatment industry by being named the winner of the 2016 Outstanding Private Sector Achievement award from the Reduce Risks from Invasive Species Coalition (RRISC).

The award is bestowed upon a private sector company that has introduced a product or service that has the potential to make a 32 MARINE LOG July 2016

significant contribution to reducing the environmental and economic risks posed by invasive species.

Trojan Marinex’s product portfolio of BWT systems offer the benefits of having a small footprint, low power requirements, no chemicals are used, no by-product formation and no corrosive effects. Additionally, the Trojan Marinex BWT system uses UV Technology to destroy the reproduction capabilities of organisms, rendering them unable to grow, colonize or cause an infestation.

Currently, Trojan Marinex is in the process of seeking USCG Type Approval. The product suite obtained IMO Type Approval from DNV on behalf of the Norwegian Maritime Directorate in March 2014; and in August 2014 was issued Alternate Management System (AMS) acceptance by the U.S. Coast Guard.

“The spread of aquatic invasive species is a very real, very serious threat to our environment,” said Scott Cameron, RRISC’s President. “The Trojan Marinex ballast water treatment system plays an important role in solving this problem and restoring balance to the marine environment.”

“Being recognized by RRISC is a tremendous honor,” said Mark Kustermans, Market Manager at Trojan Marinex. “Trojan is committed to the innovation of solutions that unequivocally protect the environment, and this award further validates this commitment. We thank RRISC for the award, and also want to take this opportunity to applaud them on the great educational work they are performing on the risks posed by invasive species.” www.trojanmarinex.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, 2016. 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 Conrad Shipyard

Morgan City, LA

2

ATB Tugs

116 ft, 4,560 hp

Harley Marine Services

2017

Conrad Shipyard

Morgan City, LA

4

Tugs

123 ft, 6,000 hp

Young Brothers

2019-1Q

GD NASSCO

San Diego, CA

6

T-AO 25

156,000 bbl oil, 20 knots

U.S. Navy

Gladding-Hearn Shipbld.

Somerset, MA

1

Pilot Boat

53 ft, 25 knots

Alabama Pilot

Huntington Ingalls

Pascagoula, MS

1

LHA-8

Planning, Adv. Engineering

U.S. Navy

2017-2Q

Swiftships

Morgan City, :A

4

Patrol Boats

28m kits, For. Military Sales

Egyptian Navy

2017-4Q

Austal USA

Mobile, AL

1

EPF

USNS Carson (EPF 7)

U.S. Navy

2016-2Q

Austal USA

Mobile, AL

1

LCS

USS Montgomery (LCS 8)

U.S. Navy

2016-2Q

Bollinger Shipyards

Lockport, LA

1

FRC

154 ft, 28 knots

U.S. Coast Guard

2016-2Q

Eastern Shipbuilding

Panama City, FL

1

Tug

80 ft, 5,150 hp

Bay-Houston Towing

2016-2Q

Silver Ships

Theodore, AL

1

Fireboat

34 ft

Islip Fire Dept.

2016-2Q

$272.5

DELIVERIES

PENDING CONTRACTS BAE Systems Southeast

Mobile, AL

BAE Systems Southeast Bay Shipbuilding

NOTES

2

Dump Scows

7,700 cu. ft

Great Lakes Dredge

Options

Jacksonville, FL

1

Tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Sturgeon Bay, WI

1

ATB

8,000 hp / 155,000 bbl

Plains All American Pipeline

Option

Bay Shipbuilding

Sturgeon Bay, WI

1

ATB

185,000 bbl /8,000 hp

undisclosed

Opt. 2018

Kvichak Marine

Seattle, WA

30

Skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

TBD

1

Double-end ferry

70-car similar to Pocohontas

VDOT

$25

2018-2020

TBD

3

Double-end ferries

4,500 PAX

NYCDOT

$309

RFB Issued

TBD

3

Pass/Vehicle ferries

1,000 PAX/100 vehicles

DRBA

$101

2018- 2021

Index of Advertisers Company Page #

Company Page #

Bay Area Thermo & Coating LLC.. . . . . . . . . . . . . . . . 29

KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . C4

Blount Boats, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Lifting Gear Hire. . . . . . . . . . . . . . . . . . . . . . . . . . . . SC2

BMT Fleet Technology Limited. . . . . . . . . . . . . . . . . . . 4

Lloyd’s Maritime Academy. . . . . . . . . . . . . . . . . . . . . 27

BOK Financial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Marine Art of J. Clary. . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Center Lift. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S2

Metal Shark Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . S5

Coastal Marine Equipment. . . . . . . . . . . . . . . . . . . . . S4

Maritime Professional Training . . . . . . . . . . . . . . . . . . 21

Delgado Community College. . . . . . . . . . . . . . . . . . . 28

NCP Coatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Eastern Shipbuilding Group, Inc. . . . . . . . . . . . . . . . C2

Northern Lights, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Great American Insurance Group . . . . . . . . . . . . . . . 10

Pasha Group.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Gulf Coast Air & Hydraulics Inc.. . . . . . . . . . . . . . . . SC4

Port of Los Angeles . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Gulf Coast Resources. . . . . . . . . . . . . . . . . . . . . S8, SC3

Regions Financial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Hatton Engine & Generator Systems, Inc.. . . . . . . . . S7

Smith Berger Marine Inc.. . . . . . . . . . . . . . . . . . . . . . . 31

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

VT Halter Marine, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . S3 July 2016 MARINE LOG 33

marketplace ENGINEERS & ARCHITECTS

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Production Lofting Detail Design 3D Modeling St. John’s, NL | Vancouver, BC | New Orleans, LA 709.368.0669 | 504.287.4310 | www.genoadesign.com

Leave the heavy lifting to us.

JMS designed stevedoring barge 300’ x 72’, 6,000 psf deck rating Built by Conrad Shipyard for Rhode Island Commerce Corp. and Port of Providence

Naval Architecture Marine Engineering Salvage Engineering Marine Surveys

JMSnet.com

860.536.0009 Contract Holder Veteran-Owned Small Business

Marine

Industry

M.A.C.E. Inc. KEEL DESIGN CORPORATION

GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers

naval architects & marine engineers Quality Technical Services

350 Lincoln St. Suite 2501 Hingham, MA 02043

2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917

Website www.jwgainc.com

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

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 Torque - torsional vibration analysis

1968

49th

2016

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 34 MARINE LOG July 2016

Predictive Maintenance IR - thermography measurements

BoksaMarineDesign.com 813.654.9800 Naval Architecture Conceptual Designs Marine Engineering

Production Engineering Lofting & Nesting Tooling Design

marketplace ENGINEERS & ARCHITECTS

SOFTWARE

employment

BTC est. 1 91 8

BOUCHARD TRANSPORTATION CO., INC.

Tug Mate

products & services

Minimum Qualifications: • Master/Mate 500 GRT Near Coastal/ Oceans • Master/Mate of Towing Near Coastal/ Oceans • STCW w/ security endorsement • GMDSS, RADAR, TWIC, Passport

Assistant Engineer

Minimum Qualifications: • Degree from Maritime Academy or Chief Engineer unlimited preferred • STCW w/ security endorsement • TWIC, Passport

The Proven Formula for Brand Success

Barge Tankerman The Right Audience + High-quality Editorial

employment

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

AB Deckhand Open Positions: Brooklyn, NY/East Coast Harbors

Take your brand to the next level Contact your sales rep at marinelog@sbpub.com or call 212.620.7200

MARINELOG.COM 30,000+ subscribers worldwide 92% make purchasing decisions 52% are involved in vessel operations

• Port Captain • Port Engineer • Sales & Marketing Manager • Barge Operations Supervisor

Seattle, WA

• Project Manager, Engine & Propulsion Systems • Director/Manager of Quality • Director,Vessel Maintenance & Repair • Director, Barge Operations

Preferred Qualifications: • Academy Graduates • 2+ years of tug experience • STCW w/ security endorsement • TWIC, Passport Apply Online At:

www.bouchardtransport.com Resumes welcome when accompanied with an application

Alameda/San Francisco Harbor, CA • General Manager • Sales Coordinator, Ship Assist

L.A./Long Beach Harbor, CA

• Sales and Marketing Manager, Ship Assist

ship registries

U.S. Gulf Coast

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• Project Manager, Vessel Construction Shipyard Oversight For a list of all open crew positions or to apply online, please visit our Careers page at www.harleymarine.com

VANUATU FLAG – More than

a Flag of Quality

WORLD WIDE OFFICES

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

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

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

ALL MAJOR CREDIT CARDS ACCEPTED July 2016 MARINE LOG 35

IMAGOTYPE HORIZONTAL STACKED

Marine salvage

The Value and Importance in Forging the Right Partnerships We have officially entered summer but the American Salvage Association has not taken the opportunity to relax and, indeed, has been busier than ever, expanding its horizons in accordance with its revised mission statement and forging partnerships with companies and groups throughout the Americas. Of course, a partnership with which the ASA is very proud of is that with the Inter-American Committee on Ports (CIP) of the Organization of American States (OAS). A key piece of that partnership that has recently come to fruition is our joint training seminar that has just been completed in Miami from June 13th through June 15th.

This inaugural seminar took place at the Hyatt House Miami Hotel and had important and topical guest lectures and workshops given by both the ASA and CIP leadership and members, as well as members of the United States Coast Guard and representatives from the CIP member countries’ port authorities. This allowed for an exciting and unique opportunity for salvage operators from across the Americas to network and exchange best practices, in addition to becoming better acquainted with their counterparts working and leading the port authorities in the countries in which these two stellar organizations and their members will be conducting business.

MarineLoG

ISSN 08970491

USPS 576-910

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

The seminar kicked off on Monday morning with joint introductions and opening remarks from both Jorge Durán, the Chief of the Secretariat of the CIP and myself. That was followed by a short presentation on the U.S. Response Model and a workshop revolving around the Salvage vs. Wreck Removal question, complete with case studies. The day continued with industry led discussion panels and workshops, concluding with a salvage panel, covering various case studies and the lessons learned that can be applied to future situations. The day was quite eventful and very informative, to say the least.

While the first day focused on salvage, the second day gave the technical aspects of the wreck removal side of the equation an opportunity to shine. The morning kicked off with a speech on port resiliency, specifically when a maritime disaster strikes. That was followed by a presentation on marine casualty response for capsizings and sinkings and, a very informative presentation on the legal issues that ports, responsible parties and responders handling wreck removals face. The afternoon session topics shifted to the U.S. model for salvage plan development and marine firefighting presentations, concluding with a panel dedicated to wreck removal that included case studies and the lessons learned.

The third and final day did not have any shortage of activities and presentations. The final day gave representatives an opportunity to educate the attendees on salvage operations in countries besides the United States, followed by a presentation on subsea threats and response operations. The day, and the conference, concluded with an exciting marine casualty exercise with the workshop attendees in group sessions and participating in incident command roles.

After some closing remarks by Mr. Durán and I, the seminar officially ended, with all attendees, participants and presenters feeling that the training was educational and intellectually stimulating. I certainly feel that the seminar was a rousing success!

While this seminar was but the latest piece in our ongoing partnership with the CIP, I feel that the educational and networking benefits of it were unparalleled and I hope that all involved feel likewise. I look forward to other potential opportunities for joint training and seminars in the future as the ASA continues to expand its horizons and assist its membership in navigating the environments in which they will do business.

I thank Mr. Durán and his staff at the CIP and, of course, the ASA staff for all of their great efforts in pulling off this wonderful event and making it a complete success. www.americansalvage.org

Advertising Sales AMERICAS U.S. Gulf Coast & Mexico Jeff Sutley National Sales Director T: (212) 620-7233 | F: (212) 633-1165 Email: jsutley@sbpub.com

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

U.S. East, Midwest and West Coasts Heather Bonato Regional Sales Manager T: (212) 620-7225 | F: (212) 633-1165 Email: hbonato@sbpub.com

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

California & Canada Amy Lennox Sales Associate T: (212) 620-7221 | F: (212) 633-1165 Email: alennox@sbpub.com

36 MARINE LOG July 2016

Todd Schauer, ASA President

FRANCE Paul Thornhill Alad Ltd. T: +44 (0)1732 459683 Email: Paul@aladltd.co.uk

KOREA & CHINA Young-Seoh Chinn JES Media International T: +822-481-3411 | F: +822-481-3414 Email: corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart Classified Advertising Sales T: (212) 620-7211 | F: (212) 633-1165 Email: jacquart@sbpub.com

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