2015 Annual Yearbook & Maritime Review
arine oG M L Reporting on Marine Business & Technology since 1878
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june 2015
HEADED for Gas ferries Charged up about electricity Towboats The Z-drive evolution FLNG Driving innovation
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contents
june 2015 Vol. 120, NO. 6
13 departments 2 Editorial Gas? Electric? There’s no one size fits all solution
31
Harvey Gulf International Marine’s Harvey Energy has made history becoming the first OSV to bunker LNG fuel in the U.S.
features 17 Shipping
39 Safety
The quest for remote gas is pushing innovative FLNG technology forward
The REMBRANDT simulator can help reconstruct a maritime accident, determining its cause and what lessons can be learned
The Search is On
• An Electric Milestone
Ferry operators look to alternative methods, such as batteries and cable-operation, for an efficent ride
• The Z-drive Evolution
More towboat operators are choosing Z-drive units for lower maintenance costs, easier installations and fuel savings
• Fill’er Up
Safety First
SMS Audits to Cut Red Tape
U.S.-based Safety Management Systems aims to help owners make light work of compliance
A Hands-On Approach
A self assessment scheme can help improve ship safety
50 Shipbuilding
All of Europe’s major seaports could be offering LNG bunkering by 2020, while the picture in the U.S. is not as clear
Shipyard Orders Slip In
• The BWMS Conundrum
Korean Shipbuilders Gain Momentum
Ballast water management remains a headache for ship operators more than 10 years after passage of the Ballast Water Convention
The OSV market may be slowing down, but yards see an increase in orders for ATB units
For four consecutive months, Korean yards have won more contracts than their rivals in China and Japan
6 Update •B lount Boats to build first offshore wind vessel for U.S. •D on’t let your career go up in smoke • VT Halter begins construction on Crowley’s second ConRo ship igrant Crisis: The need for on •M board security teams •G earing up for the Maritime Salvage Conference & Expo 2015
14 Waterways Column Infrastructure, front and center
16 Washington House passes Coast Guard authorization act
54 Newsmakers Seaspan Marine names Bart Reynolds president 55 Tech News Moran patents technology to use LNG boil-off gas in ATBs
56 Contracts BC takes delivery of its cable ferry 60 Environmental Forum The highest authority should be good enough June 2015 MARINE LOG 1
editorial
Gas? Electric? There’s no one size fits all As we went to press, IMO’s Maritime Safety Committee (MSC) was meeting in London with the expectation that it would adopt a new mandator y code for gasfueled ships. It’s something sorely needed by the industry. The abundance of natural gas, its clean burning characteristics, and the implementation of Emissions Control Areas in the Baltic and North Seas, North America, and the U.S. Caribbean has provided the impetus over the last few years for wider adoption and consideration of burning Liquefied Natural Gas (LNG) as a marine fuel. As we report in this month’s Annual Yearbook & Maritime Review, there are at least two dozen LNG-fueled and LNGready vessels that are operating, under construction or on order in North America, ranging from ferries to offshore support vessels to containerships and tankers. A lot of smart people are also hard at work trying
to make concepts for LNG-fueled tugs and towboats a reality, too. That’s probably nothing new to you if you’ve been reading Marine Log, clicking through the posts on our website or attending our conferences. We’ve been reporting and discussing the use of LNG as a marine fuel for more than a dozen years. Up to this point, the lack of bunkering infrastructure and standardized international regulations have been stumbling blocks to wider spread use of LNG as a marine fuel. Gas as a fuel poses its own unique set of safety, vessel construction, operational, and training challenges. The adoption of the IGF Code would go a long way towards helping minimize the risks to the ship, its crew, and the environment and creating a much needed standardized regulatory roadmap. And, as we report in this issue, the LNG bunkering infrastructure is coming, too. But LNG as a marine fuel is not for
John R. Snyder, Publisher & Editor jsnyder@sbpub.com
everyone. You might be interested in diesel electric or hybrid propulsion for your next vessel. This month, Managing Editor Shirley Del Valle reports on the Ampere, the fully battery driven ferry delivered to Norway’s Norled. Hybrid propulsion happened to be one of the trends highlighted by Tor E. Svenson, DNV GL’s CEO-Maritime, during an address at Norshipping 2015, earlier this month. In an update of DNV GL’s Shipping 2020 outlook, Svenson says a drop in battery prices and improvements in energy storage capacities make hybrid propulsion more of a viable option for the shipping industry. What is apparent is that there is no one size fits all solution to meeting the tightening emissions regulatory environment—and that operators are going to have to carefully assess the operational profile of their vessel against the CAPEX and OPEX of the various technologies available in order to select the best solution.
Maritime Trivia Trivia Question #26: Why did Chinese mariners of old refuse to aid a drowning mate? 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
May’s trivia question: What were fragments of broken monuments from Saint Nicholas Church, Great Yarmouth, England used for? The “holystones” as they were called were used at one time to scrub the decks of ships of the British Navy.
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june 2015 Vol. 120, NO. 6 ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com
INTERNATIONAL SALES DIRECTOR Louise Cooper lcooper@sbpub.com
PUBLISHER & Editor-in-chief John R. Snyder jsnyder@sbpub.com
NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com
Managing Editor Shirley Del Valle sdelvalle@sbpub.com
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UPDATE biz notes Rolls-Royce to shed hundreds of marine jobs
New energy blows in: Blount Boats to build first offshore wind vessel for U.S. Offshore Wind energy is on its way to the United States. American offshore wind developer Deepwater Wind has already kicked off production of its Block Island wind farm off the coast of Rhode Island. The 30MW, five turbine wind farm will be the first commercial wind farm in the U.S and is expected to be up and running by the fourth quarter of 2016. Furthering the project along, Rhode Island-based boat builder, Blount Boats, won a contract to build the first U.S. flag wind farm vessel specifically for operation on the Block Island farm. The build contract for the 21m crew transfer vessel (CTV) was awarded by Rhode Island Fast Ferry—which has secured a 20-year crew transfer contract for the wind farm. Based on a design by South Boats IOW (Isle of Wight), the CTV will be an all
aluminum catamaran capable of reaching speeds in excess of 28 knots. The vessel will be fitted with two 1,400 hp MAN V12 main engines that will drive two HamiltonJet HM571 waterjets via ZF marine gears. The CTV is designed to carry up to 12 tons of cargo in the bow and three tons of cargo in the stern. It will be dual certified to USCG Subchapter T (Small Passenger) to carry up to 49 passengers and Subchapter L (Offshore Supply Vessel) to carry up to 16 offshore workers. To help facilitate crew transfers, the CTV will be equipped with the latest generation of fendering systems, to connect to turbine bases and enable transfers to occur in up to 1.5 m significant wave heights. Blount will deliver the CTV April 2016. On its end, South Boats IOW is no stranger to the wind farm market. The
In response to challenging market conditions, Rolls-Royce has announced that it will “accelerate cost reduction programs” in its marine business and shed 600 marine business employees by the end of 2015. The reduction in staff follows additional programs already underway at several locations to consolidate manufacturing. The company ’s marine business employs about 6,000 people in 34 countries—and while the job reductions will be global, nearly half of the job losses will take place in Norway where the majority of the employees and manufacturing facilities are located.
company is a leading designer and manufacturer of crew transfer vessels. For the offshore wind sector in Europe, South Boats has built 85 CTVs and has the largest market share and product range when it comes to European and U.K wind farm projects. South Boats IOW and Blount Boat have worked together for three years. In 2011, Blount Boats became the exclusive shipyard to manufacture U.S. flagged aluminum catamarans of South Boats IOW designs for the U.S. wind farm market. According to Deepwater Wind, there are many benefits to using wind technology to produce energy, including strengthening the local economy and creating thousands of job opportunities—in Europe, the offshore wind farm market sustains nearly 60,000 jobs. Wind energy is also a source of “local, clean and reliable energy.”
DSD Shipping and four engineers indicted on seven-counts in Magic Pipe case A federal grand jury in Mobile, AL, has returned a seven-count indictment charging Stavanger, Norway, headquartered Det Stavangerske Dampskibsselskab AS (DSD Shipping) and four employees with violating the Act to Prevent Pollution from Ships (APPS), conspiracy, obstruction of justice and witness tampering. Also indicted were four engineering officers employed by DSD Shipping to work aboard its 105,500 dwt Aframax tanker Stavanger Blossom: Daniel Paul Dancu, Bo Gao, Xiaobing Chen and Xin Zhong. If conv ic te d, DSD Shipping could be fined up to $500,000 per count, in addition to other possible penalties. Meanwhile, the four engineering officers 6 MARINE LOG June 2015
could face a maximum of 20 years in prison. According to the indictment, in 2014, DSD Shipping and its employees conspired to bypass pollution prevention equipment aboard the Stavanger Blossom and to conceal the direct discharge of waste oil and oil-contaminated waste water from the vessel into the sea. International and U.S. law requires that vessels use pollution prevention equipment to preclude the discharge of these materials. Should any overboard discharges occur, they must be documented in an oil record book that is regularly inspected by the U.S. Coast Guard (USCG). The Department of Justice says that despite these requirements, DSD Shipping and its employees used a bypass pipe to
circumvent pollution prevention equipment and discharge waste oil and oil-contaminated waste water directly into the sea. DSD Shipping and its employees also filled plastic bags with waste oil from a sludge tank aboard the vessel and then discarded the oilfilled plastic bags overboard into the sea. The indictment further alleges that prior to a USCG inspection, Chen ordered crew members to remove the bypass pipe, install a new pipe and repaint the piping to hide the illegal discharges. Chen and Zhong then ordered crewmembers to lie to the USCG. To further hide the illegal discharges, DSD Shipping and its employees maintained a fictitious oil record book that contained false entries.
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UPDATE
Don’t let your career go up in smoke If you are a mariner and live in a state where marijuana use is legal and you like to smoke a joint or two, American Maritime Safety President Lee Seham has a message for you: “Wait until after you retire.” Speaking at Marine Log’s Tugs & Barges Conference in Seattle, WA, last month, Seham told delegates that casual marijuana use when off duty could end a mariner’s career quickly because of the length of time that its metabolites linger in the human
body. Toxicological studies indicate that metabolites from a single marijuana cigarette can linger in the body at detectable levels for up to five days. Heavy marijuana use can yield positive test results for weeks after the mariner has ceased use. Despite state laws legalizing marijuana’s use for medical and recreational purposes, marijuana remains a Schedule I substance under the Controlled Substances Act. A positive test result triggers mandatory license revocation proceedings. And, for all intents and purposes, there is no defense. In the last few years, marijuana positive rates in the maritime industry have doubled, according to American Maritime Safety. A non-profit organization, American Maritime Safety (AMS) helps the U.S. flag maritime industry’s compliance with the U.S. Department of Transportation and U.S. Coast Guard drug and alcohol testing regulations. It administers a drug and alcohol testing compliance program for over 400 vessel operators. Seham doesn’t anticipate a change in federal policy anytime soon. Indeed, death and injury arising from transportation workers’ use of marijuana was a key factor driving the implementation of the existing drug testing program.
biz notes NYK orders apple tank LNG duo for Cameron Japan’s NYK has ordered two 165,000 m3 LNG ships with apple shaped tanks to serve the Cameron LNG project in Louisiana. The time-charter contract is with Diamond Gas International Pte. Ltd., a Singapore-based wholly owned subsidiary of the Mitsubishi Corporation. NYK also concluded a contract for the construction of the ships with MI LNG Company Limited, a 51/49 joint venture between Mitsubishi Heavy Industries Ltd. and Imabari Shipbuilding Co. Ltd. Mitsubishi Heavy’s Nagasaki Shipyard & Machinery Works is expected to deliver the ships in 2018. Like the ships ordered previously for the Cameron LNG project, the 293m car riers will feature apple-shaped tanks—providing increased LNG carrying capacity, and will feature a STaGE (Steam Turbine and Gas Engines) hybrid propulsion system. Additionally, the vessels’ structure has been designed to reduce ship weight and air resistance.
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8 MARINE LOG June 2015
Inland • Coastal • Offshore • Deepsea
Bordelon Marine takes delivery of Shelia Bordelon The highly anticipated Shelia Bordelon has been delivered to Bordelon Marine, Lockport, LA. The 257 ft DP2 Ultra-Light Intervention vessel is the second in a series of three Stingray series 260 Class vessels being built for Bordelon. The Shelia Bordelon was built at Bordelon’s shipyard in Houma, LA. “We are very excited to introduce the M/V Shelia Bordelon and the ULIV concept to the subsea market,” says Bordelon Marine President and CEO Wes Bordelon. “We think it hits a sweet spot and provides an affordable high-spec option that the industry is currently missing. As subsea infrastructure develops, the ULIV will play an increasingly important role in the vessel portfolio of these projects. Thus providing a much needed cost benefit option to the client.” The vessel is also of sentimental importance to the Bordelon company. The ship is named is honor of Wes Bordelon’s mother-in-law, and two-time breast cancer survivor, Shelia Harasimowicz. The vessel features a pink stripe and Susan G. Komen Logo in honor of the company’s commitment to raise awareness and fight breast
The Shelia Bordelon will hit a “sweet spot” in the subsea market
cancer. The year-long campaign will see the company donate a portion of the vessel’s profits to the New Orleans affiliate of Susan G. Komen for the Cure. Bordelon has said that what “began as a way to bring my immediate family some solace in this difficult time has truly brought out the best in my extended work family and the community as a whole.” The MV Shelia Bordelon features an NOV 50-ton Active Heave Compensating crane with 3,000 meters of wire, a mezzanine deck with internal office and control
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June 2015 MARINE LOG 9
UPDATE VT Halter begins construction on Crowley’s second ConRo ship C o n s t r u c t i o n h a s o f f i c i a l ly begun on Taíno, the second LNG-fueled ConRo ship being built for Crowley Maritime Corporation’s Liner Services Group. The steel cutting ceremony took place last month at VT Halter Marine’s Pascagoula, MS, shipyard.
The 219m Commitment Class, Jones Act qualified ships will replace Crowley’s towed triple-deck barge fleet, which has served the trade continuously since the 1970’s. The Commitment Class ships, designed by Wartsila Ship Design in conjunction with Crowley subsidiary Jensen Maritime, Seattle, WA, have a cargo capacity of approximately 2,400 TEUs and space for 400 vehicles in an enclosed RO/RO garage. The ships will operate primarily on LNG, leading to a 38% reduction in CO2 emissions per container.
The ships will achieve the CLEAN notation as well as the Green Passport from DNV GL. “Like our customers, we have been waiting with great anticipation for the construction to begin on the Taíno, and we look forward to the day in the near future that they will begin service between the U.S. mainland and Puerto Rico,” says John Hourihan, Senior VP and GM of Crowley’s Puerto Rico Liner Services. “These new ships embody superior technology, and will offer ehanced performance and safety while setting new standards for environmentally responsible shipping.” “We are pleased and proud to be building these superb ships for Crowley,” says Jack Prendergast, Chief Executive Officer, VT Halter Marine. “Crowley is an outstanding company and a leader in the industry and we are delighted to be partnering with them on these cutting edge vessels.” El Coquí and Taíno are scheduled to be delivered during the second and fourth quarter of 2017.
Crowley invests in new pier for ConRo ships
DESIGN
ASSE
10 MARINE LOG June 2015
SSED
To help make way for the new Commitment Class’ arrival, Crowley Puerto Rico Services extended its lease with the Puerto Rico Ports Authority (PRPA) at the Isla Grande Terminal in San Juan, PR, by 30 years, and is investing in a brand new pier at the terminal. Crowley Puerto Rico Services awarded the $48.5 million construction contract for the pier to L.P.C.&D., Inc, Las Piedras, PR. The contract includes the development of a new 900 ft x 114 ft concrete pier, as well as all the dredging required to accommodate El Coquí and Taíno. The pier’s design was developed by PRPA and Seattle-based Harbor Consulting Engineers, Inc. The terminal expansion plan will also see the installation of three new ship-to-shore container gantry cranes. “This important project represents close collaboration between private business and PRPA to make a major investment in the infrastructure of Puerto Rico,” says Jose “Pache” Ayala, Crowley Vice President, Puerto Rico. The terminal upgrades further exemplify Crowley’s commitment to both the island and the trade. Crowley has served the Puerto Rico market since 1954, longer than any other carrier in the trade, and has occupied the Isla Grand Terminal the entire time. Crowley has over 250 Puerto Rico employees, and is the leading ocean carrier between the commonwealth and the U.S. mainland. “We believe in the market and the Puerto Rico[an] people, and our commitment has never been stronger,” concludes Hourihan.
Inland • Coastal • Offshore • Deepsea
Migrant crisis: The need for on board security teams As the Mediterranean migrant crisis mounts, the Chief Security Officer of an Estonian-based maritime security firm is saying that only those commercial ships operating with security personnel onboard should be allowed to assist in rescuing seaborne refugees. ESC Global Security’s Ivari Sarapuu says, “although merchant ships are bound by the Law of the Sea to rescue those in difficulty, they should exercise caution when taking on refugees, given the overwhelming numbers involved and the political volatility in the countries from which these people have fled.” Mr. Sarapuu is a former Estonian Navy member whose experience includes heading training for NATO protection teams and commanding the vessel protection unit on a EU ATALANTA warship operating off the coast of Somalia. He believes that commercial vessels operating with minimal crew may not have the training required to ensure the vessel remains secure. “Ship safety and security must remain the number one priority. It will be difficult for a small crew onboard a ferry, tanker or bulk carrier to remain operationally effective if it has to provide humanitarian aid to hundreds of refugees. A shipboard security team, however, is able to monitor the boarding of the refugees, carry out any identification checks and ensure that their actions do not impact on ship operations. “Qualified, properly trained and regularly tested security personnel are best placed to identify the likely number of vessels and people being encountered, contact the relevant authorities, provide medical assistance where required and maintain video and written records of the event, leaving the crew to continue operating the vessel safely.” Jaanus Rahumägi, President & CEO, ESC Global Security, says, “the deployment of professional security guards on vessels is not limited to operations in known high risk areas.” He adds, “We suggest using security on vessels to avoid further escalation of potentially armed refugees carrying out crimes and acts of terrorism. With this in mind, specially trained security is strongly recommended to identify possible weapons or other prohibited items and, if necessary, to apply measures to maintain the safety of all persons onboard.” Merchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees
(UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates. According to UNHCR, 218,000 people, including migrants and refugees, crossed the Mediterranean by irregular routes in 2014—at least 3,500 people died in 2014 while attempting to cross the Mediterranean from North Africa. The crisis in Rohingya, Southeast Asia, is on a similar scale, with the UNHCR
www.smsllc.com
estimating that a potential 200,000 people could be displaced. Established in 1992, ESC Global Security (ESCGS) has security personnel serving on the vessels of over 26 flag states and has successfully protected over 1,000 vessel transits in high risk areas. Meeting all requirements laid dow n by the IMO in Resolution MSC.349 (92), which entered into force in January 2015, ESCGS is an ISO 28000/28007 certified security company with a primary focus on armed protection of vessels.
www.classnk.com
June 2015 MARINE LOG 11
Inland • Coastal • Offshore • Deepsea
View Apart / Shutterstock.com
Gearing up for the MARITIME SALVAGE CONFERENCE & EXPO 2015 M a r i t i m e sa lvag e e x p e rts from around the world will converge in Stamford, CT, this coming September for the Maritime Salvage Conference & Expo. Attendees will exchange ideas, learn, discuss, and debate major salvage and marine firefighting issues during an important three-day event for ship operators, salvage professionals, marine firefighting experts, spill responders, insurers, maritime attorneys, and regulators. Set for September 22-24, at the Hilton Stamford, the Maritime Salvage Conference & Expo is jointly produced by the American Salvage Association (ASA) and Marine Log. The theme for the 2015 event is “The Evolution of Casualty Response.” The first two days of the conference will include an expert panel and individual presentations on: OPA 90 salvage and marine fire-fighting regulatory updates; environmental salvage; salvage case law; and examination of the Costa Concordia salvage; liability exposure and responder immunity; and Arctic salvage. This year’s program has also been developed with the
The salvage of the Costa Concordia is just one of the topics on this year’s agenda
support of the Maritime Law Association. Day three of the conference will include a highly interactive training session involving discrete stakeholders in a salvage response operation, and a tabletop training exercise. The training session will discuss the business of salvage and contracting, salvage and marine firefighting regulations, salvage plan development and much more. Beyond the conference, an associated expo with tabletops will offer exhibitors and sponsors the opportunity to display the latest
products, equipment, and services for the salvage and marine fire-fighting community. The Maritime Salvage Conference & Expo will also have a strong networking element, with a number of social functions, including luncheons and a cocktail reception. In the coming weeks, the ASA and Marine Log will announce a number of renowned speakers from industry and government, who will provide insightful commentary during their addresses. www.marinelog.com/maritimesalvage
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June 2015 MARINE LOG 13
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inland waterways
Until the National Transportation
Safety Board (NTSB) completes its investigation, we will not know the cause of the recent and tragic Amtrak accident near Philadelphia. However, that has not stopped the debate in Washington over infrastructure under-funding that some say may have prevented this accident, including if money had been appropriated for Positive Train Control technology. Infrastructure is something everyone in Washington seemingly gets behind until funding discussions begin. Inland waterways infrastructure has been woefully underfunded for decades. Even as 60% of our nation’s locks and dams are operating well beyond their 50-year economic design life while exports increase, the Administration’s FY ‘2016 budget cut the U.S. Army Corps of Engineers’ funding by more than 13%. Fortunately, in early May, the House of Representatives approved by a vote of 240 to 177 the FY ‘16 Energy & Water Development Appropriations bill (E&WD) that significantly increased funding for the Corps’ Civil Works Program that constructs and maintains the inland waterways system. A Statement of Administration Policy (SAP) indicated that the President’ Senior Advisors would recommend that he veto the bill in its current form, leading to near unanimous Democratic votes in opposition to the
legislation on final passage in the full House. The overall size of the Corps’ Civil Works mission portion of the bill is $5.637 billion and more than restores those Administration cuts, adding $905 million to the Administration request and increasing the Corps’ FY 2015 appropriated amount by $182 million. The bill increases the President’s proposed Construction account funding level by 40% to $1.634 billion. Within the Construction account, $340 million will be made available for Inland Waterways Trust Fund priority navigation projects, which Appropriations Committee leaders say expends “full use” of revenues into that fund. Spending all of the revenues collected in the Inland Waterways Trust Fund was one of Waterways Council, Inc.’s (WCI) key requests this year for appropriators and particularly important in light of last year’s 9-cent increase in the barge diesel fuel tax rate. The Corps’ Operations & Maintenance (O&M) account funding level is $3.094 billion, the highest ever appropriated to this account in an annual appropriation bill, and the third consecutive year of recordlevel O&M funding. It is nearly $390 million higher than the Administration’s FY ’16 requested level. While WCI requested a $10 million increase in General Investigations funding, the bill actually provides an appropriation $13 million above the
A barge makes its way through the McKlellan-Kerr Arkansas River Navigation System lock and dam
Michael J. Toohey, President/CEO, Waterways Council, Inc.
Administration requested amount. From the Harbor Maintenance Trust Fund (HMTF), the bill’s proposed FY 2016 appropriation of $1.178 billion was amended on the floor to provide $1.25 billion, which is $150 million or 14% higher than last year’s $1.1 billion. It is well above the $915 million that the Administration requested from the HMTF for dredging and harbor improvements. As we were going to press, the Senate Appropriations Committee was meeting. The Energy and Water Subcommittee has approved $5.5 billion for the Corps of Engineers, with $340 million going to inland waterways construction and $1.25 billion for Harbor Maintenance Trust Fund activities. The House and Senate actions are gratifying, especially after last year’s strong policy changes in the Water Resources Reform & De velopment Ac t ( WRRDA). WCI is thankful for the leadership of House Appropriations Committee Chairman Hal Rogers (R-KY) and Energy and Water Appropriations Subcommittee Chairman Mike Simpson (R-ID). Their Senate colleagues – Chairman Cochran and Ranking Member Mikulski, and Subcommittee Chairman Alexander and Ranking Member Feinstein have worked tirelessly to achieve this outcome. We are grateful for their collective work to increase funding for the Corps of Engineers’ important work and expending full use of the Inland Waterways Trust Fund that will increase our nation’s ability to compete with foreign producers—a reliable, modern transportation infrastructure has always done this for America and will continue to do so with proper funding. Our forefathers understood that our inland waterways were (and are) vital to this country’s success. Not only do our inland waterways move our bulk freight, but they also move our nation forward. So as infrastructure is about to take the stage, and a front and center role of the debate in our nation’s capital, investment is anything but a sure bet. Congress is getting it right. A veto, however, would steer this nation in the wrong direction. www.waterwayscouncil.org
14 MARINE LOG June 2015
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The House passes the Coast Guard Authorization Act of 2015 The House of Representatives unanimously approved the Coast Guard Authorization Act of 2015 (H.R. 1987), which authorizes appropriations for the U.S. Coast Guard and Federal Maritime Commission for two Fiscal Years 2016 and 2017, and includes provisions to improve Coast Guard mission effectiveness, help modernize the service’s aging vessels and other assets, and reform U.S. maritime transportation laws. The bill was introduced by Coast Guard and Maritime Transportation Subcommittee Chairman Duncan Hunter (R-CA), Coast Guard and Maritime Transportation Ranking Member John Garamendi (D-CA), Transportation and Infrastructure Committee Chairman Bill Shuster (R-PA), and Transportation and Infrastructure Committee Ranking Member Peter DeFazio (D-OR). The bill is now in the hands of the Senate’s Commerce, Science and Transportation Committee. In each of the fiscal years 2016 and 2017, H.R. 1987 authorizes appropriations of $6.981 billion for Coast Guard operations
and maintenance, $1.546 billion for acquisition and construction of vessels, aircraft and facilities, $140 million for the Coast Guard reserve program, $16.7 million for for environmental compliance and restoration, and $19.89 million for R&D. Rep. Garret Graves (R-LA), a Member of the Coast Guard and Maritime Transportation Subcommittee, calls the authorized funding levels in the bill “reasonable, but would still allow the Coast Guard to recapitalize its aging cutters in a timely manner. The two ongoing cutter replacement projects are being built along the Gulf Coast, including one in Louisiana. A Louisiana company is also a finalist in the competition to build the next class of medium endurance cutters.” That “Louisiana company” is Bollinger Shipyards, LLC. Last year, the Coast Guard awarded three firm-fixed-price contracts for the preliminary and contract design for the Offshore Patrol Cutter (OPC) program, including one to Bollinger Shipyards, LLC, Lockport, LA, Eastern Shipbuilding Group, Panama City, FL, and
General Dynamics, Bath Iron Works, Bath, ME. The total value of the three contracts was about $65 million. Under the two-phase strategy, the Coast Guard would select one contractor to complete the second phase for the detail design and options to build up to nine cutters. As many as 25 OPCs could be built under the program. The OPC would replace the Coast Guard’s aging 270-foot and 210-foot medium endurance cutters. It is estimated that each OPC will cost about $484 million to build—meaning that the value of the program for all 25 vessels exceeds $10 billion. The goal of the Coast Guard is to award a construction contract by the fourth quarter of FY 2016 in order to have the first cutter operating in the fleet by 2021. Meanwhile, H.R. 1987 also amends the Coast Guard and Maritime Transportation Act of 2012 in order to conduct a materiel assessment of the heavy icebreaker Polar Sea. The goal of the assessment is to decide whether it would be cost effective to reactivate the Polar Sea or decommission it.
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By the end of this year, the world’s first FLNG vessel will be in service off of Malaysia’s coast
Pushing FLNG technology forward The quest for remote gas in untapped regions is increasing the demand for innovative floating liquified natural gas technology By John R. Snyder, Publisher & Editor
U
p to this point, the liquefaction, production, storage, and offloading processes for Liquefied Natural Gas—LNG—has all been done at plants onshore. By year’s end, however, that will all change with PFLNG1—the world’s first Floating Liquefied Natural Gas (FLNG) vessel. Classed by DNV GL, the PFLNG1 vessel, also known as PFLNG SATU, will be in service some 180 kilometers off of the coast of Sarawak, Malaysia, producing 1.2 million tonnes of LNG annually. It is expected to play a central role in the efforts of Malaysia’s state-owned oil company PETRONAS in unlocking the gas reserves in that country’s remote and stranded fields that were previously thought to be uneconomical to develop. The 365-meter-long PFLNG SATU can also be seen as a solution for early monetization and more agile LNG production. The PFLNG1 is one of several Floating LNG facilities under development as part of the global energy mix. According to the World LNG Market Forecast published by U.K.-based researcher Doughlas-Westwood, global capital expenditure on LNG facilities will reach nearly $288 billion between 2013 and 2017, more than double the amount spent during the previous five years. The push to produce gas in remote areas has driven innovation.
DNV GL says FLNG technology is developing rapidly as part of the industry’s quest for resources in more remote waters. A number of concepts have been discussed, but PFLNG SATU is one of only a few that are currently under construction. The largest FLNG facility is Shell’s Prelude, which measures 488-meters long by 74 meters wide—the largest hull ever built. Lloyd’s Register has been actively involved in the project through classification, certification of equipment, and validation against performance standards. According to T.J. Dillingham, Business Development, Lloyd’s Register, Energy Compliance, Lloyd’s Register Energy has ongoing involvement in approximately five FLNG projects at varying levels of maturity—the most widely recognized and publicized example being Prelude, which is in an advanced stage of construction. “Lloyd’s Register’s FLNG expertise can be applied from the very early phases of concept and design,” says Dillingham. “Our expertise worldwide, extends across the complete lifecycle stages of exploration and refining to beyond. These activities can be categorized into four levels of support: concept evaluation, ‘Approval in Principal’ for designs nearing maturity, full approval, and inservice support.” June 2015 MARINE LOG 17
shipping Two Golar LNG carriers, the Gimi and Hilli, will be converted into FLNGs
For concept evaluation, Lloyd’s Register Energy assesses a concept proposal against the relevant codes and standards, and local regulatory regime where the vessel and its workers will operate. “The aim here is to capture key challenges and find solutions,” says Dillingham. “During this stage, we will typically work with the regulator to ensure a consistent approach can be taken in the development of an FLNG project.” Approval in Principal (AIP) can take up to a year to complete fully. Lloyd’s Register Energy will look at the maturing FLNG design and perform a rigorous evaluation of the project against prescribed Rules / Codes Standards / regulatory environment with the sole aim of identifying any key technical challenges that remain. The goal of the AIP is to demonstrate that the design is robust enough to proceed to the detained design with a high level of confidence. “Our involvement in the Prelude project as the classification society was the result of our considerable experience in the survey and certification of related projects under construction, along with our capability to provide assistance on finding quality solutions on detailed design issues,” says Dillingham. Shell is developing an FLNG facility for the Prelude gas field, 200 kilometers off Australia’s northwest coast. At about 1,600 feet long, the Prelude FLNG vessel is longer than Kuwala Lumpur’s twin Petronas Towers are high. Continues Dillingham, “Our final element of engagement in such a project would be the preparation for the in service phase where Lloyd’s Register Energy would provide support for planed inspections and surveys—and this would be achieved by applying Class-accepted risk-based inspection techniques. The risk-based inspection approach is of particular interest to FLNG projects as its methodology has the potential to achieve safer and considerable cost effective solutions.”
Golar LNG Conversions This past January, Black & Veatch, Overland Park, KS, was awarded a contract to provide its licensed Prico LNG technology and global engineering, procurement and construction capabilities for the conversion of the 125,000 m 3 LNG carrier Gimi into an FLNG vessel. Golar LNG is converting the carrier at Singapore’s Keppel Shipyard and follows on an earlier (and) similar project to convert the LNG carrier Hilli. 18 MARINE LOG June 2015
“Game changing solutions such as this not only increase the speed and efficiency with which natural gas can be delivered to market, but also demonstrates how forward thinkers such as Golar and Keppel are spearheading the FLNG industry so that its substantial potential may be unlocked,” says Hoe Wai Cheong, Executive Vice President and Executive Director of EPC Projects for Black & Veatch. Work on the Gimi will start when Keppel Shipyard receives the notice to proceed, which is expected to be issued no later than November 2015. The completed FLNG facility is expected to be delivered around 33 months after the notice to proceed is given. The Prico process uses a single-mixed refrigerant loop for natural gas liquefaction. The process provides several key advantages, including: • A simplified refrigeration system that requires minimal equipment and a compact process that makes it ideal for offshore liquefaction • Low capital and operating expenditure • Simplified control and maintenance Golar LNG has started discussions with Keppel and Black & Veatch about exercising an option for a third GoFLNG unit similar to the Hilli and the Gimi. Golar LNG has identified a number of possible leads for deploying facilities similar to Hilli and Gimi, for the commercialization of high quality, stranded gas accumulations in relatively benign metocean conditions. Investment banker Cowen & Company reports that Golar LNG announced a Heads of Terms with Ophir Energy for deployment of FLNG Gimi in Equatorial Guinea starting in the first half of 2019. Ophir has contracted the ship’s full processing capacity, which could generate $350 million annual EBITDA. The ship will be delivered in the first quarter of 2018 and represents Golar LNG’s second FLNG commercial agreement. The company will deploy FLNG Hilli, the first converted ship, in Cameroon at half capacity starting early 2017. Additionally, Golar LNG signed an MoU with Rosneft this past March to discuss development of two FLNG projects and it is the supplier of choice in the British Columbia Cedar LNG project that could result in the deployment of two FLNG ships. Cowen says, “This agreement represents growing industry confidence for GLNG’s lower capitally intensive technology at a time
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The unmanned FLNG concept, Solitude, was developed under DNV GL’s Extraordinary Innovation Program
when larger LNG project economics are being challenged. Our price target is based on conversion of three vessels into FLNG units, with upside for additional conversions offset by likely higher capital hurdles as conversion costs accumulate.” As of press time, shares of Golar LNG (NASDAQ: GLNG) were trading at $49.46.
Novel designs Classification society ABS is involved in 15 FLNG projects in various capacities, including AIP, Pre-FEED, FEED, Class, Independent review, risk and safety, and consultancy. Last year, ABS granted AIP for the Sevan cylindrical FLNG production unit concept for offshore production, storage and transfer of LNG, LPG, and
condensate. The FLNG design concept is based on the proven circular and geostationary Sevan FPSO design, which is being used in the Norwegian and Central U.K. North Sea and offshore Brazil. It is under construction as the first application of an FPSO unit to be installed in the Barents Sea. ABS is classing Petronas’ second FLNG facility, Petronas FLNG2, which is expected to start producing gas in early 2018. “Design and operational issues present the biggest technical challenges to FLNG terminal design,” says Tor-Ivar Guttulsrod, Director of FLNG, Global Gas Solutions, at ABS. “Among these are the large size of the terminal hulls and LNG containment systems, load effects in shallow water, sloshing that can occur when a hull is only partially filled, off loading operations, and critical
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shipping DNV GL says power for Solitude is generated by fuel cells, rather than gas turbines. This improves power generation reliability and reduces the unit’s environmental footprint. Equipment on the Solitude will be monitored from shore with much of the routine maintenance and fault correction carried out by robots. The topside has a system of rails that run along each process train, providing these robots with access to all the equipment. Wireless sensor networks feed data to a condition monitoring system that oversees fault detection, proactive maintenance and repair planning. As there will be no one living on board or working on the topside during normal operation, the associated personal safety risks are eliminated. When people do enter for large maintenance campaigns, the topside would be prepared for a safe working environment. A new support and accommodation vessel concept and its associated docking system on the FLNG further boost the safety of interventions. “Existing frontier oil and gas projects have resulted in tremendous technological developments, particularly in the subsea realm, and Solitude draws on this,” says Tørstad. “Operators are already controlling subsea installations and simple, fixed offshore installations from shore. Given the on-going advances in autonomous systems and remote operations, unmanned offshore installations are a natural development over the next few decades.” “While Solitude is a holistic concept, many of its solutions can be implemented independently—and some are already available today. These projects are our way of thinking out loud. Our aim is to present high-level concepts that can form a basis for discussion and be further developed in collaboration with the industry. We see Solitude as a new opportunity for the future,” adds Tørstad. ■
interfaces between the hull and the topsides and between the hull and the mooring system. Mechanical stresses are another concern since these can cause fatigue that impacts the operational life of topsides processing equipment. Space and weight limitations also make equipment installation onboard FLNG units more challenging and necessitates additional safety and operational studies.” Another big challenge for the development of additional FLNG units, points out Guttulsrod, is the low energy price. Besides classing the Petronas FLNG2, ABS has completed FEED for Excelerate Lavaca Bay and both consortia for Inpex Abadi Phase 1, and Petrobras. According to Guttulsrod, ABS is also involved in the bidding of several projects, as well as providing support to several clients in early stages. This information, however, is not yet in the public domain. As a matter of further innovation and discussion on FLNG technology, DNV GL has developed a new unmanned f loating LNG concept that it says overcomes many of the challenges currently faced by those looking to unlock the potential of remote offshore gas fields. Developed under its Extraordinary Innovation Program, DNV GL says the concept called Solitude incorporates many available technological advances into a solution that offers some 20 percent reduction in annual OPEX, only adding a few percent increase in CAPEX, and at the same time increases the overall safety. “Solitude has been developed with maintainability foremost in mind,” says Elisabeth Tørstad, DNV GL CEO Oil & Gas. “By changing the focus from maximum efficiency to maximum reliability, and selecting robust processing options with built-in redundancy, we were able to develop a solution that ensures production levels and boosts the economic viability of FLNG projects.”
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shipping The Ampere is the world’s first electrical, zero emission car ferry
An Electric Milestone
By Shirley Del Valle, Managing Editor
Ferry operators look to alternative methods, such as batteries, cable-operation, and of course, LNG, for a more efficient operation
L
iquified Natural Gas (LNG) has emerged as the go-to alternative fuel for many operators in Europe seeking to reduce fuel emissions and save on operating costs. One of the earliest proponents for LNG was Norway. In 2000, Norway-based Fjord1 launched the ferry Glutra, the world’s first LNG fueled ferry. Fifteen years later, Norway is again leading the innovative charge, this time with the debut of the world’s first electrical, zero emission car ferry, the Ampere. The Ampere is among the nominees for the Energy Efficiency Award at this month’s Nor-Shipping 2015 show—the award recognizes a vessel that has “the greatest contribution towards energy efficiency in relation to its function or operation.” The ferry is no stranger to accolades, having won the prestigious “Ship of the Year” industry award at SMM 2014. The Ampere, an 80 m long x 21 m wide, passenger/car ferry, is owned and operated by Norway’s Norled. The ferry is the culmination of a collaborative effort between Siemens, Norled, and Fjellstrand Shipyard in Norway. It has a capacity for 350 passengers and 120 cars. The ferry was “developed from the ground up,” according to Siemens, enabling the group of companies to design and build a unique vessel for the region. The three entities joined forces in 2011 when Norway’s Ministry of Transport and Communications launched a competition to find an environmentally friendly vessel to operate on the Lavik to
22 MARINE LOG June 2015
Oppedal route in Norway, with the winner of the competition winning a 10-year contract to service the route. The innovative vessel is meant to be as environmentally friendly as possible, from the inside out. Constructed from light-weight aluminum, the Ampere weighs just half of what a conventional ferry would weigh. It will have a service life double that of a steel hull, requiring fewer drydock periods and lowering the vessel’s maintenance costs. The Ampere is also equipped with LED lighting, high efficiency thrusters with feathering propellers from Rolls-Royce, and a HVAC system with extensive heat recovery. The vessel is without any fuel tanks or engines, deriving power from its batteries. The use of batteries enables Norled to reduce the cost of fuel by up to 60 percent—and will help save about one million liters of fuel annually. The ferry, classed by DNV-GL as 1A1 –LC R4(nor), CF, C, BP, IOPP-A, “demonstrate(s) how the industry can use existing technologies to improve its impact on the environment, while at the same time maintaining economic operations,” says Narv Mjos, Director Battery Services & Projects at DNV GL-Maritime.
It’s all in the battery While Ampere’s lightweight construction and green features give it an innovative edge, its real power comes from its propulsion system and battery pack, which help the vessel produce zero emissions. “We are proud to operate the world’s first electric ferry,” says
shipping Sigvald Breivik, Technical Director of Norled. “Siemens has been a great partner in finding innovative and sustainable solutions for our environment.” The Ampere is fitted with Siemens’ BlueDrive PlusC electric propulsion system, comprised of a battery and steering system, thruster control, an energy management system, and an integrated alarm system. The Siemens power management system includes 224 Corvus Energy AT 6500 modules with a total capacity of 1.46MWH. The Energy Storage System (ESS) is spilt into four parts, explains Sean Puchalski, Vice President, Business Development, Corvus Energy. Each of the vessel’s end is fitted with a vessel mount and a shore power station. The systems and stations “facilitate rapid recharching of the vessel-mounted battery at either end of the voyage and reduce the need for expensive upgrades to grid infrastructure near the port.” One of the challenges the project team faced was the region’s weak power grid. To ensure that the ferry could be charged, all the while keeping the region’s lights on, Siemens and Norled installed three battery packs—one on board the ferry, and one at each pier. Siemens says the 260 kWh units supply electricity to the ferry while it drops off/picks up passengers. The battery at the pier then recoups all of its energy from the power grid before the ferry returns. Meanwhile, the ferry’s onboard batteries are recharged directly from the grid at night when the ferry is not in use. Recharging the battery pack on the Ampere takes about ten minutes. The vessel will run 34 times across the route every day at a service speed of 10 knots and a maximum speed of 14 knots, with each crossing using 150 kWh of power and taking a total of 20 minutes to complete.
Named after the channel it will operate on, the 78.5 m ferry will carry 150 passengers and 50 vehicles on the Buckley Bay to Denman Island crossing at speeds up to 8.5 knots. At 1,900 meters long, the crossing will be the longest distance traveled by a cable ferry. According to the ferry operator, the use of the Baynes Sound Connector is expected to save BC Ferries $2 million a year, and $80 million over the vessel’s 40-year lifespan. The ferry will reduce operational costs, lower fuel emissions and have a smaller environmental footprint. The Baynes Sound Connector will begin service later this summer.
Building LNG ferries for the great white north While BC Ferries makes preparations for its first cable ferry to enter service, the construction of its three LNG ferries has officially kicked off at Remontowa Shipbuilding S.A. shipyard, Gdansk, Poland. The yard has begun work on the first in a series of three Intermediate Class Ferries (ICF) for the operator. Last Summer, BC Ferries awarded Remontowa with a $165 million contract for the series, which will be the first ferries in BC’s fleet to operate on dual fuel—either LNG or Ultra Low Sulphur Diesel Oil. LNG for all three ICF ferries will be supplied by FortisBC, a subsidiary of Fortis Inc., Surrey, BC, Canada. Under the 10-year contract, Fortis will supply BC Ferries with 300,000 gigajoules of LNG per year. The ships will receive the LNG fuel via truck delivery during the ferries’ non-operational periods.
Corvus powers up Seaspan Ferries Corvus will also be supplying an ESS for two battery-powered hybrid LNG ferries being built for Seaspan Ferries Corporation. The ferries, designed by Vard Marine Inc., are currently undergoing construction at Turkey’s Sedef Shipbuilding Inc. Each ferry will be equipped with a 1050 VDC 546 kWh ESS made up of 84 Corvus Energy AT6500 advanced lithium polymer batteries. The ESS will be integrated with an Elkon Electric propulsion and distribution system and will be powered by dual-fuel engine technology. The 148.9 m vessels are expected to be in operation late 2016. They will each operate a drop trailer-only route between Vancouver and Vancouver Island. “The two new Seaspan ferries are examples of the significant benefits both operationally and environmentally of battery hybrid LNG propulsion and it is encouraging to see this technology take root in Canada,” says Andrew Morden, CEO and President, Corvus Energy. Energy power storage provider Corvus has also recently signed a contract to equip two new Scandline ferries with Energy Storage Systems. The MV Berlin and the MV Copenhagen will each carry 1,300 passengers and 460 cars. The ferries, currently being built at Denmark’s Fayard shipyard, will feature an ESS comprised of 231 Corvus Energy AT6500 advanced lithium polymer battery systems. Its hybrid propulsion system will be combined with a scrubber system that will help reduce SOx emissions by 90%.
BC Ferries names its cable ferry While its existence has stirred up controversy among locals who opposed its’ construction, BC Ferries’ new cable ferry—the first in its 35-vessel fleet—will soon enter service. The cable ferry, Baynes Sound Connector, was recently christened at Seaspan’s Vancouver Shipyards, North Vancouver, BC, Canada.
Batteries from Corvus Energy help the Ampere produce zero emissions
“BC Ferries has taken the lead as one of the first passenger ferry services in the country to use LNG,” says FortisBC’s Doug Stout. “This abundant, made-in-B.C. energy source can reduce greenhouse gas emissions between 15 to 25 percent, providing cleaner air for British Columbians.” The 107m long RO/RO ferries—which will have the capacity to carry 600 passengers and 145 vehicles, and travel at a service speed of 15.5 knots—will have a service life of 40 years. “We are pleased to collaborate with FortisBC,” says Mark Wilson, BC Ferries’ Vice President of Engineering. “The use of LNG has both financial and environmental benefits and this contract will ensure we have a long-term, secure supply to power the new intermediate class vessels.” The first ICF ferry will replace the 50-year old Queen of Burnaby on the Comox-Powell route August 2016. The second ferry, scheduled for delivery October 2016, will replace the 51-year old Queen of Nanaimo on the Tsawwassen-Southern Gulf Islands routes. And the final ferry, expected to be delivered Febuary 2017, will be used during peak and shoulder season to provide relief for the fleet. June 2015 MARINE LOG 23
shipping STQ’s LNG ferries make history With the end-goal of providing its passengers with efficient service, and ensuring its operations are in line with its commitment to a greener future, Société des Traversiers du Québec (STQ) has invested in three new LNG-fueled ferries to join its growing fleet. Just this past spring, Italy’s Fincantieri Castellamare di Stabia shipyard delivered the F.A. Gauthier to STQ. The vessel makes history as both the first LNG-powered ferry to be built in Italy and the first LNG-fueled ferry to operate in North America. Classified by Lloyd’s Register, the F.A. Gauthier is fitted with an ultra compliant, low emission, dual-fuel system from Wärtsilä. The vessel is equipped with four Wärtsilä 34 dual-fuel generating sets that provide main power generation. The 133 m x 22 m ferry will be able to reach a maximum speed of 20 knots, and carry 800 passengers and 180 vehicles on the Matane-Baie-Coreneau-Godbout route.
Davie lays keel on first LNG ferry built in North America Chantier Davie Canada Inc. has laid the keel of the MV Armand-Imbeau II, marking the start of hull assembly for the first LNGfueled ferry to be built in North America.
STQ’s F.A. Gauthier is the first LNG-fueled ferry to operate in North America
The MV Armand-Imbeau II is the first in a series of two LNG-powered RoPax passenger ferries being built for STQ. The ferries will be built at a total cost of $125 million. Each will be equipped with Wärtsilä 20DF engines, LNGPac fuel storage and treatment systems, and electric thrusters.
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24 MARINE LOG June 2015
Each 92 m long ferry will have the capacity to carry 440 passengers and 110 vehicles. At the keel laying ceremony this past February, the Minister for Transport and the Implementation of the Maritime Strategy Jean D’Amour said, “With the construction of two ships for the Tadoussac crossing, STQ continues the process of renewing its fleet, [and] using an efficient green technology, which will allow users to broaden their experience on board its ferries. Chantier Davie provides its expertise for the benefit of the whole community, an expertise that will largely be used within the context of the very first Quebec Maritime Strategy.” That Maritime Strategy, expected to be unveiled later this month, seeks to expand Quebec’s economy via the development of new industrial, commercial, and environmental sectors in the region—this includes modernizing maritime tourism, improving ferry services, upgrading infrastructure, and supporting Quebec shipyards. Commenting at the keel laying ceremony, Chairman and CEO of STQ Jocelyn Fortier said, “…we are breaking new ground with the construction of two ferries with green technology and increased capacity. They will be the first LNG-propelled ferries built in North America. This technology and several other innovations on board will enable the Société des traversiers du Québec to be on the cutting edge of the maritime transportation of passengers in North America.” The MV Armand-Imbeau II is scheduled to be delivered fall 2015. Its sister ship, the MV Jos-Deschênes will follow four months later. STQ carries over 5.1 million passengers and 2.1 million vehicles each year. ■
shipping two new ferries for weta The Water Emergency Transportation Authority (WETA), San Francisco, CA, has awarded Seattle-based Kvichak Marine Industries, a Vigor Industrial Company, with a $32 million contract to design and construct two all-aluminum ferries to replace two aging vessels in its fleet. The two catamarans will each carry 400-passengers and travel 27 knots across the Bay. According to the RFP issued by WETA, the work under the contract consists of furnishing all design services, materials, labors, tools, plants, supplies, equipment, transportation, and superintendence necessary for the construction of the new ferries. The 135 ft vessels will replace two aging vessels in WETA’s 12-vessel fleet. “The Vessel Replacement project is part of the ongoing fleet renewal process, which will enable WETA to provide reliable ser vice across our system and enhance our customer’s experience when traveling or commuting across the Bay,” says Nina Rannells, WETA, Executive Director. WETA’s Vessel Replacement project is funded partly by the Federal Transit Administration’s grant funds. Designed by Incat Crowther, Australia, the all-aluminum catamarans will feature MTU 12V4000 M64+ EPA Tier III engines rated 1,950 BPS at 1,830 rev/min coupled with ZF7600 reduction gears at the propulsion system. The ferries will also feature an exhaust after treatment system. “The whole Kvichak team is incredibly proud to have been selected to build WETA’s two new state-of-the-art ferries,” says Keith Whittemore, President, Kvichak Marine Industries. “We will build two great boats that will serve the citizens of the Bay Area for decades.” The vessels will be the 700 th and 701 st vessels built by Kvichak. The ferries are expected to be in service the summer of 2017. As part of the build process, Kvichak awarded Nichols Brothers Boat Builders the subcontract to provide the bolt-on superstructure for the project. This isn’t the first time the two boat builders have collaborated on a WETA project. From 2007 to 2010, the two companies delivered four 118 ft environmentally friendly ferries to WETA. All four ferries are currently in service in the San Francisco Bay area.
June 2015 MARINE LOG 25
shipping The USS Cairo is fitted with Thrustmaster TH750MZ Z-drives
The Z-Drive Evolution
Compiled by Marine Log Staff
The use of Z-drive units can help reduce towboat operating costs by lowering maintenance, saving on fuel consumption and reducing the duration of trips
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ack in 2006, Bill Stegbauer, then President of Southern Towing Company, began exploring with Ed Shearer of Shearer Associates, Inc. (now The Shearer Group, Inc.) designs for a 3,200 hp towboat using a number of alternative propulsion concepts. Those discussions and ensuing research led to Southern Towing Company, Caruthersville, MO, to build a series of four towboats that were equipped with Z-drive propulsion between late September 2007 and early September 2009. In August 2008, the Frank T. Stegbauer entered service as the first newbuild towboat fitted with Z-drive propulsion. While Z-drives were a popular, proven propulsion choice for ship docking tugs— particularly following the escort regulations in the Oil Pollution Act of 1990—they had only been fit on the Miss Nari when the towboat was rebuilt in 1982. Up until Southern Towing’s pioneering investment, many in the inland towing market had dismissed Z-drives as being too expensive. According to Inland Towboats: A New Generation, a study released by Ed Shearer, P.E., and Greg Beers, P.E., The Shearer Group, Inc., in November 2014, the cost of new “old rule of thumb” was that Z-drive units add 25 to 50 percent to the construction cost of a vessel over a traditional design. This estimate was derived from simply adding the cost of the Z-drive to the cost of a traditional towboat. This estimate, however, does not take into account the components that are eliminated from the construction cost of a traditional towboat when using Z-drives as compared with conventional screw propulsion.
With Z-drive units, there is no need for a main engine reduction gearbox, intermediate shaft, tail shaft, shaft couplings, shaft support bearings, stern tube and stern tube bearing, strut and strut bearing, propeller, steering rudder, flanking rudder(s), steering rudder tube and upper and lower bearings, flanking rudder tubes and upper and lower bearings, tiller arms, jockey bars, steering rudder hydraulic cylinder, flanking rudder hydraulic cylinder, hydraulic pipes and hoses running everywhere, steering pumps, and a hydraulic oil reservoir. Fewer components mean lower maintenance costs and easier shipyard installation. Concludes the study: “By using the z-drives, many mechanical components are eliminated which compose most of the major operating costs of a towboat.” In addition, there is a reduced risk of damage to mechanical components and the environment. According to the study, “With the elimination of nearly all of the mechanical components using grease, lubricating oil, and hydraulic oil, grease and oil leaks would be almost eliminated and damage to equipment caused by the lack of proper lubrication can be eliminated Further, by putting the main engines and generator sets on the main deck with the z-drive units control platform, oil and fuel in the bilges would be eliminated.” Today, there are at least 22 towboats operating with Z-drives— including eight owned by Southern Towing—and another 10 under construction. Other operators with Z-drive towboats in operation or under construction include Chem Carriers, ACL, and Marquette Transportation. June 2015 MARINE LOG 27
shipping In addition, the U.S Army Corps of Engineers is a lso building a 95 f t x 43 ft towboat fitted with Z-drives at Horizon Shipbuilding, Bayou La Batre, AL. It will be equipped with two Thrustmaster TM1500MZ Z-drives driven by two Cat Tier 3 compliant C32 main engines. CoE already has four other vessels in its f leet that use Z-drives, including the Dredge Hurley, Dredge Murden, and anchor tenders M/V Ward and M/V Lusk. One of the latest applications of Z-drive propulsion is in a fleeting boat by Carline Companies. Carline recently added the 68 by 34-foot towboat USS Cairo for barge fleeting on the lower Mississippi. Designed by Christian Townsend of CT Marine and built by Raymond & Associates, the USS Cairo is fitted with two six-cylinder Tier 3 compliant Cummins QSK19 main engines turning Thrustmaster TH750MZ Z-drives with 57-inch propellers. Safety was a primary focus for Carline since the boat was being used in downstream fleet barging operations, there are also gains
Conrad and The Shearer Group have teamed up to produce the first LNG-fueled Z-drive towboat
in efficiency. As operators of harbor tugs have long been aware, the Z-drive can deliver full thrust in any direction almost instantly, where as the conventional rudder set aft of the propeller and even the flanking rudders set ahead of the rudder as is the practice on
many inland river towboats, will sacrifice time and power by the inefficient nature of the conventional drive and rudder system. According to Thrustmaster of Texas, a Z-drive replaces the propeller, shaft, stern tube, marine gear, rudder and steering gear
United states Coast Guard provides guidance on design of LNG bunker barges While North American operators have embraced burning Liquefied Natural Gas (LNG) as a marine fuel, one piece of the LNG puzzle that has been lagging behind is bunkering infrastructure. That includes much needed barges specially designed to carry LNG in bulk between terminals and ports along the inland and coastal waterways and harbors, as well as barges used to bunker ships that are burning LNG as fuel. While the infrastructure is coming, it hasn’t been fast enough for some. This is because of the need for private investment and the existence of codified regulations for LNG bunker barges. The U.S. Coast Guard has been approached by a number of naval architects and operators looking for guidance regarding the design and operation of LNG barges within the existing regulatory framework. The service has been reviewing designs on a case-by-case basis. This past April, the Coast Guard responded by issuing a policy letter to assist designers in developing LNG bunker and LNG transport barges for U.S. coastal and inland waterways. The policy letter, “Design Guidance for Non Self-Propelled Vessels Carrying Liquefied Natural Gas in Bulk,” is meant to provide a path for applying current statutory and regulatory requirements by consolidating guidance it has provided previously into one document. The letter, however, is not meant to stymie innovation 28 MARINE LOG June 2015
nor put forth a “one size fits all” agenda; the Coast Guard says that alternative approaches for complying with these requirements may be considered. The Coast Guard developed the policy let ter incorporating recommendations from the Chemical Transportation Advisory Committee (CTAC). CTAC provides advice and consultation to the Coast Guard’s Marine Safety and Environmental Protection Directorate with respect to the water transportation of hazardous materials in bulk. CTAC recommended that 46 CFR Part 154 be used as basis for design details for non self-propelled vessels because it has specific standards, based on international guidelines, for the safe transport of LNG in bulk. All barges carrying LNG must meet the requirements of 46 CFR Chapter 1, Subchapter D. Ed Shearer of The Shearer Group, Inc., Seabrook, TX, sits on the CTAC board. The Shearer Group along with its sister company Bristol Harbor Group Inc., Bristol, RI (BHGI), have been actively involved in shaping the regulations for LNG barges. According to a draf t of white paper released at Marine Log’s Tugs & Barges Conference & Expo, last month in Seattle, WA, BHGI secured a design basis letter from the U.S. Coast Guard for its LNG bunker barge prior to the issuance of the policy letter, and more recently was involved in
a HAZID/HAZOP workshop for their LNG bunker barge design, which is the first step towards USCG design approval. During a panel discussion, Greg Beers, who co-authored the white paper with Stan Youtt, highlighted BHGI’s extensive experience in LNG vessel design, including the first LNG bunker barge that will be built in North America under a contract with WesPac Midstream LLC (WesPac), Irvine, CA. The 2,200 m 3 capacity barge, which uses the GTT Mark III Flex cargo containment technology, will be delivered by Conrad Orange Shipyard, Orange, TX, in early 2016. Initial deployment of the bunker barge will be to Tacoma, WA, to service TOTE’s Orca Class RO/RO vessels. Subsequently, the barge will be relocated to the Port of Jacksonville, FL, for use with TOTE’s new 3 ,100 -TEU Marlin Class LNG-powered containerships under construction at GD-NASSCO in San Diego, CA. Interestingly enough, the Coast Guard policy letter does not apply to non selfpropelled vessels that supply power or fuel from a barge to a towing vessel, such as in the case of an Articulated Tug Barge in which the tug would burn boil off gas as fuel from the LNG cargo from its associated barge. As we highlight in this month’s TechNews section, Moran Towing has received a U.S. Patent for a special conduit system used for just such a purpose.
shipping all with a single unit. Z-drive azimuthing thrusters provide maximum thrust in any direction, independent of vessel speed, offering superior pinpoint maneuverability under all conditions. Rudders are completely eliminated. Rudder drag no longer exists. All of this can be done with a lot less power. A 1,500 hp Z-drive boat can replace a 2,000 hp conventional towboat and a 3,000 hp Z-drive boat can replace a 4,000 hp conventional towboat. Due to the greatly improved maneuverability with Z-drives, costly collisions can be avoided. There is no longer any need to slow down in turns and bends in the river. Trip times are reduced and the vessel requires a lot less fuel. The study conducted by The Shearer Group, Inc. showed an average of 28% fuel savings and 11% trip time savings during a set of controlled experiments with unit tows when using Z-Drives instead of conventional shafts and rudders. “This is the first boat that we’ve had built that is specifically for fleeting operations,” says Clay Harmon, Carline’s Vice President. “We’ve always used some of our older linehaul boats as fleet boats, and they work fine. But this boat increases the efficiency in the fleet. It also increases safety because its two Z-drives give the vessel added control.”
“By combining two widely accepted technologies, Z-drives and dual fuel engines...we have mitigated most of the risks associated with being an early adopter of this novel technology ” — Greg Beers, P.E., The Shearer Group, Inc. In keeping with CT Marine’s recently designed conventional towboats, the USS Cairo has a high v isibilit y octagona lshaped wheelhouse providing additional operator ease and safety. An elevated foredeck provides safer access to empty barges for the deckhands.
Adding another twist: LNG Building on its proven design for the Frank T. Stegbauer, The Shearer Group and Conrad Shipyard, LLC, Morgan City, LA, have added a new twist to the Z-drive towboat: burning LNG as a fuel. Conrad and The Shearer Group have gained an Approval in Principle from ABS for a design of a 4,200 hp LNG-fueled towboat. The new LNG fueled towboat design leverages Wärtsilä’s proven dual fuel technology, but, according to TGSI, “is not wedded to it.”
While Wärtsilä’s existing dual fuel engines are medium speed diesels, it is anticipated that future engine developments will result in lighter and smaller high-speed units. The design is flexible enough to allow for the use of either engine option as determined by the operator. “By combining two widely accepted technologies; Z-drives and Wärtsilä’s dual fuel engines and fuel system, we have mitigated most of the risks associated with being an early adopter of this novel technology,” says Beers. “By incorporating proven technologies, we have minimized the risks that first movers will be taking with the switch to utilizing LNG as a fuel.” The Shearer Group estimates that the combination of the technologies could provide an owner with operational cost savings that can exceed 35% of the cost of operating a conventional towboat. ■
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June 2015 MARINE LOG 29
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shipping The Harvey Energy became the first dual fuel OSV in the U.S. to bunker LNG as a marine fuel
FILL ‘ER UP Backed by EU support, all major European seaports expected to have LNG bunkering Compiled by Marine Log Staff by 2020; Private investors take the lead in the U.S.
W
ithin five years, all of the major seaports in Europe are expected to offer facilities to bunker Liquefied Natural Gas. And, within 10 years, all of Europe’s major inland waterway ports should be up and running with LNG bunkering, too. That’s certainly good news for those operators considering building or converting their vessels to burn LNG as fuel. Despite the attractive price an abundance of natural gas in the U.S., the infrastructure picture is not as clear. That’s because of the different approaches being taken by Europe and the U.S. regarding the development of LNG bunkering infrastructure. As a recent report by Singapore-based consultancy Tri-Zen points out, in the U.S., “private enterprise is picking up the baton based on specific opportunities and specific routes. But there is little general port development. “Meanwhile,” says the report, “the European Commission’s Trans European Transport Network (TEN-T) program calls for all major European seaports to offer LNG bunkers by 2020 and inland waterway ports by 2025, providing significant funding already towards this end.” Regulations are a big stumbling block, says the Tri-Zen report, “LNG Bunkers: Troubled Waters.” It says the “current mix of LNG bunkering codes and regulations is diverse, sometimes contradictory and involves too many parties and authorities. This has proven to be frustrating and time-consuming for LNG aspirants on both sides of the Atlantic. The reason that large aircraft are able to refuel across the world is that they conform to international standards. Such international conformity, coordination and cooperation is needed urgently in the LNG bunkering world.” There are less than 50 existing and planned ports offering LNG refueling—but of those Norway leads the way with eight. As the report states, “the global distribution of available and planned In Europe, Norway has been a leader in the development of LNG bunker ports.” Driven by the implementation of Sulfur Emission Control Areas (SECAs) in the North and Baltic Seas, Norwegian leadership in LNG stems from “an environmentally sensitive political ethos, a geography that lends itself to significant transport by sea and an abundance of offshore gas.” Norway pioneered the way with LNG-fueled vessels with the ferry
Glutra back in 2000 and has furthered the use of LNG as a marine fuel—and has subsequently reduced nitrogen oxide emissions— through its NOx Fund. The European Commission has followed Norway’s lead by putting “its money where its mouth is,” using programs under the Trans European Transport (TEN-T) Network to allocate some EURO 26 billion of investment from 2014 to 2020 for landside and waterway initiatives. Grants under the program will help achieve the goal of offering LNG bunkering in all major European Union seaports by 2020 and inland waterway terminals and canal ports by 2025.
GET GAS AT PORT FOURCHON By contrast, since the North American ECA came into force in August 2012, much of the capital flowing into LNG-fueled vessels and the development of LNG bunkering infrastructure in North America has come from the pockets of U.S. and Canadian private investors. Back in February, the M/V Harvey Energy became the first dual fuel offshore support vessel in the U.S. to bunker LNG as a marine fuel and the first to also successfully complete the first truck to vessel transfer of LNG. The historic bunkering took place at a shore-based terminal owned by a subsidiary of Martin Midstream Partners L.P. in Pascagoula, MS. Participating in the activities alongside the crew of the Harvey Energy were the U.S. Coast Guard, ABS, Wärtsilä, Martin Energy Services LLC, state and local agencies and the vessel’s builder Gulf Coast Shipbuilding Group, Gulfport, MS. The cool-down process took about 12 hours to achieve the desired tank temperature and pressure utilizing 3,800 gallons of nitrogen. The LNG bunkering was successfully completed within a few hours of cool-down. Now in service for Shell in the U.S. Gulf of Mexico, the Harvey Energy refuels at owner Harvey Gulf International Marine’s facility in Port Fourchon, LA. Port Fourchon is the largest offshore supply base in the U.S., servicing over 90% of the Gulf of Mexico’s deepwater oil production, with over 600 platforms in a 40 mile (64km) radius. The facility consists of two sites each having 270,000 gallons of June 2015 MARINE LOG 31
shipping LNG storage capacity. The stainless steel Type “C” pressure tanks have vacuum insulation and carbon steel exteriors. Each facility can transfer 500 gallons of LNG per minute. Aside from its primary role of supporting the oil and gas industry offshore fleet, the facility can also support over-theroad vehicles that operate on LNG. The 310 ft x 64 ft Harvey Energy is the first of six PSVs based on the Vard Marine 1 311 design and is powered by three Wärtsilä 6L34DF dual fuel gensets providing 7.5 MW of power and fueled by Wärtsilä’s LNGPac system. The 5,150 dwt vessel is capable of carrying 253,000 gal of fuel oil, 18, 000 bbls of liquid mud, 1,600 bbls of methanol, 10, 250 ft3 of dry cement, and 78,000 gal of LNG fuel.
HERE COME THE MARLINS As we highlighted last month (“She’s a beauty,” ML, May 2015, p. 6) progress on TOTE’s 3,100-TEU dual fuel containerships is well underway. TOTE launched the Isla Bella, the first of two Marlin Class ships being buit at the General Dynamics NASSCO shipyard in San Diego, CA. It is expected to enter Jones Act service between Jacksonville, FL, and San Juan, Puerto Rico later this year, followed by the second Marlin Class ship in early 2016.
Each ship is outfitted with an 8L70ME-GI main engine, the world’s first dual fuel, slowspeed engine, built under license from MAN
TOTE’s first Marlin Class ship, the Isla Bella, will enter into Jones Act service later this year Diesel & Turbo by Korea’s Doosan Engine. LNG fuel is stored in two Type C poop deck mounted bullet tanks. TOTE will also retrofit its “Orca” Class CON-RO ships serving the Tacoma-Anchorage route with Wärtsilä dual fuel engines. While NASSCO is performing the design work for the conversions, no shipyard as yet has been selected to perform the work.
FIRST BUNKER BARGE Conrad Orange Shipyard, Inc., Orange, TX, a division of Conrad Shipyard, LLC, Morgan City, LA, has signed a contract with WesPac Midstream LLC (WesPac), Irvine, CA, to build the first dedicated LNG bunker barge for the marine market in North America. Plans call for the 2,200 m 3 capacity barge to be delivered in early 2016, initially
operating in Tacoma, WA, to serve TOTE’s Orca class RO/RO vessels. Following initial deployment, the bunker barge will be relocated to Jacksonville, to serve TOTE’s Marlin Class containerships. The barge is also expected to service other LNG-powered vessels that call at the port. The LNG barge w ill feature a tank equipped with MARK III Flex cargo containment technology, supplied by GTT (Gaztransport & Technigaz) that will be built by Conrad Orange Shipyard under GTT license. Additionally, the barge is also intended to feature the innovative bunker mast design, REACH4 (Refueling Equipment Arm, Methane [CH4]) developed by GTT, to ensure a simple and safe transfer of LNG fuel to the vessel. WesPac Midstream LLC, and Pivotal LNG, Inc., a wholly owned subsidiary of AGL Resources Inc., have signed a longterm agreement with TOTE, Inc. to provide LNG to fuel the two new dual fuel containerships. Pivotal LNG and WesPac are constructing a new natural gas liquefaction facility in Jacksonville. Last month, VT Halter Marine, Inc. held a steel cutting ceremony at its Pascagoula, MS, shipyard to mark the start of construction of Taíno, the second of two LNG-fueled
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shipping ConRo ships for Crowley Maritime Corporation’s liner services group. Crowley’s Senior Vice President and General Manager, Puerto Rico Liner Services John Hourihan, says the ConRo ships “embody superior technology, and will offer enhanced performance and safety while setting new standards for environmentally responsible shipping.” The Commitment Class ships have been designed to maximize the carriage of 53-foot, 102-inch-wide containers, which offer the most cubic cargo capacity in the trade. The ships will be 219.5 meters long, 32.3 meters wide (beam), have a deep draft of 10 meters, and an approximate deadweight capacity of 26,500 metric tonnes. Cargo capacity will be approximately 2,400 TEUs (20-foot-equivalent-units), with additional space for nearly 400 vehicles in an enclosed Ro/Ro garage. The main propulsion and auxiliary engines will be fueled by environmentally friendly LNG. The ship design was provided by Wartsila Ship Design in conjunction with Crowley subsidiary Jensen Maritime, a leading Seattle-based naval architecture and marine engineering firm. The Jones Act ships will replace Crowley’s towed triple-deck barge fleet, which has served the trade continuously and with distinction since the early 1970s. The new ships are scheduled for delivery second and fourth quarter 2017 respectively. Unlike TOTE, Crowley is reported to have opted for three Type C LNG bullet tanks mounted beneath the accommodation, offering reduced impact on cargo capacity. Debate continues on the wisdom of locating gas tanks beneath accommodation and good ventilation is certainly a must, but the concept is gaining acceptance.
says Energy and Mines Minister Bill Bennett. “With the expansion of FortisBC’s Tilbury LNG facility now underway, I look forward to seeing more agreements like this in the months and years ahead.” The funding agreement with Seaspan will result in the reduction of an estimated 5,450 metric tonnes per year of carbon emissions, the equivalent of taking more than 1,140 passenger cars off the road annually, because natural gas is cleaner burning than traditional marine diesel fuel. Seaspan has
also agreed to a fueling agreement of up to 200,000 gigajoules of LNG per year which will come from FortisBC’s Tilbury LNG facility in Delta, BC. To meet increased market demand for LNG, FortisBC has broken ground on a $400-million expansion of its Tilbury LNG facility in Delta which will add 1.1 million gigajoules of LNG storage and approximately 34,000 gigajoules of liquefaction capacity per day. The existing Tilbury LNG facility has been in operation since 1971. ■
LNG UP NORTH In Canada, energy utility FortisBC has stepped up by providing C$5 million in incentive funding for two new dual fuel ferries being built in Turkey for Seaspan Ferries. The 148.9 m ferries, being built by Sedef Shipyard, Istanbul, Turkey, will be in operation by late 2016, accommodating up to 59 trailers. Fortis BC says the incentives were made possible following the creation of the British Columbia Government’s Greenhouse Gas Reduction regulation in 2012 when FortisBC announced a C$62 million program for fleet operators to offset part of the cost for a natural gas engine over a diesel engine. “Our government supports these incentives which decrease operating costs, support the province’s growing LNG sector and reduce greenhouse gas emissions,” June 2015 MARINE LOG 33
A SAVE THE DATE
2015 NORTH AMERICAN
WORLD MARITIME DAY October 5-7, 2015
Maritime Education and Training Summit Collaboration for Industry’s Future
Securing Maritime’s 21st Century Workforce Maritime Institute of Technology & Graduate Studies (MITAGS), Linthicum Heights, MD Who should attend? EDUCATORS: Primary and Secondary Maritime/Marine Teachers, Principals, Administrators, Maritime Museums, Maritime/Marine Organizations Committed to educating K-12 students about our maritime heritage, marine science and maritime careers learn about successful programs around the country and partnerships that school have developed to enrich their programs INDUSTRY: Employers, Labor Organizations, Trade Organizations Learn about innovative K-12 maritime and marine programs that are educating students in STEM, and informing students about careers in the Maritime and Marine Fields ADMINISTRATORS: Federal, State and School Officials Learn about obstacles to school completion, marine and maritime employment and how you can help. Learn how to start up a maritime/marine school or program in your location. Learn about how maritime/marine education is putting the M in STEM education CONFERENCE FORMAT: The conference over a two day period will feature individual speakers, plenary sessions, and a series of workshops. The sessions will run along three tracks of interest Educators, Industry and Administrators to allow attendees to sit in the sessions that interest them. CONFERENCE SPECIFICS: Details on lodging, fees and speakers workshops, sponsorships and activities are in final development phase and will be available shortly. Please visit our website for the event, www.worldmaritimedayna.net. Updates will be posted as available.
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SPECIFIC QUESTIONS: Conference Co- Chairpersons can be contacted directly. Carleen Lyden-Kluss – Executive Director, NAMEPA: 203-255-4686 e: executivedirector@namepa.net Dr. Art Sulzer EdD – SOCP/MPSEC: 484-459-7726 e: Sulzmarine@aol.com
www.worldmaritimedayna.net
shipping
The BWMS Conundrum Ballast water management remains a headache for ship operators more than 10 years after IMO’s BW Convention 2004 By Nick Blenkey, Web Editor
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allast Water Management Systems (BWMS) cost from around $1 million to $5 million per ship, but shipowners fear that, in some dire scenarios, these expensive installations might only have a lifetime of five years before no longer having the necessary regulatory approval. When IMO’s Marine Environmental Protection Committee (MEPC) met in London last month, there were thoughts that, to a roll of drums and sounding of trumpets, would come an announcement that the tonnage needed to bring IMO’s Ballast Water Convention of 2004 into effect had at last been signed up. It didn’t happen. The number of Contracting Governments remained at 44, accounting for 32.86% of the world’s merchant fleet tonnage, still less than the needed 35% of the world’s gross tonnage. Instead, the MEPC decided to take a number of steps to make the convention workable and thus more palatable. However, while the MEPC has been putting duct tape and spackle on the convention for more than a decade, the United States has moved on. It has not ratified the convention and it won’t. Instead, the U.S. has legislation in place that already requires BWMS meeting U.S. regulatory requirements to be installed in ships in accordance with deadlines that are real. It’s not about the clock ticking; the train has left the station. In fact, the regulations now being enforced by the Coast Guard are intended to ensure that installed BWMS meet the same discharge limits called for by the IMO Convention. The big difference between what the U.S. law requires and what the BWM Convention requires lies in the area of type approval testing. Among other U.S. concerns is that the procedures acceptable under the convention are subject to differing national interpretations and do little to guard against manufacturers having an involvement in the process that could help “nurse” their equipment through the tests. The U.S. thus does not accept IMO type approval as sufficient to demonstrate that a BWMS meets the requirements of U.S. regulations, which require that an installed system be U.S. Coast Guard type approved with testing by a U.S. approved independent laboratory (IL). The Coast Guard did not approve its first IL until September 2014. No systems have yet completed the full U.S. Coast Guard type approval process, which is much more rigorous than the IMO process and whose requirements of are clearly defined in USCG’s final ruling in 33 CFR 151 and 46 CFR 160. In the meantime, the Coast Guard will accept systems that have obtained its AMS (Alternative Management System) acceptance, involving a rigorous audit of all the steps taken to gain IMO type approval. However, AMS approval is good for only five years, hence shipowners’ worries that a multimillion dollar hardware investment could have only a five year lifespan.
The Trojan Marinex BWT system was tested in accordance with U.S. EPA ETV Ballast Water Protocol—a testing requirement for USCG Type Approval
Unless they get a temporary extension, shipowners wishing to trade in U.S. waters have to install BWMS in accordance with the following schedule: New vessels, with a keel laying date after December 1, 2013 are required to comply with the regulations upon delivery. Existing vessels are required to comply at their first scheduled drydocking after: • January 1, 2016 for vessels with ballast water less than 1,500 cubic meters • January 1, 2014 for vessels with ballast water between 1,500 to 5,000 cubic meters • January 1, 2016 for vessels with ballast water over 5,000 cubic meters
U.S. sets de facto world standard Shipowners have been concerned that the IMO Convention could come into force without an implementation schedule that recognizes the reality that most shipowners will need to fit U.S. approved systems. According to the Round Table of International Shipping Organizations (BIMCO, the International Chamber of Shipping, Intercargo and INTERTANKO) early implementation of the convention “would force the international shipping industry to spend millions of dollars on BWMS that may not achieve U.S. type-approval and therefore will need to be replaced in a short period of time.” It says that, once the IMO Convention does take effect, 50,000 ships will need to be fitted with BWMS over a five year period, creating “an impossible situation for ships that trade to the United States, where unilateral national regulation is already in force.” It notes that though a number of BWMS are in the USCG testing June 2015 MARINE LOG 35
shipping and approval process, none have, as yet, received type approval. “There are 54 BWMS approved under the AMS regime, but worryingly only 17 manufacturers have indicated an intent to submit their system for USCG approval testing,” said the Round Table prior to the recent MEPC session. “There is no guarantee that systems submitted will gain approval under the stringent U.S. testing regime; consequentially, when the IMO convention enters
into force, ship operators trading to the U.S. will be forced to fit a BWMS that may never achieve USCG type approval” and will have to be replaced within five years in order to continue to trade to the U.S. At a conference on ballast water management last year, Cmdr. Ryan Allain, Chief of the Coast Guard’s Environmental Standards Division, said “The Coast Guard expectation is that if you have an AMS acceptance that you have started your type approval
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36 MARINE LOG June 2015
program.” Commander Allain also gave some insights into issues the Coast Guard has had with the IMO type approval process. While going through AMS reviews, he said, the Coast Guard sees a lot of inconsistencies in testing that was done to achieve foreign administration type approval. “We notice lack of quality assurance and quality control; and use of testing procedures that weren’t independently validated,” he noted.
MEPC tries to patch up convention IMO’s MEPC has now agreed measures to make the Ballast Water Convention more workable that include reviewing its guidelines for BWMS approval and accepting a “Roadmap for the implementation of the BWM Convention” that emphasizes that early movers, i.e. ships which install ballast water management systems approved in accordance with the current guidelines, should not be penalized. The International Chamber of Shipping (ICS) hailed this as “progress to address various implementation problems that should help bring the Convention into force sooner rather than later,” adding that it believes that shipowners can now have increased confidence that, when the Convention kicks in, ships which have installed “first generation” equipment in accordance with existing IMO approval Guidelines will not be unfairly penalized. ICS is also increasingly confident that “the future IMO type-approval process, for the expensive new treatment systems required, will be more robust as a result of new IMO Guidelines which are now being developed.” “The problems created by the unilateral approach of the United States now require a separate pragmatic solution outside of IMO,” said ICS Secretary General Peter Hinchliffe. “The legal obstacles created by the timelines enshrined in the U.S law, and uncertainty as to when the IMO Convention will enter into force, make a solution extremely complex. But in cooperation with other shipowner organizations this will be a priority for ICS in the year ahead.”
Manufacturers Respond “We realized, quite early on, that USCG Type Approval would become the global standard in ballast water treatment certifications, and thus utilized a number of tactics that would position us at the forefront of application submittals,” says Mark Kustermans, Market Manager for Canada’s Trojan Marinex, which filed the industry’s first application for USCG type approval in March 2015. Its product suite had previously obtained IMO Type Approval from DNV on behalf of the
shipping Norwegian Maritime Directorate in March 2014, and was issued Alternate Management System (AMS) acceptance by the USCG in August 2014. Mr. Kustermann believes that many existing IMO Type Approved systems are unlikely to achieve USCG Type Approval without a substantial redesign of the system and extensive retesting, noting that “this imposes a high level of risk to vessel owners.” He sees the small number of manufacturers expressing an intent to submit for U.S. approval testing as an “indication of the significant investment and risk with retesting to the stringent standards of the USCG.” “Many of these manufacturers have been waiting for ratification of the IMO Convention and for the market to takeoff, but now face another large outflow of capital with no guarantee of a positive outcome,” he adds. However, Mr. Kusterman says, Trojan Marinex believes that, based on the list of manufacturers that have already started USCG type approval testing, “there will be a number of quality options for shipowners to choose from.” Not surprisingly, shipowners are putting high importance on how far systems are along the path to USCG type approval and evidence of this is already being shown in the market place. Thus when Unicom Management Services (Cyprus) Ltd., acting for SCF Group, signed a ten vessel agreement with Maynard, MA, headquartered Ecochlor, Inc. for Ecochlor BWMS to be retrofitted on ten oil and/chemical tankers it did so after investigating the options for over two years. It placed a high priority on finding a system that is highly effective, has low power requirements, and is on the path to USCG type approval. The Ecochlor system, which uses a two-step process of filtration followed by treatment with biocide chlorine dioxide. The system’s effectiveness is not impaired by variations in salinity, temperature, turbidity, organics, and vibration, which can impact other treatment options. Another manufacturer that has started on the path is Evoqua Water Technologies whose IMO Type Approved and USCG AMS accepted SeaCURE BWMS recently received a second U.S. patent that describes a technical solution for treating ballast water under a variety of ambient water qualities, which can vary widely from port to port where the ship is taking on its ballast. The SeaCURE system is based on the tested Chloropac marine growth prevention system (MGPS), which uses electrochlorination biocide generation and injection treatment for sea water cooling systems.
“The SeaCURE system is currently being extensively tested in the United States Laboratories for USCG type approval to be able to give our customers further peaceof-mind,”says Ian Stentiford, Global Vice President for Electrocatalytic Products within Evoqua. Yet another BWMS provider that has gotten the message is Denmark’s Bawat A/S. It is a relevantly recent entrant in the market whose system received AMS approval this year, with CEO Kim Diederichsen noting
that he expects the system to obtain a full U.S. type approval “well ahead” of the expiration of the interim period. In the Bawat system, which is aimed primarily at the tanker and bulk carrier markets, treatment can be carried out while at sea. The in-tank recirculation system uses deoxygenation and pasteurization to bring the concentration of organisms in ballast water down to well below the regulation requirements. ■ Make sure you read Part 2 of the BWMS Conundrum in our July issue
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safety
A REMBRANDT simulation of a tanker and bulker colliding
Safety First
By Paul Morter, Business Line Manager, BMT ARGOSS
How simulating marine collisions can lead to a safer operating future
C
ollisions at sea have always been a major risk for seafarers and while the exact numbers of incidents that take place across the globe each year are hard to quantify, the number is significant. The Marine Accident Investigation Branch (MAIB) reports an average of six collisions between merchant vessels in British waters every year; and for every collision reported to the appropriate authorities, there will be many more near-misses that go unreported. Simulation can be used as both an effective training aid to prevent collisions and a powerful diagnostic tool to help improve the forensic examination of casualties. Despite widespread adoption of the International Regulations for Preventing Collisions at Sea 1972 (Colregs), the implementation of vessel traffic services (VTS) and traffic separation schemes in busy seaways major collisions still take place. There is no excuse for this in an age of highly sophisticated electronic navigational aids. Whether the cause is poor lookout, poor decision making or poor manning levels, serious collisions have multiple effects. Too often crew or passengers are injured, or there is tragic loss of life. The cargo carried on board may become damaged, often causing serious disruption to commercial relations between seller and buyer, which can be more damaging than the pure material loss. If oil or other harmful substances are accidentally spilled, the environment may become seriously affected, harming not only the aquatic fauna and flora, but too often the coastline as well, affecting those who
earn their living from the sea or the coast. Expensive clean-up operations may follow as well as disputes with aggrieved third-parties. Finally, the ship-owner or charterer and the relevant H&M insurers can be seriously affected by a collision. Huge financial losses may result not only from the cost of possible salvage and repairs, but also from the loss of time. As the old saying goes, there are two sides to every story, and in a marine casualty investigation, that’s never truer. In a situation where there has been a collision far from land, the only witnesses will be the crew-members on watch at the time of the incident, and their accounts of the event will often be contradictory. While physical evidence such as the type and extent of damage sustained by either ship can help investigators form a conclusion, the final verdict is more likely to be formed from the balance of probabilities rather than specific hard evidence. In order to address this issue by utilizing all the available data relating to the incident, BMT ARGOSS and BMT Surveys—subsidiaries of leading international design, engineering and risk management consultancy BMT Group Ltd—have partnered to use the REMBRANDT ship maneuvering simulator as part of the maritime casualty investigation process. Operating directly from S57 ENC chart data, REMBRANDT is a highly accurate, capable and flexible alternative to Full Mission Bridge (FMB) marine simulators, allowing the user to load the parameters of any port. REMBRANDT utilizes high fidelity ship models that include over June 2015 MARINE LOG 39
safety
TWO SIDES TO EVERY STORY: Using the REMBRANDT ship maneuvering simulator as part of a maritime casualty investigation, the Collision Reconstruction and Simulation team will be able to accurately reconstruct an incident for in-depth analysis, view it from multiple angles in order to consider the incident from each side’s perspective, and determine the cause of the accident
750 parameters, ensuring that the user experiences identical ship-to-ship interaction, ship-to-bank interaction, squat and shallow water effects as the real ship would in the same conditions. Simulations can be replayed in video format with track plots and data information printed or saved electronically, providing an opportunity to analyze the trainees’ performance. REMBRANDT has enhanced tidal current and wind settings to accommodate the unique features of a given port or shipping lane. It can also provide Client Server, a multi-user mode which enables multiple vessels to operate in a single operational scenario, each with independent human control, making it a powerful and effective training tool. BMT has deployed REMBRANDT worldwide in over 125 projects, working with an international client base of cruise, ferry, LNG, tanker, container and bulk carrier operators, and port authorities. Ut i l i zi ng R EMBR A NDT, t he newly formed Collison Reconstruction and Simulation Team will be able to accurately reconstruct specific incidents involving collisions in order to identify the root cause and any lessons that can be learned. BMT’s team—which includes experienced master mariners, chief engineers, navigation and hydrodynamic modellers, and weather 40 MARINE LOG June 2015
experts—has the essential skills, depth of maritime knowledge, and crucial technology to reconstruct incidents using a visual format and readily understandable process. The simulation uses the actual shipboard Voyage Data Recorder (VDR) data, radar images, and regional AIS information combined with high fidelity ship models, which can be re-modelled to required parameters, to produce meaningful three-dimensional simulations. Voice, radar and position data sets are automatically synchronized, together with environmental data and navigational circumstances, to present a complete and seamless reconstruction of events for in-depth analysis. Once an accurate simulation of events has been established, it can be viewed from multiple angles in order to consider the incident from each crews’ perspective. Control inputs to each vessel can also be calculated to assess at what point changes of course or speed took place. Combining the highly accurate simulation with the skillful analysis of marine experts, failings can be identified to create an unbiased appraisal of how and why an incident has occurred. The resulting incident reconstruction can be used to identify what happened not only for litigation purposes, but to help improve maritime safety.
Once the root cause is determined the first steps towards future prevention can be implemented. This knowledge and also the liaison with the client can produce a range of “what if ” scenarios that can be thoroughly investigated and evaluated to produce specific training needs, valuable lessons and operational policies and procedures. The technology can also be used as part of a ship operators QA procedures whereby random downloads of VDR data are input to REMBRANDT for shore based review for compliance with company ISM navigation policy. The recreated visuals can then be used for deck officer training. These results can be implemented to create a cost-effective and safe approach to assist in the prevention of marine collisions and casualties. This can help lead to the development of safety procedures and promote pollution prevention which can support the industry from within. ■
Paul Morter, Business Line Manager at BMT ARGOSS, leads the ship manoeuvring simulation team at BMT ARGOSS. Following a 15 year career at sea he has worked ashore in operational and safety related roles and has written safety management systems for shipping companies during the initial introduction of the ISM Code. Paul’s business development role at BMT ARGOSS includes expanding the scope and capabilities of its ship manoeuvring and navigation risk assessment simulator REMBRANDT.
safety A tool for Inland Waterways E arlier this ye ar, BMT ARGOSS developed a specialized version of its REMBRANDT simulation and training tool specifically for use in inland waterways. REMBRANDT-INLAND is a highly accurate and flexible alternative to Full Mission Bridge marine simulators. R E M B R A N DT- I N L A N D, l i ke R E M BRANDT, allows the user to load the parameters of any port, river, or canal. This enables the user to experience the vessel’s interaction with the environment, assess training capabilities and allows for collision reconstruction. Simulations can be replayed in video format with track plots and data information printed or saved electronically, providing an opportunity to analyze the vessel’s performance. REMBRANDT-INLAND also features enhanced current and wind settings to accommodate the unique features of any given location. It can also provide Client Server, a multi-user mode, enabling multiple vessels to operate in a single operational scenario, each with independent human control, making it a powerful and effective tool for real life scenarios. “Having this market-focused version of REMBRANDT available to support the specialized requirements of inland waterways—whether for development or investigative purposes—will allow BMT ARGOSS to provide a valuable input to a wide variety of projects,” says Hans Veldman, BMT ARGOSS’s inland waterways consultant. REMBR ANDT-INL AND is currently being used as part of BMT ARGOSS’s consultancy and will be available to purchase later in 2015.
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Port Optimization Additionally, the specialized software provides the user with unparalleled visual simulation of a proposed new infrastructure. BMT ARGOSS provided such a simulation as part of the public consultation into development of the ports of Spijk and Tuindorp in Holland. In order to meet the demands of the industry, ports need to be able to handle larger vessels. REMBRANDT can aid in the planning of new terminals, or the extension of currently existing facilities. The software can create simulations for port design and operational procedures, thereby helping with port operating efficiency. June 2015 MARINE LOG 41
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safety
Damage sustained by the Andrew J. Barberi after alliding with a pier
SMS audits to help cut red tape US-based Safety Management Systems aims to help owners make light work of compliance in an industry whose regulatory responsibilities hang increasingly heavy
United States Coast Guard, PA2 Mike Hvozda
N
ew technology is and will continue to be offered as the answer to many of shipping’s safety and environmental challenges, including training. At the same time, shipping’s audit trail grows longer with each passing regulation, and the call for relief from the administrative burden on operational staff now reverberates as an industry-rallying cry. The irony is that the technology advanced to meet new rules can lose the efficiency gains promised by suppliers in the accompanying flurry of paperwork required at sea and ashore to demonstrate compliance. Internal audits are nonetheless a vital component of any type of management system—whether they relate to quality, safety or the environment, and their frequency is likely to grow, not diminish. Another reality—in which shipping is by no means unique—is that internal auditing requires some measure of support and inevitably benefits from the involvement of a dispassionate third-party. For two decades, U.S.-based Safety Management Systems (SMS) has provided client-focused consulting services that include audit support to the global maritime, transportation and related industries. SMS Director Bill Mahoney says that, over that time, relationships conceived in response to safety regulations have blossomed to encompass a range of procedures. “If we’re involved with the customer through an underwriter, for example, our focus isn’t on investigating claims and providing
a forensic accounting,” says Mahoney. “We look at leading indicators and determine the means to make the best use of them. Underwriters see our involvement as a means to assist operators in safeguarding against future losses. We offer pragmatic recommendations and seek to build on what is already functioning well within an organization. “If the brief is to audit the safety management system in its entirety, we don’t tell operators how to run their business. We let them do that while we help establish the controls and mechanisms to keep everything functioning in a way that leads to performance improvements over time.”
Systematic approach Typical of an unfolding relationship has been that between SMS and the New York City Department of Transport (NYCDOT), initiated soon after the deadly October 2003 crash of the Staten Island ferry Andrew J. Barberi. The ferry allided with a pier at the St. George Ferry Terminal. Eleven people died in the incident and dozens were injured. “We’ve been contracted by NYCDOT (Staten Island Ferry Division) since 2004 as a partner and trusted advisor to identify and promote beneficial practices and resources in the areas of safety and security,” says Mahoney. “In addition to special assignments that have included assessments, training and research, for example, we are June 2015 MARINE LOG 43
safety tasked to provide ongoing support for audit and review programs.” The relationship has brought wide-ranging involvement in DOT projects, which have proved challenging for the consulting company, but also educational. It is representative of the partnering approach SMS prefers to bring to all of its customer accounts, Mahoney says, including international accounts.
“SMS works with operators to identify and magnify the benefits of their existing controls” —Safety Management Systems’ Bill Mahoney “From the safety management perspective, a structured approach results in fewer issues with the Flag States and other stakeholders because best practice can be demonstrated. We establish or refine the records that show that our customers have done what they said they would do and we make sure that the arrangements are demonstrable and repeatable.” Different operators will have different operating cultures, but often the fine tuning focuses on putting verification points at the right place, says Mahoney. “Often, the safety management systems owners have in place meet some, if not all of the demands set by new regulations. Operators typically have more sensible guidance available in-house than they may realize. We uncover it and bring it into alignment with the current organization and regulatory standards.” In all cases, transparency and openness at the outset are paramount.
44 MARINE LOG June 2015
With new auditing service providers continuously joining the market, Mahoney’s emphasis of the value of long term relationships is unswerving. “SMS works with operators to identify and magnify the benefits of their existing controls,” he says. “We don’t issue ultimatums. We have a discussion and determine what’s going right and how an operator should capitalize on it in potentially other areas. “As the experience of our auditors increases and their relationships with clients deepen, the level of effort required of our customers to prepare, execute and close an audit event reduces appreciably over time. Today, we as a company draw from a larger pool of auditors who are strategically positioned to reduce travelrelated expenses to clients, but our oversight remains the same as it always has been—only it’s simplified and provides real-time monitoring during the execution of each audit.”
Different class SMS was acquired last year by ClassNK, but remains an independent entity. Mahoney says the new parent will support SMS plans to broaden its presence in the international arena. He is also a firm believer that better use of technology can help the auditing process. Mahoney is at pains to stress that SMS operates as a completely separate business enterprise to ClassNK, by mutual consent. “We will not suggest to anyone that if they use SMS for their consulting work they must use ClassNK for third-party survey and certification services.” Rather, he looks at the role of SMS within ClassNK “in a holistic way,” following separate acquisitions by the class society of NAPA and Helm Operations. “There will be clear benefits for the organization in its entirety if it can offer a range of services that includes standard class activities, but also the consulting services SMS
safety offers, build software from NAPA and procedural software from Helm Operations,” he says. “We’ve come to the realization that the potential for technology to simplify the audit process—from planning through to final report writing—is not being fully realized,” he says.
Inland issues If proof were needed that demand for auditing services will increase, new rules covering inspection, standards, and safety management systems of U.S. towing vessels should seal the deal. Final publication of the U.S. Coast Guard’s Subchapter M provisions is now expected in August 2015, and covers vessel electrical and machinery requirements, the use and approval of third-party auditors and surveyors, and inspection certification. The industry has been pushing for mandatory safety management standards for some time, mostly through the efforts of its largest advocacy group, the American Waterways Organization. SMS has long been in preparation for Subchapter M, while owners will actually have up to nine years to demonstrate full compliance with all of its provisions. The extended timeframe affords Mahoney a further opportunity to take a general view based on long experience of consulting shipping as it heads into uncharted regulatory territory. “The ISM Code, for example, has proved to be a decent job as a regulation that may be applied to a broad range of operators and vessels. Subchapter M will be very prescriptive by comparison, but this is apparently what the domestic towing industry called for and will soon receive. At the moment we are helping customers to assess their position against the regulations that will come into place.” However, key operators in the U.S. towing industry have been
taking a more progressive approach, and here, too, SMS has been building its experience—in this case, specific to Subchapter M’s expected content. “We’ve had the extremely good fortune to be tasked by the American River Transportation Company (ARTCo) to assist with retooling its RCP (Rich Content Platform) into a SubM compliant Towing Management System (TMS),” says Mahoney. “ARTCo had the vast majority of towing management system elements in-hand, but we’ve assisted with addressing the minor gaps and aligning all of their formalized controls into a cohesive whole.” The “whole” has proved to be so cohesive that ARTCo subsequently asked SMS to drop “Safety” from the management system title altogether. “They believed that referencing the ‘S’ word in the title diminishes the fact that a TSMS as called for by SubM incorporates so much more—operationally, technical management, survey, etc.,” says Mahoney. Following its acquisition by ClassNK, SMS and its new parent have been working through ways to align services geographically to mutual benefit. “Within the U.S. we are very focused on New Orleans and intend to support operations serving vessels and operators on the Gulf and Mississippi by the close of the first quarter of 2015,” says Mahoney. “We are assessing other ClassNK locations within the U.S. including Long Beach and New York.” It is also expected that ClassNK will be involved in growing the role of SMS as a training company with availability of staff for Subchapter M-related duties. “If a client determines that using both SMS and ClassNK is beneficial for competitive and other business and professional reasons, of course we will not object to that,” Mahoney says. ■
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safety
A more hands-on approach can help identify and control the risk of accidents
A Hands-on Approach
By David Nichol, Club Risk Assessor, UK P&I Club
How a Self Assessment scheme can help improve ship safety
Igor Filchakov
U
K P&I Club’s self assessment scheme is designed to help the Club’s shipowner Members take a more hands-on role in identifying and controlling the risk of accidents on their ships. The scheme works utilizing the Club’s historical claims data and expertise. For more than 25 years, the Club has been analyzing claims data for the purpose of identifying what types of claims are occurring, their frequency, cost and crucially, how they are being caused. This has enabled the Club to provide information and advice to Members and Club staff on what is going wrong, the financial and human impact of claims and what can be done to prevent them. In practical terms, this transfer of knowledge has traditionally taken the form of providing advice on current claims trends and shipping related risks by means of loss prevention bulletins, brochures, posters, videos and seminars hosted by the Club. The Club has also placed a high priority on assisting Members in getting the loss prevention message across to the ship’s crews and operations staff, so that all concerned both at sea and ashore have a common stake in developing safer working practices and minimizing claims. During this period, the Club has also employed a team of experienced master mariners and chief engineers tasked with visiting hundreds of entered ships every year at various busy ports around the world. The feedback provided by these in-house “ship inspectors” has proven a valuable resource in gauging the quality of entered tonnage with the added benefit of giving crews direct exposure to the Club and enabling an exchange of current loss prevention knowledge and concerns.
Shifting Focus However, following the implementation of the ISM Code, progressively stringent regulation across the shipping industry, and increased scrutiny of ships by way of Port State Control and commercial inspections, the Club recognized the need to shift the focus of ship visits from mere rule compliance and technical ship condition to a more risk-based approach with an emphasis on claims reduction. In other words, rather than duplicate effort, the ship visits are less about “nuts and bolts” type inspections and more about assessing shipboard safety management systems and risks which may result in claims. Club inspectors were likewise re-titled “risk assessors” to reflect their changing role.
Identifying Hazards Over the past four years, an innovative claims-centric approach to assessing risk has been developed by the Club’s risk assessors working, in conjunction with our claims executives and underwriters. By analyzing more than 12,000 serious claims over a 20 year period and using the formula RISK = FREQUENCY x CONSEQUENCE, the Club has identified many of the hazards, threats, and controlling factors which have been seen to both cause and prevent claims. The hazard categories relate to P&I risks: cargo, pollution, personal injury, collision, and third party property damage. The Club has identified 75 threat areas which could develop into an incident and some 450 controls which may reduce the likelihood of those threats causing an incident. June 2015 MARINE LOG 47
safety Similarly, those controls which may assist in mitigating the consequences and cost of an incident, by means of an appropriate response and good record keeping after the event, are also identified. The system has been developed in a way that enables the different hazard category risks to be rated using a scoring system applied to the individual controls, providing a more scientific approach to claims control and prevention. The progressive use of the system on board Members’ ships has identified trends and benchmarks, which may be used to assist Members in developing a more focused approach to their own safety systems.
A Scientific Approach The risk assessment system has been well received by ship’s crews, who are able to benefit from advice provided by the risk assessors and by shore technical staff. Therefore, in order to be able to share the system more widely, the Club managers have decided to modify the system in such a way that Members will be able to use it themselves. Using the above basic principles, the role of the assessor will typically be taken by a superintendent or appointed crew members, who are guided through a simple procedure to identify the threats that could cause a P&I incident and measure the effectiveness of the controls which are in place. Using the simple scoring system, the self assessment can provide a valuable means of methodically identifying what threats are at an elevated risk of causing an incident and to show where related controls need to be improved.
Self-Assessment Kit Participating Members will be provided with a “self assessment kit” containing the necessary guidance, methodology and checklists,
in booklet form, to enable the risk assessment to be performed by the designated crew of shore staff. On completion of the self assessment, the booklets can be returned to the Club, where scores can be computed, confidentially compared with a Club benchmark, turned into a formal risk assessment report and returned to the Member for use in their own risk assessment process. If desired, the report findings may be discussed with the Club’s claims and/or loss prevention specialists to obtain further advice. Obviously, for the scheme to be effective, it will be necessary for those conducting the assessments to apply an objective and honest approach to the whole process. Members may also request the attendance of one of the Club risk assessors on board to conduct a subsequent independent assessment should the ships visit a port where an assessor happens to be located. A risk profile can then be produced to assess the progress that has been made in improving on-board risk controls. It is envisaged that where a Member’s self assessment and an assessment conducted by the Club (gap analysis) reveals little difference in risk scores, there could be a reduction in the Club mandatory surveys required of that ship. This will also depend upon the Member’s claims experience, agreement with the Managers, and continued submission of regular self assessments. The scheme has initially been made available to 20 Members on a first come, first served basis, with use expanded to the wider Membership as the system is developed. It is emphasised that this self assessment scheme is entirely voluntary and provided free of charge to participating Members. The Club hopes that this innovative additional service will provide those Members taking part with a practical and simple means of using the Clubs historical claims data and in-house expertise to improve safety on board their ships and to reduce claims. ■
Creative Solutions to Protect Your Marine Assets
Ocean Marine Cap’t Ed Wilmot / ewilmot@gaig.com GreatAmericanOcean.com
48 MARINE LOG June 2015
©2015 Great American Insurance Company, an authorized insurer in all 50 states and D.C Great American Insurance Group Tower / 301 E. Fourth Street / Cincinnati, OH 45202
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shipbuilding
The Isla Bella is the first of two LNG-fueled containerships built for Tote
Shipyard Orders Slip In New players enter the ATB market, but no new orders for OSVs Compiled by Marine Log Staff
T
he changing energy picture for oil and gas has shuffled the deck for U.S. shipyards. Cheap oil has led to the stacking and scrapping of drill rigs and offshore support vessels. Last year at this time, there were 58 rigs drilling in the Gulf of Mexico. Today, only 29 are drilling. As a result, no new orders for OSVs have been placed at U.S. shipyards since the price of oil dipped last year. Shipyards along the U.S. Gulf Coast—from Panama City, FL, to Houma, LA—continue to work off their backlogs of new tonnage for the oil patch. According to data compiled by Marine Log Shipbuilding Intelligence, 24 offshore support vessels have added to the U.S.-flag fleet since the beginning of the year. One company that is said to be considering some more newbuilds is Jackson Offshore Operators, which marked its 4th anniversary this past May. Jackson Offshore has four fast crew/supply boats and four platform supply vessels. Its four PSVs, built by BAE Systems Southeast Shipyards, are based on a GPA 675-J design from naval architects Guido Perla Associates, Seattle, WA. While current conditions in the oil patch might not warrant adding new vessels, it is a buyer’s market, with building slots opening up at shipyards all along the Gulf Coast. Some don’t see a recovery in the oil market until 2016 or 2017. Right now, the U.S. remains the world’s top producer of petroleum and natural gas hydrocarbons, ahead of Russia and Saudi Arabia. According to the Energy Information Administration (EIA), U.S. petroleum production has increased by more than 11 quadrillion British thermal units (Btu) since 2008, with dramatic growth in Texas and North Dakota. Despite the 50% decline in crude oil prices that occurred in the second half of last year, U.S. petroleum production still increased by 3 quadrillion Btu (1.6 million barrels per day)
50 MARINE LOG June 2015
in 2014. Natural gas production—largely from the eastern United States—increased by 5 quadrillion Btu (13.9 billion cubic feet per day) over the past five years. Speaking last month at Marine Log Tugs & Barges 2015 Conference & Expo, Charlie Papavizas, Esq., Partner, Winston & Strawn, LLP, said there could be opportunities for crude oil export. There has been a ban on the export of U.S. crude in place since 1975 during the Mideast oil crisis. That ban could be reversed by Congress or lifted if the President finds that it would be in the national interest.
Appetite for more ATBs Right now, moving the crude and products has been good business for coastal tank barge operators. According to investment bankers Cowen & Company, rates on coastal contract renewals continue to grow in the mid-to-high single digits. Cowen & Company expects the trend to continue despite a slowdown in production growth as additional pipelines come on-line moving crude to the Gulf Coast. Those 120,000 bbl/day Eagle Ford JV pipeline to Corpus Christi and the 200,000 bbl/day Permian Express 2 to Nederland are both expected to open in the third quarter of 2015. Cowen & Company says as a result, utilization should remain in the mid-90s, supporting modest rate increases. The changing energy picture in the U.S. is driving demand for new Articulated Tug Barge units, not only from traditional players, but from a few new ones as well. One of those is Plains All American Pipeline, LP, Houston, TX. Last month, it ordered a 155,000 bbl ATB from Fincantieri Marine Group’s Bay Shipbuilding Company, Sturgeon Bay, WI. Set for a mid-2017
shipbuilding delivery, the ATB consists of an 8,000 hp tug and a 155,000-barrel barge. The contract includes an option for a second unit. Plains All American has a non-controlling interest in Settoon Towing, Pierre Part, LA, which has 149 transport and storage barges and 72 towboats. Another new player in the ATB market is John W. Stone Oil Distributor, LLC, Gretna, LA. John W. Stone has ordered an 80,000 bbl ATB from Conrad Shipyard, LLC, Amelia, LA. The ATB will consist of a 399 ft x 74 ft double hull, ocean tank barge Gulf Carrier and a 5,150 hp, 120 ft x 40 ft tug Gulf Venture. The detail design work is being completed by naval architect and marine engineering firm Bristol Harbor Group, Inc. (BHGI), Bristol, RI. The new ATB will be used to support Stone’s continually expanding shore bases as well as offshore operations. It will be capable of transit and delivery of various marine fuels and associated products. Gulf Venture ATB tug will have two 2,575 hp Cat 3516C main engines, and three John Deere 150kW main generators. It will be classed by ABS +A1, +AMS, ABCU, Oceans Towing Vessel Unlimited Service certified under SOLAS/IMO/MARPOL. The ocean tank barge Gulf Carrier will be equipped with a 750 hp Thrustmaster retractable azimuthing thruster, with two John Deere 99 kW main generators. It will be classed by ABS +A1, Unlimited Oceans, Permissively Manned. Besides the new orders, shipyards were also busy delivering ATBs on their order books. Gunderson Marine, Portland, OR, launched Kirby’s 185-01 oil and chemical tank barge late last month. The 185,000 bbl tank barge will be paired with a 10,000 hp tug being completed at Nichols Brothers Boat Builders, Whidbey Island, WA. The tug and the barge were both designed by Guarino & Cox, Covington, LA. Early last month, VT Halter Marine’s Pascagoula, MS, shipyard launched Barge B. No. 270 for Bouchard Transportation Co., Melville, NY. Barge B. No. 270 is the barge component of the first of two Articulated Tug Barge (ATB) units on order for Bouchard at VT Halter Marine. The tug component, Kim M. Bouchard, was launched at VT Halter’s Moss Point Marine shipyard this past February. When paired, Kim M. Bouchard and Barge B. No. 270 will be delivered to Bouchard, the nation’s largest independently owned oceangoing petroleum barge company, as part of its ongoing fleet expansion program. Barge B. No. 270 measures 625 feet by 91 feet by 47 feet, has a 250,000-barrel capacity, and is ABS and USCG certified for Jones Act service. The Kim M. Bouchard is a twin-screw ATB tug and is classed by ABS as +A1 Towing Vessel, Dual Mode ATB, USCG Subchapter M, and is equipped with an Intercon Coupler System. The sister unit, M/V Donna J. Bouchard and B. No. 272, is also currently under construction at VT Halter Marine.
LNG-fueled and ready tonnage With the push of a button, VT Halter Marine began steel plate cutting last month on Taíno, the second of two Commitment Class LNG-powered, combination container – Roll-On/Roll-Off (ConRo) ships for Crowley Maritime’s liner services group. Back in November 2013, VT Halter Marine and Crowley inked a deal for the two 219.5m, 26,500 MT ConRo ships. The El Coquí and Taíno will be delivered in the second and fourth quarter of 2017, respectively. The Taíno and its sister vessel, El Coquí , are two of 20 LNG-fueled or LNG-ready vessels ordered, built or to be converted at U.S. shipyards. And this could only be the tip of the iceberg. The draft of a report, The Future of LNG as a Fuel for U.S. Vessels, made available by BHG at Marine Log Tugs & Barges 2015 puts the number of U.S. LNG-fueled vessels planned and under construction
at 28. Furthermore, it reports that by 2029, as many as 204 newbuilds and 59 conversions for the Gulf of Mexico, four newbuilds and 10 conversions for the Great Lakes, and another 81 newbuilds and five conversions for inland waterways. BHG has been one of the naval architects at the forefront of the design of gas-fueled vessels for the U.S.—and has designed the first LNG bunker barge under construction at Conrad Orange Shipyard, Orange, TX. Currently, along with VT Halter Marine, the other yards that are building LNG tonnage in the U.S. include General Dynamics NASSCO, San Diego, CA, Aker Philadelphia Shipyard, Philadelphia, PA, and Gulf Coast Shipyard Group, Gulfport, MS. The Isla Bella, the first of two LNG-fueled 3,100-TEU containerships for TOTE was launched last month at General Dynamics NASSCO.
Breath of fresh air: Order for wind farm vessel With the first offshore wind farm coming online in the fourth quarter of next year, Blount Boats, Warren, RI, has signed a contract with Rhode Island Fast Ferry to build the first U.S.-flag wind farm vessel. The 21 meter crew transfer vessel (CTV) is based on a design by South Boats IOW (Isle of Wight) and will operate for Deepwater Wind Block Island in Rhode Island. The five turbine wind farm will be the first commercial wind farm in the U.S. Alstom will supply five Haliade 150 6 MW offshore wind turbines for the Deepwater Wind Block Island Wind Farm and has already completed the fabrication in Denmark of all 15 blades for the project. This past January, Gulf Island Fabrication, Inc., Houma, LA, began fabrication work on the wind farm’s five steel jacket foundations. Rhode Island-based Specialty Diving Services will provide additional fabrication work on components of the foundation substructures at Quonset, RI. The South Boats-designed stock 21m wind farm vessel is an all aluminum catamaran. It will be dual certified to USCG Subchapter T (Small Passenger) to carry up to 49 passengers and subchapter L (Offshore Supply Vessel) to carry up to 16 offshore workers. The CTV’s two 1,400-hp MAN V12 main engines will drive two HamiltonJet HM571 waterjets via ZF Marine 3050 marine gears. The vessel is predicted to reach sprint speeds in excess of 28 knots, with the ability to cruise (80% power) at 27 knots when in a light condition and 23 knots in loaded condition. Delivery is scheduled for April 1, 2016, with the CTV entering service by May of next year.
More consolidation ahead? This past March, saw a marriage of two Pacific Northwest shipyards, namely Kvichak Marine Industries, Seattle, WA, and Vigor Industrial, Portland, OR. Under a merger deal, Kvichak became a wholly owned subsidiary of Vigor. Kvichak Marine has an enviable track record when it comes to aluminum boat construction and Vigor recognized that—and is aiming to inject Kvichak Marine’s building processes across its shipyards. At the time of the merger, Vigor CEO Frank Foti said, “Infusing those fabrication genetics into our broader operations is what industrial evolution is all about. What could be better than creating a team that allows most new fishing boats to be built where they work—in the Pacific Northwest and Alaska.” Under the terms of the merger, Kvichak’s current owners, Jim Meckley, Brian Thomas and Keith Whittemore, will join Vigor as shareholders and as members of the leadership team. There could be additional opportunities for consolidation in the shipbuilding market, with two to three candidates being eyed on the U.S. Gulf Coast. ■ June 2015 MARINE LOG 51
shipbuilding
The M/V Barzan is the second in a series of 15,000 TEU containerships being built for UASC in Korea
Korean Shipbuilders Gain Momentum For the fourth consecutive month, Korean yards have beat out their Japanese Compiled by Marine Log Staff and Chinese rivals winning the most new orders
A
sia dominates world commercial shipbuilding, with Korea, China, and Japan accounting for about 90 percent of the global market share. This past May, the good news for Korean shipbuilders was that it marked the fourth consecutive month in which they beat their Japanese and Chinese rivals in winning the most new orders. It was some heartening news for the Korean shipbuilding industry, which has been struggling since the global economic downturn. There are about 80 shipbuilding enterprises in Korea, the largest being Hyundai Heavy Industries (HHI), Daewoo Shipbuilding and Marine Engineering (DSME), and Samsung Heavy Industries (SHI), which generally specialize in drillships, container vessels, Very Large Crude carriers (VLCCs), and LNG carriers. Data for May 2015 released by global research firm Clarkson Research Services shows Korean shipbuilders won orders of 820,000 Compensated Gross Tons (CGTs), as compared with 400,000 CGTs for Japanese yards and 220,000 CGTs for Chinese yards. Overall, during the month, 41 ships of 1.66 million CGTs were ordered—a drop of 36 vessels and 110,000 CGTs from April. Despite their recent performance, Chinese shipyards still have the largest order backlog as of May, with a total of 41.14 million CGTs, followed by their Korean competitors with 32.21 million CGTs and Japanese builders with 19.34 million CGTs. In the first quarter of 2015, Clarksons Research Services data 52 MARINE LOG June 2015
shows that Korean shipyards won new orders totaling 2.31 million CGTs, securing about a 41 percent of the global market share. Japanese shipbuilders trailed with 1.62 million CGTs and a 28.9 percent share, followed by Chinese shipyards with 1.35 million CGTs in new orders, which equates to a 24 percent share.
New ship orders in May One of the highlights this past month was the announcement of a huge $1.8 billion deal inked by Maersk Line to build 11 second generation Triple-E container ships at DSME. The deal comes just as the last of the 20 first generation Triple E ships—which set standards for economies of scale, fuel and energy efficiency—was nearing delivery at DSME. The new 400m x 58.6m ships, will have a capacity of 19,630 TEU (twenty-foot equivalent) each. Given Maersk’s practice of stating capacity in terms of loaded capacity, rather than raw TEU, they will likely be the world’s largest containerships. The second generation Triple E containerships are intended for the Asia-Europe service and will replace smaller, less efficient vessels. The eleven new vessels will join Maersk Line’s f leet between April 2017 and May 2018. They will sail under Danish flag. This is the second newbuilding order in Maersk Line’s $15-billion, investment program, which will add new ships, retrofit some others, and upgrade container equipment. The first order for seven 3,600 TEU feeder ships was signed in January 2015 with China’s
shipbuilding COSCO Shipyard Co., Ltd. The 200m x 35.2m boxships will be delivered in April to November 2017. Maersk Line has ordered the feeder vessels for its Seago Line. The vessels, built to trade in Northern Europe through sea ice, will “achieve unprecedented economies of scale, replacing several ships of half their size or less,” says Maersk. Meanwhile, United Arab Shipping Company (UASC) has ordered six ultra-large and LNG-ready 18,800 TEU container vessels, the last of which is due to be delivered by early 2016. At 400m x 58.6m, the 18,800 TEU containerships will share the same dimensions with the Triple E ships. In addition, UASC will take delivery of another 11 containerships with a capacity of 15,000 TEU by mid-2016. All 17 new vessels are being built by the Hyundai Heavy Industries and Hyundai Samho Heavy Industries shipyards in South Korea. One of the distinctions of the newbuilds is that they are all being built as LNG ready. For the project, Hamburg-based TECHNOLOG GmbH—a UASC partner since 1997—has provided support to the shipping company since the initial draft was created for tendering and will continue to do so until delivery of the entire fleet is concluded. The first new A15 vessel, M.V. Sajir, was put into service at the end of November last year. Boasting a 15,000 TEU capacity and classified by DNV GL, M.V. Sajir is the most eco-efficient container vessel in its category. Preliminary calculations indicate an Energy Efficiency Design Index (EEDI) value that is close to 50 percent below the 2025 limit established by IMO. The M.V. Sajir will be operating on the Asia to Europe route. “With these new vessels, we will be operating one of the world’s most modern container vessel fleets and raising the benchmark in terms of efficient, safe and sustainable shipping operations,” says Jorn Hinge, President and CEO of UASC.
LNG-ready In May, one of the world’s largest VLCC owners, Bahri, The National Shipping Company of Saudi Arabia, signed a contract with Hyundai Samho Heavy Industries (HSHI) to build five very large crude carriers. The contract contains options for five more VLCCs. The signing ceremony was attended by Eng. Ibrahim Abdulrahman Al-Omar, Bahri’s Chief Executive Officer and Mr. S. H. Ka, Hyundai’s Member of the Board & Chief Operating Officer. Eng. Al-Omar says deal was in line with Bahri’s plans to renew and expand its fleet to meet the requirements of both local and international markets. The first five VLCCs are due for delivery during 2017. Bahri is the exclusive provider of VLCC transport services for Saudi Aramco delivered crude oil sales under a long-term contract of affreightment. Bahri has recently signed a 10-year agreement with Korea’s S-Oil Corporation. Under this agreement, it will transport crude oil cargoes on VLCCs from the Arabian Gulf and the Red Sea to Ulsan in South Korea.
LNG carrier orders The market for LNG carriers remains strong. France’s GTT, a leader in the design of membrane technology for the transport of LNG, reported orders for 25 LNG carriers and one LNG bunker barge (at Conrad Orange Shipyard, Orange, TX) during the first quarter, with deliveries of nine LNG carriers. New orders included four LNG carriers being built at DSME, two for Korea Line and two for Hyundai LNG, with deliveries between 2017 and 2019. Overall, GTT reported an orderbook of 116 LNG carriers and Very Large Ethylene Carriers, six FSRUs, three FLNGs, three onshore storage units, and three LNG bunker barges.
Also in May, Japanese shipbuilders signed a number of contracts to build LNG carriers designed with other types of containment systems. NYK Line contracted for two 165,000 m 3 LNG carriers at MHI Nagasaki, due for delivery in 2018. NYK Line will charter the ships to Diamond Gas International, a subsidiary of Mitsubishi Corporation. Trinity LNG Transport, a joint venture between K-Line, Imabari and Mitsui, ordered a 178,000 m 3 LNG carrier at Imabari with delivery set for 2020. Tsuneishi Cebu received an order to build six 38,300 dwt Handysize bulk carriers for an undisclosed Japanese owner. D’Amico signed a contract to build two 75,000 dwt LR1 product tankers at Hyundai Vinashin for delivery in 2017. D’Amico currently has four 50,000 dwt MR product tankers and four 39,000 dwt Handysize tankers on order at Hyundai Vinashin. Seaspan exercised options for two more 10,000 TEU containerships at China’s Jiangsu New YZJ shipyard for delivery in the first half of 2017. Seaspan is now building 12 boxships at the yard. Zhongfu Shipping have declared an option for two 2,100 CEU PCTCs at Xiamen Shipbuilding. Being the second and third vessel in the series, this duo will deliver in 2016 and 2017 respectively. In Europe, Croatian shipbuilder Uljanik announced an order from Siem to build two more 7,000 CEU Pure Car Truck Carriers (PCTCs), increasing the series to a total of five ships. Uljanik will deliver the latest two PCTCs by the end of 2017 and early 2018. Russia’s Vyborg Shipyard has signed a contract with Atomf lot FSUE for a 3,000 gt icebreaker for delivery in 2018.
DSME expanding into cruise ship construction? According to several news reports, DSME may be exploring an expansion into the cruise ship construction business through the acquisition of a two-thirds stake in STX France. The remaining stake in STX France is owned by the French government, which has been anxiously looking for a new owner since the large conglomerate STX Group was dismantled. The discussions are said to be at a very early stage. Meanwhile, Carnival Corporation & plc has signed two strategic memorandums of agreement that will add a total of nine new cruise ships to its fleet over a four-year period from 2019 to 2022. The shipbuilding agreements include options for additional ship builds in the coming years. The beneficiaries of the deal are Italian shipbuilder Fincantieri S.p.A and German shipbuilder Meyer Werft, which will each build new ships based on Carnival Corporation’s next-generation ship designs. The new ships are expected to serve established cruise markets in North America and Europe, as well as newer markets, including China. Each new ship will be specifically designed and developed for the brand and guests it will serve, and support the company’s overall goal of exceeding guest expectations and further elevating every aspect of the guest experience. Carnival Corporation President and CEO Arnold Donald expects the newbuilds to be “the most efficient ships we have ever built and the great guest experience will create even more excitement around cruising – helping new cruisers realize the superior vacation experience and value that cruising offers versus land-based vacations.” Fincantieri will develop and construct five ships at its shipyards in Monfalcone and Marghera, Italy. Meyer Werft also secured an order from Royal Caribbean Cruises Ltd. for a fourth Quantum-class ship for delivery in 2019. “The fourth Quantum class vessel will be a trailblazer in smart-ship design and vacation innovation,” said Michael Bayley, President and CEO, Royal Caribbean International. ■ June 2015 MARINE LOG 53
newsmakers
Seaspan Marine names Bart Reynolds president Seaspan Marine, Vancou ver, B C , C anada , ha s appointed B a r t Reynolds as its President . Rey nolds mos t recently served as Vice President, Americas, at GulfMark Offshore Inc. He brings with him over 20 years of experience. Long-time Bollinger Shipyards executive Scot t J. Theriot has joined Conrad Industries, Inc., Morgan City, LA, as its Executive Vice President and Chief Operating Officer. Meanwhile, Terry T. Frickey, Chief Operating Officer since February 2005, will assume the new position of Executive Vice President–Business and Product Development and will remain a member of the executive team. Retired U.S. Coast Guard Rear Admiral Thomas P. Ostebo has been named President and Chief Executive Officer of the Cruise Lines International Association. RADM Ostebo will take on the role this July.
At the end of 2015—and after eight years in the role—Lloyd’s Register’s Richard Sadler will s t e p d o w n a s C EO. Lloyd’s Register Group Ltd’s Board of Directors have announced that, following a six month review of potential successors, stepping into the role as CEO come 2016 is current CFO Alastair Marsh (pictured). Marsh, who joined the group in 2007, also sits on the Board as Executive Director. Two new employees have joined the team at Great Lakes Towing Company and its subsidiary Great Lakes Shipyard. Gr aham Gajewski has been named Naval Architect and Patrick Owens has been appointed Operations Coordinator. Gajewski earned his Bachelor of Engineering- Naval Architecture at SUNY Maritime College and is a licensed U.S. Coast Guard Unlimited Tonnage Third Mate. Meanwhile, Owen’s has served with the U.S. Coast Guard for 20 years.
Tony Teo has joined Ke p p e l O f f s h o r e & Marine USA, Inc., as its LNG Business Director. In his new position, Teo is responsible for leading Keppel Offshore & Marine USA’s business initiatives in LNG fuel. He has extensive experience in LNG from a class perspective, previously serving as DNV GL’s Technolog y & Business Development Director, North America. T he American A ssociation of Por t Authorities elected Jim Quinn, CEO of Port Saint John, New Brunswick, Canada, to serve as its 2015-2016 Chairman of the Board. Congressmen Joe Court ne y (D - C T ) and Rob Wittman (R-VA) have received the Maritime Leadership Award from the Shipbuilders Council of America (SCA). The award recognizes individuals who have demonstrated exceptional leadership, dedication and support to the shipbuilding and repair industry.
Hire the Best Maritime Talent visit http://bit.ly/marinejobs
The marine log Job board Recruit and hire the best maritime talent with Marine Log’s online job portal. To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com 54 MARINE LOG June 2015
techNews EGR system helps meet Tier III NOx limits
Moran Towing
patents technology to use LNG boil-off gas in ATBs Boil-off gas has long been successfully used as fuel by Liquefied Natural Gas (LNG) carriers. Now, a recently patented technology could make the use of boil-off gas as fuel practical in LNG Articulated Tug Barge (ATB) units. Naval architectural and marine engineering firm Elliott Bay Design Group (EBDG), Seattle, WA, reports that Moran Towing Corporation, New Canaan, CT, has been granted U.S. Patent 8,967,174 for “Articulated conduit systems and uses thereof for fuel gas transfer between a tug and barge.” EBDG says the patent was filed with the United States Patent and Trademark Office on May 2, 2014, and in general terms describes arrangements and methods for transferring boil-off gas between a liquefied natural gas tank barge and its tug, while taking into account the relative motion between the two vessels.
EBDG has developed several different LNG ATB designs for both the inland and coastal markets. “This design represents an advance in natural gas fuel transfer technology and demonstrates EBDG’s and Moran’s commitment to the emerging maritime LNG transport industry,” says Curt Leffers, PE, EBDG Project Manager. “It also brings to realization the concept of using natural gas as fuel between a tug and a barge.” The development of the system was the result of a collaborative effort over an approximate one-year period by teams from both EBDG and Moran. The individual inventors listed on the patent include Sean Perreault; (Danbury, CT), Curtis Leffers; (Seattle, WA), Matthew Roddy; (Edmonds, WA), Matthew Wichgers; (Seattle, WA) and Jeremy Rice; (Seattle, WA). www.morantug.com www.ebdg.com
Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. (MHI-MME) and Mitsubishi Kakoki Kaisha, Ltd., have confirmed that a Low Pressure Exhaust Gas Recirculation (EGR) system can enable a low speed two-stroke diesel to comply with IMO Tier III NOx limits. Developed under Class NK’s Joint R&D for Industry program, the system can change combustion conditions inside an engine—suppressing NOx generation by re-circulating part of the low pressure exhaust gas emitted from an engine turbocharger outlet to a turbocharger intake after being scrubbed by the EGR scrubber. Tests on the system, conducted at Kobe Diesel Co., Ltd., confirmed that fuel consumption and NOx levels satisfied the Tier III NOx requirements. The Low Pressure EGR equipped Mitsubishi 6UEC45LSE Eco B2 engine (that was tested) will be installed on a 34,000 dwt bulk carrier undergoing construction at Hakodate Dock Col, Ltd, for Shikishima Kisen K.K. The system is expected to further undergo long-term durability tests during sea trials and subsequent voyages. The availability of caustic soda, sludge disposal handling process, and certification process will be examined in collaboration with the shipowner, the vessel’s operator NYK Bulk & Projects Carriers Ltd., and Nippon Yusen Kabushiki Kaisha. www.mhi-mme.com
Wärtsilä propulsion systems meet Vessel General Permit 2013 compliance
Wärtsilä is doing its part to help its customers achieve compliance across the board. The power solutions provider is among the first marine propulsion solutions suppliers to achieve U.S. Vessel General Permit 2013 (VGP-2013) compliance for
complete propulsion packages. Wärtsilä was able to achieve this by developing propulsion systems that can operate with Environmentally Acceptable Lubricants (EALs). Under VGP-2013, all vessels operating in U.S. waters must use EALs in all oil-to-sea
interfaces unless technically unfeasible. “Vessels with VGP-2013 compliant Wärtsilä propulsion solutions will be allowed to operate freely in U.S. coastal waters, as the environmentally advanced systems eliminate the possibility of mineral oil spills into the sea,” says Art Lehtinen, Vice President, Propulsion, Wärtsilä Ship Power. The first vessels that will be fitted with Wärtsilä’s VGp-2013 compliant propulsion package are four 173 m state-of-the-art BigRoll MC Class module carriers, currently under construction at China’s COSCO shipyard in Dalian, China. The propulsion package includes Wärtsila main engines, tunnel thursters, and Wärtsilä controllable pitch propeller systems. The vessels feature a design emphasizing low fuel consumption and high ballasting capacity. www.wartsila.com June 2015 MARINE LOG 55
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 May 1, 2015. A more complete listing of Shipbuilding Contracts, Vessel Deliveries, and a Shipyard Directory are available on Marine Log’s Shipbuilding Intelligence website, www.shipbuilding.marinelog.com Shipyard
Location
Qty Type Particulars Owner/OPERATOR Est. $ Mil Est. DEL.
RECENT CONTRACTS Austal USA Bay Shipbuilding
Mobile, AL Sturgeon Bay, WI
2 1
LCS ATB
127.4m x 31.6m 8,000 hp/155,000 bbl
U.S. Navy $691 Plains All American Pipeline
2020 2017-2Q
Blount Boats
Warren, RI
1
Wind Farm Boat
21m, up to 49 PAX
Rhode Island Fast Ferry
2016-2Q
Bordelon Marine Shipbld Houma, LA Bayou La Batre, AL Raymond & Associates
1 1
Intervention Vessel Towboat
257 ft x 52 ft 68 ft x 34 ft
Bordelon Marine Carline Management
2015-2Q 2015-2Q
Seaspan Marine
1
Cable Ferry
150 PAX/50 Vehicles
BC Ferries
2015-2Q
DELIVERIES
N. Vancouver, CAN
PENDING CONTRACTS
NOTES
Aker Philadelphia BAE Systems Southeast
Philadelphia, PA Mobile, AL
4 2
Tankers Dump Scows
50,000 dwt 7,700 cu. ft.
Crowley Maritime $500 Great Lakes Dredge
2017 Options
BAE Systems Southeast Bay Shipbuilding Candies Shipbuilders Gulf Coast Shipyard
Jacksonville, FL Sturgeon Bay, WI Houma, LA Gulfport, MS
1 1 1 4
Tug ATB subsea vessel PSVs
141 ft x 46 ft, 12,000 bhp 8,000 hp/155,000 bbl 108m x 22m, MT6022 dual fuel, 302 ft x 64 ft
Seabulk Tankers Inc. Plains All American Pipeline Otto Candies LLC Harvey Gulf Intl. Marine
Option Option Option Options
Kvichak Marine Leevac Shipyards
Seattle, WA Jennings, LA
30 2
skimmers PSVs
30 ft 3 in x 9 ft 8 in 300 ft x 62 ft
U.S. Navy Tidewater
Opt. to 2019 Options
TBD TBD
1 6
double-end ferry car ferries
70-car similar to Pocohontas 1,200 PAX (convert to LNG)
VDOT $25 Washington State Ferries
2018-2020 RFP issued
TBD TBD
3 3
double-end ferries pass./vehicle ferries
4,500 PAX 1,000 PAX/100 vehicles
NYCDOT DRBA
EBDG design 2018-2021
TBD
1
school ship
National Security Multi-Miss. U.S. DOT
$309 $101 $5
Design
Index of Advertisers Company Page #
Company Page #
ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Blount Boats, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . 44 Bouchard Transportation Co. . . . . . . . . . . . . . . . . . 8 Burger Boat Company . . . . . . . . . . . . . . . . . . . . . . 24 CENTA Corporation. . . . . . . . . . . . . . . . . . . . . . . . . 29 Clark Cooper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ClassNK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Coastal Marine Equipment . . . . . . . . . . . . . . . . . . 44 Conrad Shipyards LLC . . . . . . . . . . . . . . . . . . . . . . . 41 Detyens Shipyards. . . . . . . . . . . . . . . . . . . . . . . . . . 2 Eastern Shipbuilding Group . . . . . . . . . . . . . . . . . C4 Ecochlor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 ExxonMobil Global Fuels & Lubes. . . . . . . . . . . . . C2 FloScan Instrument Company. . . . . . . . . . . . . . . . . 10 Furuno. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Great American Insurance Group . . . . . . . . . . . . . 48 Gulf Coast Shipyard Group . . . . . . . . . . . . . . . . . . 36 Inmarsat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Interferry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . 25 KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . C3 Marine Art of J. Clary . . . . . . . . . . . . . . . . . . . . . . . 45 May Ship Repair Contracting Corp.. . . . . . . . . . . . . 4 Metal Shark Boats . . . . . . . . . . . . . . . . . . . . . . . . . 25 National Oceanic and Atmospheric Administration . . . . . . . . . . . . . . . . . . . . . . . . 4 Pivotal LNG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Regions Financial. . . . . . . . . . . . . . . . . . . . . . . . . . 26 Renishaw.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Schuyler Rubber Company. . . . . . . . . . . . . . . . . . . 41 Smith Berger Marine Inc. . . . . . . . . . . . . . . . . . . . 20 Subsea Global Solutions. . . . . . . . . . . . . . . . . . . . 20 Viega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Vigor Industrial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 World Maritime Day. . . . . . . . . . . . . . . . . . . . . . . . 34 WQIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
56 MARINE LOG June 2015
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marketplace ENGINEERS & ARCHITECTS GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers
350 Lincoln St. Suite 2501 Hingham, MA 02043
Website www.jwgainc.com
Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: inbox@jwgainc.com
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M.A.C.E. Inc. FT. LAUDERDALE - USA - WORLDWIDE PHONE: (954) 563-7071 FAX (954) 493-9559
Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing
BOKSA
Marine Design
Naval Architecture Conceptual Designs Marine Engineering Production Engineering Lofting & Nesting Tooling Design
BoksaMarineDesign.com
Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements
813.654.9800
1968
KEEL DESIGN CORPORATION naval architects & marine engineers Quality Technical Services 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917
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HARLEY MARINE SERVICES
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Open Positions: General Manager – Alameda, CA Operations Manager – Alameda, CA Port Engineer – Seattle, WA; Brooklyn, NY; U.S. Gulf Coast Training Manager – Seattle, WA Environmental, Regulatory & Mentor Program Manager – Seattle, WA Regional Marine Safety Advisor – U.S. Gulf Coast Dispatcher – Seattle, WA Assistant Port Captain – U.S. Gulf Coast
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June 2015 MARINE LOG 59
Environmental Forum
God and Mr. Denholm: The Highest Authority Should be Good Enough Recently, at the Connecticut Maritime Association’s annual conference, a prominent shipping executive, Mr. John Denholm, decried the fact that “we need more berth capacity for cadets at sea; but what have we done? We’ve actually cut down on accommodation space.” We were, of course, warned about all this long ago, and by the highest possible Authority. But the sinful, once before, failed to heed the injunction of the Lord, and there’s not much likelihood that they will listen to Mr. Denholm. Let’s see what might therefore happen. The Book of Genesis describes how the Almighty gave mankind a lesson in ship design. In passing (this being the Old Testament), the Lord decides to snuff out the human race (except for Noah), who is chosen
(because of his blameless piety) to perpetuate man and beast. Noah receives divine warning of the impending disaster, and is instructed to build an ark. Which is where the story gets interesting, or at least relevant. Chapter 6, of the Book of Genesis, verses 14 through 16, show the Almighty as being surprisingly interested in maritime structural details. He tells Noah to build the ark of gopher wood; He prescribes its length, breadth and height (molded depth); He sets out the length, height and breadth in cubits (lots of them); windows (hatches and such); and pitch for waterproofing. But most important, God emphasizes the importance of adequate accommodation space, which is where most of the cubits come in. Unfortunately, ships are now, indirectly,
By Clay Maitland, NAMEPA Founding Chairman
designed by accountants, who view such spaces as non - revenue - producing fripperies. They would disapprove of Yahweh’s wasteful interior layout. They would view cabin space for cadets and trainees as simply wasted space, and one can imagine what they would make of space sufficient to accommodate the beasts of the earth. No doubt they disapprove of the worthy Mr. Denholm. He—doubtless a Scots Presbyterian—is no doubt in the right, in following Chapter 6 of Genesis; and if you need further proof, has not the shipping industry suffered great injury, pain and loss during recent years? And are we not eating our seed corn, as it were, in failing to train today’s and tomorrow’s seafarers, aboard our ships? Surely we are being punished for our sloth, transgressions and foolish over-tonnaging, during the (at least eight) years that the locust hath eaten (Joel ch. 2 v. 25)! As the prophet put it, we have tasted the bread of adversity, and the waters of affliction (Isaiah ch. 30 v. 20); but there is still time to set our house in order (Isaiah again, ch. 38, v. 1). To do that we must return to sound principles of crew training; of design; and (if we can find out what it was), some gopher wood. Therefore, comfort ye, comfort ye my people (Isaiah again, ch. 40, v.I)—eventually. www.namepa.net
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Advertising Sales UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest, West Coast and Canada Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com
60 MARINE LOG June 2015
WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com
China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: jesmedia@unitel.co.kr Classified Sales Jeanine Acquart Classified Advertising Sales 55 Broad Street, 26th Fl New York, NY 10004 Tel: (212) 620-7211 Fax: (212) 633-1165 E-mail: jacquart@sbpub.com
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