May 2014 Marine Log

FERRY DISASTER: Still searching for answers

MarineLoG Reporting on Marine Business & Technology since 1878

www.marinelog.com

MAY 2014

EFFICIENCY: Assessing your ship's performance EPA TIER 4: Confronting NOx LNG TANKS: A space age tale

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contents

maY 2014 Vol. 119, NO. 5

12 departments 2 Editorial Korean ferry accident: Like a bad onion

8 Update

24

Ship repair yards remain busy with vessel upgrades. Above NOAA’s Oscar Dyson undergoes repairs at Bay Ship & Yacht

features 17 communications

Get smart

It’s time for the maritime industry to embrace the possibilities enabled by advanced communication technologies and the use of big data

21 Energy efficiency

Improving ship operating efficiency

Combining ship performance models with optimization software is just one way to improve operating efficiency

24 ship repair

Push for upgrades

Looming stringent environmental regulatory changes are prompting owners and operators to refit their fleets, driving up business for yards

2 MARINE LOG May 2014

29 LNG

From space ships to supply ships

Lockheed Martin is looking to diversify its customer base by leveraging its expertise in aerospace technology to manufacture cryogenic tanks for LNG marine and other land-based applications

33 engines

Three paths to Tier 4 compliance

Tier 4 regulations, which come into effect this year, mark the most significant reductions in permitted emissions to date—and forces manufacturers to come to grips with the issue of achieving major reductions in NOx

• Fallout from Korean ferry disaster broadens as captain and crew are arrested • Shipowner to pay $1.25 million fine in hull crack case • Navy requests design alternatives for LCS • USCG issues bulletin: Stop hitting the Bayonne Bridge • Costa Concordia salvage operation put on temporary hold

15 Washington House subcommittee approves LNG export bill

37 tech news Danelec’s VDR complies with new IMO standards

39 Newsmakers James Caponiti named President of American Maritime Congress

41 contracts General Dynamics wins submarine contract worth $17.6 billion

44 Salvage column Responder immunity: A matter of national security

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editorial

Korean ferry accident: Like a bad onion Korea is one of the leading advocates for marine safety and a world leader in shipbuilding. That’s what makes the capsizing and sinking of the ferry Sewol even more tragic.

As of press time, 205 passengers were dead and 99 were missing—many of them high school students. And the fallout from the accident continues to widen. It’s like a bad onion—the more layers that are peeled away, the fouler the smell.

In this month’s Update section, we highlight the widespread criticism of the safety practices of both the Korean Register and the Korean Shipping Association—the Sewol was operated under domestic shipping rules as opposed to international rules.

The ferr y’s operator, Cheonghaejin Marine Co., is also coming under scrutiny.

There are several theories regarding what factors contributed to the vessel’s capsizing and sinking. Theories include: inadequately

secured cargo, improper ballasting and modifications to accommodations—but only a proper, thorough investigation will provide real answers.

What the facts are is that the Sewol’s captain, Lee Jun-seok, has been arrested as well as one of the mates, Park Han-gyeol, and helmsman Jo Jun-gi. Other surviving crew could face charges from criminal negligence to abandoning passengers.

Lee, Park and Jo face criminal charges that include accidental homicide. Lee also faces a charge of abandoning passengers at a time of crisis, which could bring a life sentence.

Find out more on the incident on marinelog.com.

A musical about a shipyard?

In between working as our part-time web editor and full-time doting grandparent, Nick Blenkey has found himself a new

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

gig—a shipbuilding consultant for a Broadway-bound musical. The musical, The Last Ship, will be in previews in Chicago starting June 10 before moving to the Neil Simon Theatre on Broadway this fall.

The creative force behind The Last Ship is 16-time Grammy winner Sting, who grew up in the shadow of the Wallsend shipyards in North Tyneside, Tyne and Wear, England.

The story is inspired by Sting’s own childhood experiences.

In discussing his inspiration for The Last Ship, Sting says his earliest memories as a child were those of seeing giant ships at the end of the street. He would see thousands of workers go and return from the shipyard every day. He wanted to honor those workers and the community of his childhood—their hardships, hopes and dreams—by creating a musical that would provide them with a voice.

Maritime Trivia Trivia Question #14 Why is it believed that Capt. James Cook was killed?

The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to: marinearrt@jclary.com.

The winner to last month’s trivia question, “How long was the biggest white shark ever caught?” was submitted by Laszio Mayer of Canada. Answer: Twenty-one feet, weighed 7,302 lbs. Its liver alone weighed 1,005 lbs. Caught off Cuba in the 1940s.

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MarineLoG MAY 2014 Vol. 119, NO. 5 ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

INTERNATIONAL SALES DIRECTOR Louise Cooper lcooper@sbpub.com

PUBLISHER & Editor-in-chief John R. Snyder jsnyder@sbpub.com

NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com

Associate Editor Shirley Del Valle sdelvalle@sbpub.com

REGIONAL SALES Manager Ian Littauer ilittauer@sbpub.com

CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn jesmedia@unitel.co.kr

CONTRIBUTING EDITOR Paul Bartlett pbmc@gotadsl.co.uk WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Creative Director Wendy Williams wwilliams@sbpub.com art Director Sarah Vogwill svogwill@sbpub.com Marketing Director Erica Hayes ehayes@sbpub.com

CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com Conference Director Michelle M. Zolkos mzolkos@sbpub.com Conference Assistant Katelyn Lombardi klombardi@sbpub.com COLUMNISTS/contributors Henry Chen, Ph.D, Jeppesen Marine Paul Hankins, ASA

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6 MARINE LOG May 2014

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UPDATE biz notes Ecochlor raises millions in private placement

Fallout from Korean ferry disaster broadens as captain and crew are arrested The fallout from the tragic Korean ferry accident continues to grow. As of April 29 the official death toll had reached 205.

Ninety-seven remain missing.

There has been widespread criticism of the safety and inspection practices of both the Korean Register and the Korea Shipping Association (KSA). As a result of that criticism, late last month, Korean Register of Shipping Chairman and CEO Dr. Chon Young-Kee announced his resignation. The news of Dr. Chon’s departure came on the heels of the resignation of South Korea Prime Minister Chung Hong-won.

Chung, the second highest ranking official in the Korean government, took responsibility and apologized on behalf of the government for the many problems that

arose during the first response and the subsequent rescue operation.

More than 300 high school students were onboard the ferry Sewol when it sank. Parents and relatives have been outraged and distraught over what some have portrayed as a slow, disorganized search and rescue operation.

On April 19, Sewol’s captain, Lee Junseok, was arrested, along with one of the mates, Park Han-gyeol, and helmsman Jo Jun-gi. All three face criminal charges that include accidental homicide. Additionally, Lee faces a charge of abandoning passengers at a time of crisis, which could bring a life sentence. Investigators are also looking into whether the crew failed to properly secure vehicles and cargo before the ferry departed.

Last month, ballast water technology company Ecochlor, Inc. , Maynard, MA, completed a $10 million equity financing to support its growth into the burgeoning ballast water treatment market. Since its formation in 2001, Ecochlor has raised over $22 million in equity.

Janney Montgomery Scott LLC acted as Ecochlor’s financial advisor and sole placement agent.

“With this additional capital, Ecochlor is poised to take full advantage of the opportunities in the emerging ballast water treatment market by adding further sales and engineering resources to accelerate growth,” says Charlie Miller, Ecochlor’s Chairman and CEO. The Ecochlor BWTS uses a two-step process to treat ballast water—filtration followed by disinfection with the well-known 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. Furthermore, the small size, low power, and low maintenance characteristics of the Ecochlor system make it ideally suited for installation on the world’s largest ships. With its simple design, the Ecochlor system reduces complexity and time in the installation process, which makes it an excellent choice for use on both new and currently existing ships.

German shipowner Herm. Dauelsberg GmbH & Co. KG will pay $1.25 million for failing to report damage to one of its ships and failing to maintain accurate records relating to the overboard disposal of fuel oil. Four whistleblower crew members, who provided photos and video to the U.S. Coast Guard, were awarded $500,000.

Herm. Dauelsberg GmbH & Co. KG pleaded guilty to two felony environmental charges stemming from the arrival of the 960 ft Panamax M/V Bellavia at the Port of Long Beach with a crack in its hull. The shipowner pleaded guilty to one count for not maintaining accurate records involving the overboard disposal of fuel and another count for not reporting the hazardous condition to the U.S Coast Guard.

8 MARINE LOG May 2014

The ship had sustained hull cracking on earlier transits of the Panama Canal and Herm. Dauelsberg admitted that the M/V Bellavia had hit the side of the Panama Canal again last September and sustained a crack that passed through the ship’s hull into a fuel tank.

The company also admitted that, after sustaining the crack, the crew used one of the ship’s pumps to discharge nearly 120,000 gallons of oil-contaminated seawater from the ship’s fuel tank directly into the ocean. That discharge was not done via the oily water separator, was not properly recorded and was not disclosed to the Coast Guard when the vessel arrived at the Port of Long Beach.

In addition, the company admitted that it failed to notify the Coast Guard about the

The Port of Long Beach

hazardous condition presented by the crack.

After accepting the guilty pleas, U.S. District Judge George H. Wu sentenced the company to the statutory maximum fine of $1 million and ordered it to make an additional community service payment of $250,000 to the Channel Islands Natural Resources Protection Fund, which is administered by the National Park Foundation.

AP Photo/South Korea Coast Guard via Yonhap

Shipowner to pay $1.25 million fine in hull crack case

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UPDATE

Costa Concordia salvage put on temporary hold The committee overseeing the operation to remove the Costa Concordia from Giglio Island, Italy, has temporarily put preparatory work on hold. Reportedly, the committee wants additional information on wreck removal and scrapping options.

The Ansa news agency quotes Sergio Girotto of the Titan Micoperi salvage consortium as saying, “We were asked for further information from the environmental point of view, considering the lack of documentation on one of the two options for removing the wreckage, the one about the Dutch ship [Dockwise] Vanguard.”

Dockwise Vanguard, the world’s largest semi-submersible ship, has been optioned as

a means for removing the wreck as an alternative to traditional towing.

Prior to the hold, the refloating operation had been making good progress. The first of the 19 sponsons that will be used to refloat the Costa Concordia was installed just days prior to the hold announcement. The 810ton, 33.5 m wide, 11.5 m high sponson took just two days to install.

The sponson, the largest of the 19 in weight and size, is now positioned on the starboard side at about 11 meters in depth from the artificial seabed on which the Concordia has been resting since the parbuckling process was completed back in September.

Before refloating, another 14 sponsons need to be positioned on the starboard side and 4 on the port side of the Concordia. The sponsons will then be completely emptied to provide the buoyancy needed to refloat the ship and prepare it for transportation.

Plans by the Titan Micoperi, the consortium made up of U.S.-based Titan Salvage and Italian marine contractor Micoperi, call for the removal of the ship wreck in one piece. The plan was chosen by specialist representatives from Costa Crociere, Carnival Corporation & plc, London Offshore Consultants and Standard P&I Club, with the collaboration of RINA and Fincantieri.

GulfMark orders Arctic Platform Supply Vessel Buoyed by strong f irst quar ter results from its North Sea operations, GulfMark Offshore, Inc. has ordered another Arctic Class PSV from Norwegian shipbuilder Simek. To be delivered in late 2015, the vessel will be built to Skipstekisk’s ST-216 Arctic design.

The PSV will be GulfMark’s third Simekbuilt vessel of this design. The sister vessels North Pomor (pictured) and North Cruys are already in operation.

ST-216 Arctic is an ice classed vessel with main dimensions of 92.6 m x 19.2 m x 8.5 m and is a further development of the successful ST-216L CD with a new high performance bow, new superstructure and a completely new tank arrangement offering a high degree of flexibility.

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UPDATE

Navy requests Design Alternatives for LCS The U.S. Navy is wasting no time in its search for alternatives to its Littoral Combat Ship (LCS). On April 30, the Navy put out two requests for information (RFI)— one looking for input on ship designs; the other on combat systems. Responses, said the Navy, would be required a mere three weeks later, on May 22.

At a press briefing, John Burrow, Executive Director of the Marine Corps Systems Command, and head of the Small Surface Combatant Task Force—the task force will be responsible for looking over LCS possibilities—said the task force is “asking for existing and mature design concepts.” He added, “We’re not providing requirements in the RFI’s, we’re looking for what systems and capabilities are out there right now.”

Burrow also said that options could include modifications to the already existing

Lockheed Martin and Austal USA designs.

The RFI news comes just months after Secretary of Defense Chuck Hagel expressed concerns about the LCS program, including whether it has the independent protection and firepower to operate and survive when put up against a more advanced military adversary and emerging technologies. At the time, back in February, Hagel said he had directed the Navy to submit alternative proposals to procure a “small surface combatant, generally consistent with the capabilities of a frigate.”

To date, the U.S. Navy had ordered 20 LCS class ships—ten of the Lockheed Martin design and ten from Austal USA. Four ships, the USS Freedom (LCS 1), USS Independence (LCS 2), USS Fort Worth (LCS 3) and the USS Coronado (LCS 4) have been delivered.

Chief engineer found guilty in Singapore bunker scam The Chief Engineer of the MV Sakura Princess, a 105,365 dwt crude oil tanker, has been sentenced to 18 months in jail for his role in a bunkering “buy back” scam.

In a joint statement released by the Maritime and Port Authority of Singapore and the Singapore Corrupt Practices Investigation Bureau, Chief Engineer, Pittis Stavros, “saw an opportunity for a lucrative business when arrangements were made for 500 tonnes [of] Marine Fuel Oil 380 to be supplied to the MV Sakura Princess.” At the time the ship was chartered by V8 Pool Inc. The statement says Stavros was part of a buy-back arrangement wherein he sold the fuel back to the supplying company. “A deal was struck with the bunker clerk and marine surveyor to sell back 200 tonnes of the fuel oil to the fuel supplier, thereby supplying 12 MARINE LOG May 2014

only 300 tonnes of the fuel oil to the vessel.”

As part of the scam the marine surveyor had under-declared the amount of fuel remaining in the vessel and the bunker clerk had prepared false documentation.

Stavros was charged on May 23, 2013 with one count of Criminal Breach of Trust as a Servant, under Section 408 of Chapter 224 of the Singapore Penal Code. Last month, the court found him guilty.

Stavros’ defense lawyer Shashi Nathan argued that the S$30,300 his client was said to have received in exchange for the short-supply was never found. Additionally, Nathan noted that the person who allegedly received the money was also missing.

Channel News Asia reports that the defense has indicated it will appeal both the conviction and the sentence.

Inland • Coastal • Offshore • Deepsea

Navy officer charged in Glenn case A fourth member of the U.S. Navy has been charged with accepting cash, luxury travel and consumer electronics from a foreign defense contractor in exchange for classified and internal U.S. Navy information.

The U.S. Department of Justice reports that special agents from the Naval Criminal Investigative Service (NCIS) and the Defense Criminal Investigative Service arrested 27-year old Petty Officer First Class Dan Layug in San Diego last month.

According to a complaint unsealed on April 17, Layug received bribes in return for sending sensitive U.S. Navy information to employees of defense contractor, Glenn Defense Marine Asia (GDMA)—including providing GDMA with classified ship schedules and other sensitive U.S. Navy information.

Court records allege that Layug used his position as a logistics specialist at the U.S. Navy’s Yokosuka, Japan facility to gain access

to U.S. Navy ship schedules. In exchange for the information, GDMA provided Layug with a regular monthly “allowance.” In addition to his monthly payments, Layug asked GDMA for consumer electronics such as a new iPad, an iPhone5 and a high-end camera.

GDMA’s CEO, Leonard Glenn Francis, had previously been charged with conspiring to bribe U.S. Navy officials. GDMA Executive Alex Wisidagama pleaded guilty to defrauding the U.S. Navy.

Additionally, two senior Navy officials— Commander Michael Vannak Khem Misiewicz and Commander Jose Luis Sanchez—have been charged separately with bribery conspiracies involving Francis. Misiewicz and Sanchez have both pleaded not guilty.

The ongoing investigation is being conducted by NCIS, the Defense Criminal Investigative Service and the Defense Contract Audit Agency.

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USCG issues bulletin: Stop hitting the Bayonne Bridge USCG Sector New York issued a bulletin stating that the Bayonne Bridge has been struck twice within the past four months by ships with an excessive air draft and warns that in the future, such incidents could result in civil penalties. The maximum penalty authorized by the Ports and Waterway Safety Act is $40,000 per incident.

The bulletin (MSIB 01-14) notes that the Bayonne Bridge is undergoing a two-year construction project to raise the roadway an average of 65 feet and says that the associated demolition activities and work platforms outside of the navigable channel present safety concerns for mariners.

The most recent allision resulted in the demasting of a ship’s INMARSAT C and Ship Safety Alert System antennas. In this case, the Coast Guard is pursuing a civil penalty against the ship’s owner.

The Coast Guard recommends that each vessel owner, master, or person in charge review and update their ship’s particulars

to ensure the safety of work crews as well as ships navigating in the vicinity. This includes knowing the distance from their ship’s keel to its highest point, providing accurate information to the Pilot and the ship’s agent for safe navigation, and clearly indicating whether vessel modification data or any adjustable or whip antennas are included.

Last April, the Port Authority of New York and New Jersey’s Board of Commissioners awarded a $743.3 million contract to the Skanska Kock, Inc/Kiewit Infrastructure Co. joint venture team to raise the roadway. The award is part of the larger $1.29 billion program to increase the navigational clearance on the bridge. Once the roadway is raised, post-Panamax ships will be able to pass under the structure to access port terminals in New York and New Jersey.

For current clearance information and construction status at the Bayonne Bridge, refer to www.navcen.uscg.gov, or www.nws. noaa.gov/om/marine/ports.htm.

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May 2014 MARINE LOG 13

UPDATE

Moran Towing, Kirby adding ATBs Moran Towing has ordered five vessels—including two complete ATBs—from Bay Shipbuilding

It seemed that three years ago, the market for Articulated Tug Barges was just about dried up. But the changing U.S. energy picture has sent tug and barge operators back to the drawing board, looking for new tonnage to handle the increased demand for crude oil and product transport.

Last month, for example, Houston-based Kirby Corporation announced it would exercise an option for an 185,000 bbl tank barge.

In announcing the company’s first quarter earnings, Kirby President and CEO David Grzebinski, said, “As a result of consistently strong coastal tank barge demand, utilization and increasing pricing.” Added Grzebinski, “we exercised our option for the construction of a second 185,000 barrel coastal articulated tank barge and 10,000 horsepower tugboat unit for approximately $75 million, with expected delivery

in the first half of 2016. Including progress payments for this unit and previously announced increases in our inland construction program, we now expect our 2014 capital spending to be in the $320 to $330 million range.

“Also, yesterday our Board of Directors approved the construction of two additional ATB’s and we will update our capital spending guidance once we have construction contracts signed.”

Kirby ordered its first of what now will be four ATBs this past January, including a 578 ft barge unit booked at Gunderson Marine, Portland, OR, and the 10,000 bhp tugboat under construction at Nichols Brothers Boat Builders, Freeland, WA. Meanwhile, Moran Towing Corporation, New Canaan, CT, has ordered five vessels— including two complete ATBs— from Bay Shipbuilding Company (BSC), Sturgeon Bay, WI, an operating division of Fincantieri Marine Group (FMG). The order includes three oil/chemical barges (two with cargo capacity of 150,000 bbl and one with 110,000 bbl) and two tugs (6,000 hp and 5,300 hp) to be operated together as Articulated Tug Barges (ATBs). Construction has begun on the first units and delivery of all five vessels is scheduled over the next 24 months.

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House Subcommittee approves LNG export bill In an effort to cut the red tape banning the export of U.S. Liquefied Natural Gas (LNG), the House Subcommittee on Energy and Power recently approved H.R. 6, the Domestic Prosperity and Global Freedom Act, by a vote of 15 to 11.

Authored by Rep. Cory Gardner (R-CO), the legislation would grant immediate approval of complete export applications currently filed with the U.S. Department of Energy and modify the process moving forward to “ensure exports to our allies are no longer subject to unnecessary delays.”

According to a study commissioned by the U.S. Department of Energy, the export of U.S. LNG would result in net gains to the U.S. domestic economy that will increase with the level of exports. Besides the economic benefits and jobs resulting from building new export facilities, opening new markets for American natural gas would encourage further production of domestic energy, further creating additional jobs and supporting American manufacturing. A study by ICF estimated

that LNG exports are expected to contribute 665,000 net job gains by 2035.

One company proposing to construct and operate an LNG export terminal is Cameron LLC. The Federal Energy Regulatory Commission (FERC) recently prepared a final Environmental Impact Statement (EIS) to assess the environmental impacts associated w ith the construction of facilities proposed by Cameron LLC, which would be the expansion of an existing LNG import terminal in Cameron and Calcasieu Parishes in Louisiana. The facility would receive natural gas via pipeline at the expanded LNG Terminal that would be treated, liquefied, stored and loaded from LNG storage tanks into vessels berthed at the terminal’s existing marine facility.

The facility would have three separate systems that liquefy natural gas, each with a maximum capacity of 4.985 million metric tons per year of LNG for export, a 160,000 m 3 full containment storage tank, refrigerant make-up and condensate

product storage tanks, and a marine dock for delivery of equipment and materials.

FERC’s EIS concludes that the environmental impacts of the project would not be significant, with mitigation measures proposed by Cameron.

The need for increased LNG exports has received considerable attention in the wake of the Ukrainian crisis and as Russia continues to leverage its energy resources against European countries.

“LNG exports can truly be both a foreign policy success story and an economic policy success story, and comes at a time we can use a heck of a lot more of both,” says Gardner.

Energy and Power Subcommittee Chairman Ed Whitfield (R-KY) said, “H.R. 6 greatly reduces the delays in the LNG application process and sends a clear message that America is going to be a participant in natural gas markets. And that would be very good news for the American economy and for our energy-importing friends around the world.”

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ENGINEERING

COMMUNICATIONS

Frank Coles, President of Inmarsat Maritime, discusses what role communications will play in shaping the future of shipping

GET SMART

There are smart ships in our (not so distant) future, says

By John R. Snyder, Publisher & Editor-in-Chief FRANK COLES, President, Inmarsat Maritime

“I

never think about the future. It comes soon enough.” The quote by Albert Einstein was cited by Frank Coles during a panel discussion at Connecticut Maritime Association’s Shipping 2014. Coles, President of Inmarsat Maritime, was trying to make the point that shipping needs to embrace the possibilities enabled by the internet to manage its ships more efficiently or “be left even further behind than where we are today.”

Participating in the panel discussion, “Smart ships in the future,” Coles pointed out that shipping “is full of immigrants”—those that were born before 1980 and have “immigrated” to the internet.”

Those “immigrants,” are currently the executives, management and decision-makers at some shipping companies, steeped in longheld maritime traditions, as well as many of the delegates at the International Maritime Organization (IMO).

Coles told the conference audience that unless shipping created a forward looking, innovative approach, smart ships would end up “being dictated by regulatory bodies, not by the industry.”

There is a real opportunity for shipping to use “big data” collected through a vast array of sensors onboard ships to operate more efficiently. Coles called ships “mini cities,” with engines, generators, cargo, stores, water-making systems, etc. “The time is now for shipping to move in this direction,” says Coles.

Smart ships on the horizon By 2020, predicts Coles, shipping will have a smart ship, capable of being monitored from ashore. But to make it work, all of the stakeholders—ship owners, shipyards, class, vendors, regulators—have to be aligned.

He says, “The data gathered will be sifted using smart analytics—engineers will work alongside computer programmers. You’ll collect, analyze and act on real time data. Tomorrow’s ship staff will demand a smarter ship.”

Large shipyards, such as Korea’s Hyundai Heavy Industries (HHI), are already constructing ships that are fully sensored so that they can monitor the vessel after its delivered as part of a maintenance and service program.

Back in 2011, HHI unveiled its remote monitoring and control “smart ship system” for vessel installations, with the first system now operating on a 4,500 TEU containership for AP Møller-Maersk, which will have a total of 22 ships outfitted with the system.

At the heart of the smart ship system is a ship monitoring and controlling system called SAN (Ship Area Network) which integrates the ACONIS-DS (advanced control and integration system), VDR (voyage data recorder), and BMS (bridge maneuvering system).

Using SAN, vessel operators can remotely control engines, May 2014 MARINE LOG 17

COMMUNICATIONS Investing in e-procurement can produce immediate savings for shipping companies

With rates still depressed, shipping companies are looking to generate savings, efficiency and productivity wherever they can.

One such area is the procurement process. Improvements in procurement can produce immediate savings.

Last year, for example, Campbell Shipping purchased the Direct Connect e-procurement platform to complement its purchasing activity of ABS Nautical Solutions’ NS5. Direct Connect, a cloudbased software solution from Marine Procurement Solutions, Yonkers, NY, features enhanced logistics that allows users to view order tracking details directly from the purchase order.

The reports and Key Performance Indicators (KPI) available in Direct Connect provides the best possible overview of the entire purchasing cycle. This data allows for strategic adjustments to be made, thus maximizing process efficiencies while driving down costs.

According to Joe Royce, Marine Procurement Solutions CEO, Direct Connect unites buyers, vendors and the entire maritime industry supply chain through a modern, cloud-based e-procurement platform. Using open industry standards, seamless integration with your existing purchasing system requires just a few days.

While Marine Procurement Solutions is a relative newcomer to the maritime software development arena, its key personnel has more than 100 years of combined maritime experience inlcuding former Purchasing Managers, Ship Chandlers, Maintenance and Purchasing Administrators, Maritime Accountants, and Software Engineers.

MPS has leveraged this extensive experience to create a robust platform. For example, using Direct Connect, you can electronically process requests for quote, quotations, purchase orders, confirmations and documents associated with supply management transactions.

By removing manual data entry, purchasing cycle times are reduced by more than 30% with the added benefit of increased order accuracy. Buyers can then use this new available time for price negotiations and to benchmark vendor performance using real-time reports and KPIs. Direct Connect further improves your productivity with several unique features, such as: • Communication link — Supports the exchange of messages, documents and drawings between buyers and suppliers; • Logistics support — Notifies freight forwarders while providing real-time status updates; • E xpor t and impor t tools — E xpor t RFQs, Quotations and Purchase Orders in popular formats such as PDF and Microsoft Excel; • Reports and KPIs — Details purchasing patterns, supplier quote performance and usage plus dollars spent thereby strengthening price negotiations.

Sorting through your e-mail may have just gotten easier E-mail overload is a term most of us are familiar with. Shipping companies are not any different. They can receive hundreds or thousands of e-mails on a daily basis. Submerged within this deluge of e-mails are some very valuable and time-sensitive business opportunities. An e-mail from a broker not acted on promptly could well mean a lost business opportunity for a charterer.

Maritime software developer Veson Nautical, Boston, MA, thinks it has the answer: The IMOS Email Parser. “E-mails are sorted, allowing companies to operate more efficiently, view critical data and capture business opportunities. We think its pretty cool,” says Veson Nautical COO Sean Riley.

IMOS Email Parser or IMOS EP is a module for Veson’s flagship software solution, the Integrated Maritime Operations System (IMOS). IMOS EP converts email text into structured data so charterers can act on business opportunities easily and quickly.

With this new proprietary technology, IMOS users can immediately view and evaluate email-based incoming cargo and vessel opportunities. The tool matches vessels or cargoes with the IMOS Vessel / Cargo List and flags potential duplicate and conflicting data about market positions. Open opportunities can be analyzed visually on the IMOS fleet map.

Riley says the idea for IMOS EP emerged from discussions with

18 MARINE LOG May 2014

clients, who told Veson that because of the number of e-mails they receive on a daily basis, “we can’t efficiently manage opportunities right in front of us.”

Some of the advantages of IMO EP are: • Save time — Analyze parsed vessel or cargo data from emails live in the IMOS Position list; • Identify opportunities easily — Act quickly on the most profitable opportunities while they’re hot, viewing the data on the fleet map or in organized IMOS lists; • Collaborate in real-time – Allocate open positions automatically to relevant teams (e.g. by vessel type, cargo type, etc.); Optimize the incoming live data using IMOS Cargo Matching.

• Increase effectiveness – Enable time for analysis and dealmaking rather than email monitoring and data entr y; Reduce stress by eliminating noise and focusing on the opportunities that matter to you.

Four shipping companies are using IMOS EP, including two dry bulk shippers and two tanker companies.

Overall, Veson has about 200 companies, with 5,000 licenses using its software. Its clients include such well-known shipping companies, such as AET, Canada Steamship Lines, Gemini Tankers, Norden, ConocoPhillips, and Stolt-Nielsen S.A.

COMMUNICATIONS Rolls-Royce recently unveiled its plans for an unmanned ship.The ship can be monitored and remotely operated from on shore control centers

controllers, and manage other important on-board systems from offices on shore. SAN also allows shipping companies to receive real-time feedback on the status of their ships via a satellite link.

Taking the human element out of shipping: Unmanned ships What’s the next step after that? How about totally unmanned ships.

Efforts are already well underway regarding research into autonomous and unmanned vessels.

Ma r it i me Un ma n ne d Nav igation through Intelligence Networks (MUNIN) is a collaborative research project, co-funded by the European Commissions under its Seventh Framework Program. The EURO 3.5 million project, MUNIN, aims to develop and verify a concept for an autonomous ship, which is defined as a vessel primarily guided by automated on-board decision systems but controlled by a remote operator in a shore side control station.

One step beyond that is the unmanned ship, which is totally controlled from a shore-based center. Coles cited research

by Rolls-Royce, which recently unveiled its design for unmanned ships. The ships, which would be run remotely by f leet operations from control centers ashore, would be constantly monitored and controlled remotely and would be outfitted with redundant systems and emergency back-ups.

Regarding the possibility of unmanned ships, Vice President of Innovations for Rolls-Royce, Oskar Levander, says, that now is the “time to consider a road map to unmanned vessels of various types.”

He asks, “Given that the technology is in place, is now the time to move some operations ashore? Is it better to have a crew of 20 sailing in a gale in the North Sea, or say five in a control room on shore?”

The first such unmanned ship could be plying the world’s oceans by 2030.

May 2014 MARINE LOG 19

COMMUNICATIONS Sea of change Coles pointed out the rapid rate of change in the marine market is driven by technology, communications and concerns for the environment. Consumers on shore are leading the trend in communications and shipping needs to catch up.

In 2016, the industry will take a great leap forward with the launch of a new faster constellation of Boeing-built satellites. The satellites, the Inmarsat-5, will be the backbone for Inmarsat’s new Global Xpress (GX) service. A “game changer,” as Coles calls it, GX will be 10 times faster than Inmarsat’s popular Fleet Broadband service.

It is expected to provide global coverage this year or early in 2015, with data delivery performance of up to 50Mbps, compared with the maximum 432Kbps of the current top-level FleetBroadband service that was launched in 2007. The 50 Mbps speeds are comparable or provide better access than most consumers have at home.

The maritime market makes up about 55% of Inmarsat’s business. Currently, its Fleet Broadband has 42,000 maritime users.

“The driver for everything is communications. The smartphone is useless without communications,” Coles told Marine Log. Inmarsat chose Apigee’s API (application programming interface) platform to enable Inmarsat’s Certified Application Providers (CAPs) to develop apps that will harness the power of Global Xpress.

In December 2013, Inmarsat launched the first of three Inmarsat-5 satellites, with the second and third Global Xpress (GX) satellites scheduled to be launched during the course of 2014.

Inmarsat’s f leet of three high throughput satellites will offer a unique combination of seamless global Ka-band coverage from a single operator, consistent higher performance of up to 50Mbps to mobile or fixed terminals.

Apigee will enable Inmarsat to open up its APIs to its CAPs. The technology allows Inmarsat’s partners to build applications for their market sectors with the GX network’s significantly higher bandwidth, offering a completely new scope for the delivery of services and applications.

Inmarsat is working with 75 partner companies that will be CAPs to the service enablement platform.

One of those is a company called DigiGone, which provides advanced videoconferencing services. For example, DigGone and the Maritime Medical Access Program at The George Washington University (GWU) Medical Faculty Associates have teamed up to offer an advanced shipboard video telemedicine service for the international maritime industry to help clients meet the International Labor Organization’s (ILO) Maritime Labor Convention (MLC) 2006 requirements for crew healthcare.

Dig igone has a lso developed applications for crew communication and security. That includes a product called DigiCrew, which allows crew to communicate using video, chat and IM using very low bandwidth—90 percent lower than traditional social media applications.

So how do you convince ship operators of the Return on Investment? Coles says that during a downturn you should spend more on operations to run your ship more efficiently. “Ship’s communications represents only about 1 percent of the total operating expenditures of the ship,” he says.

Coles says that it is really about delivering the new generation of communications and service enablement to shipping, even if it is “dragged kicking and screaming” to embrace technology that will finally enable it to run ships that are more efficient, environmentally friendly, and better for the crew. ■

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20 MARINE LOG May 2014

Energy efficiency

Improving ship operating efficiency

By Henry Chen, Ph.D., Chief Naval Architect, Jeppesen Marine

Q

uantifying true ship performance is a very complex, if not impossible task. Ships are designed, built and operated to carry passengers and cargo as efficiently as possible. However, the desired level of efficiency is often difficult to achieve during a ship’s operating life. The exact causes of the efficiency losses that occur may be difficult to pinpoint, as there are numerous contributing factors interacting with each other.

the environment as well as rudder movements and hull and propeller fouling. The condition of the engine, hull and propeller can deteriorate over time, thereby requiring increased power to maintain the same speed. All these factors, plus the effects of changing environmental and loading conditions (draf t and trim) are interrelated, making it difficult to isolate the causes. Figure 1 on page 22 illustrates the elements that affect ship performance.

Monitoring Performance

Benchmarking Efficiency

Traditional methods of monitoring performance largely rely on data entered in the ship’s deck and engine logs by officers on watch. However, these recordings of ship speed, horsepower, propeller revolutions per minute (rev/min), slip and fuel consumption only indicate significant efficiency losses due to hull and propeller fouling when there is a significant increase in propeller slip or daily fuel consumption.

Since vessel resistance from bad weather or deeper drafts can also cause increased power and fuel consumption, it can be difficult to isolate the cause of reduced efficiency and to correct it through hull cleaning, propeller polishing or engine tuning.

Today, a performance monitoring system has to identify the degradation in ship efficiency and translate this trend or performance metrics into recommendations for improving overall fuel efficiency. Let’s examine some of the issues involved in developing such a system.

Efficiency depends on four major factors, i.e., design, deployment, operations and maintenance. A ship is subjected to wind, waves and current while in transit. The engine converts the fuel into propeller torque, which produces thrust to overcome resistances and maintain desired speed. The resistance can come from

Before addressing the question of how to improve ship efficiency, we need to properly define efficiency and establish a reasonable benchmark as the basis for comparison.

Efficiency can be loosely defined as “useful work done per energy unit consumed.” In naval architecture, we have: • Engine Efficiency = Delivered HP / Fuel Consumed • Propeller Efficiency = Thrust HP / Delivered HP • Hull Efficiency = Effective HP / Thrust HP • Propulsive Efficiency = Engine x Propeller x Hull During the ship design phase, these efficiencies are estimated and optimized for a specific size, service speed and vessel type in order to configure the size and design of both engine and propeller.

The performance of the entire ship system is then confirmed during sea trials and accepted by the shipowner.

During actual ship operation and loading, the weather can differ significantly from the calm and controlled conditions available during sea trials. However, the specific fuel consumption at various power outputs should not change when compared to the test results—unless the engine is out of tune or the quality and calorific value of the fuel are in question. As such, specific fuel May 2014 MARINE LOG 21

Energy efficiency consumption is a good metric to use in detecting degradations in engine efficiency.

On the other hand, trying to separate the effects of hull fouling, propeller roughness, wind, waves, and draft/trim on ship performance requires extensive instrumentation. A more cost-effective approach is to take an aggregate measurement and compare it with a series of established benchmarks based on model tests, theoretical calculations or past records taken at the time when the hull was clean. In this case it becomes more interesting to detect the trends over time rather than the quantitative values. We now introduce the following operational efficiency benchmark: • Operational efficiency = Actual Tons per Mile / Baseline Tons per Mile Operational efficiency is an aggregate measure of ship performance at a certain speed and draft/trim, corrected for wind, waves, and current. Plotting the same metric across the entire speed range and loading conditions over time would show the trend in performance degradation since hull fouling would affect the ship performance under all these conditions.

Benchmarking voyage efficiency To evaluate the effectiveness of weather routing and speed management in minimizing fuel consumption, we introduce the voyage efficiency benchmark: • Voyage efficiency = Actual Consumed / Optimal Consumed for the Same Loading and Schedule Voyage efficiency is another aggregate measure of ship performance for a particular passage. Since weather, currents, ship loading conditions and schedule requirements are different for each passage, it is necessary to normalize the performance to

Figure 1

the best scenario one could achieve for the same departure and arrival times, as well as loading and environmental conditions during the same period.

Combining customized ship performance models with optimization software, such as Jeppesen’s Voyage and Vessel Optimization Solution (VVOS), can help achieve optimized voyage performance.

You can find out more about Jeppesen’s VVOS at www.jeppesen. com/marine/commercial/vvos/commercial-marine-product.jsp. ■

Dr. Henry Chen is a Boeing Associate Technology Fellow, currently employed as Chief Naval Architect at Jeppesen Marine, a Boeing company. He was formerly the founder and CEO of Ocean System Inc., which Boeing/Jeppesen acquired in 2008. Dr. Chen has a B.Sc. in Naval Architecture from the Newcastle University, England.

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Push for upgrades Owners and operators look to repair yards to help meet compliance

By Shirley Del Valle, Associate Editor

L

ooming stringent environmental regulatory changes are driving owners and operators to refit their fleets with the latest compliant systems and technologies, driving business for small- and medium-sized U.S. shipyards “Environmental regulations will drive a lot of demand for upgrades and retrofits across the industry in the coming years,” says Rene Doiron, VP of Ship Repair at Vigor Industrial. On the ballast water treatment regulation front, many vessels will have to be retrofitted “with some type of new water treatment technology to address more stringent requirements in addressing invasive species,” says Doiron. Meanwhile, EPA regulations will likely drive demand for scrubber technology and vessel repowerings with the additions of new, cleaner engines.

Foss Maritime’s Director of Shipyard Operations, Jon Hie, echoes the sentiment. Customers, driven by the desire to be compliant, says Hie, are “emphasizing work to meet regulatory requirements, and de-emphasizing discretionary projects.”

Both Vigor and Foss, with operations on the U.S. West Coast, recently repowered state ferries for Alaska’s Marine Highway System (AMHS). Vigor Marine, Vigor Industrial’s repair and modernization arm, performed a repowering on the Alaska Marine Highway System’s (AMHS) Columbia. The 418 ft x 85 ft Columbia, part of a series of three AMHS ferries undergoing maintenance at Vigor, had its old engines replaced with new engines and auxiliary equipment.

Meanwhile, Seattle-based Foss handled the repowering of AMHS’ 10-year old Fairweather. Foss completed the project last month, delivering the high-speed ferry to Alaska on April 18th. Originally built in 2004, the 250-passenger, 36-vehicle ferry had its four MTU

24 MARINE LOG May 2014

16V595 diesel engines replaced with new MTU engines. Each engine weighs 15 tons and delivers 4,000 hp. Foss also modified the enginesupport rails to accommodate the new power plants.

On the horizon, Doiron sees the repowering market being driven by conversion to Liquefied Natural Gas (LNG).

For instance, just last year, General Dynamics NASSCO won a contract from Totem Ocean Trailer Express (TOTE) to design the conversion of TOTE’s two existing Orca Class trailerships, the MV Midnight Sun and MV North Star, to LNG. The conversion of the 893 ft ships over to LNG, which is expected to significantly reduce Sulfur Oxide (SOx), Nitrogen Oxide (NOx), Carbon Dioxide (CO2) and particulate matter emissions, will aid the ships in meeting Emissions Control Area (ECA) requirements. Wärtsilä will provide each ship with four 12-cylinder Wärtsilä 50 DF dual fuel engines.

The nation’s largest ferry operator, Washington State Ferries also has its eye on potentially converting to LNG. WSF is currently exploring the possibility of converting its Issaquah class ferries over to natural gas in the hopes of cutting fuel cost by nearly 50 percent, and significantly reducing SOx, NOx, CO2 and particulate matter emissions. If the operator goes through with the conversion, the contract to refurbish the ferries will likely go to a shipyard operating within the state.

Rebooting the oldies Passenger vessels, long in the tooth and reaching the end of their service lives, have been a good source of refurbishment business for Marine Group Boat Works, Chula Vista, CA. “In the last 12 months, we responded to several RFPs totaling $10 million to construct

Ship Repair passenger vessels,” explains Todd Roberts, President, Marine Group Boat Works, “while the RFPs to fully refurbish them totaled over a whopping $25 million.”

Last October, MGBW was awarded separate contracts to fully refurbish two San Francisco Bay area commuter ferries. One contract would see the ship repairer breathe new life into the Water Emergency Transportation Authority’s (WETA) 97 ft Bay Breeze.

According to Marine Group Boat Works, the Bay Breeze will have a newly installed conventional propeller system, brand new interior, systems upgrades and a whole new paint job.

“We converted the San Francisco ferry from a water jet propulsion system to a traditional propeller system as well as upgraded the pilothouse equipment, [and we] changed the look and design of the interior and exterior,” explains MGBW’s Todd Roberts. Keeping in mind WETA’s goal of providing its passengers a more comfortable riding experience, MGBW “enhanced the common areas by reupholstering the seats, created more work spaces, increased the natural lighting by enlarging the windows and renovated the food concessions stand with all new appliances.” At press time the group was just weeks away from delivering the ferry to WETA.

LISNAVE posts slight increase in repair activity

In an extremely competitive ship repair market, Portugal shipyard LISNAVE Estaleiros Navais, S.A., Setubal, held its own in 2013, repairing a total of 107 vessels, including 103 dry dockings and four afloat repairs.

LISNAVE says that although the figures represent a 6% increase in the number of vessels repaired compared to the previous year (101 ships in 2012), the workload per vessel was less. This reduction in maintenance work on existing vessels, says LISNAVE, is the result

of general cost containment by shipowners in the face of continued depressed freight rates in a sluggish global economy.

Vessels repaired were from 60 different customers, from 23 countries around the world.

LISNAVE benefited from a high percentage value of repeat business from clients in 2013, with A.P. Moller-Maersk (Singapore and Denmark) leading the way with 14 repairs, followed by Teekay (U.K., Norway and Singapore) with seven ships and AET with six.

With excellent drydock and equipment facilities, complemented with a high know-how accumulated throughout its long existence, LISNAVE repaired a wide variety of type of ships, with 61 tankers, 19 container ships and seven LNG/LPG carriers in addition to offshore supply vessels, and dredgers.

In terms of demand and workload, among the most significant repairs performed in 2013, were: the offshore platform Lewek Leader of Singapore, with the manufacturing and assembly of a new spudcam; the container vessel ex-Maersk Brownsville, with the complete replacement of the bulbous bow; the Danish chemical vessel Harbour Krystal, with bow damage repairs involving the replacement of 160 tons of steel; the barge Saipem S44, with numerous works of preparation and structural modification for a new offshore project; and PGS’ seismic vessel Ramform Sovereign, with relevant scientific systems maintenance work.

Repair work rises for ASRY Bahrain’s ASRY, the leading ship and rig repair yard in the Arabian Gulf, recently performed simultaneous repairs on six vessels at its dual slipways—a clear indication of the strength of the yard’s small and medium-sized vessel repair business since the opening of its state-of-the-art slipways.

In 2013, revenues attributed directly to slipway work increased 7.24% over 2012. The contribution to ASRY’s overall revenue has also seen gains since they were launched. Last year the slipways contributed 6.5% of total revenues for the yard.

The six vessels, comprising four tugs, a hopper dredger and a jack-up rig, matched the previous record for the number of vessels accommodated simultaneously on the slipways. They included the tug Britoil 64, owned by Britoil Offshore Services, in for routine drydock hull treatment, crane shaft overhaul and top overhauling of port and starboard engines; the tug Smit Martinique, owned by Smit Lamnalco, in for routine drydocking work, starboard engine overhaul, and seal renewal of lower gear box; the Al Moayyed 26 and 24, tugs owned by Almoayyed Marine Services, in for routine drydocking work; the hopper dredge UDC Blue, owned by United Dredging Company; and the jack-up Arabiyah 5, operated by Saudi Aramco.

The twin slipways, each with a dry berth length of 255 meters, are

ideal for accommodating offshore service boats, large tugs and supply vessels. Their vertical curve design also facilitates newbuilding activities. Vessels up to about 15,000 dwt, and with drafts up to 4.5 meters can be easily slipped up under normal daily tidal conditions.

The slipways are equipped with all required shore facilities and are serviced by two 80-tonne crawler cranes with ample reach.

May 2014 MARINE LOG 25

Ship Repair

NOAA ship Oscar Dyson underwent repair work at Bay Ship & Yacht

The second ferry contract was for the Golden Gate Bridge Highway and Transportation District’s 180 ft MS San Francisco.

Valued at $18 million, the refit project will see the 37-year-old vessel equipped with brand new machinery, electrical and auxiliary systems, a brand new interior and paint job. The upgraded ferry—which was recently stripped of its old components and sandblasted to bare hull—will be delivered to the Bay Area for service by the end of this year.

The project, says the Golden Gate Bridge Highway and Transportation District, is funded entirely by grant funds from the Federal Transit Administration and the State of California under the Public Transportation Modernization, Improvement and Service Enhance Account program.

Yard expansions to meet growing demand To accommodate its growing repair business, Marine Group Boat Works acquired and renovated its third shipyard facility.

“The National City location,” says Roberts, “added an additional 250,000 square feet to the shipyards portfolio of haul-out locations and is the site of several commercial and government repair contracts.”

Shipyards are also bolstering their repair capability by adding larger drydocks. Just last month, Hendry Corporation, Tampa, FL, christened its new drydock, the Capt.

F. M. Hendry. Named after the company’s founder, the $3.5 Million, 2,500-ton drydock will enable the yard to expand its services to the larger vessels it couldn’t handle prior to the drydock’s arrival.

Down in the Gulf Coast, Bollinger Shipyards, Lockport, LA, has maintained a steady 26 MARINE LOG May 2014

flow of repair work, including the conversion and repowering of six PSVs to DP2, thanksin-part to its investment in infrastructure.

Over the last five years the shipbuilder has invested over $100 million across its eight repair facilities.

Its largest improvement and expansion project is its Bollinger Fourchon North facility. According to Bollinger’s Robert Socha, the 50-acre site will feature multiple drydocks ranging from 2,000 to 10,500-ton lifting capacity; a fabrication shop; a machine shop; business center with year-round office space for vendors and customers; as well as permanent onsite housing for workers. Upon completion of the Fourchon North facility, the current Bollinger

Fourchon South yard will be used primarily as a Rig and Topside facility, focusing on project cargo, load out and logistics support at Port Fourchon.

The addition of a new floating covered drydock, the HMB-1, has enabled California-based Bay Ship & Yacht (BSY) to take on a whole new market. BSY’s decision to add the drydock was in direct response to its customers’ need for a larger, higher capacity drydock that could handle quick turn around time—specifically those customers who wanted to avoid going outside the region. The covered drydock, the first of its kind, allows the yard to handle larger and heavier vessels while other vessels are simultaneously worked on via the yard’s 1,200 LT Synchrolift and DD-1 floating drydock, which is capable of lifting 2,200 LTs. The HMB-1 also comes with one hell of a back-story. BSY’s David Ashton explains that the drydock, designed to be fully submersible, was built during the height of the Cold War and was used to recover a sunken Soviet nuclear submarine. It covering enabled the contents it held within to be completely undetectable. The U.S. Navy later purchased it to construct and house its ultra secret ship, Sea Shadow, an undetectable radar-evading swath boat design. Upon acquiring it, BSY performed general maintenance to make it a commercially viable drydock.

BSY has also invested in additional pier space, equipment, training and recruiting practices to meet its growing customer base needs.

The yard is currently in the process of performing maintenance on a number of U.S. Coast Guard cutters, U.S. Army LCU’s and

Damen Shiprepair busy with offshore work After an acquisition spree in 2012 and 2013, Damen Shiprepair & Conversion is a global shipyard group. Damen now has repair yards in the Netherlands, Sweden, France, Dubai, as well as yards in South Africa and Singapore. Additionally, Damen hopes to leverage the expertise of the new yards in the offshore vessel market to build larger vessels for the offshore market.

Repairs and large scale conversions for offshore operation vessels are currently strong at repair yards in Europe.

In November 2013, Damen’s Shiprepair & Conversion facility in Rotterdam began work on a major refit of the Stanislav Yudin, a 24,800-tonne heavy crane vessel.

In the space of just four and half months, the Rotterdam yard completed a complex refurbishment that included a complete

upgrade of the accommodation—designed for 151 persons—and the underlying machinery spaces.

Ship repair and conver sion y ard Shipdock Amsterdam completed a sixweek propulsion upgrade of the 3D Seismic Vessel Polarcus Naila. It is now classified as a Special Purpose Ship.

Damen Shiprepair Brest successfully completed a full technical survey and services on the largest sailing Ultra Large Crude Carrier Ti Europe.

In Vlissingen, Damen Shiprepair converted the jack-up drill rig Shelf Explorer into an offshore hotel accommodation. The accommodation unit is now known as Atlantic Amsterdam. Damen says it expects to be granted a few more big projects to its yards in the not so distant future.

Ship Repair ferries. Underway at the yard is the refurbishment of two research vessels from the Scripps Institute, the Melville and New Horizon.

Both vessels are receiving brand new propulsion systems, mechanical and steel upgrades and a new paint job. BSY also completed the regulatory drydocking of Crowley Petroleum’s Tug Gulf Reliance. Work included underwater body maintenance, propulsion systems and structural work.

Nation’s largest drydock heads to Vigor

25 ft,” says Mayhall. The project, he explains, provides a “distinct advantage for vessels of any dimension when working on drop down thrusters and Z-drives.”

The 53 acre repair yard is located along 4,000 ft of waterfront on the Mobile River and is equipped with two dry docks—a 22,500 ton Panamax Dry Dock 1, which recently underwent major steel and coatings work preservation; and a 4,200 ton, 240 ft x 82 ft, dry dock.

Last October, SSR completed a 12-month refit on the Army Corp of Engineer’s dredge, Wheeler. The largest hopper dredge in the USACE’s fleet, the 408 ft Wheeler underwent a complete repowering that included pump and piping overhaul and an alarm and monitoring retrofit. SSR replaced the Cooper Bessemer propulsion system with two Caterpillar C280-16 diesel engines.

The engines are rated at 4,600 bkW at 900 rev/min. The vessel also includes two CAT

Over in the Pacific Northwest, Vigor Industrial awaits the arrival of its 80,000 long ton capacity floating drydock. The $40 million acquisition will be stationed at Vigor’s Portland facility and will require the addition of 60-70 workers at the facility.

At 960 ft x 186 ft the drydock, which will be the largest floating drydock in the U.S., will help meet the growing demand to service larger vessels in the region. Vigor Industrial CEO Frank Foti says it will also fill a void in the area since “large drydock capacity in proximity to the U.S. West Coast has diminished.”

That drydock will come in handy, especially with the new emerging offshore drilling market in the Alaska region. Vigor Marine notably worked on the Kulluk and Noble Discoverer upgrades back in 2012 fitting the offshore drill rig and drill ship with a range of environmental upgrades, including the installation of six EPODS that would serve to capture CO 2 and NOx discharge.

Vigor expects work on converting additional vessels to serve in the Alaska offshore region.

Signal keeps steady This month, Signal International’s Signal Ship Repair (SSR) yard, Mobile, AL, will add over 100 craftsmen to its team to meet demand for a 45-day drydocking of Military Sealift Command’s 615 ft product tanker, the USNS Lawrence H. Gianella. The $4.5 million project will include the upgrade of quarters, steel repair, blasting and painting, and shaft and propeller work.

Signal International’s Joe Mayhall says, “Clients are reserving pier and drydock space 12 to 24 months in advance, preparing for the upcoming regulatory requirements. We see a steady increase for the next several years especially with the new Jones Act compliant medium range tankers, containerships, ATBS and large PSV, CSV deliveries coming online.”

Making way for the influx in repair activity over the last few years, Signal performed a deep dredging project that gave SSR yard the “ability to dry dock vessels up to 600 ft in length on 12 ft blocking, while drafting up to May 2014 MARINE LOG 27

Ship Repair 280-12 propulsion engines rated at 3,700 bkw at 1,000 rev/min to operate the variable speed dredge generators.

According to the USACE, “on a good operating day, the Wheeler can remove 100,000 cubic yards of material” from a project site.

BAE to keep ships modern in Hawaii Building on its more than two-decade relationship with BAE Systems, the U.S. Navy’s

Naval Sea Systems Command has awarded BAE a multi-ship, multi-option (MSMO) contract to repair, maintain, and modernize nine destroyers and cruisers in Pearl Harbor, HI. The five-year contract, which marks the continuation of a BAE’s work in the region under a previous seven-year contract, will involve work on the USS Chafee, USS John Paul Jones, USS Chung-Hoon, USS Hopper, USS Michael Murphy, USS O’Kane, USS Halsey, USS Milius and the USS Preble. Over

the last 20 years, BAE has completed more than 300 cruiser and destroyer projects.

“This award speaks volumes about the dedication and commitment of our highly skilled workforce, as well as our island suppliers and small businesses,” says Bill Clifford, President, Ship Repair at BAE Systems.

BAE Systems Ship Repair-Hawaii is located on 2.5 acres of land, features three piers totalling 3,000 ft of waterfront, access to the Navy’s 100,000- ton graving dock and crane capacity of 150 tons.

Derecktor maintains upward direction Derecktor Shipyards continues to thrive in the yacht market. The boat builder’s yards in both Florida and New York have kept busy with a number of projects.

Derecktor’s Dania Beach, FL, yard recently completed the repowering of the 137 ft motor yacht Hilarium. The vessel had its original MTU 12V396 engines replaced with MTU 16V2000 engines. The repowering required a 7 x 7 ft hole to be cut out on the yacht starboard side to bring in the new engines as well as engine bed modifications.

Earlier this spring, the yard bid adieu to the 1986-built Highlander. The motor yacht, an icon within the yacht market, came to the yard in 2013 for a refurbishment that included the vessel’s lengthening from 150 ft to 164 ft, in addition to major mechanical upgrades, full new paint job and an interior renovation. “The project has been a great collaboration between the owners, their design team and the shipyard,” said the yard’s project manager, Jack Schneider. “It is very rewarding to see an older vessel of historical significance restored to her former glory.” Derecktor worked with the vessels owners to melt “the original Bannenburg lines with more contemporary features,” giving the classic vessel a modern facelift.

Derecktor is also creating some buzz on the newbuild front. Most notably, Derecktor’s Robert E. Derecktor Shipyard in Mamaroneck, NY, is building an Incat Crowther-designed classroom research vessel for Norwalk, CT-based The Maritime Aquarium.

The 65-ft R/V Spirit of the Sound will double the current vessel’s total capacity to 65 passengers. The all-aluminum craft will be fitted with a hybrid electric propulsion system that is expected to reduce diesel fuel consumption by 75 percent and will enable the vessel to operate on a nearly silent setting. The vessel will also feature climatecontrolled indoor and outdoor research space. Spirit of the Sound is expected to make its debut this Summer. ■ 28 MARINE LOG May 2014

LNG

Lockheed Martin will leverage its expertise to manufacture cryogenic tanks for LNG marine applications

From Space Ships to Supply Ships

By John R. Snyder, Publisher & Editor-in-Chief

W

hat do the space shuttle and three new Harvey Gulf International Marine dual-fuel Platform Supply Vessels have in common? The answer is that the fuel tanks for the shuttle and PSVs will have been manufactured by Lockheed Martin at its NASA Michoud Assembly Facility Main Manufacturing Building in New Orleans, LA. Of course, the final space shuttle mission concluded almost three years ago, when Atlantis landed at NASA’s Kennedy Space Center in Florida. With government budgets shrinking and the space shuttle program retired, Lockheed Martin is looking to diversify its customer base by leveraging its aerospace knowledge and technologies for uses in the private sector.

Over the years, there have been a number of consumer and business products that can trace their roots to the space program— water purification systems, solar cells, freeze drying, firefighting equipment, computer technology, medical procedures and even memory foam beds. With the Liquefied Natural Gas (LNG) market on the upswing, it was a natural fit for Lockheed Martin to leverage its expertise in handling super-cooled liquids to manufacture cryogenic tanks for LNG marine- and land-based applications. Natural gas condenses into a liquid state when it is cooled to -162 degrees C (-260 degrees F).

Lockheed Martin’s new LNG fuel tanks for Platform Supply Vessels will have a touch of aerospace technology

Lockheed Martin’s first contract for a marine application is with Wärtsilä to supply at least three LNG tanks for three Harvey Gulf International Marine’s 310-foot-long dual fuel PSVs under construction at the Gulf Coast Shipyard Group (GCSG), Gulfport, MS. As the first U.S. shipyard to construct dual fuel PSVs, John Dane III, President, GCSG, says one of the biggest challenges for the group was getting ABS and the U.S. Coast Guard to agree on what is considered the “hazardous zones” based on the systems aboard.

The first of the 100-foot-long by 14-1/2-foot-wide tanks will be installed in the Harvey Liberty, the third of a series of six dual fuel PSVs for Harvey Gulf International Marine (HGIM). Lockheed Martin will also supply the tanks for the Harvey America and the Harvey Patriot, the fifth and sixth vessels in the series. The fuel tanks for Harvey Energy, Harvey Power and Harvey Freedom—the first, second and fourth vessels in the series—will be manufactured

by Chart Industries, Cleveland, OH. The last of the three Chart Industries-fabricated tanks will be delivered this July.

The 250,000-pound tanks are installed as part of Wärtsilä’s LNGPac fueling system under the centerline deck of the PSVs. The LNG capacity will be 295 m3.

The delivery of the first PSV in the series, the Harvey Energy, will be in October 2014, with subsequent vessels delivered every May 2014 MARINE LOG 29

LNG four months, according to Dane. Once delivered, the PSVs will go to work for Shell in the Gulf of Mexico.

Refueling of the dual fuel PSVs will be handled at HGIM’s firstof-a-kind LNG fueling facility in the Port of Fourchon, LA. The LNG facility will consist of two sites each having 270,000 gallons of LNG storage capacity. Lockheed Martin will manufacture the LNG tanks, which will be of stainless steel, Type ‘C’ construction. Each facility will be able to transfer 500 gallons of LNG per minute. Each of the ABS-classed vessels will have a capacity of about 67,625 gallons of LNG. At a maximum speed of 14 knots, HGIM estimates the LNG fuel consumption will be about 393 gallons per hour. This compares with a fuel consumption of 284 gallons per hour of MDO at the same speed. At a cruising speed of 12 knots, however, LNG fuel consumption is estimated at 185 gallons per hour, as opposed to 186 gallons per hour for MDO. The dual fuel 5,135 dwt PSVs will have ABS class notations of +A1, Offshore Support Vessel, +A MS, +ACCU, +DPS-2, ENVIRO+, GP, UWILD, FFV-1, GFS(Dual Fuel Diesel), Circle E, with certifications of U.S. Coast Guard Subchapter I and Subchapter L, and SOLAS.

TGE Marine to supply tanks for CONRO ships Meanwhile, less than an hour’s drive from the Gulf Coast Shipyard Group’s Gulfport facility, VT Halter Marine’s Pascagoula shipyard will construct a pair of Combination Roll-on/Roll-off (ConRo) ships that will be fueled by LNG. Being built for the Puerto Rican Jones Act trade by Crowley Maritime Corporation, the two 219.5m x 32.3m ships will each have a MAN B&W 8S70ME-GI8.2 main engine and three MAN 9L28/32DF auxiliary engines. The dieselcycle ME-GI engines have high efficiency and power concentration, with negligible methane slip.

MAN Diesel & Turbo recently awarded a contract to TGE Marine, Bonn, Germany, to supply high- and low-pressure LNG fuel gas packages for the two ConRo vessels. Under the contract, TGE Marine will fabricate three 770 m 3 vacuum insulated LNG storage tanks, high pressure/low pressure pumps, BOG-compressors, vaporizers, utility and safety system, as well as a control and alarm board for each ship. VT Halter Marine will deliver the DNV GLclassed El Coquí and Taíno in the second and fourth quarter of 2017.

The human element With delivery of its first dual fuel PSV imminent, New Orleansbased operator HGIM has been working closely with Maritime Simulation Institute (MSI), Middletown, RI, and Wärtsilä in finalizing the development of the first LNG bunkering safety training course in the U.S. MSI has developed a “U.S. Coast Guard accepted” 45-hour bunkering course for HGIM’s LNG bunkering persons-in-charge (PIC), says Margaret Kaigh Doyle, MSI Vice President. Doyle explains that the course is “accepted” as opposed to “approved” because it comes ahead of any U.S. Coast Guard regulations governing LNG bunkering.

The courses will be offered at MSI facilities at Texas A&M, near Houston and at the Massachusetts Firefighting Academy (MFA) in Stow, west of Boston. The course will include a simulation of Wartsila’s LNGPac system. Additionally, both facilities will allow course participants to conduct drills firefighting an actual LNG fire—which is currently not available at any other training facility.

The course will be ABS and DNV GL certified. The first session is expected to begin in June.

“Harvey Gulf is committed to using state-of-the-art vessels that provide clean, safe, efficient, reliable and competitive operations.

30 MARINE LOG May 2014

The Maritime Simulation Institute is finalizing the development of the first LNG bunkering safety training course in the U.S. that will include firefighting drills on actual LNG fires

Key to this paradigm shift is ensuring that our ships’ crews are properly trained in the bunkering of LNG,” says Chad Verret, Executive Vice President, Alaska & LNG operations.

Once they complete the course at MSI, HGIM masters, mates and engineers will undergo additional training at the Wärtsilä Land & Sea Academy in Fort Lauderdale, FL. Wärtsilä is supplying each ship with three Wärtsilä 6L34DFs main generators.

USCG working on LNG fuel transfer guidelines This past February, the U.S. Coast Guard published CG-OES 2-14, Guidelines for Liquefied Natural Gas Fuel Transfer Operations and Training of Personnel on Vessels Using Natural Gas as Fuel.

Once it issues its final policy letter, the Coast Guard will establish the guidelines for fuel transfer operations and training of personnel working on vessels that use LNG as a fuel and conduct transfer operations in waters subject to jurisdiction. MSI is working with the U.S. Coast Guard and a number of classification societies to develop this and other training courses.

Doyle is heading up the Coast Guard’s Chemical Transportation Advisory Committee (CTAC) Working Group for Safety Standards for the Design of Vessels Carrying Natural Gas or Using Natural Gas as Fuel. “This working group was asked to identify gaps in current Coast Guard policy and regulation on the design, installation and operation of natural gas fueled systems for propulsion of commercial vessels and the design of novel vessels carrying or processing natural and compressed gas vessels,” says Doyle. “The working group also has been selected to develop acceptable design criteria to fill those gaps.”

LNG is nothing new to MSI. It has worked with major oil and gas transport companies on LNG ship-to-ship transfer. Additionally, it has four simulators in its 16,000 ft 2 facility, with a Full-Mission, Bridge Wing, Visual Bridge Simulators, a 360° ASD Tractor Tug Simulator, and a new electronic navigation classroom. MSI offers 40 USCG-approved courses, meeting IMO STCW requirements. ■

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ENGINES

THREE PATHS to TIER 4 Compliance Ship operators can choose on-engine, SCR or LNG to comply

T

he U.S. EPA is requiring marine engines to meet progressively tougher restrictions on emissions of SOx (sulfur oxides), NOx (nitrous oxides) and PM (particulate matter). Tier 4 regulations, which started to come into effect this year for all new marine diesel engines greater than 800 hp with per-cylinder displacements less than 30 liters, mark the most significant reduction in permitted emissions to date.

Significantly, the EPA’s Tier 4 forces manufacturers to come to grips with the issue of achieving major reductions in NOx. While SOx can be reduced by switching to low sulfur fuel, NOx emissions cannot be dealt with by switching to low nitrogen fuel. That’s because NOx is produced by the combustion process itself.

According to an EPA publication, in all combustion there are three opportunities for NOx formation. They are: 1. Thermal NOx - The concentration of “thermal NOx” is controlled by the nitrogen and oxygen molar concentrations and the temperature of combustion. Combustion at temperatures well below 1,300º C (2,370º F) forms much smaller concentrations of thermal NOx. 2. Fuel NOx - Fuels that contain nitrogen (e.g., coal) create “fuel NOx” that results from oxidation of the already-ionized nitrogen contained in the fuel.

3. Prompt NOx - Prompt NOx is formed from molecular nitrogen in the air combining with fuel in fuel-rich conditions that exist, to some extent, in all combustion. This nitrogen then

By Nick Blenkey, Web Editor

oxidizes along with the fuel and becomes NOx during combustion, just like fuel NOx. So, in meeting Tier 4, the presence of nitrogen in fuel is not the issue (unless you’re burning biodiesel which has high levels of plant-based nitrogen). The real problem is mostly how to deal with the NOx that’s created by the usual engine combustion pressures and temperatures.

EPA Tier 4 requirements are broadly equivalent to the Tier III requirements now set by the MARPOL convention and that will have to be met by newbuilds from January 2016 onward following their adoption by IMO’s Marine Environmental Protection Committee earlier this year.

Essentially, there are three main options available to engine designers for reducing NOx.

The LNG option The first is to switch to burning LNG. LNG is a lower cost fuel than low-sulfur diesel and burns cleaner at lower pressures and temperatures. LNG-fueled engines do not require after-treatment or specialized NOx abatement measures to meet EPA Tier 4.

No brainer? Not quite. Issues to be considered include LNG fuel availability and actual delivered cost, higher up front capital cost, and not least the fact that the volumetric energy density of LNG means that owners must consider how much payload has to be sacrificed for fuel tanks.

May 2014 MARINE LOG 33

ENGINES

Wartsila’s Tier 4 compliant 20DF dual-fuel engine will operate primarily on natural gas

On-engine measures The second option is to use on-engine mea su re s. I n add it ion to opt i m i z i ng compression ratio, injection timing and i njec t ion rate — a l l made much more controllable by common rail injection technology—on-engine options to decrease NOx formation include exhaust gas recirculation (EGR). Recirculating some of the exhaust back to the engine cylinders lowers the oxygen content at the intake, in turn lowering combustion temperatures and thus NOx production. A heat exchanger cools the exhaust before entering the air intakes. However, the lower combustion temperature used in EGR imposes a fuel consumption penalty.

SCR after treatment The third is Selective Cataly tic Reduction (SCR), a well proven after treatment for reducing the NOx content of vessel exhausts. The SCR system converts nitrogen oxides into nitrogen and water, by means of a reducing agent (urea) injected into the engine exhaust stream before a catalyst. The urea decomposes to form ammonia in a mixing duct before adsorption onto the catalyst that facilitates the reduction process.

For the vessel operator, the downside of using an SCR is that it adds a new system that requires space. On top of that, it requires additional crew training and a new consumable (urea solution) to be added to the vessel’s supply requirements.

The way that EPA certification works is that it is the engine manufacturer that decides which pat h to ta ke to achieve compliance. Let’s look at three solutions adopted by major manufacturers t hat illustrate the three main routes to EPA compliance.

34 MARINE LOG May 2014

Wärtsilä releases Tier 4 compliant dual fuel engine Last October, in response to the growing demand for natural gas fueled engines, Wärtsilä released its Tier 4 compliant Wärtsilä 20DF dual-fuel engine for sale in the U.S. market.

Lars Anderson, Vice President, fourstroke at Wärtsilä Ship Power, says, “The Wärtsilä 20DF will further accelerate the adoption of LNG as a marine fuel in the U.S. The ability to meet EPA Tier 4 emissions requirements without the need for exhaust after-treatment, while at the same time increasing the safety and operational flexibility for LNG vessels, provides significant value to our customers.”

The 20DF, a commercial duty, mediumspeed, dual-fuel engine spans the power range from 1,056 kW (1,415 hp) to 1,584 kW (2,122 hp) per engine.

Engines supplied to the U.S. market will operate primarily on natural gas, with marine diesel oil (MDO) as a pilot fuel or as an emergency backup fuel.

Wärtsilä’s says that its lean burn, lowpressure dua l-f uel eng ine technolog y utilizes a very low percentage diesel fuel as a pilot ignition source, amounting to about 1 percent of total energy. This contrasts with other gas engine technologies that employ a significantly higher percentage of diesel pilot fuel.

Wärtsilä says that the lean burn advantage results in lower operational costs and reduced emissions.

Caterpillar opts for SCR The first Caterpillar Marine Power Systems engine platforms to be rolled out as Tier 4 solutions are versions of the Cat 3516C marine engine and t he Cat 280

marine engine. The C280 engine is available as Tier 4 certified in both the 8- and 12-cylinder configurations.

The Cat 3516C Tier 4 certified engine will be available in ratings of 2,240 bkW and 2,350 bkW at 1,800 rev/min. An auxiliary or diesel electric propulsion solution is available in a 2,250 ekW (2,368 bkW) rating.

The Cat C280-8 Tier 4 certified marine propulsion engines will be available in ratings of 2,460 bkW and 2,710 bkW at 1,000 rev/min with the auxiliary engines and diesel electric propulsion generator set available of 2,185 ekW and 2,400 ekW at 900 rev/min.

The Cat C280-12 Tier 4 certified marine propulsion engines will be available in ratings of 3,700 bkW and 4,060 bkW at 1,000 rev/min with the auxiliary engines and diesel electric propulsion generator set available ratings of 3,320 kW and 3,640 ekW at 900 rev/min.

Caterpillar Tier 4 marine technology utilizes after treatment combined with a fuel-efficient optimized engine to meet the low NOx regulations.

Both the C280 and 3516C Tier 4 certified solutions employ SCR technology, which, says Caterpillar, will provide customers with the lowest possible owning and operating costs.

The SCR module was designed w ith the compact engine room in mind. Additionally the inclusion of SCR technology enables the customer to leverage shared components, as well as a similar engine footprint to EPA Tier 2 and Tier 3 engines.

“We designed our Tier 4 solutions with one goal in mind: to provide the lowest overall owning and operating costs for our customers,” says Mark Harrison, Caterpillar Engineering Manager. “We are aware of the impact the regulations have on our customers’ bottom line and wanted to ensure our Tier 4 solutions minimized the costs of adopting this new technology.”

Caterpillar says that the Cat 3516C and C280 Tier 4 certified marine power solutions are ideal for customers in the tug, salvage, and offshore industries. Additional Tier 4 compliant platforms will be launched in the near future.

Caterpillar also recently shipped its first Cat 3500 series marine gas engines from its Lafayette, IN, plant. The five Cat G3516 marine engines were selected to power the Becker Marine Systems subsidiary, Hybrid Port Energy, LNG-Hybrid Barge, the world’s first LNG-powered barge in the Port of Hamburg. The G3516 is a sparkignited, gas engine specially designed to

ENGINES MAN Diesel & Turbo ready for IMO Tier III IMO’s MEPC (Marine Environmental Protection Committee) has adopted amendments to the MARPOL convention that will require ships built from 2016 onwards to meet Tier III standards for NOx emissions.

“We are ready for IMO Tier III,” said Dr. Stephan Timmermann, MAN Diesel & Turbo Executive Board Member responsible for Marine Systems and After Sales. “We have the technologies in place to support our customers for this new era of environmentally efficient shipping. I am pleased that the adoption of the IMO regulations will save us from mushrooming national regulations. Now we have a clear set of rules.”

“Exhaust Gas Recirculation (EGR) and Selective Catalytic Reduction (SCR) are technologies we not only have available but have operational experience with,” said the company’s Chief Technology Officer, Dr. Hans-O. Jeske.

The Danish vessel Petunia Seaways is equipped with a MAN SCR system that has reliably operated for 9,000 hours to date and follows the world’s first Tier-IIIcompliant, two-stroke engine that was built

by Hitachi Zosen Corporation in Japan for a general cargo carrier in 2011.

Similarly, the company received its first commercial order for an EGR system, to be applied on board a 4,500 TEU Maersk Line container newbuild, in 2012. The system will be fully integrated with the vessel’s main two-stroke engine, to be built

by Hyundai Heavy Industries’ engine & machinery division.

MAN Diesel & Turbo has also met the Tier III challenge by introducing dual-fuel engines that can operate on clean-burning gas. The two-stroke, high-pressure ME-GI and four-stroke, 51/60DF engines were introduced in 2013 and 2012 respectively and give shipowners and operators the option of using either HFO or gas, depending on emission and price parameters.

Experts across all disciplines at MAN reckon that emissions regulation will remain a key driver for maritime technology development.

“For MAN Diesel & Turbo, it is important to offer a variety of solutions so that customers can best balance their needs in terms of cost efficiency, environmental efficiency and operational profile,” said Dr. Jeske. “For decades to come, we will see a rivalry of fuels. Versatility will be key. This is why we offer highly efficient, dual-fuel, two- and fourstroke engines, emission-control equipment and highly developed propeller designs.”

reason for us to be pleased with the success of our ME-GI engines.”

While IMO Tier III will come into force for newbuildings from 2016 onwards, already today retrofits can significantly enhance fuel efficiency for existing fleets.

“Any percentage point of fuel saving means lower operational costs and lower emissions—it’s a win-win situation,” Mr. Grøne concluded.

“ While fuel prices remain high and emissions controls become ever more stringent, shipowners look for the most efficient solutions for newbuildings and existing ships,” said Ole Grøne, Senior Vice President Marketing & Sales, for MAN’s Low-Speed business unit. “From an environmental point of view, low-sulfur fuels such as methane, natural gas and LNG are highly relevant—all the more

DESIGN

ASSE

SSED

May 2014 MARINE LOG 35

ENGINES software provides insight into fleetwide fuel consumption Vessel operators are more concerned about fuel consumption than ever before.

FloScan Instrument Co., Inc., Seattle, WA, has been a leading supplier of Diesel Fuel Monitoring Systems to the commercial marine industry for the past three decades.

Its latest software development, DataLog, was designed to provide fleet managers with insight into fuel consumption on a vessel-by-vessel basis. This data can be used to effectively manage fuel inventory control, NOx emissions reporting and track vessel location and movement. DataLog, says FloScan, can provide the captain with realtime fuel flow data to pinpoint the vessel’s most efficient running speed, which can improve fuel economy up to 20% or more.

The fuel flow parameters recorded and displayed include: • Net fuel flow rate and net fuel usage total • Supply flow rate and temperature • Return flow rate and temperature The vessel parameters recorded and displayed include: • Speed over ground • Course over ground • Fuel efficiency

36 MARINE LOG May 2014

• GPS coordinates • Engine RPM (new feature for 2014) The minute-by-minute information is recorded daily as CSV spreadsheet files and can be e-mailed automatically from ship-to-shore using the DataNET option.

If internet connectivity is not available, another method for transferring data is with a custom FloScan USB flash drive which downloads any unrecorded data each time the flash drive is inserted. The fuel flow and vessel information displayed on the dashboard can also be viewed remotely in real-time using the built-in Teamviewer remote internet access option.

Accuracy, reliability and durability are critical elements in determining a vessel’s fuel consumption under varying load and sea conditions. FloScan systems are calibrated at 6 flow points for accuracy and are repeatable to 0.5%. Unique to the FloScan flowmeter design is an internal fuel bypass feature that makes it immune to fuel blockage. Another advantage of the design is its extremely low pressure drop which meets all engine manufacturer fuel restriction specifications.

operate in commercial vessel applications.

The LNG-Hybrid barge will provide shore power for the cold ironing of cruise ships in the port.

GE Marine uses EGR for in-engine compliance without after-treatment GE Marine last year unveiled its “ecomagination-qualified” 12-cylinder V250 marine diesel engine that reduces emissions by more than 50 percent to meet EPA Tier 4i and IMO Tier III emission compliance.

G E ’s bre a k t h rou g h t e c h nolo g y — available on GE’s L250 and V250 series medium-speed diesel engines—eliminates the need for a urea-based after-treatment emissions reduction system. In addition, the 12V250 engine offers increased power of 3,150 kW at 900 rev/min and 3,500 kW at 1,000 rev/min while maintaining low lifecycle cost, reliability and fuel efficiency.

“Our technology enables the industry to meet the upcoming emission compliance requirements as well as to reduce both capital and operating expenses,” says Afra Gerstenfeld, GE Marine General Manager There are numerous benef its for the ship-designer, shipowner and shipyard, says GE Marine. Beyond regulatory compliance, the engines offer better payload because they save the space required by an SCR system and the urea tank.

In addition, the GE L/V250 engines offer substantially lower overall engine f luid consumption (total of fuel, luboil and urea—for SCR equipped vessels).

GE medium-speed marine diesel engines provide lowest-in-class fuel consumption without urea consumption, thereby substantially lowering the OPEX of the vessel.

Fu r t her ef f ic ienc y ga i n s a l so have increased engine power across the range. As is common for all of GE’s medium-speed diesel engines, these latest additions also feature ease of maintenance, long maintenance intervals and high reliability.

By combining decades of GE d iesel engine design experience with the latest technology advances in combustion design, EGR, two-stage turbo charging and proprietary control systems, GE is able to offer its customers a cost effective, reliable and efficient solution to EPA Tier 4i and IMO Tier III compliance.

GE Marine can, of course, leverage off all of the R&D behind GE’s railroad locomotive engines. For those engines, GE put a high priority in coming up with a nonSCR Tier 4 solution that included extensive research at its GE Global Research Center in Niskayuna, N.Y. ■

techNews The next evolution in tug design: ContainerTug

TGE Marine wins multiple contracts for LNG gas systems If TGE Marine Gas Engineering’s recent contracts indicate anything, its that the use of liquified natural gas (LNG) is gaining momentum.

Earlier this year, TGE Marine signed a contract with Rolls-Royce Marine AS for the design and supply of the LNG fuel gas package for an oil tanker currently undergoing conversion. TGE will deliver two vacuum insulated LNG tanks, each 150 m 3, along with the gas processing equipment that will send the gas to the main engine.

Me a nw h i l e , M A N D i e s e l & Tu r b o awarded TGE Marine Gas Engineering GmbH with a contract to design and supply high- and low- pressure LNG fuel gas packages for two LNG-fueled Con-Ro vessels being built at VT Halter Marine, Pascagoula, MS, for Crowley Maritime Corporation. You can read more about this contract in our LNG story beginning on page 29.

To date, TGE Marine has supplied handling and storage systems to more than 120 gas carriers. www.tge-marine.com

Good things come in small packages. With a length of just a little over six meters (its 6.06 m x 2.44 m x 1 m to be exact) the ContainerTug 600S—designed in collaboration with Dutch shipyard Ooninex Shipbuilding BV and naval architectural firm BEN3D BV, Duizendschoon, the Netherlands—can be transported in a standard 20-ft container.

“Transportability is becoming increasingly important in a market where companies are forced to be flexible,” says BEN3D Director Ben de Vries.

The tug features integrated container fittings at all corners making it stackable. It’s lightweight, aluminumfabricated wheelhouse top can be easily removed and stored in the aft deck—enabling the workboat to maintain its dimensions within container proportions and reduce the vessel’s air draft significantly. The tug features a large deck space, high-maneuverability capabilities and is powered by a Volvo Penta commonrail D5 engine. It also provides a 1.2 ton bollard pull ahead.

The tug will travel at a service speed of six knots. www.containertug.com

Danelec’s VDR complies with new IMO standards Black boxes have taken center stage as a result of the disappearance of Malaysian flight MH370. The incident could well generate new standards for flight data recorders.

In the shipping industry, we have the Voyage Data Recorder (VDR)—the equivalent of the black box—and come this July 1, 2014, new IMO VDR standards will go into effect.

To comply with the new standard, Denmark’s Danelec Marine is rolling out the Danelec DM100, a third-generation marine VDR. The new Danelec DM100 VDR incorporates Danelec’s revolutionary SoftWare Advanced Protection (SWAP) technology —a totally new approach to shipboard servicing of marine electronics.

SWAP “saves time by removing the repair from ship to shore, reduces labor costs for service calls, protects valuable shipboard data and eliminates in-port delays for repairs,” says Danelec CEO Hans Ottosen.

Danelec designed the compact VDR data acquisition unit for easy plug-and-play replacement, with all system programming and configurations stored on a hot-swappable memory card. The service technicians bring a new unit when boarding the ship.

They simply disconnect and remove the old unit, insert the new one in its place and slide the memory card from the old VDR into the slot on the front of the replacement. The old unit can then be taken ashore for repair without holding up the ship’s departure.

“This is a paradigm shift in shipboard service,” says Ottosen. “With traditional techniques, it can take days to make repairs to a ship’s critical electronic systems. In some cases, Port State Control authorities may hold up the ship’s sailing. Even if the ship is allowed to sail, it means another expensive service call at the next port to accomplish the repairs. With SWAP technology, the entire process is completed in hours, not days.”

Ottosen says that the company will incorporate SWAP into all its products going forward.

The Danelec DM100 VDR meets all the new VDR requirements as defined in MSC.333(90) and IEC 61996-1 Ed. 2, including a float-free capsule, 48-hour data storage in both the protective fixed capsule and float-free capsule, separate audio track for outdoor microphones, as well as

data recording from the ship’s ECDIS, both radars, AIS and inclinometer.

“In addition to the minimum IMO requirements, we have designed our newgeneration VDRs for the future, with new features such as playback software for realtime monitoring and replay of recorded data, along with remote access for maintenance, annual performance tests and remote data capture and analysis,” says Ottosen.

Danelec was one of the first companies to bring to market IMO-compliant VDRs and Simplified VDRs (S-VDRs) in 2002. More than 5,500 vessels today are equipped with a VDR or S-VDR designed and manufactured

by Danelec. The company has an extensive service network within more than 50 countries worldwide. www.danelec-marine.com May 2014 MARINE LOG 37

techNews Boosting the role of DP in operator training

Siemens Blue Drive for Oceaneering’s new MSSCV

DNV GL has introduced a new recommended practice (RP) for the training of dynamic positioning (DP) operators. Based on the latest training and certification principles, it defines the role simulators can play in providing candidates efficient training.

Given the differing duration and frequency of DP operations, the RP does not define a blanket sea-time requirement in days.

Instead, learning goals are used to define the training experiences required. Simulator training can reduce sea time requirements by up to 50 percent.

“Dynamic positioning can be considered a high risk activity involving a team of people working together on high technology equipment. Realistic simulation, including time on full mission simulators, plays an important role in how they learn to deal with situations that rarely occur at sea,” says Aksel Nordholm, DNV GL’s manager for Simulator Certification. “As long as all operational aspects are included in the training, such as communication and cooperation with others, simulators enhance competence and reduce training time.”

Major players in the offshore industry collaborated on the development of the new RP which covers: competence development, sea-time/onboard competence building, competence assessment, certification and re-certification.

“Teekay is very satisfied with the great work carried out by DNV GL and their partners to finally launch the new certification scheme for dynamic position competence,” said Torbjørg Undem, head of Marine Human Resources at Teekay Shipping Norway. “Teekay greatly welcomes this certification scheme which we strongly believe will both enhance the quality and competence of DP personnel, and also facilitate a better flow of new competence

A Multipurpose Subse a Sup port and Construction Vessel (MSSCV) currently being built by BAE Systems, Mobile, AL, will be powered by Siemens Industry’s Blue Drive low voltage diesel electric propulsion (DEP) solution. The DP2 MSSCV, being built for Oceaneering International, is based on the MT6022 design from Marin Teknikk and will be delivered during the first quarter of 2016.

The 353 ft vessel will feature a 250-ton active heave compensated crane capable of reaching a 4,000m water depth, accommodations for 110 personnel and a working moonpool. It will also be outfitted with two 13,000 ft work class ROVs. Siemens’ True 24 pulse Blue Drive solution increases propulsion and fuel efficiency and leads to easier maintenance. It provides ultra-low THD on the vessel’s main 6990 V Power Distribution System and improves the overall safety and ease of operation of the vessel. The solution will be made up of the main generators, vessel automation, switchboards, power management, drive transformers and propulsion motors.

Siemens, which has provided over 200 vessels with its Blue Drive system, will oversee the installation of the system.

“Siemens is committed to the growing demand in the marine industry. Products and systems such as our Blue Drive, Integrated Alarm System (IAS 400) and integrated Power Management (PMA300) provide owners and operators with advanced technologies giving them the most fuel efficient, safe and productive vessels possible,” says Doug Keith, president, Drive Technologies division, Siemens Industry. www.industry.siemens.com

to the market. DP competence is needed today, and the need for qualified personnel is expected to grow significantly. With this robust scheme provided by DNV GL, we are optimistic that the entire industry will benefit in the years to come.”

Stig E. Wiggen, CEO, Ship Modeling & Simulation Center, Trondheim, Norway, hails the new recommended practice as “a giant leap forward with regards to quality in all aspects of DPO certification,” and says it is “the first real proof of competence for DP operators.”

The RP provides guidance to flag states and other parties looking to establish an independently validated certification scheme.

It refers to existing DNV GL standards and certification activities and provides detailed input for training and test centers.

The combination of the RP and related DNV GL standards helps flag states meet anticipated STCW DP operator requirements currently covered in Part B (guidance) but expected to be moved to Part A (mandatory) in the near future.

Mark Pointon of the International Dynamic Positioning Operators Association welcomed publication of the Recommended Practice, saying: “We hope that it will be adopted as the universal mechanism that ensures a consistent standard of DP Certification globally for DP Operators.” www.dnvgl.com

VGP-compliant grease launched by Klüber Klüber Lubrication, Londonberry, NH, has introduced Klüberbio AG 39-602, an environmentally acceptable adhesive lubricant for open gears and steel cables.

Its adhesion to surfaces and water resistance enables the lubricant to have long relubrication intervals. Additionally, its anticorrosion and anti-wear additives ensure longer component life and reduced wear.

The grease, which complies with the requirements for environmentally acceptable lubr icants (EALs) as defined by Appendix A of the U.S. Environmental Protection Agency’s 2013 Vessel General Permit 38 MARINE LOG May 2014

(VGP), contains more than 60 % of renewable raw materials, lowering environmental impact should discharge take place.

Klüberbio AG 39-602 also meets the biodegradability, minimally toxic and nonbioaccumulative standards established by the 2013 VGP. “This specialty grease is targeted for applications that require adhesion, corrosion protection, resistance to water washout, and protection from wear,” said Klüber Lubrication North America’s Ben Bryant.

“Protection of wire rope and open pinion gears on winches is the primary target

application, but plain bearing applications, such as rudder posts and lifeboat davits, are also good uses for Klüberbio AG 39-602. Its high base oil viscosity of 600 cSt provides excellent film thickness leading to reduced wear of components.” klueber.com/us/en

newsmakers

James Caponiti named president of American Maritime Congress The American Maritime Congress (AMC) has named James E. Caponiti its new president. In this new role Caponiti will oversee AMC’s business affairs, promote its message on behalf of the U.S. maritime industry, and manage its daily operations. Caponiti joined AMC in October 2011 as Executive Director. Prior to that he ser ved in the Federal government for 38 years.

Jens Pf e if f er has been appointed Business Division Director, Navigation, for Transas Marine. In this new role, Pfeiffer will lead the international sales, product management and after-sales team.

InterMoor has named Duncan Cuthill general manager of UK-based InterMoor Marine Services Ltd. Cuthill, who worked in a number of senior roles within the industry, will be responsible for InterMoor Marine Services in the UK and Mediterranean regions.

J e a n n e U s h e r ha s been named Managing Director of New Malden, U.K .-headquar tered Sp e r r y M ar ine . She succeeds the retir ing Alan Dix who had a 33year career with the company. Usher will be responsible for Sperry Marine’s commercial and defense programs and products worldwide.

Vice President of Regulatory Compliance at Florida-based Maritime Professional Training (MPT ), A my Be av er s, has been appointed by RADM Joseph Servidio, USCG, to the position of Vice Chair of the Merchant Marine Personnel Advisory Committee (MERPAC). The Commit tee advises the Secretary of the Department of Homeland Security via the Commandant and the U.S. Coast Guard, on matters relating to the training, qualification, licensing, certification and fitness of seamen in the merchant marine.

Michael L. Civisca has been named Executive Vice President of marine insurance coverage and service provider Continental Underwriters, Ltd. Civisca will oversee the company’s expanding platform for its Marine and Inland Marine products throughout North America.

Videotel Chairman, Len H o l d e r ha s pa ssed away. Holder dedicated his life to the industry. He served 10 years at sea; and was Director of the School of Engineering and Technology Management, as well as founding member of the Nautical Institute.

Ed Monacchio has been named Vice President, Distribution Development, Region Americas, for Volvo Penta. Monacchio will focus on improving the density and competency of Volvo’s distribution network.

Additionally, Gabriel Barsalini has been appointed General Manager, South America.

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 May 2014 MARINE LOG 39

The New MarineYellowPages.com

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contracts Shipyard Contracts While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about April 1, 2014. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Shipyard

Location

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

RECENT CONTRACTS GD-Electric Boat Bay Shipbuilding

Groton, CT Sturgeon Bay, WI

10 1

submarines tug

377 ft x 34 ft 5,300 hp

U.S. Navy $17,600 Moran Towing Corp.

Bay Shipbuilding Bay Shipbuilding

Sturgeon Bay, WI Sturgeon Bay, WI

1 2

tug tank barge

6,000 hp 150,000 bbl

Moran Towing Corp.

Moran Towing Corp.

Bay Shipbuilding

Sturgeon Bay, WI

1

tank barge

110,000 bbl

Moran Towing Corp.

Burger Boats Halimar Shipyard

Manitowoc, WI Morgan City, LA

1 1

passenger vessel 90 ft x 32 ft, 299 PAX crew boat 205 ft x 32 ft

First Lady Cruises Barry Graham Oil Services

Huntington Ingalls

Pascagoula, MS

1

assault ship

AUG24

DELIVERIES

U.S. Navy

APR14

PENDING CONTRACTS

NOTES

Aker Philadelphia BAE Systems Southeast

Philadelphia, PA Mobile, AL

4 2

Options dump scows

50,000 dwt 7,700 ft3

Crowley $500 Great Lakes Dredge

2017 Options

BAE Systems Southeast Candies Shipbuilders

Jacksonville, FL Houma, LA

1 1

tug subsea vessel

141 ft x 46 ft, 12,000 bhp 108m x 22m, MT6022

Seabulk Tankers Inc. Otto Candies LLC

Option Option

3 4

vehicle ferries PSVs

LNG fueled, 600 PAX dual fuel, 302 ft x 64 ft

BC Ferries $200-$300 Harvey Gulf Intl. Marine

Spr14 Options

PSVs OPCs

300 ft x 62 ft Offshore Patrol Cutters

Tidewater U.S. Coast Guard

Options RFP/Phase I

Four shipyards on list Gulfport, MS Gulf Coast Shipyard

Leevac Shipyards Jennings, LA 2 TBD

844 ft x 106 ft

APR14 APR14

TBD TBD

2 1

LASH carriers convert steam to LNG double-end ferry 70-car

Horizon Lines VDOT $27

RFP RFP

TBD TBD

6 3

car ferries 1,200 PAX (convert to LNG) double-end ferries 4,500 PAX

Washington State Ferries NYCDOT $309

RFP issued Proposed

VT Halter Marine

1

Roll-On/Roll-Off

Pasha Hawaii Transport

Option

Pascagoula, MS

692 ft, 26,600 dwt

$137

Index of Advertisers Company Page #

Company Page #

ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Hydrex NV. . . . . . . . . . . . . . . . . . . . . . . . 15

Baker Marine Solutions. . . . . . . . . . . . . C3

IMO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Bay Ship & Yacht Co. . . . . . . . . . . . . . . . . 1

Inmarsat Maritime. . . . . . . . . . . . . . . . . C4

Blank Rome. . . . . . . . . . . . . . . . . . . . . . . 12

JRC Americas. . . . . . . . . . . . . . . . . . . . . . 13

Christie & Grey Inc . . . . . . . . . . . . . . . . . 36

JLG Industries. . . . . . . . . . . . . . . . . . . . . . 7

Detyens Shipyard Inc. . . . . . . . . . . . . . . 10

MAN Diesel & Turbo. . . . . . . . . . . . . . . . . 3

DonJon Shipbuilding & Repair. . . . . . . . 27

Marine Art of J Clary. . . . . . . . . . . . . . . . . 6

ExxonMobil Global Fuels & Lubes. . . . . C2

Marine Group Boat Works . . . . . . . . . . . 19

Fairbanks Morse Engine. . . . . . . . . . . . . 32

Marine Yellow Pages . . . . . . . . . . . . . . . 40

Ferries Conference. . . . . . . . . . . . . . . . . . 9

Signal International. . . . . . . . . . . . . . . . 23

FloScan. . . . . . . . . . . . . . . . . . . . . . . . . . 35

W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Furuno. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Wortelboer JR BV GJ . . . . . . . . . . . . . . . . . 4

Great American Insurance Co . . . . . . . . 14

WQIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 May 2014 MARINE LOG 41

marketplace products & services

SOFTWARE

PRODUCTS & SVCS

Marine Yellow Pages

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MarineYellowPages.com

ENGINEERS & ARCHITECTS Marine

Industry

M.A.C.E. Inc.

FT. LAUDERDALE - USA - WORLDWIDE PHONE: (954) 563-7071 FAX (954) 493-9559

Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements

42 MARINE LOG May 2014

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

ABS Approved Ambient Environmental Testing Climate, Lighting, Noise & Vibration 1 Galleria Blvd. Ste 109 Metairie, LA 70001 Phone (504) 818-0377 x 33 Fax (504) 818-0447 www.hab-cert.com

BOKSA

Marine Design

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

BoksaMarineDesign.com

813.654.9800

EMPLOYMENT

abitabilaty Certification Testing MR Dec13 3 by 1.indd 1

11/14/2013 3:58:18 PM

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

M ar k e t p la ce Sales

show preview: Tugs & Barges 2013

MarineLoG Reporting on Marine Business & Technology since 1878

www.marinelog.com

ApRil 2013

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

special delivery for

Big foot

HARLEY MARINE SERVICES Open Positions: General Manager – Brooklyn, NY Port Engineer – Seattle, WA and Brooklyn, NY Port Mechanic – Alameda, CA; Long Beach Harbor, CA and Brooklyn, NY ATB Captain – West Coast ATB Mate – West Coast Pilot – U.S. Gulf Coast Tankerman – U.S. Gulf Coast and Seattle, WA Mate Tankerman – Seattle, WA For a list of all open positions or to apply online, please visit our Careers page at www.harleymarine.com

gulf operators stretch out dolphin makes a splash in seismic statue cruises: life after sandy

ls ea e n S sid tio t in tra er ne ins Pe cial e Sp

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MARINELOG. COM

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May 2014 MARINE LOG 43

Marine salvage

Responder Immunity: A Matter of National Security Imagine a catastrophic oil spill in the Gulf of Mexico that threatens not only the wildlife in the water but also the livelihood of thousands. Obviously, it would be a matter of utmost importance to get qualified professionals that specialize in cleanups of this nature to mitigate the damage as quickly as possible. It would be equally as important to ensure that these responders could not be held liable for conducting their operations in accordance with specific federal regulations and that, barring malfeasance, any legal blame rest with the correct party, in this case the company responsible for spilling the oil in the first place.

This hypothetical situation became reality on April 20, 2010 when the Deepwater Horizon drill rig had a blowout. The resulting explosion claimed 11 lives and resulted in the largest accidental oil spill in U.S. history.

The good news is that in 1990 Congress passed the Oil Pollution Act of 1990 (OPA 90) in response to the damage caused by the Exxon Valdez incident. A key tenet of OPA 90 places the burden of the costs incurred during cleanup operations in accordance with the National Contingency Plan on the responsible party for a vessel or facility from which oil is discharged. Thanks to the provisions in the Act, responder companies acting in accordance with the National Contingency Plan could respond immediately to aid in the cleanup process. The efforts of

these responder companies helped to ensure that the catastrophic damage from the Deepwater Horizon oil leak did not become irreversible.

Unfortunately, as is to be expected from any law that is almost 25-years old, overzealous plaintiff attorneys have managed to take advantage of portions of the Act that, unintentionally, have left a small amount of room for interpretation and have used those portions as cudgels to sue not only the responsible party but to force the responder companies to defend themselves against charges of damages caused by oil that they did not spill or caused by dispersants specifically approved, and in some cases insisted upon, by the U.S. government that implored these companies into action.

This cannot be allowed to stand. It is wrong from both a moral and practical perspective. What sane executive will put the very existence of his company in peril the next time oil or hazardous chemicals have been spilled and the government calls for immediate assistance?

Happily, this is a problem with an easy solution. An amendment to the Federal Water Pollution Control Act can clarify the responsibilities and obligations of both responsible parties and responders so that responders can continue to act expeditiously in times of environmental crisis without being burdened by the potential of huge legal

MarineLoG

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

UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast, West 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 and Canada Vanessa Di Stefano Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: vdistefano@sbpub.com

44 MARINE LOG May 2014

Paul Hankins, President, American Salvage Association

costs for acting within the scope of the law.

Any such amendment would not free any responder that acts outside of the law from liability nor would it free that responder from liability for any injuries under existing laws such as the Jones Act. Keeping the responsibility of payment for costs arising from spills and cleanup firmly with the polluter has the duel effect of allowing companies to quickly respond to environmental emergencies while providing a major incentive for companies responsible for the drilling, extraction and transport of oil to ensure that their operations are operating safely and well within federal regulations.

Congress cannot afford to be passive in this situation. Companies that helped to effectively save the Gulf Coast economy are being wrongly accused, punished and forced to spend millions defending themselves from frivolous claims. Some of these companies may not survive the financial burden being placed upon them. Those that do will certainly be reluctant to use their full resources to help minimize the next environmental catastrophe, if it exposes them to incorrect and unnecessary liability. Congress needs to pass these much needed clarifications so that responders can be suitably protected in the future. It is much more than a moral or business imperative. The protections of our coastlines and our coastal economies are no less than a matter of national security.

WORLDWIDE United Kingdom 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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Inmarsat offers your ship a highly evolved maritime communications ecosystem which makes every trip or voyage more efficient, safer and more productive. In short, just a lot smarter. Visit inmarsat.com

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04/04/2014 09:46