May 2015 Marine Log

EUROPE: The incubator of marine innovation and technology

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

www.marinelog.com

MAY 2015

JUST BEAUTIFUL World's first LNG fueled containership launched

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contents

May 2015 Vol. 120, NO. 5

24 departments 2 Editorial Crude talk

6 Update

17

Technip’s Global 1200 recently drydocked at Damen Ship Repair Rotterdam where its DP system and pipelay equipment was upgraded

features 17 European Technology

27 Communications

While shipbuilding has migrated to Asia, a number of clusters in Europe are staying put—pushing the industry in an innovative direction. Yards in Norway and the Netherlands are leading the way in the region—designing, building and repairing sophisticated ships and equipment for the industry Plus: A new paradigm for fuel emissions; Stricter ballast water controls are imminent

In today’s digital world, data is power—and in the marine industry, data generated during a vessel’s operation can help an operator do business more efficiently. The Maersk Group’s Monika Canty, discusses how the world’s largest shipping company is leveraging data to help improve its bottom line

top right: Khrushchev Georgy

Staying Power

24 Special Supplement

Shipbuilder’s Guide

Our sponsored Shipbuilder’s Guide provides a handy source for shipyards looking to make capital investments in their facilities

Data Drive

33 Finance

Innovative Investing

Now is the time for owners, charterers and financers to invest in retrofitting ships for triple bottom returns—EfficientShip Finance’s Oliver Petrakakos explains how ESF can help owners strengthen their competitiveness and asset values

•N ASSCO launches world’s first LNG-fueled containership •N ew name is salvage • F oss christens first of three Arctic Class tugs • I ngram Barge: Moving containers by barge works • Vigor delivers second Olympic Class ferry to WSF • Tidewater Transportation takes delivery of its first new vessel in thirty years

15 Washington Fate of Polar Sea addressed in Coast Guard Authorization Bill

36 Newsmakers Grove named President and CEO of the ABS Group of Companies

38 Tech News Rapp Marine building 150-ton AHC crane for Otto Candies

41 Contracts Conrad Shipyards wins ATB contract from John W. Stone Oil Distributor

44 Marine Salvage The road ahead for the American Salvage Association May 2015 MARINE LOG 1

editorial

CRUDE TALK It will be interesting to hear what kind of crude talk comes out of Houston this month.

That’s because traditionally every year in the first week of May folks from around the world head to the Offshore Technology Conference (OTC). Last year, a record 108,300 attendees pin-balled among the 2,500 indoor and outdoor exhibits, ogling everything from Active Heave Compensation cranes to towering derricks to Red Wing work boots. The general mood last year was upbeat with the price of West Texas Intermediate (WTI) crude a bubbly $102 per barrel.

Oh, but what a difference a year makes.

WTI dipped below $100 per barrel last summer and—after a plunge that saw it in the $40 range—is now hovering at just below $60 per barrel. The steep decline in price has reduced onshore and offshore drilling activity dramatically, forcing thousands of layoffs. According to Baker Hughes Rotary Rig Count, there are 1,011 rigs drilling in North America as of

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

April 24, more than a 50% decline from a year ago when it was 2,029. Thirty-three of those rigs are drilling in the Gulf of Mexico, 20 less than from a year ago.

Saudi Arabia, on the other hand, is a vastly different story. There, drilling activity has reached record levels, with the number of active rigs at 125 as of this past March, up from 96 in March 2014, according to tracking by Baker Hughes. Despite the glut of oil, the Saudis appear happy to pump out as much oil as they can.

The downturn has hurt offshore service vessel operators. Hornbeck, one of the major players in the GOM, posted solid earnings for its most recent quarter, excluding additional revenue from the sale of three OSVs to the U.S. Navy, but has 18 vessels currently stacked.

For Kirby Transportation, crude has been a tale of two markets. Investment banker Cowen & Company points out in its

coverage that Kirby’s inland barge business will experience rate declines and margins due to reduced crude shipments. The black oil trade accounts for about 15% of its inland business.

On the flip side, Cowen is positive on Kirby’s coastal barge business with coastal contract renewals expected to grow. “We expect this trend to continue despite the slowdown in production growth as additional pipelines come on-line moving crude to the Gulf Coast.”

The strength in the coastal tank barge market is reinforced by the recent order for an 80,000 bbl Articulated Tug Barge by John W. Stone Distributor, LLC, Gretna, LA. The new ATB will support the company’s “expanding shore bases as well as offshore operations. She will be capable of transit and delivery of various marine fuels and associated products.”

Don’t be surprised if additional orders for ATBs are announced. Stay tuned.

Maritime Trivia Trivia Question #25: What were fragments of broken monuments from Saint Nicholas Church, Great Yarmouth, England used for?

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

April’s trivia question: Who organized the first humane society with the mission of saving life from the perils of the sea ? Answer: Centuries ago China organized the first humane society with the mission of saving life from the perils of the sea.

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ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

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4 MARINE LOG May 2015

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UPDATE biz notes Crowley, Svitzer merge salvage operations to form new company

She’s a beauty: NASSCO launches world’s first LNG-fueled containership, Isla Bella Last month, General Dynamics NASSCO’s San Diego shipyard christened the Isla Bella, the world’s first LNG-fueled containership.

The 233 m Isla Bella—its name translates to “beautiful island”—is the first of two 3,100 TEU LNG-fueled Marlin Class containerships being built for TOTE. The Jones Act-qualified ships will operate between Jacksonville, FL and San Juan, PR. The ship’s main engine is the world’s first dual-fuel slow-speed engine, an 8L70ME-GI built by Korea’s Doosan Engine, under license from MAN Diesel and Turbo. The LNG technology will decrease emissions, increase the vessel’s fuels efficiency and ensure a cleaner environment for TOTE’s crew. The switch over to LNG is expected to reduce NOx emissions by 98%, SOx by 97%, CO2 by 72%, and particulate matter by 60%.

TOTE says the class represents a new standard in safety as well as the company’s long-term commitment to the people of Puerto Rico. “Building the Marlins has been about change as well as bold and innovative thinking,” said Anthony Chiarello, President and CEO, TOTE. “NASSCO and our other partners have enabled us to build these ships that reflect our commitment to the environment and doing what is right.”

The ship, says Fred Harris, President, General Dynamics NASSCO, “validates NASSCO’s capability to break new ground in green ship technology and lead in the design, construction and conversion of ships to take advantage of the economic and environmental benefits of LNG.” The Isla Bella will enter into service later this year. The second Marlin Class ship will launch 3Q 2015 and enter service in 2016.

There’s a new name in maritime salvage and emergency response—Ardent.

Ardent is the result of a merger of the salvage operations of Crowley Maritime Corporation, Jacksonville, FL, and Svitzer, the Netherlands.

Ardent, which will be 50-50 owned by the companies, brings together Titan Salvage and Svitzer Salvage.“This merger brings together some of the most experienced, highly regarded salvage experts in the world,” says Titan Salvage Vice President Chris Peterson. “Our combined strength means we can provide a stronger network in key global locations.”

The new company will be based in Houston, Texas with operations beginning this month. Operational offices will also be located in the Netherlands, the U.K. and Singapore, while supporting offices will be found in Australia, Brazil, South Korea, Greece, South Africa and other regions.

The new company, says Ardent CEO, Peter Pietka, “will become an industry leader in wreck removal and emergency response. We have come together to build [a] more modern and effective offering for the maritime sector.” He adds, “Structured for growth and diversification, we will create new opportunities for the company and its employees.”

Among those growth opportunities is “expansion opportunities in complimentary businesses such as underwater services and offshore decommissioning.”

Eighth guilty plea is entered in GDMA “Fat Leonard” case The guilty pleas just keep on coming.

Last month, Navy Lieutenant Todd Dale Malaki, 44, of San Diego, CA, became the eighth individual to plead guilty in what the Department of Justice says is “an expanding probe into corruption and fraud in the U.S. Navy.”

The Glenn Defense Marine Asia (GDMA) bribery and corruption case, known in Navy circles as the “Fat Leonard” affair, after the company’s leader Leonard Glenn Francis, involves “scores” of U.S. Navy Officials engaged in a decade-long conspiracy where GDMA defrauded the Navy out of tens of millions of dollars; and millions of dollars in bribes and gifts exchanged hands.

Malaki’s guilty plea came before U.S. 6 MARINE LOG May 2015

Magistrate Judge Mitchell D. Dembin of the Southern District of California to one count of conspiracy to commit bribery. A sentencing hearing is scheduled for July 6, 2015.

As part of his guilty plea, Malaki admitted that in 2006, while he was working as a supply officer for the U.S. Navy’s Seventh Fleet, he began a corrupt relationship with Leonard Glenn Francis. Malaki provided Francis with classified U.S. Navy ship schedules and proprietary invoicing information about GDMA’s competitors.

In exchange for the information, Francis awarded Malaki with luxury hotel stays in Singapore, Hong Kong and the island of Tonga. Additionally, Malaki received

envelopes of cash, entertainment expenses and the services of a prostitute. The total value of the benefits was approximately $15,000 according to Malaki.

“It is both troubling and disappointing how many Navy officers we have exposed as willingly falling prey to GDMA’s corruption, and our investigation remains active and ongoing,” says Assistant Attorney General Leslie R. Caldwell of the Justice Department’s Criminal Division. “Those who serve in our nation’s military must uphold the public’s trust or pay the consequences for their crimes.”

Back in January, Francis and his company, GDMA, entered guilty pleas.

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UPDATE Nautican nozzled propellers and rudder systems being installed on a Foss Arctic Class tug

FOSS CHRISTENS First of Three Arctic Class Tugs Michele Foss, the first of three 130 ft x 41 ft Arctic Class tugs being built at the Foss Shipyard, Rainier, OR, was christened last month at the Foss Waterway Seaport in Tacoma, WA. The Michele Foss is ABS Ice Class D0, meaning it can navigate “independently in first-year ice.” The hull is of varying

thickness. Its reinforced hull features a ½ inch steel plate, as well as additional internal structure, for added strength.

The tug is also built to comply with ABS A1 Towing standards, SOLAS and Green Passport. The first assignment for the Michele Foss will be an oil field sealift this summer from South Korea to the Alaskan Arctic.

Propulsion power for the Michele Foss is supplied by two Caterpillar C280-8 main engines that drive a Nautican propulsion system, via two Reintjes WAF 3455 reduction gears with a reduction ratio of 5.524:1, supplied by Karl Senner, LLC, Kenner, LA. The tug has an impressive bollard pull of more than 100 metric tonnes.

According to Elizabeth Boyd, President of Nautican Research & Development Ltd., the Michele Foss has Nautican High Efficiency Nozzles, Nautican propellers and Nautican Triple Rudders. “We delivered these units to Foss in an Integrated Propulsion Unit, where the nozzles, headbox and rudders are completely prefabricated and assembled prior to shipping, for easy and efficient installation in the yard,” says Boyd.

The nozzles are an airfoil design that produces increased propeller thrust, and also, due to the efficient airfoil shape, has significantly lower drag than conventional nozzle profiles. This means not only high bollard pull, but also increased thrust at higher speeds for greater towing capacity and fuelefficient performance at towing speeds.

Nautican will provide the propulsion systems for all three Foss Arctic Class tugs.

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UPDATE

Ingram Barge Company: Moving containers by barge works

Last month, Ingram Barge Company successfully completed the transportation of containers via tow barge from Paducah, KY, to Granite City, IL, as part of a demonstration to show the viability of intermodal river transportation.

Ingram used its towboat, the M/V Miss Shirley and a 200 ft x 54 foot barge to transport the containers to America’s Central Port in Granite City.

While the containers were empty, the demonstration was filled with promise.

“We see moving the containers on barge as working together with other modes of transportation to get cargo to its destination,” says Dan Mecklenborg, Senior Vice President,

Chief Legal Officer, Ingram Barge Company.

“Today, it’s not so much about competing with other modes, but working together to keep the cargo moving for our economy.”

The containers were loaded and unloaded on the return trip in Paducah, KY, using the river port’s 200-ton Comansa crane—the largest flat top tower crane in North America.

“The key takeaway from the project,” says Mekleborg, “is that the current barge fleet can accommodate container shipping with no modifications to existing equipment.

“Additionally, this project further proved that the U.S. inland river industry is more than prepared to incorporate container shipping.”

St. Louis Mayor Francis Slay notes that the Maritime Administration predicts the U.S. will need to move an additional 14 billion tons of cargo by 2050 to accommodate population growth. “This means,” says Mayor Slay, “we will need to almost double our freight movement capacity within 35 years. If we are to meet this demand, remain competitive in the global marketplace, and reduce our carbon footprint, then the inland waterway system should be used as a competitive option.”

Cargoes such as agricultural commodities,

construction materials, or consumer goods could be transported via container barge to cities such as Minneapolis, Chicago, St. Louis, Louisville, Cincinnati, or Pittsburgh on the inland river system.

Ingram and the Paducah Riverport Authority both agree that exploring the logistics of intermodal river transportation is essential to the growth of inland marine transportation and the nation’s economy. The anticipated completion of the expansion of the Panama Canal next year is expected to improve the efficiency and economics for shipments to and from the Gulf of Mexico.

Ingram points out that a standard Jumbo Hopper barge can accommodate up to 81 empty or 50 loaded Twenty-foot Equivalent Units (TEUs), or 36 empty or loaded Forty-foot Equivalent Units (FEUs). A towboat operating on the locking rivers like the Ohio River, can typically transport 15 barge tows, which equates to up to 1,215 empty or 750 loaded TEUs or 540 empty or loaded FEUs. A towboat operating on the Mississippi River from St. Louis to New Orleans can transport up to 54 barge tows, which equates to up to 4,374 empty or 2,700 loaded TEUs or 1,944 empty or loaded FEUs.

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10 MARINE LOG May 2015

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Vigor delivers second Olympic Class ferry to Washington State Ferries The second of three 144-car ferries being built for Washington State Ferries— the largest ferry operator in the U.S.—was recently delivered by Vigor Industrial.

The Samish, along with the Tokitae, the first ferry in the series, and the Chimacum, the final ferry in the series, are part of the operator’s new Olympic Class. The ferries will replace the state’s Evergreen Class boats, which were built during the 1950s.

The 362 ft Olympic Class vessels are designed by Guido Perla & Associates, Inc., Seattle, WA, and have capacity for 1,500 passengers and 144 cars. Main propulsion is by two Electro-Motive Diesel engines enabling the vessel to travel at speeds up to 17 knots.

Following its christening later this month, the Samish will begin service on the Anacortes/San Juan Islands route beginning June 14. The final ferry in the series, the Brothers Boat Builders, Whidbey Island, Chimacum, is scheduled to be completed in WA, Jesse Engineering, Tacoma, WA, and early 2017.

The series is being constructed by a build- Eltech Electric, Seattle, WA. Nichols Brothers Boat Builders built the in Washington subcontracting team. Vigor superstructure for both the Tokitae and Industrial’s Vigor Fab is the prime contracSamish and will also build the superstructor with the contract for the design and ture for the Chimacum. construction of the series. The yard has “It’sPage been1 an honor for Vigor to partner subcontracting agreements with Nichols 3370 Clark C marine ad_Layout 1 4/7/15 12:10 PM

with Washington State Ferries on the vessel, and the nine other ferries we’ve built to serve the people of Washington,” says Bryan Nichols, Director of Sales, Vigor Fab. “The Samish represents the very best in state-of-the-art ferry design and has helped strengthen the maritime community by supporting over 500 jobs throughout the Puget Sound.”

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UPDATE

Big splash: Eastern Shipbuilding launches first of two MPSVs for HOS Eastern Shipbuilding’s Allanton, FL, facility has launched the first of two specially outfitted Multi-purpose Service Vessels (MPSVs) for Hornbeck Offshore Services, Inc., Covington, LA. The HOS Warland, a 302 ft x 76 ft MPSV, is fitted with four Caterpillar 3516C 16-cylinder turbocharged EPA Tier 3 compliant diesel generators, rated at 2,250 kW at 1,800 rev/min. Main propulsion is provided by two 2,500 kW 690 V AC Hyundai motors that drive two Schottel SRP 2020 fixed pitch Z-drives.

The vessel, along with its sister ship, the HOS Woodland, which will be launched later this summer, will have a 250-metric tonne AHC subsea construction crane supplied by MacGregor, two ROVs and a 15 ft x 18 ft moon pool. Each vessel will have accommodations with 73 berths. The bridge is fitted with the latest electronics, communication and DPS-2 redundant operation stations.

Both the HOS Warland and HOS Woodland will be U.S. flagged, Jones Act-qualified and ABS classed.

The MPSVs are designed by Vard Marine, Vancouver, BC, Canada. The HOSMPSV

310ES design is part of an extensive, multimillion-dollar newbuilding program for Hornbeck.

To date, Eastern has delivered eight HOSMAX 300/310 Class Platform Supply Vessels to Hornbeck. Two additional vessels are

under construction at the shipyard where they will be converted and outfitted as HOSMAX 310EQH vessel. Work will include the addition of helicopter landing decks with the ability to add berthing for 50 to 130 persons in five different habitability configurations.

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12 MARINE LOG May 2015

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Inland • Coastal • Offshore • Deepsea

biz notes Pasha to acquire Horizon’s Hawaii business The U.S. Department of Justice has cleared the Pasha Group’s acquisition of Horizon Lines, Inc.’s Hawaii trade-lane business.

Upon closing, Pasha Hawaii will assume operations of all of Horizon’s Hawaii business, including Horizon’s four U.S. flagged containerships in the Hawaii trade lane. Pasha will partner with Crowley Maritime Corporation to provide ship management of the vessels and crew through Crowley subsidiary Marine Transport Management, Inc. In becoming part of Pasha, Horizon’s Hawaii business will operate alongside Pasha Hawaii’s existing operations, which include Pasha’s two Jones Actqualified vessels, the M/V Jean Anne and the new M/V Marjorie C. Pasha says that by expanding its operations with Horizon’s Hawaii fleet, it will be able to provide customers with a wider offering of high-quality, scheduled shipping and logistics services.

Refresher Course: Tidewater Transportation takes delivery of its first new vessel in 30 years

The first in A series of three new towboats has joined Tidewater Transportation and Terminals fleet of 16 vessels and 160 barges. The Vancouver, WA-based operator recently took delivery of the Crown Point, its first new vessel in 30 years.

The series of three tugs, under construction at Vigor Industrial, Portland, OR, measure 102 ft x 38 ft, and are expected to help meet the anticipated rising customer demand on the Columbia-Snake River system.

“The vessels will strengthen our fleet, as well as reinforce Tidewater’s commitment to our customers, community, and environment,” says Marc Schwartz, Maintenance & Engineering Manager at Tidewater.

“The delivery of the Crown Point represents the conclusion of a successful project that has further diversified Vigor’s new build portfolio,” says Bryan Nichols, Director of Sales at Vigor Fab. “It has been an honor to partner with Tidewater on this project and to shine a light on the fact that great vessels are being built right here in the Pacific Northwest.”

Tidewater Transportation and Terminals operates the largest barge transportation and terminal network on the 465 mile Columbia-Snake River system. The operator transports a wide range of cargo among a network of ports, terminals and grain elevators throughout the river system.

Designed by CT Marine, Edgecomb, ME, the environmentally friendly tug is fitted with two Caterpillar 3516C EPA Tier 3 certified diesel engines producing 2,240 bhp, each at 1,600 rev/min. The tug also features two C7.1 Tier 3 generators, an enhanced steering system, and Christie and Grey vibration control mounts and comprehensive acoustic insulation to keep noise levels in the accommodation areas at less than 60 decibels.

May 2015 MARINE LOG 13

UPDATE biz notes Avondale’s future won’t include Kinder Morgan JV A glimmer of hope for the Avondale shipyard has now sputtered out. Huntington Ingalls Industries has completed discussions with Kinder Morgan Inc. to explore the redevelopment of HII’s Avondale shipyard in Louisiana and the two groups have mutually decided not to move forward with a joint venture.

HII says it will continue to assess all alternatives for future use of the facility—this includes the possibility of selling the property—and will continue to work closely with the State of Louisiana and Louisiana Economic Development (LED).

LED’s E xecutive Director Stephen Moret said the state is committed to working with HII. Back in 2011, following HII’s announcement that Avondale would close, the state offered a $214 million incentive package over a 10-year period to HII if it could find a partner to redevelop the yard. The money would help pay the employees as well as “retooling and training.”

Spain’s Astilleros Gondan launches first of

two patrol boats for the Guardia Civil The first of two patrol boats being built for Spain’s Guardia Civil has been launched

by Spanish shipbuilder Astilleros Gondan.

The 20.5 m craft, Rio Belelle, will be built using an aluminum and fiberglass (GRP) construction at Gondan’s Vegadeo yard.

The medium size patrol boats are designed and equipped for surveillance duties. Additionally, they will be used to combat drug trafficking, illegal immigration and will protect the marine environment.

Built for a service life of at least 15 years, the boats have room for five crew members,

can reach a speed of 25 knots, have a range of more than 570 miles, and will comply with MARPOL standards.

Both vessels will be delivered this summer 2015.

Gondan’s GRP and Aluminum Division in Vegadeo has facilities specifically designed and built for vessels with this type of construction. The facilities include a warehouse with an area of 2,000m 2 In addition, it is equipped with a fireproof and isolated welding zone, an area for resin projection and vacuum pump for lamination by infusion.

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Fate of Polar Sea addressed in Coast Guard authorization bill Should the U.S. Coast Guard spend $100 million to reactivate the 38-yearold Polar icebreaker Polar Sea? That’s one of the questions addressed in the Coast Guard Authorization Act of 2015 (H.R. 1987). The Secretary of the Department of Homeland Security will have 270 days after the enactment of the legislation to complete a materiel assessment of the condition of the Polar Sea, examine whether it is cost effective to reactivate the vessel as compared with other icebreaking options, and submit a report to the House Committee on Transportation and Infrastructure and Senate Committee on Commerce, Science, and Transportation.

One of the most powerful conventionally propelled icebreakers ever built, the Polar Sea has been inactive since 2010.

Experts estimate that it will cost at least $100 million to reactivate the icebreaker, which sits idle in Seattle, WA, awaiting her fate. If it is found that it wouldn’t be cost effective to reactivate the Polar Sea, then the icebreaker will be decommissioned within 180 days of the determination.

The bill also addresses the design and construction of a new icebreaking vessel for the Great Lakes.

B esides addressing bad ly needed national icebreaking capabilities, the Coast Guard Authorization Act of 2015 authorizes Coast Guard and Federal Maritime Commission funding levels for Fiscal Years 2016 and 2017. It authorizes $6.981 billion for operation and maintenance for the Coast Guard for each year. To continue rebuilding the aging Coast Guard fleet, it authorizes $1.546 billion in 2016 and 2017 for acquisition, construction, and renovation for vessels, aircraft, aids to navigation, and facilities. Another $24.7 billion is authorized for the Federal Maritime Commission for each FYs 2016 and 2017.

H.R. 1987 was introduced by Coast Guard and Maritime Transportation Subcommittee Chairman Duncan Hunter (R-CA), along with Transportation and Infrastructure Committee Chairman Bill Shuster (R-PA), Transportation and Infrastructure Committee Ranking Member Peter DeFazio (D-OR), and Coast Guard

and Maritime Transportation Ranking Member John Garamendi (D-CA).

“This bill would also authorize sufficient funding to help address the many unmet capital project needs of the Coast Guard, including an Icebreaker for the Arctic, preparation of C-27 J aircraft for Coast Guard service, and Coast Guard station repairs,” says Rep. Garamendi.

The legislation also requires the Coast Guard to project its long term manpower, vessel and facility needs. Under the bill, starting in 2017, the Commandant would have to provide a report to Congress assessing its manpower requirements for the next four years.

The Coast Guard will also have to develop a long term major acquisitions plan that would outline the number of cutters and aircraft to be decommissioned for the current fiscal year and for the next 20 fiscal years and the number and type of cutters and aircraft to be acquired for the same periods of time. The Coast Guard will also have to put funding levels for each of the acquisitions.

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European Technology

The FPSO Petrojarl 1 undergoes upgrades at Damen Shiprepair Rotterdam’s drydock

Staying power Europe’s specialist builders resist flight to the east

V

olume shipbuilding has migrated almost entirely to Asia and the Europe’s ship construction industries have mostly suffered terminal decline. However, a few obstinate clusters remain – sophisticated offshore ship construction in Norway and the Netherlands, and cruise ships in Italy, Germany France and Finland where the former STX Turku yard is now owned by Meyer Werft.

Most remaining shipyards are part of large groups which are either listed companies or owned by large corporate entities. Rotterdam-headquartered Damen Group is an exception, however. With 32 shipyards across the world—15 focusing on ship repair—the family-owned company’s new construction yards build workboats and service vessels including offshore support ships, wind service vessels, tugs, search and rescue, and security and defense vessels.

René Berkvens, CEO, reveals that Damen shipyards booked more orders in 2014 than ever before. With a production value of about Euro 2 billion ($2.25 billion), the company delivered 160 vessels during the year. They included new energy-saving inland waterway craft, hybrid tugs and various offshore wind-related vessels. Security vessels were also a key focus.

Although order intake is unlikely to match 2014 figures this year owing to the offshore downturn, Berkvens is optimistic. In fact, he says that by the end of the first quarter, it looked as though 2015 profitability could even exceed last year’s numbers.

Innovation is high on Damen management’s agenda. Auke van der Zee, for example, runs the company’s shipyard in Antalya which focuses on high-speed craft and ferries, and has capacity to

By Paul Bartlett, Contributing Editor

build about 35 ships each year. Together with his design team, he is working with composite design materials which, he says, have a range of benefits compared with vessels built of steel or aluminium.

Scale is the key, however, because series production using bespoke molds underpins composite construction economics.

Given that, however, the advantages are compelling. Composite vessels are 10% lighter, 10% cheaper, require no maintenance, are more sustainable and can be built and delivered far more quickly than conventional craft. Van der Zee gives one example of eight boats contracted en bloc and delivered within two months at a cost saving of 40%.

Dutch yards look offshore Shipbuilder Royal IHC is now almost half way through the construction of a series of ten large pipe-laying vessels which it has designed and is building, four for Subsea 7 and six for Sapura Navegação Marítima, a joint venture between SapuraKencana and Seadrill. The Sapura Jade was named and launched in April on the same day that the Sapura Onyx was delivered in Rotterdam, prior to deployment for Petrobras in deep waters off Brazil.

Despite the fall in oil prices, Royal IHC executives are bullish on the Brazilian market generally where they have made several acquisitions recently, partly to meet local content requirements on ship construction. There should be continuing demand for offshore vessels of various types, they believe, including pipe- and cablelayers and diving support units, but also for sophisticated dredgers May 2015 MARINE LOG 17

European Technology required in the development of the country’s port infrastructure.

Meanwhile, the Teekay-managed FPSO Petrojarl 1 was docked in Damen Shiprepair Rotterdam’s (DSR) drydock where upgrade work will prepare her for deployment on Brazil’s Atlanta field. The strict qualification rules for winning such contracts pave the way for more FPSO upgrade projects, sources believe.

DSR is establishing a track record in FPSO upgrades. It already completed the upgrade of Gryphon A, a Maersk Oil-owned FPSO now operating in the North Sea. The unit had sustained heavyweather damage during a storm and was towed, docked repaired and upgraded at DSR in Rotterdam.

The potential of the Rotterdam cluster has not escaped attention. Norway’s specialist offshore builder Ulstein has its own design team based there, focusing on the “heavy offshore” sector.

The Norwegian company has a sound track record in the construction of sophisticated offshore vessels, having built light well intervention vessels for Island Offshore and DOF, and inspection, maintenance and repair (IMR) vessels including the Seven Viking, now on long-term charter to Statoil.

Rolls-Royce executives predict “big data” revolution Innovators at Rolls-Royce believe that international shipping is entering a completely new era in which the handling and processing of “big data” will revolutionize the ways in which both commercial shipping and offshore business work. As Viktor MayerSchönberger, a Professor of Internet Governance and Regulation at Oxford University told delegates at a subsea technology conference in Oslo a few days earlier: “Your business model will be completely different in ten years’ time.”

Sauli Eloranta, Senior Vice President Technology, Management and Innovation at Rolls-Royce Marine, and his colleagues have been making the most of the downturn, by preparing for a new world in which real-time big data processing will play a key role.

Already, no less than 37% of Rolls Royce’s marine revenue is service-related. The figure is likely to rise as more shipboard automation takes place, equipment health monitoring systems are introduced, and ship performance becomes more closely monitored.

“We don’t just supply equipment,” declares Eloranta. “Nobody packages their portfolios as we do. We focus on systems integration; the blending of hardware and software. Ship intelligence is drawing us to the future.”

Levander looks to the future Oskar Levander, Vice President Innovation at Rolls-Royce Marine, likes to look ahead. He has identified several key trends which will change the face of international shipping in the future. Of course, he says, the process of making ships “greener” will continue. The industry’s regulatory regime has focused so far on SOx and NOx and the IMO’s Energy Efficiency Design Index for lowering carbon dioxide emissions.

But particulate and noise emissions are likely to come into sharper focus in the future, Levander believes. He predicts that in comparison to the 90% of ships burning heavy fuel oil (HFO) today, the mix is likely to change to 45% HFO, 30% liquefied natural gas and 25% marine gas oil in ten years’ time. More specialized vessels will incorporate hybrid technologies, making them more efficient over a wider range of operating conditions.

Another major development, Levander believes, is the dawn of the “ship intelligence” era. He sees its development across six main areas – optimisation, decision support, navigation and positioning, condition management, on-board automation and, ultimately, remote control.

18 MARINE LOG May 2015

Levander says the driving force for greater ship intelligence is economics. Ship operators will benefit from greater energy efficiency, higher revenues, lower operating and maintenance costs, and improved productivity.

Today’s “intelligent ship” could well incorporate a decision support system, equipment health monitoring, almost real-time information on weather systems and ECDIS for navigation. “But tomorrow, the whole ship will be monitored,” Levander declares, ultimately paving the way for unmanned ships controlled remotely.

PM thrusters get “thumbs up” The first sea trials of permanent magnet (PM) azimuth thrusters retrofitted as the main propulsion on board research vessel Gunnerus recorded efficiency gains of 7-13% during her delivery voyage in late April. PM technology has a range of possible shipboard applications. A tunnel thruster on board Olympic Shipping’s Olympic Octopus, an anchor handler, had clocked up 3,860 running hours by the beginning of May, without incident. No maintenance had been required despite long spells in constant DP operation with rapid changes in load and thrust direction.

Rolls-Royce claims that PM tunnel thrusters have a range of advantages over conventional thrusters including a 25% increase in power output from the same propeller diameter, a reduction in noise and vibration, and rapid response to changes in load demand.

Scope to remove the thruster under water without the need for the ship to dock is another plus point. In addition, PM technology is also potentially suitable to provide power for winches and other deck machinery.

Norwegians pioneer advances in subsea technology Introducing the Subsea Valley Conference in Oslo recently, the organization’s Director Preben Strøm said that despite the downturn in oil prices, Norwegian firms continue to innovate, and the country’s offshore technology, and the vessels that go with it, are in demand all over the world.

“The fact that we are exporting oil-related technology worth more than Nkr200bn ($26bn) per year proves that we are still pioneers in energy technology development,” said Strøm. “Many of the most sophisticated offshore vessels, critical for subsea development, are designed and built in our country’s shipyards. We are spearheading developments in subsea processing technology which are transforming the recovery rates both from existing North Sea fields and new ones.”

Over the next two days, a range of speakers addressed the marine and energy challenges of harnessing resources in more challenging conditions requiring more complex drilling and production technology. Among them was Kjetel Digre, Senior Vice President and Project Director of Statoil’s vast Johan Sverdrup field which is due to be commissioned in 2019.

The giant field, one of the five largest in the North Sea, is located about 100 miles west of Stavanger and is thought to contain up to three billion barrels of oil equivalent. It will have a life in excess of 50 years and the four offshore platforms necessary for its operation will be supplied with electricity generated from sustainable hydro schemes ashore and cabled out to the field.

During hook-up operations in 2018 and 2019, Allseas’ Pioneering Spirit will be chartered, enabling as much platform construction work to be undertaken ashore before components are shipped out to the field and connected. Allseas claims that the 1,250 ft x 400 ft DP3 vessel will be able to install/remove topsides and jackets heavier than 10,000 tons and higher than 230 feet in significant wave heights up to 12 feet. ■

European Technology

Emulsions make fuel burn more efficiently, cutting emissions and improving efficiency

A new paradigm for fuel emissions Stable and effective emulsification eradicates black plumes and bad reputations

By Rod Weinberg, Director, SulNOx Fuel Fusions PLC

I

n the wake of burgeoning complaints in Australia about “black soot” emitted from cruise and ferries, the reinvention of fuel emulsions offers significant emissions mitigation, supporting environmental compliance and providing solutions to longstanding reputational issues.

It is well-documented that increasingly stringent exhaust pollution regulations are creating a new marketplace for clean technologies in the shipping industry. When it comes to reducing emissions, many of the potential solutions such as selective catalytic reduction (SCR), advanced hull coatings, and bulbous bow removal, for example, come with significant capital expenditure for the shipowner – often costs that cannot be passed on to a charterer. Moreover, the installation can require time out of commercial operation so that the vessel can be dry-docked and the new technology installed.

Unfortunately for the shipping industry, time is in short supply.

Hot off the heels of the 0.1% sulphur restrictions within Emissions Control Areas (ECAs) in Northern Europe and North America, parts of the industry must soon content with Tier III Nitrogen Oxide (NOx) regulations, which state that ships constructed from 2016 will be required to emit NOx emissions of no more than 2.0g and 3.4g per kWh in ECA areas. Moreover, ships built after 2013 have to meet graduating percentages of Greenhouse Gas reductions as part of Energy Efficiency Design Index (EEDI) mandate set by the IMO, while legislation is expected with regards to particulate matter (PM), especially smaller particle below PM 2.5. Further down the line, restrictions on black carbon (soot) could be introduced.

Beyond regulation, and especially pertinent to the cruise and ferry

industries, there is another issue to contend with—that of reducing “black soot” from the stack of the vessel, which is increasingly damaging the reputation of owners and the wider market in general.

This influx of technically challenging legislation means there is an urgent need not only for solutions that support compliance, but also those that do so with minimal upfront investment. New ‘hard’ eco-efficiency technology solutions may achieve the former, but for the latter to be realized a ‘soft’ solution that bypasses extensive retrofitting is the preferable solution.

One soft solution that works with a vessel’s existing infrastructure to significantly reduce NOx, PM, which creates the black soot, while improving energy efficiency, is fuel emulsions. When combined with water and conventional bunker fuel, emulsions, such as SulNOxEco Fuels, lower f lame temperatures in combustion engines, making fuel burn more efficiently; drastically cutting PM by up to 90% and NOx by up to 60%, while achieving up to an 8% improvement in energy efficiency.

Unlike a retrofit solution, there is no cost to the ship owner or operator’s bottom-line, aside from an initial license fee as SulNOx recoups the ongoing costs of emulsification from a share in the fuel savings generated by its technology, which can be a significant percentage, depending upon factors including vessel type, speed and age.

Addressing soot at port SulNOx’s solution not only has the potential to create value, compliance and environmental improvements through greater fuel efficiency but also offers answers to longstanding reputational May 2015 MARINE LOG 19

European Technology issues within the sector. For example, ports, which are often portrayed as a “villain to be taken to task” as part of a city’s overall emissions reduction strategy, continually push ferry and cruise operators to source new innovations that reduce the unsightly black carbon emitted from vessels in port environments. This past April, residents in White Bay, near Balmain, Sydney complained of suffering serious health problems since a new cruise ship terminal moved from Barangaroo in 2013. This follows residents at Port Melbourne’s Beacon Cove, whose apartments face Melbourne’s busy Station Pier, airing concerns they are being badly affected by fumes from tourist ships burning what they describe as “highly toxic bunker fuel”.

The issue is so significant that the IMO, at subcommittee level, has approved a definition of black carbon that will now be proposed to the Marine Environment Protection Committee (MEPC) at the group’s 68th meeting this month, with the aim of developing ways of measuring black carbon to support data collection and potentially reduce emissions. SulNOx’s emulsion, unlike other primitive emulsions that trigger stratification (i.e.: separation of fuel and water within the bunker fuel), has been proven to maintain a stable shelf life for more than two years. Indeed specimens statically store since the start of the trial remain safe, usable, homogenized fuels.

Such is the potential of this technology to overhaul the environmental performance cruise and ferry vessels or indeed any ship with a combustion engine or burner, that the powerboat sector has accepted SulNOxEco Fuels to power Team Britannia’s £2.9 million record attempt for the fastest powerboat circumnavigation of the globe, planned for November, 2015.

The emulsification process SulNOx’s emulsion process includes ‘smashing’ the fuel and water together at high speed and under high pressure to modify the mixture at nano level. To achieve a long-term stable emulsion, the water has to be in the form of ‘nano droplets’ in the fuel. When the water-in-fuel emulsion is injected into the combustion chamber, the water particles flash off immediately causing a secondary atomization effect creating finer fuel mist and better fuel-air mixture for combustion.

In this process, the water evaporates faster than the oil film it surrounds when exposed to the heat in the combustion chamber or burner. The smaller diameter of the water and fuel ‘droplets’ (i.e. reducing the effect of ‘molecular cohesion’ to provide for ‘droplets’ measured in nano-meters), the more stable and effective the resulting emulsions.

To further stabilize and extend the lifespan of the emulsion, various SulNOx additives are injected into the mixture. The technology is able to continuously blend any percentage of water (dependent on what the engine can accommodate) with any type of fuel.

Supporting the sustainability transition Regardless of whether a shipowner has the resources and the impetus to commission extensive retrofits to their vessels, stable and effective emulsions offer a complimentary solution to compliance—all the while achieving considerable savings with negligible upfront investment and maintenance costs, and reducing unsightly and damaging black carbon. ■

Predicting the impact of hull roughness on the frictional resistance of ships

By Dr. Philip Stenson, Technology Leader, International Frictional resistance linked to hull roughness has always been a major factor in determining ship efficiency. For years sustained high fuel prices gave owners and operators cause to investigate and introduce measures to mitigate hull roughness in order to unlock heightened levels of efficiency. Although fuel prices are dropping, new environmental legislation has forced an increase in the use of more expensive distillate fuels. This, combined with pressures to improve sustainability, has placed significant onus on ship owners and operators to deliver more environmental and operational efficiencies. For many it is the key to unlocking a competitive advantage.

An updated model In recognition of this, International has established the principles of a new AHR calculation, building on the landmark work of Dr. Bob Townsin, the first researcher and academic to establish the important link between hull roughness and ship powering in the 1980s. While Townsin’s methodology is upheld by the shipping industry today, trends in hull coatings, ship yard practices, environmental changes and regulations, as well as vessel design and operation have altered considerably over the past 30 years. Consequently, there is a real requirement for an updated model that reflects the changing dynamics of the shipping industry.

In its latest research, International has established the foundation of a new methodology that predicts AHR both at dry dock after a coating scheme application and during the subsequent dry docking cycle. Initial analysis is based on a new dataset of 845 individual hull roughness surveys carried out between 2003 and 2014.

The study reached new conclusions based on the dynamics of today’s shipping industry, which questioned the validity of some

20 MARINE LOG May 2015

existing principles upheld previously. Importantly International found that vessel age is no longer a key parameter triggering hull degradation. Conversely, based on its current dataset, International found that vessels over 25 years old, through careful hull management, can still achieve low AHR, and increases in AHR over a dry dock cycle are lower than predicted previously.

Through analysis of its current dataset, International has concluded that increases in AHR during dry docking cycles are increased by a combination of factors, with key influencers including substrate preparation (i.e. whether the vessel is blasted or not), coating technology and vessel type. Correlations between these parameters exist and will be investigated in more detail as International develops its methodology. However data already available for the container and tanker sectors indicate that the impact of AHR is lower when a coating, such as International’s advanced biocide-free foul-release range, Intersleek, is applied to a vessel, as opposed to a biocidal antifouling.

Supporting industry initiatives While the economic importance of hull roughness mitigation as a means to deliver more environmental and operational efficiencies is undisputable, proving the AHR of a vessel or fleet is a more abstract challenge and one synonymous with all eco-efficient technologies.

Through its new average hull roughness prediction methodology, International maintains that it can play a key role in wider efforts by the shipping industry to adopt transparent and highly accurate methodologies that measure fuel savings generated by eco-efficient technology, including hull coatings. Such clarity will provide an important tangible demonstration to ship owners of the rate of return on investment, helping to build trust between manufacturers and owners and driving shipping efficiency and sustainability.

European Technology

Invasive species, such as Zebra Mussels, are often transferred via ballast water discharge

Stricter ballast water controls are imminent The Convention will likely enter force in 2016 and ship owners must be prepared

By Jacqueline Tan, Senior Claims Executive, UK P&I Club

T

he International Convention for the Control and Management of Ships Ballast Water and Sediments, 2004 (the BWMC), developed and adopted by the IMO, will come into force one year after ratification by at least 30 States comprising 35% of the world’s total gross tonnage.

As of January 12, 2015, 44 States representing 32.86% out of the requisite 35% of the world’s merchant tonnage have ratified the Convention. The outstanding ratification is expected to be obtained shortly and the Convention will likely enter into force in 2016.

Vitalii Hulai

Which ships will the Convention apply to?

A ship is def ined in the Convention as “a vessel of any ty pe whatsoever operating in the aquatic environment and includes submersibles, floating craft, floating platforms, FSUs and FPSOs.” The Convention will apply to: Ships 400gt and above; Ships from Flag States that have ratified, and ships entering jurisdictions of Flag States. The Convention will NOT apply to: Ships not designed or constructed to carry ballast water; Ships operating only in waters of one member State (unless the member State determines otherwise); Ships of one member State operating only in waters of another member State and the latter authorizes an exclusion; Ships which only operate in waters of one member State and on the high seas (subject to conditions); Any warship, naval or State-owned

ships; Ships with permanent ballast water in sealed tanks not subject to discharge.

Under the Convention, a ship is to comply with the standard set by regulation D-2, which specifies that treated and discharged ballast water must have: • fewer than ten viable organisms greater than or equal to 50 micrometers in minimum dimension per cubic meter • fewer than ten viable organisms less than 50 micrometers in minimum dimension and greater than or equal to 10 micrometers in minimum dimension per milliliter.

Compliance is required throughout the life of the ship. Previously, there were concerns about a lack of choice from the few Ballast Water Treatment equipment which had received IMO type approval. Over 50 systems have now received G8 Guidelines type approval, with 36 having been granted IMO Final Approval.

Many systems are under development and at various stages of the approval process. Shipowners’ concerns have now shifted to the question of how to choose the right system for their ships from the confusing array of equipment available.

In order to attain type approval, an equipment is subject to stringent tests, but in practice, it has not been possible to test the equipment for reliability in all water conditions (ºC, PSU, salinity, turbidity, etc). The IMO is therefore not in a position to vouch that an equipment that has received type approval will be able to comply May 2015 MARINE LOG 21

European Technology with the regulation D-2 standard under all conditions for the duration of the ship’s life.

So, the technologies are available but shipowners and Flag States still lack confidence in the effectiveness of type approved equipment. At least two systems have been withdrawn from the market for compliance failure after receipt of type approval.

The IMO has now tried to address shipowners’ and Flag States’ concerns by adopting at MEPC 67 (13-17 October) as Resolution MEPC.253 (67) measures to be taken to facilitate entry into force of the BWMC. This resolution provides for a comprehensive review of the G8 Guidelines with special focus on the robustness of the type approval process.

Recommendations, MEPC 67 The IMO’s Marine Environment Protection Committee had its 67th session from October 13-17, 2014 at the IMO Headquarters in London. MEPC 67 adopted Resolution MEPC.253(67) on Measures to assist in accelerating the entry into force and implementation of the BWMC. • The resolution acknowledged that BWM systems need to be sufficiently robust and consistent so that any system approved will meet the standards set out in the BWMC; • An immediate comprehensive review of the G8 Guidelines will therefore be carried out to address the robustness of type approval of equipment particularly in relation to reliability in various water conditions; • A correspondence group was established to initiate the review and to report to MEPC 68 in May 2015 with recommendations for revisions of the G8 Guidelines; • The existing G8 Guidelines will continue to apply until the

22 MARINE LOG May 2015

completion of the review; • The resolution agrees that ship owners who have already installed type approved ballast water management systems prior to the application of the revised Guidelines (G8), should not be penalized and that port States should refrain from applying criminal sanctions or detaining the ship, based on sampling during the trial period.

MEPC 67 also adopted as resolution MEPC.252 (67) Guidelines for port State control inspection for compliance with the BWMC. The Port State Guidelines involve a four-stage inspection (see below) and recommend that every effort should be made to avoid any undue delays to the ship: • Stage 1 – Initial inspection: To focus on documentation and visual checks of the overall condition of the BWM system.

• Stage 2 – More detailed inspection: A more detailed inspection to check if the BWM system has been operated according to the BWM Plan.

• Stage 3 – Sampling and indicative analysis: This will be an indicative analysis to see if the D-2 standard is met. However, the criteria for the indicative analysis method still needs to be developed and this will be submitted to MEPC 68 in May 2015.

• Stage 4 – Detailed analysis: A representative sample will be tested to ascertain compliance with the D-2 standards.

MEPC 67 also agreed on a plan and terms of reference for a proposed study on implementation of the ballast water performance standard described in regulation D-2.

The study will look at the water quality for discharge, related to specified maximum concentrations of viable organisms; and include stakeholder surveys and collection of data on similarities

European Technology and differences in existing practices relating to type approval, testing of BWM systems and practices relating to analyzing the performance of BWM systems after installation on board ships.

The industry is now looking to MEPC 68 in May 2015 for further guidance.

Alternative modes of compliance The Convention provides for exceptions, exemptions and alternative modes of compliance to installing a type approved BWM system provided that the same level of protection as fitting such a system onboard can be achieved.

If ship owners can take advantage of any of the exceptions (i.e. ballast water and sediments are discharged from the same location where originated and no mixing with unmanaged ballast water and sediments has occurred), exemptions (i.e. may be granted to a ship operating exclusively between ports) or alternative modes of compliance (i.e. discharge to shore ballast water reception facilities), they will be able to save themselves the substantial cost of investing in a BWM system and also avoid incurring the not insubstantial running costs of the system.

Yard capacity It is estimated that some 57,000 ships will need to comply with the BWMC. If, as estimated, a maximum of 40 ships can be retrofitted a day, it will take nearly four years for all the retrofitting to be completed.

Spaces in the major shipyards for fitting BWM systems have all been booked up for the foreseeable future, and there is a serious concern that there will simply be insufficient yard space for fitting all ships in time for them to comply.

There are also concerns about the shortage of shore treatment facilities for ballast water, sediment reception facilities and testing facilities. Efforts are ongoing to establish these.

Recommendations to ship owners Entry into force of the BWMC is now imminent and ship owners must be prepared. Many ship owners have already installed BWM systems on board their ships and many others are taking steps to do so.

There is a risk, however, to those shipowners who have yet to take such steps—since being non-compliant could severely restrict trading limits and reduce or restrict business. Shipowners should therefore act now.

It is anticipated that the entry into force criteria will be met shortly as a number of States have indicated that they are making arrangements to deposit their instruments of accession very soon.

The trial period of relaxed compliance after entry into force will hopefully assist in clarifying some of the above-mentioned outstanding issues for all stakeholders. If some issues remain not satisfactorily resolved, even after the trial period has expired, it is very much hoped that the IMO will consider further extending the trial period.

For additional information on this subject Members are directed to the International Environmental Compliance page on the UK P&I Club’s website. A separate update on the U.S. position is available on the website: www.ukpandi.com. ■

This article has been edited for length and can be read in its entirety in the UK P&I Club’s edition of Legal Briefing: Ballast Water Management — February 2015 Update.

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May 2015 MARINE LOG 23

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Shipbuilder’s Guide

24 MARINE LOG May 2015

Control Systems Kobelt

Khrushchev Georgy

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Shipbuilder’s Guide

Deck Machinery

Propellers

Coastal Marine Equipment

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Michigan Wheel Marine is a leading designer and manufacturer of propellers and

marine hardware. Our naval architects work closely with shipyards to ensure proper design and sizing of propellers for a wide range of vessels including tugboats, patrol craft, and large ships. Using our advanced design tools and vast experience, Michigan Wheel provides propulsion solutions for shipyards of all sizes. www.miwheel.com

Equipment

Steel Fabricators

Hougen Manufacturing

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Steel of West Virginia, the only U.S. manufacturer of Bulb Flats, is now certified to produce Grades A, B, D, E, and AH36. Bulb Flats from 160mm to 240mm have successfully been produced and the 120mm and 140mm are scheduled to be produced shortly. Sizes over 260mm are under development.

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Welding & Cutting ESAB

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transportation markets. Steel of West Virginia, Inc. has a long history of steel making, with two electric arc furnaces, two rolling mills and numerous fabricating operations and looks forward to serving the water-related vessel industry in the years ahead. www.swvainc.com

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to large-gantry CNC plasma and oxy-fuel cutting machines to rugged, portable welding equipment and an extensive line of filler metals, including all-position low hydrogen moisture-resistant electrodes, ESAB offers shipbuilders a total package – designed to enhance the productivity and efficiency of operations with superior performance in the most challenging applications. www.esab.com May 2015 MARINE LOG 25

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COMMUNICATIONS

Maersk Line’s use of data to help operate its fleet more efficiently could save the company $20 million this year

Data drive

By Monika Canty, The Maersk Group

How the world’s largest shipping company is leveraging its data to improve its bottom line

F

rom cutting energy costs to maintaining oil wells, the mountain of data generated every day in today’s digital world is transforming the way the Maersk Group does business. And the group is only just beginning to discover its full potential.

In a situation room in Mumbai, India, a small team closely monitors a giant map of the world on a screen. They are watching the progress of hundreds of red dots moving across the map, each one pinpointing the exact location of a Maersk Line vessel going about its voyage.

The room is home to the Maersk Line Global Voyage Centre, which monitors Maersk Line’s f leet 24 hours a day, seven days a week. The team is watching to ensure that the vessels keep to their optimum voyage speed. Too fast means an early arrival at the port, which costs a lot of money; too slow and the ship has to speed up to arrive on time, which means huge fuel wastage.

“Today every ship is connected to shore via GPS and satellite communications,” explains Pankaj Sharma, who leads the team. “We can monitor the speed, the fuel efficiency and even the weather conditions.”

Suddenly an alarm sounds indicating that Emma Mærsk in the North Sea is one knot over her optimum speed, and the team immediately contacts the captain to find out why. It’s actions such

as this that saved Maersk Line $8.5 million in fuel costs in 2013.

This year the Global Voyage Centre aims to have a $20 million impact on the bottom line.

A mountain of data In today’s digital world, where everything is connected via the Internet and every action leaves an online trail, a mountain of data is generated every day that could be used to make critical business decisions.

Jasper Boessenkool, Head of Strategic R&D, Maersk Maritime Technology says data is the key to “sweating the assets.”

“It means squeezing the maximum out of the millions of dollars we have tied up in very costly, heavy assets. Being a big operator gives us a major advantage in terms of the data available to us,” he explains. “If you only have two ships, you only have so much data.

If you operate over 500 ships, you’ve got data you can apply on a completely different scale.”

Cutting fuel costs could be just the tip of the iceberg in terms of how the data streaming from a vessel could be used to improve performance.

“We currently only use a fraction of the data available to us,” says Boessenkool. “Right now we are on a journey from analyzing May 2015 MARINE LOG 27

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COMMUNICATIONS past data after the voyage has taken place, to daily data, and then towards ‘instant data’—available online immediately both onshore and on the vessel.”

A seismic shift In the ultra-high pressure, high-temperature Culzean gas field in the North Sea, new innovations in seismic data-gathering have led to a major breakthrough for the project.

The field is currently awaiting development with Maersk Oil and partners set to invest in a three-platform gas facility complex. But before the leap was taken to develop such a technically challenging project, a massive amount of seismic data first had to be accumulated.

Geophysicists employed an innovative new technology—known as “ocean bottom cables” to form a clear picture of what lies beneath the subsurface at Culzean.

A total of 4,000 sensors were placed directly on the seabed to record reflections from acoustic waves emitted by a seismic vessel sailing above. The vessel covered a 460 square-kilometer area, sending out a sound wave every ten seconds for around three months to create a vast data set that the team worked on intensively for eight months to transform into seismic images.

Maersk Oil’s senior geophysicist Line Plouman Jensen says the technology allowed for a superior image of the subsurface to be created. “The depths of the different geological formations are better understood and the data meant that we could build a convincing geological model in a complex structural setting. This information is invaluable to drillers in such a high-pressure, hightemperature environment.”

She adds: “There is still a wealth of information in the data set still to be extracted, analyzed and understood.”

Smarter maintenance Another area offering huge potential to shave down costs using data is maintenance. “When you design a ship, an engine or a drilling rig, you usually make an assessment in terms of when to maintain or upgrade on a fairly fixed time schedule,” explains Boessenkool. “But our ability to gather and monitor data today could pave the way for a completely new kind of maintenance management system.”

This could have major implications in the oil industry where wells must be periodically shut down for maintenance, at a huge cost.

“Having a ‘real-time’ information f low could make us better placed to make decisions on when to upgrade equipment and potentially save a lot of money,” agrees Henrik Tirsgaard, Head of Corporate Technology & Innovation at Maersk Oil. “One idea is to measure corrosion using acoustic signals. Combined with other parameters such as the salinity of the water produced, we could create a more accurate picture of when equipment needs changing.”

Ideas such as this one are just the beginning in terms of how data use will transform the way the Maersk Group does business in the future.

In fact, Boessenkool believes the data generated across the Group is so valuable that it should be treated as an asset in itself. “We need to look at data in the same way as we view an asset such as a ship or a drilling rig,” he says.

“I think we are just beginning to discover what data can do for us. The question in the coming years is how we experiment with it, find the potential, prove the value and use our knowledge across the Group to share that journey.” ■

Making Hollywood, news and sports available to crew on the High Seas Over the last few years, life aboard ship has improved for seafarers, thanks in part to the International Labour Organization’s Maritime Labour Convention—also known as the Seafarers’ Bill of Rights. The MLC builds on and incorporates past conventions to offer seafarers decent working and living conditions—key components to retaining seafarers.

Preliminary results from the BIMCO/ICS Manpower Report 2015 show that basic pay and internet access were the most popular responses provided as improvements in conditions at sea when mariners were asked about changes within the past two years.

Shipping companies are also finding that offering their crews expanded broadband entertainment and internet services can help reduce staff turnover and boost job satisfaction and morale.

One of the options now available to bring on-demand TV and movies to crews on commercial ships is Inmarsat’s Fleet Media.

With programming that can be updated daily, Fleet Media offers crew the latest news, sports, and entertainment TV and movies.

The content is available in multiple languages and a wide variety of subtitles.

Shane Rossbacher, Senior Vice President Development, Inmarsat Maritime, explains that Fleet Media offers crew the ability to select via a “Netflix-style menu” from a library of popular movies, TV, news and sports. The content is hosted on shipboard servers and streams to end-user devices, such as laptops, tablets, and smart phones.

Looking for the Amazing Spider-Man 2, Pulp Fiction, or Sky News and Sky Sports? It’s available along with other content from such companies as Walt Disney, MGM, HBO, and Sony Pictures.

Inmarsat inked a deal with NT Digital Partners—a joint venture

between global content agency Spafax and the world’s largest nontheatrical distributor Swank Motion Pictures, Inc. Rossbacher says Fleet Media is available on Fleet Broadband, Fleet Broadband Xpress, XpressLink and Fleet Xpress. Fleet Media is a per vessel subscription-based service, with no data delivery charges.

The availability of films, sports and news on tablets, laptops, and smart phones via WiFi onboard the ship helps keep seafarers connected to the outside world and home, improving their quality of life.

When it was introduced, Inmarsat Maritime President Ron Spithout called Fleet Media, “a revolutionary service.” He says, “It has been uniquely designed to support the industry in attracting and retaining their skilled personnel, as it serves as a gamechanging differentiating factor in recruitment. While life at sea has historically been socially isolated, this service bridges that gap allowing seafarers to be more integrated and connected with their lives ashore than ever before. Fleet Media brings life on land to those living at sea.”

Fleet Media is a managed service that works over Inmarsat’s flagship services. Data traffic over Fleet Media is: Managed exclusively by Inmarsat; Low priority—no impact on business traffic; Free of charge; Does not use data allowance from FleetBroadband package rate plan; Data on XpressLink and Fleet Xpress uses customer bandwidth; Fleet Media is fully compatible with existing smart boxes.

There are three entertainment package options to choose from to suit all crew needs—Select, Premium and Premier.

May 2015 MARINE LOG 29

COMMUNICATIONS CYBER SECURITY: SHIPPING’S UNDER BELLY It may come as no surprise that ship groundings are the single top loss for the global shipping business by value, according to an analysis of 11,000 insurance claims over the last five years by Allianz Global Corporate & Specialty SE’s (AGCS).

However, AGCS points out in its third annual Safety and Shipping Review 2015 that cyber risk is regarded as a growing threat to the

shipping industry. The offshore oil industry has already seen some high profile cyber attacks. Reuters reported that hackers shutdown a floating oil rig off the coast of Africa by tilting it. The facility had to be shut down and it took one week to identify the cause and mitigate the effects.

The Houston Chronicle reported that malware unintentially downloaded by offshore

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oil workers has incapacitated rigs and platforms, and exposed the vulnerability of some computer systems. In some cases, workers downloaded the infected files directly through satellite connections, while others inadvertently brought in the malware through online sources featuring pornography and pirated music. One rig’s systems were so riddled with malware that is took 19 days to get the vessel back in service.

By 2018, ship broker Willis estimates, cyber attacks on the oil and gas infrastructure will cost energy companies about $1.9 billion per year.

High risk Smaller crews, larger ships, and a growing reliance on automation, all significantly exacerbate the risks from hackers disrupting key systems.

The interconnectivity of the maritime sector means a cyber attack in a key location, such as a major port, for example, could impact much of the shipping industry.

Similarly, the ability to remotely interfere with the control of a ship, close terminals, access or interfere with containers or confidential data could result in significant business interruption costs, notwithstanding the costs associated with any resulting liability and reputational issues.

A cco rding to S e ni o r M ar in e R isk Consultant and Master Mariner, AGCS, Jarek Klimczak, the threat to navigation via key technologies such as the Electronic Chart Display and Information System (ECDIS) is of particular concern. GPS and AIS have also been identified as being potentially vulnerable to attack.

“Many of these e-navigation systems may be updated via the internet,” says Klimczak, “and if a false update is downloaded you will end up with a casualty.”

Senior Risk Consultant at Allianz Risk Consulting, GCS, Capt. Andrew Kinsey adds that many firewalls onboard ships are often not able to provide an adequate level of cyber protection as to do so would stop “dialogue” bet ween dif ferent systems.

“Those systems need to communicate with each other, otherwise they would not be able to operate.” Such potential areas of weakness will increasingly make ships enticing targets for hackers.

“Cyber risk may still be in its infanc y,” says C apt . Rahul Khanna, Global Head of Mar ine Risk Consulting, “but we need to take this threat ver y seriously going for ward.”

COMMUNICATIONS Cyber security: What is the path ahead?

Ships and offshore structures are increasingly dependent on programmable control systems. These integrated and networked solutions provide an ever-larger target for cyber threats. “ Ships and of fshore struc tures are becoming more and more interconnected,” says Tor E. Svensen, CEO DNV GL – Maritime. Svensen comments came during a panel on Cyber Security at CMA Shipping 2015. “In theory, all programmable components may be exposed to cyber threats, be it machinery, navigation or communication systems,” adds Svensen. “This is a weak spot.”

According to Svensen, cyber attacks pose an additional risk of someone with evil intent exploiting already existing vulnerabilities. The industry has already seen its first cyber events. Just last year, more than 50 cyber securit y incidents were detected in the Norwegian energy and oil and gas sector.

There is already a lot that can be done today to improve protection against cyberat tack s: “At DNV GL , we have always favored a risk-based approach and also advocate this to reduce cyber risks,” he says. He also recommended that asset owners and operators should consider cyber security self-assessments, third-party assessments, audits, testing and verification, and suggested that such requirements could also be implemented into future regulations.

Cyber security audits or “health checks” are starting points. With a combination of so-called Hardware In-the-Loop (HIL) and cyber security testing, DNV GL’s Marine Cybernetics unit offers tests addressing typical threats such as network storms and penetrations, password attacks, disconnections and communication failures.

Focusing on the integration of software dependent systems, DNV GL introduced its own Integrated Software Dependent Systems (ISDS) standard in 2009. Originally developed for the offshore industry and enhanced since, ISDS helps ensure that the integrated and stand-alone control-systems of a vessel perform reliably and safely. ISDS requirements are ensuring quality control throughout the development process, which means the resulting systems are more robust by design.

“If you have already taken care of software integrity, installed data protection and assessed the risks, e.g. with HIL testing or ISDS, you are in a good position to take the

next step in improving cyber security.”

DNV GL has long-standing experience and a dedicated service portfolio addressing risks related to integrated information systems and also consults organizations such as the U.S. Coast Guard (USCG) on building a regulatory framework. Recently, DNV GL provided comments to the USCG on “Guidance on Maritime Cyber security

Standards,” drawing on DNV GL’s competence and cross industr y cyber security knowledge in the Maritime, Oil & Gas and Energy industries. “If regulating authorities such as the USCG define cyber security requirements, DNV GL is well positioned to contribute to regulations, and to establish rules, class notations, recommended practices and guidelines,” says Svensen.

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Finance

ESF offers full funding for large-scale retrofits during drydock, with no upfront cost to an owner

Innovative Investing Helping owners retrofit to competitiveness without cash down or risk

By Oliver Petrakakos, COO, EfficientShip Finance of technology failure

Lukasz Z

T

he shipping industry has changed dramatically since the last decade and will continue to do so as more companies turn to the public markets or private equities (PE) for funding growth. Both consumers and investors are increasingly focusing on profit tied to sustainability, and investors increasingly seek insight into shipping’s internal clockworks compared to the past. It is just a matter of time before these investors learn more of the industry and drive it to become more transparent and more efficient. And unlike the rich “doctor and lawyer” investors of the past high-markets, these are highly focused investors who quickly learn about the industry no matter it’s intricacies.

This is the time for owners, charterers and financiers to invest in retrofitting ships for triple bottom returns (financial, environmental, and social). Despite the ongoing pout shipping market, scarcity of free cash, and lack of meaningful discussions with the fuel paying charterers, there is a new solution for ships to comply with new regulations and become more efficient and competitive without draining cash reserves, improving future cash flows for both owners and charterers, through EfficientShip Finance.

Shipyards have mostly been producing vessels with basic specifications, optimized at a loading and speed condition that is rarely used in the current market and with a focus on production speed

and low cost. The shipyards, which, post recession were running dry, and having already cut prices to below cost, started to diversify and offer “eco-ships” at the same prices. Since the second-hand market was not low enough compared to the newbuild market, and with the many PE funds itching to put their money to work, owners quickly took leap. As we know, eco-ships are now the standard design offered, and will continue to flood the market.

Brokers, such as Poten & Partners, have already started to publish separate market indices for eco-ships and standard tonnage, a trend that is expected to spread. Banks and other funds are also opting to stick with efficient designs to minimize their trading risks. Along those lines, charterers like Cargill are working with Rightship’s and Carbon War Room’s www.shippingefficiency.org and A-G rating, vowing to charter ships above a certain efficiency grade, leaving inefficient ships with a greater risk of being idle for longer.

This is all resulting in young ships already being obsolete, and with scrapping not being a realistic option, or a fire sale being the last resort, owners will need to step up and retrofit ships to increase their competitiveness in a market with a larger share of more economical ships featuring both a lower bunker bill and a lower CapEx bill. But after close to seven years of often negative returns and with banks having closed their tap, many owners are May 2015 MARINE LOG 33

Finance either unable to retrofit or simply unwilling to part ways with their precious buffer zone of free cash.

Several owners have already started installing and testing various technologies, typically one or two at a time, resulting in small improvements that are hard to quantify and measure. Yet, given the limited investment, improvements on consumption are typically less than 5% and within the margins that won’t bring charterers to the table. Owners then often mistakenly feel that charterers are not willing to share any savings, preventing further uptake of efficient technologies.

include f low improving ducts and fins and other appendages, rudder bulbs, high efficiency propellers, premium antifouling coatings, engine optimization, performance and trim optimization software, variable frequency drives for cooling pumps, LED’s, bulbous bow redesigns, draft and length increase. Retrofits of this scale result in consumption improvements significantly over the standard 5% allowance in charter parties, giving more negotiating room to owners to maximize the share of savings passed down to them from long-term charterers or in re-writing their spot TC description. And most of the technologies pose little or no risk f rom operating failure or requiring much crew expertise or involvement.

Separately, ESF can also r e t r of i t E x h au s t S c r u b ber installations, with the payback based on the price spread between MGO and HFO. Ballast Water Treatment system retrof its will also be financed for owners, once the regulations comes into force, to allow owners to continue trading ships without having to resort to a fire sale or penalties from noncompliance just because of a lack of funds to comply.

ESF purchases the equipment, coordinates the testing (CFD or tow tank), and pays The sample payback calculation for a 9,000 TEU vessel of total retrofit cost of around $3.25mm for and supervises the installation with their technical team. The performance improvement How to overcome the funding gap and the split-incentives conis determined by conducting the CFD or scaled model tests for cerns? Although crude price projections and futures vary greatly various loading and weather conditions in order to get the widest in the market, even the most bearish expect prices to eventually spectrum of results. Third parties such as UCL’s Energy Institute rebound significantly over the next few years, even if it’s not to or DNV-GL then verify the results. The latest performance monithe same levels seen early 2014. With the added regulatory prestoring equipment is then used to ensure the performance trends sures and oncoming global 0.5% ECAs, the bunker bill for owners continue, and for ESF and independent partners to analyze and is likely to grow. Many of the 2008-2012 delivered non-eco ships work with the owners on further tweaks to the performance. have plenty of life in them to see much higher prices, which many The exact performance of a ship is obviously difficult to ascerowners understand. tain and a touchy subject for many owners, given all the variables from weather and operating factors. But ESF offers a very realistic Third party financing opportunities and open approach to work closely with owners and come to a fair EfficientShip Finance (“ESF”) is a specialty investment company, established by finance and shipping technology experts. ESF has and mutually agreed consumption improvement.

EfficientShip Finance helps owners strengthen their competadapted the methods already widely used in other industries, develitiveness in the market, as well as their asset values, with some oped originally by the Carbon War Room, an NGO founded by Sir banks seeing two-fold increases in incremental asset values comRichard Branson. ESF provides a “turn-key” solution by offering pared to capital expenditures. Along with the benefits from port the full funding for large-scale fuel efficiency and emissions retrofits during regular drydocks, with no upfront cost to an owner. and charterer incentives from www.shippingefficiency.org and the tonnage tax discounts from ESF’s partner Liberian Registry ESF is reimbursed with a share of the fuel savings achieved and takes the full performance risk and the fuel price fluctuation risk, and other parties, the total benefits for owners can quickly add up, making retrofit projects viable even at current sub-$400 bunker typically for a period of 5 to 7 years. The owner maintains the full prices. All of this opportunity is provided with no capital required added value benefit and all savings after the contract has been comand no risk of technology performance or fuel price to the owners pleted, as well as any benefits of increased utilization or reduced or charterers. ■ repositioning and ballasting costs. These payment shares are calculated based on each ship’s operating profiles, including, for example, the consumption during slow-steaming for the majority Oliver Petrakakos is a Naval Architect and Marine Engineer who is the of the days at sea.

COO of EfficientShip Finance. He has been implementing the energy ESF installs a suite of proven and tested technologies and modefficiency concept on new and existing vessels for the past 7 years from ifications to offer a combined savings upwards of 10%. Some of the proven technologies and modifications being implemented initial design to commissioning. www.efficientshipfinance.com 34 MARINE LOG May 2015

newsmakers

Grove named President and CEO of the ABS Group of Companies Todd Grove has been appointed the new President and CEO of the ABS Group of Companies, Inc. Grove recently served as Senior Vice President and Chief Technolog y Officer for ABS Group’s parent company, American Bureau of Shipping (ABS). Taking over Grove’s vacant role at the classification society is Howard Fireman. Fireman’s appointment is expected to strengthen alignment and generate further synergies across all ABS’ technical groups.

Jørn Madsen has been named the new CEO of Maersk Supply Service. He takes over the post from Carsten Plougmann Andersen who has been with the Maersk Group for 39 years. Prior to his appointment as CEO, Madsen was COO of Maersk Drilling.

Naval architecture and marine engineering firm Gibbs & Cox, Inc., has announced the appointment of Matthew P. Hans as Vice President of its Platform Solutions Group.

The Singapore Shipping Association (SSA) has appointed Captain Ang Chin Eng as its full time Technical Director. Ang will be responsible for ensuring that the association delivers a high level of technical advice and service to its members against a rapidly changing international regulatory landscape.

Morten Arntzen, who, as you may remember, stepped down as C EO of OS G back in 2013, is set to become Chairman of Team Tankers International. The chemical tanker company emerged from the restructuring of Eitzen Chemical.

Rand Logistics, Inc, a Great Lakes bulk vessel operator, has named Na ssry G. Zamora to the newly created position of Vice President and Chief Human Resources Officer. The appointment is part of a strategic business plan that includes an increased focus on employees to strengthen and grow the company.

Seaspan Marine, Vancouver, BC, Canada, has announced the appointment of Jenny G e th i n g s a s V i c e President, Business Development. Gethings, who has more than 25 years in the marine industr y, will provide leadership to the Business Development Team, identify new markets, and develop current and future opportunities for Seaspan’s Marine Division.

Elliott Bay Design Group’s Gulf Coast office New Orleans, LA, named three new members to its team—Senior Naval Architect David Kaysen, Marine Engineer Trygve Reid and Marine Engineer Rex Sutherlin.

Kaysen brings with him over 25 years of naval architecture experience, including working with the U.S. Navy, U.S. Coast Guard and commercial ships. Reid is an expert in structural and vessel design, stability analysis and production support engineering.

Sutherlin’s expertise lies in commercial and military shipboard systems design.

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techNews

Rolls-Royce sells

Wärtsilä launches

Michell Bearings to British Engines Ltd

new AHTS vessel design

Wärtsilä used this year’s Sea Asia exhibition to launch its new Anchor Handling Tug Supply (AHTS) vessel design.

The new design’s focus is on simplicity, efficiency, low fuel consumption and a reduced environmental impact.

The new design features bollard pull options of 180 tonnes, with options for 150 or 220 tonnes, and a hybrid propulsion system with a 2-speed gearbox.

The company estimates that the new design—which is fully compliant with ABS and the latest SOLAS regulations—provides a reduction of 20 to 25% in fuel consumption

compared to conventional diesel mechanical four engine solutions. A key component in the vessel’s design is the hybrid two-speed gearbox PTI (Power Take In) solution. The 2-speed gearbox system meets design targets of reduced costs and less complexity without compromising operational safety.

The PTI solution ensures a seamless transfer from one operational mode to another, with the ability to work efficiently in all operational modes. When changing propeller speeds, the arrangement produces no loss in PTO (Power Take Off) power. www.wartsila.com

Rolls-Royce is selling its Michell Bearings business to British Engines Limited for a cash consideration of £12.6 million.

The sale is to be completed in the fall.

Part of the Rolls-Royce Marine business for 15 years, Michell Bearings is a designer and manufacturer of hydrodynamic bearings for a wide range of marine and industrial applications. Its marine products include main propulsion thrust blocks; propeller shaft bearings; marine gearbox bearings; ancillary machinery bearings; bearings for electric propulsion motors; diesel generators and alternators; and hydraulic and electronic thrust metering equipment.

The agreement will enable “Rolls-Royce to concentrate on the core areas” of its marine business, said Mikael Makinen, Rolls-Royce, President, Marine. “It will also present Michell Bearings with fresh opportunities by aligning the business with British Engines, which has a long history in the North East of England.”

www.rolls-royce.com/marine

World’s first SCR IMO Tier III AIP awarded to MAN Diesel & Turbo MAN Diesel & Turbo has reached a historic IMO Tier III milestone for its entire four-stroke engine portfolio. At an awards ceremony held last month at the PrimeServ Academy in Shanghai, the China Classification Society (CCS) awarded MAN Diesel & Turbo SE approval in principle for its SCR system for its entire medium-speed engine portfolio fulfilling IMO Tier III regulations.

Testing took place on a MAN 8L21/31 auxiliary engine with an integrated SCR system but the certificate applies to the entire medium-speed engine portfolio.

The MAN-built engine is bound for a DFDS Seaways Ro-Ro vessel, the Petunia Seaways.

“China is MAN Diesel & Turbo’s most important market,” said Goetz Kassing, Chairman and Head of MAN Diesel & Turbo, Region China. “As China has taken the next steps to higher levels of efficient and clean energy production for a sustainable and better environment, it is our priority to align our engines with the new policies to stay ahead of the competition.”

Goetz Kassing, Chairman and Head of MDT China, received the certificate on behalf of MAN Diesel & Turbo from Sun 38 MARINE LOG May 2015

Feng, Vice President of CCS. “This milestone is one of three agreed major steps in a long-term relationship with CCS,” said Dr. Daniel Struckmeier, Head of Emission 2016, Senior Project Manager, MAN Diesel & Turbo. The final step, explains Struckmeier, is planned for later this year, and “will incorporate the issuance of a general approval of our entire engine

portfolio based on the aforementioned MAN Diesel & Turbo SCR modeling tool.”

In December 2013, MAN Diesel & Turbo signed a Framework Agreement with CCS for Technical Cooperation. Both parties have since strengthened their cooperation in the fields of ship technology, ship-type research and development and market cooperation. dieselturbo.man.eu

techNews

Kongsberg simulators for Mexico

Rapp Marine building AHC crane for Otto Candies Deck machinery and towing equipment specialist Rapp Marine will engineer and manufacture its largest crane to date—a 150-ton Active Heave Compensated (AHC) crane—for privately held Otto Candies LLC, Des Allemands, LA, under a recent agreement between the companies.

Commenting on the new crane order, Rapp Marine U.S. CEO Johann Sigurjonsson says “We’re excited for the new challenge presented to us by Otto Candies LLC. Our extensive track record in engineering, manufacturing, and servicing heavy lift deck machinery and marine cranes equips us to develop an impressive crane for the market.”

Rapp Marine has engineered and manufactured about 450 cranes to date.

Otto Candies operates a number of U.S. and foreign flag offshore service vessels, towing vessels, dive support vessels, and crew boats.

The new AHC crane will be capable of lifting 150 tons at 17 meters, and it will be

certified by Lloyd’s Register. With Active Heave Compensation and a winch capable of storing 3,100 meters of 77mm wire rope, the crane will be fully outfitted for subsea operation. The crane model was designed

by Rapp Marine’s engineer Helge Stakkeland out of Norway, using proven techniques and technologies that will increase performance and reduce the weight of the crane.

Rapp Marine anticipates that this new AHC crane will be the first of many capable of lifting heavy loads for offshore vessels in the U.S. Gulf of Mexico and offshore oil and gas regions around the world. Rapp Marine has maintained a working relationship with Otto Candies LLC for many years, providing Electric Active Heave Compensated heavy lift winches as well as service support for several of Otto Candies’ vessels. Rapp Marine was chosen for this project because of its knowledge of heave-comp and their Rappmarine.com service record.

Mexico’s Marine Education Center in Ciudad del Carmen, Campeche, has been equipped with Kongsberg Maritime offshore simulators. The contract was signed off by FIDENA on behalf of Mexico’s Secretariat of Communications and Transportation (SCT).

The simulators “will support SCT and FIDENA’s efforts to ensure Mexico’s offshore oil and gas workers are trained to world-class standards for competency in safe operations,” explains Guillermo Ruiz de Teresa, General Coordinator of SCT’s Ports of Merchant Marine Organization.

FIDENA is the educational institution in charge of managing, organizing and developing the formal education of all seafarers in Mexico. It is also the country’s only institution offering higher-level programs in maritime education.

Kongsberg will deliver a full suite of DP simulator systems, including Class B and C as defined by the Nautical Institute (NI) and DNV. Its will also provide its K-Sim DP simulators and K-Sim Offshore vessel simulators. FIDENA also opted for Konsberg Maritime’s Long Term System Support Program.

www.km.kongsberg.com

McMurdo chosen to keep Deadliest Catch crew and vessels safe Emergency readiness and response provider, McMurdo, has a vital role in the newest season of Discovery Channel’s Deadliest Catch.

The Maryland-based company was selected to be the official safety beacon partner of the reality searies.

McMurdo supplied an array of its latest search and rescue (SAR) and automatic identification system (AIS) products to the show’s crew and vessels. Among the safety gear integrated was McMurdo’s SmartFind AIS Man Overboard (MOB)devices.

The MOB device quickly transmits identification and GPS location information to parent or neighboring vessels utilizing AIS technology. McMurdo also equipped the

crew with its FastFind Personal Locator Beacons (PLBs). The FastFind PLB is carried at all times by the crew and, once activated, sends a distress signal via satellite to the rescue authorities around the world.

Meanwhile, the crab fishing vessels are fitted with McMurdo’s SmartFind Emergency Position Indicating Radio Beacons (EPIRBs)—which use the COSPAS-SARSAT system, the g lobal standardized satellite-based search and rescue system— to notify rescue personnel in the event of an emergency.

“Our crew and vessels encounter incredibly harsh and treacherous conditions— 70 knot winds, 40 foot seas and icy decks,” says

Thom Beers, CEO, Fremantle Media North America and Executive Producer of Deadliest Catch. “The partnership with McMurdo will provide a welcome layer of additional safety and emergency readiness.”

Randel Maestre, McMurdo’s Chief Marketing Officer, says that McMurrdo’s technology has been “instrumental in helping to save over 37,000 lives since 1982.”

Maestre adds, “We’re honored to be a part of ‘Deadliest Catch’ for the upcoming season and to be entrusted to help ensure the safety of these crews and vessels. Enabling a faster search and rescue process is paramount when dealing with the frigid cold waters of the Bering Sea.” www.mcmurdogroup.com May 2015 MARINE LOG 39

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

Location

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

RECENT CONTRACTS Conrad Shipyard, LLC Great Lakes Shipyard Kvichak Marine

Amelia, LA Cleveland, OH Seattle, WA

1 2 2

ATB Barges Ferries

80,000 bbl, 5,150 hp 38 ft x 14 ft 135 ft x 38 ft, 400 PAX

John W. Stone Oil Distrib.

USACE WETA

2016 2015-4Q 2017-2Q

Lockport, LA Salisbury, MD Panama City, FL Rainier, WA Tacoma, WA Portland, OR

1 1 1 1 2 1

FRC Tug Towboat Tug Barges Towboat

154 ft, 28 knots 94 ft x 32 ft 90 ft 130 ft x 41 ft, Arctic Class 60 ft x 24 ft 102 ft x 38 ft

U.S. Coast Guard Vane Brothers FMT Foss Maritime Foss Maritime Tidewater Transportation

2015-2Q 2015-2Q 2015-2Q 2015-2Q 2015-2Q 2015-2Q

DELIVERIES Bollinger Shipyards Chesapeake Shipbuilding Eastern Shipbuilding Foss Shipyard Vigor Industrial Vigor Industrial

PENDING CONTRACTS

NOTES

Aker Philadelphia Philadelphia, PA 4 BAE Systems Southeast Mobile, AL 2 Jacksonville, FL 1 BAE Systems Southeast Candies Shipbuilders Houma, LA 1 Gulfport, MS 4 Gulf Coast Shipyard Kvichak Marine Seattle, WA 30 Jennings, LA 2 Leevac Shipyards TBD 1 TBD 6 TBD TBD 3 TBD 3 TBD

1

Options dump scows tug subsea vessel PSVs skimmers PSVs OPCs double-end ferry car ferries double-end ferries pass./vehicle ferries

50,000 dwt 7,700 cu. ft.

141 ft x 46 ft, 12,000 bhp 108m x 22m, MT6022 dual fuel, 302 ft x 64 ft 30 ft 3 in x 9 ft 8 in 300 ft x 62 ft Offshore Patrol Cutters 70-car similar to Pocohontas 1,200 PAX (convert to LNG) 4,500 PAX 1,000 PAX/100 vehicles

Crowley Maritime $500 Great Lakes Dredge Seabulk Tankers Inc. Otto Candies LLC Harvey Gulf Intl. Marine U.S. Navy Tidewater U.S. Coast Guard VDOT $25 Washington State Ferries NYCDOT $309 DRBA $101

2017 Options Option Option Options Opt. to 2019 Options RFP/Phase I 2018-2020 RFP issued EBDG design 2018-2021

school ship

National Security Multi-Miss.

U.S. DOT

Design

$5

Index of Advertisers Company Page #

Company Page #

ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Marine Art of J. Clary . . . . . . . . . . . . . . . . . . . . . . . . 4

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

Marine Money. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Clark Cooper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

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Cummins Generator Technologies . . . . . . . . . . . . . 3

NEVA 2015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

ExxonMobil Global Fuels & Lubes. . . . . . . . . . . . . C2

New York City Economic Development Corp.. . . . . 15

Furuno. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Nor-Shipping 2015 . . . . . . . . . . . . . . . . . . . . . . . . . 32

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

Renishaw.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Gulf Coast Shipyard Group . . . . . . . . . . . . . . . . . . 30

St. Johns Ship Building . . . . . . . . . . . . . . . . . . . . . C4

IMRF WorldMaritime RescueCongress . . . . . . . . . . C3

Steel of West Virginia, Inc.. . . . . . . . . . . . . . . . . . . 31

Kobelt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Thrustmaster of Texas. . . . . . . . . . . . . . . . . . . . . . 23

KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . . . . 26

Viega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

MAN Diesel & Turbo. . . . . . . . . . . . . . . . . . . . . . . . . . 7

W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 May 2015 MARINE LOG 41

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Marine salvage

The road ahead for ASA

Paul Hankins, President, American Salvage Association

As the current President of the American Salvage Association, I’m often answering some version of the question, “Where is the American Salvage Association headed?”

I’ll address our primary three goals in the short term – response plan (VRP) activations, responder immunity, and harbors of safe refuge processes. We are making good, albeit slow, progress on all three. But that slow progress is a sign of our tenacity and thoroughness. In addition to these three issues, there is an emerging fourth one— the developing exercise (NPREP) guidelines that dictate the type of exercise and readiness program a company must have in place to be a qualified Salvage and Marine Firefighter (SMFF) provider. This issue alone continues to draw more of our time. While it’s not my intent to provide a detailed status, it is important to note the progress made.

Responder Immunity remains a difficult issue but it has been identified and is treated as such by the people that can affect a change to the regulations. Through the Response Coalition, in which we are an important player, we have kept the issue front and center before Congress as well as other government agencies affected by the lack of clarity in the law.

Response plan activation has undergone a change in improvement. Through ASA and ASA-member liaison with Coast Guard

at both the Headquarter and Sector levels, the Coast Guard has been much more insistent with vessel operators to follow their contingency plans in the event of a potential casualty.

And with regard to harbors of safe refuge, this is a tough issue given the decentralization of port authorities around the country.

With the Coast Guard Captain of the Ports (COTPs) largely responsible for the final say in whether a crippled ship can enter a port and risk damage to that port, the decision is fraught with political overtones. We continue to press that issue.

Salvage exercises, the so called NPREP guidelines, dictate how salvage companies will demonstrate their readiness through an exercise program and/or their daily operations.

As an organization, we have an interesting dynamic in the ASA. Over the years, although its members were just as competitive with each other, the ASA provided the mechanism for salvors to sit down and discuss items of mutual interest and common goals. The development and implementation of the OPA-90 salvage regulations was the centerpiece of that collaboration. Often times we must live by some of the unintended consequences of what we sow, and in this case the NPREP guidelines represent just such a consequence.

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44 MARINE LOG May 2015

Like Oil Spill Removal Organizations (OSROs), the salvor is a responder. So, justifiably, the Coast Guard wants to ensure the salvor’s readiness is maintained. The most efficient way for them to do this was to take the OSRO guidelines and tweak them a little to become salvage-specific. The problem is, a salvage response organization is not like an OSRO. It is not a unique set of equipment all warehoused and waiting for an emergency call. The salvors equipment and resources come from a broad swath of the maritime industry – barges, tugs, pumps, personnel, etc. To exercise this equipment in the same manner as OSRO entities can be very problematic. But the regulations have an option.

It requires following the NPREP Guidelines, “or other approved readiness program.”

Developing such a standard is not an easy, or quick, task. Any standard ASA-developed program would require acceptance and approval by the Coast Guard. But it could also enhance our already good reputations. The option could be an excellent opportunity for the ASA to harness the power of its organization as well as leveraging the open dialogue we enjoy between both our members and the Coast Guard. It’s an opportunity to create a standard of salvor readiness. I look forward to the months ahead as we continue working towards our goals and objectives. ■

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