May 2016 Marine Log

The Evolution of the Z-drive Inland Towboat

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

www.marinelog.com

May 2016

STRAIGHT OUT OF EUROPE

European R&D fuels industry innovation El Faro’s VDR located Army to add new Landing Craft Electrifying the ferry market

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contents

May 2016 Vol. 121, NO. 5

8 departments 2 Editorial First U.S. offshore wind farm is on the horizon 6 Update

18

The world’s first discovery yacht, the Scenic Eclipse, will make its debut after its delivered by Croatia’s Uljanik Group in 2018

features 18 European Marine Technology

Pioneering new technologies Europe’s maritime sector continues to pioneer a range of new technologies that are transforming all aspects of global ship operation

25 Inland Waterways

The Evolution of the Z-Drive Inland Towboat

Although it has been slow to adopt Z-drive technology, the inland towboat industry is now seeing an increase in the use of the technology. Captain Jeff Slesinger takes a look at the evolution for the Z-drive inland towboat

29 Electric & Hybrid

Electrifying the Ferry Market

The first all-electric ferry built for operations in the U.S. may soon be coming to fruition

32 Annual Shipbuilder’s Guide

Fitting your shipbuilding needs

Nine of the industry’s most innovative companies highlight how they can help shipyards create a safer, more efficient and productive work environment

34 Patrol Boats

New Blood

The U.S. Army has announced that it will place an order for up to 37 new Maneuver Support Vessel (Light), a contract worth almost $450 million, to replace its Vietnam-era LCM-8 class fleet. The move marks the first watercraft procurement for the agency in 15 years Plus: Marine Group Boat Works comes full circle and wins an MSRA from the U.S. Navy

• World’s first methanol-burning tankers named •D SD Shipping to pay for violating APPS and lying to Coast Guard •E arth day is a historic one for offshore wind •E l Faro VDR located, recovery has to wait •U lstein launches first X-Stern hull line vessel • F TA awards millions under Passenger Ferry Grant program

16 Inside Washington MARAD seeks applications for Marine Highway projects 37 Newsmakers Huntington Ingalls Industries announces appointments 39 Tech News Robotic snakes for subsea inspection work

41 Contracts Gunderson wins ATB Tank Barges contract from Harley Marine Services

44 Marine Salvage ASA seeks to expand its reach across the Americas May 2016 MARINE LOG 1

editorial

First U.S. offshore wind farm is on the horizon By the end of this year, the first power will be generated by Deep Wind’s Block Island Wind Farm, ushering in a new era of American renewable energy.

While the first phase of the project is modest—just five 6 MW GE wind turbines—it’s a great example of what private business, academia, government and the public can accomplish when they work together.

A key component of that wind farm, the Crew Transfer Vessel, was christened last month at ceremonies at Quonset Point, RI. The Atlantic Pioneer was built by local shipbuilder Blount Boats and is the vision of owner Charlie Donadio who was “relentless” and “persistent” in his pursuit of making his dream a reality. You can read more about the Atlantic Pioneer in this month’s Update section.

While the Atlantic Pioneer was built in the U.S., its DNA can be traced to Europe.

It was designed by South Boats based in the

Isle of Wight in the UK and is equipped with high tech gear and equipment from Europe.

Regular contributor Paul Bartlett, who hails from across the pond, highlights the contributions of European technologists and researchers in his article, “Pioneering New Technologies.”

Besides the editorial coverage in the pages of our print magazine, you also might notice something different on marinelog.com.

We’ve integrated a newsfeed from NASDAQ into our home page. The newsfeed is the result of a new media partnership between Marine Log and NASDAQ that will expand our editorial coverage of financial, technical and business-related developments of publicly listed shipping and marine-related manufacturers and suppliers. NASDAQ’s newswire service covers some of the most relevant and up-to-date press releases for companies listed on TSX, OTC, NASDAQ, and the NYSE. These press releases are

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

unique from GlobeNewswire and not accessible through any other newswire.

The newsfeed will offer a perfect complement to our industry-leading coverage and should grow our audience and generate additional visitors to our website.

In addition, last month Marine Log became the first U.S.-based maritime B2B media organization to join an international effort called The PartnerShip, which was created to build awareness among and educate the general public about the role of shipping in our everyday lives. One benefit could well be to inspire the next generation to choose a career in the maritime industry.

The PartnerShip has built a web-based educational platform that is centered around a generic ship that is composed of the elements of several different merchant ship types detailing all of the key areas, components and services that support the operation of the modern merchant fleet.

Maritime Trivia Trivia Question #37: What was the first American warship made of iron to use steam?

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: Where might you find the “only” rope on a ship? Winning Answer: The only “rope” that might be found on a ship is the bell rope. Submitted by Phil Reed of Jacksonville, FL.

Deckplate experience behind every design.

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Our latest design in the JMS Coastal Fisheries/Research Vessel Series is a 93 foot Research Vessel for Virginia Institute of Marine Science.

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Š 2015 Exxon Mobil Corporation. All rights reserved. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its affiliates unless otherwise noted. *Compared to typical Tier 3 engine oils.

MarineLoG May 2016 Vol. 121, NO. 5 ISSN 08970491 USPS 576-910

PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

SCANDINAVIA SALES MANAGER Brenda Homewood brenda@aladltd.co.uk

PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com

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MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com

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CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

REGIONAL SALES MANAGER Heather Bonato hbonato@sbpub.com

CONTRIBUTING EDITOR Paul Bartlett pbmc@gotadsl.co.uk

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WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com

SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com

CREATIVE DIRECTOR Wendy Williams wwilliams@sbpub.com Associate graphic designer Nicole Cassano ncassano@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com

ACTUAL MODEL

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Columnists/Contributors Capt. Jeff Slesinger, Delphi Maritime Melissa Anderson and Eric Engelbrecht, Art Anderson Associates Joe Payne, EESImarine Todd Schauer, ASA

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4 MARINE LOG May 2016

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UPDATE biz notes Container giants form alliance

World’s first methanol-burning tankers named In another alternative fuel technology breakthrough, the world’s first three 50,000 dwt oceangoing tankers to burn methanol were recently named at christening ceremonies in South Korea and Japan.

The 186m x 32.2m Lindanger was built

by Hyundai Mipo Dockyard for Norwegian owner Westfal-Larsen. The Mari Jone and Taranaki Sun were both built by Japan’s Minaminippon Shipbuilding Co., Ltd. The three tankers are the first of seven that will be charted by Waterfront Shipping (WFS) to transport methanol worldwide.

Two vessels will be owned by Westfal-Larsen, two owned by a joint venture between Marinvest/Skagerack Invest and WFS, and the remaining three by Mitsui OSK Lines (MOL).

The tankers are each equipped with the first-of-its kind MAN B&W two-stroke 6G50ME-9.3 ME-LGI dual-fuel, two-stroke engine that can run on methanol, fuel oil, marine diesel oil, or gas oil.

The engine was developed by MAN Diesel & Turbo and is based on the company’s proven ME-series.

“When operating on methanol, the MELGI significantly reduces emissions of CO2, NOx and Sox,” says Ole Grøne Senior Vice President, Head of Marketing and Sales, MAN Diesel & Turbo. “Additionally, any operational switch between methanol and other conventional fuels is seamless,” he adds.

Burning methanol is an option for ships when operating in an Emissions Control Area. Methanol is sulfur free.

Lindanger and Mari Jone were named in honor of long-service WFS employees: Linda Bowles dedicated 23 years to WFS and passed away in 2013, and Jone Hognestad has led WFS as President for 17 years.

Taranaki Sun was named after Methanex’s New Zealand production facility where it has produced methanol in the Taranaki province for about 30 years.

Four major container lines, CMA CGM, COSCO Container Lines, Evergreen Line and Orient Overseas Container Line, have signed a Memorandum of Understanding to form a new alliance that will enable each to offer competitive products and comprehensive service networks.

The par tnering of the companies, called the Ocean Alliance, will begin operations in April 2017 with coverage of the Asia-Europe, Asia-Mediterranean, Asia-Red Sea, Asia-Middle East, TransPacific, Asia-North America East Coast and Trans-Atlantic trades for an initial period of five years.

“This new partnership will allow each of its members to bring significantly improved services to its respective customers,” said the member carriers in a statement. “Shippers will have an attractive selection of frequent departures and direct calls to meet their supply chain needs, including access to a vast network with the largest number of sailings and port rotations connecting markets in Asia, Europe and the United States.”

The Alliance’s fleet will be made up of over 350 containerships. “[A] Joint service cooperation is an essential par t of our own strategic planning. This new alliance enables us to optimize fleet deployment and offer competitive service to meet customers’ changing demands,” added Lawrence Lee, President of Evergreen Marine Corporation.

DSD Shipping to pay for violating APPS and lying to Coast Guard officials Norway’s DSD Shipping will pay a penalty of $2.5 million after it was found guilty of obstruction of justice, violating the Act to Prevent Pollution from Ships (APPS), tampering with witnesses and conspiring to commit these offenses.

Part of that penalty, $500,000, will be paid to Dauphin Island Sea Lab Foundation to help fund marine research and enhance coastal habitats in the Gulf of Mexico and Mobile Bay. The U.S. Department of Justice says that evidence demonstrated at trial shows that DSD operated the 56,000 gross ton M/T Stavanger Blossom from 2010 to 2014 without an operable oily-water separator.

According to documents, an internal corporate memorandum written by a vessel 6 MARINE LOG May 2016

engineer on January 29, 2010 warned DSD that the pollution prevention equipment did not work—and should the problem not be rectified someday, someone might end up getting “caught for polluting.”

The oily-water separator was never repaired or replaced according to the Department of Justice. Instead, DSD operated the vessel illegally for the next 57 months until U.S. Coast Guard inspectors identified the problem in November 2014.

Testimony at trial revealed that DSD illegally discharged about 20,000 gallons of oil-contaminated wastewater and plastic bags containing 270 gallons of sludge into the ocean during the last two-and-a-half months of the vessel’s operation. Evidence

also showed that DSD lied about these activities by maintaining false record books and DSD senior ship officers further exacerbated the issue by lying to the Coast Guard investigators about the discharges.

Beyond the financial penalty, DSD was also placed on a three-year probation and was ordered to implement an environmental compliance plan to ensure the company’s vessels obey domestic and international environmental regulations in the future.

Additionally, three senior engineering officers employed by DSD were also sentenced to imprisonment. A fourth DSD employee, Daniel Paul Dancu, who pleaded guilty in October 2015, at press time had not yet been sentenced.

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UPDATE

Earth Day, historic for American offshore wind While the U.S. is second to China in wind power capacity, it has yet to add a commercial offshore wind farm. That day, however, is moving closer to reality as the pieces for Deep Water Wind’s Block Island Wind Farm fall into place. The Block Island Wind Farm, with its five wind turbines, is expected to be operational and generating power by the fourth quarter of this year.

A key component of the wind farm will be the Crew Transfer Vessel that will transport technicians out to service the wind turbines.

That piece of the puzzle was delivered last month on Earth Day, when the Atlantic Pioneer, the first U.S.-built, U.S.-flag Crew Transfer Vessel (CTV), was christened at Quonset Point, RI on April 22.

The 70 ft x 24 ft Atlantic Pioneer was built

by Blount Boats, Inc., Warren, RI, for Atlantic Wind Transfers, a company formed by Rhode Island Fast Ferry to serve Deep Water Wind’s Block Island Wind Farm at the end of this month.

Blount Boats built the aluminum catamaran based on a design by South Boats IOW, Cowes, Isle of Wight, U.K, one of the premier designers and builders of crew transfer vessels for Europe’s offshore wind sector.

Blount Boats has the exclusive license with South Boats to build their designs for the U.S. offshore wind industry.

“I can’t think of a better way to celebrate Earth Day,” said Rhode Island Governor Gina Raimondo, who was among the dignitaries that attended the event at Rhode Island Fast Ferry’s facility. The Governor noted that the Atlantic Pioneer was a collaborative effort among Rhode Island companies and a part of the state’s growing clean energy sector. She noted that the clean energy industry in Rhode Island now supports nearly 14,000 jobs—a 40 percent increase over 2015 8 MARINE LOG May 2016

levels and far exceeding last year’s projected growth rate of 17 percent.

The Governor cited Sen. Sheldon Whitehouse (D-RI) and Rep. David Cicilline (D-RI), who were both on hand, for their roles in creating a pro-business environment for generating clean energy jobs.

Representative Cicilline noted the efforts of 150 workers at ProvPort in Providence assembling the five wind turbines that will be transported to the Block Island Wind Farm site this summer. He pointed to the success that Europe has had in the offshore wind sector and what the potential could be for the Rhode Island and American offshore wind market. “There are 2,500 wind turbines online in Europe that support 60,000 jobs,” said Rep. Cicilline.

NOT JUST A CTV While the Atlantic Pioneer is unique in that it is the first CTV built in the U.S., it also is dual certified as a USCG Subchapter T (Small Passenger) to carry up to 47 passengers and Subchapter L (Offshore Supply Vessel) to carry up to 16 offshore workers.

The dual certification will not only allow the boat to be used to carry technicians out to service the wind turbines, but also enable it to be used to provide excursion tours of the Block Island Wind Farm.

“One of the biggest challenges,” said Luther Blount III, Director of Engineering, Blounts Boats, “is that these boats are built to class in Europe, while the Atlantic Pioneer was built for Coast Guard certification. As the first of its kind in the U.S., it underwent a lot of scrutiny. We wanted to keep it as close as possible to the European design, but we had to make modifications. We know,” said Blount, “however, what it takes to get certified by the Coast Guard.”

Owner Charles A. Donadio Jr. christens the new CTV, the Atlantic Pioneer

Blount Boats, Tripp Burman

The Atlantic Pioneer is the first CTV built in the U.S.

Among the changes, noted Blount, were wider doors and a different power package.

The propulsion system consists of two 1,400 hp MAN V12 diesel engines, with ZF Marine 3050 Gears, and Hamilton Jet HM571 waterjets.

On trials, the vessel reached sprint speeds in excess of 30 knots, with the ability to cruise (80% power) at 26 knots when in a light condition, according to Blount Boats.

IMTRA supplied the Colorlight CL20 high-output searchlight, Decca Straight Line wiper system, and LED deck, interior and engine room lights for the Atlantic Pioneer.

The vessel was specifically designed to carry up to 12 tons of cargo in the bow and 3 tons of cargo in the stern. The forward and aft decks are outfitted with cargo lashing and container sockets. A knuckleboom crane is outfitted onto the bow area.

Owner Charles A. Donadio Jr. noted that the boat was “built around the technicians to keep them comfortable.”

That means specialized suspension seating and the cabin floors are fitted with sound-dampening “sandwich” panels, laminated with Lonseal decking.

Additionally, the entire deck house is isolated from the hull with vibration mounts for a quieter and smoother ride to and from the work site.

Safety is also of critical importance.

Donadio also noted the specialized bow fendering on the vessel that is designed to stick to the stanchion of the offshore wind turbine to allow technicians to safely board/ disembark.

The special bow fendering system supplied by RG Seasight is the latest generation in proven fendering systems being installed in the European fleet.

The vessel is capable of making transfers in 1.5 m significant wave heights.

Donadio foresees building additional vessels to support the offshore wind market.

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UPDATE New player in mega cruise ship market There could be a new mega cruise ship builder in the game. That’s because Genting Hong Kong has completed its EURO 230.6 million acquisition of Nordic Yards’ three shipyards in Wismar, Warnemunde and Stralsund, Germany. The acquired yards, along with the Gentingowned Lloyd Werft shipyard in Bremerhaven, will be managed as the Lloyd Werft Group.

Genting says that ownership of the yards will free it from the delivery timing and pricing uncertainties associated with the cruise ship order book cycle, which continues at historic highs, allowing management to focus on the strategic planning, design and deployment of the planned cruise ships among its three brands—Star Cruises, Dream Cruises, and Crystal Cruises.

The three yards each have covered dry docks and building halls, resulting in high labor productivity and completion quality so cruise ships can be constructed in all types of weather conditions.

El Faro VDR located, recovery has to wait The Voyage Data Recorder (VDR) of the ill fated 790 ft El Faro, which sank in the Atlantic on its way from Jacksonville, FL to San Juan, PR, on October 1, 2015, claiming the lives of 33 souls on board, was found last month by a team of investigators on board the research vessel Atlantis, reports the NTSB. The group comprised of specialists from the National Transportation Safety Board (NTSB), the U.S. Coast Guard, Woods Hole Oceanographic Institution and TOTE Services found the VDR in 15,000 ft of water about 41 miles northeast of Acklins and Crooked Islands, Bahamas.

The VDR was found mounted to El Faro’s mast, which had separated from the rest of the ship. A VDR’s job is to record conversations and sounds on the ship’s navigation

ECDIS

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bridge. The recovery of El Faro’s VDR could provide investigators with evidence, or at least clues, as to the sequence of events that led to the sinking.

With the VDR now located, the next mission for investigators will be to recover the system. As we were going to press, the NTSB announced that a new mission would have to take place to recover the VDR. According to the agency, the team of investigators determined that with the VDR’s proximity to the mast and other obstructions, recovery of the system could not be accomplished with the equipment currently available to the Atlantis.

The NTSB says that although there is no confirmed timeframe in place for the VDR retrieval effort, the hope is that it will be completed over the next few months.

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UPDATE

Ulstein launches first X-Stern hull line vessel Ulstein Verft shipyard, Norway, has launched its first offshore wind services vessel to feature its newly developed X-Stern hull line design. The vessel is one of two being constructed for Bernhard Schulte Offshore, and will work for Siemens on the Gemini Offshore Wind Park offshore the Netherlands.

The wind park, which will be completed in 2017, will supply 785,000 households with renewable energy.

Both 88 m vessels are based on Ulstein’s SX175 design and are equipped with both the X-Bow and the X-Stern hull features.

The design features help improve seakeeping abilities when positioned alongside the

wind turbines during transfer of service technicians from the vessel through a heave compensated gangway.

The X-Stern developed from the X-Bow design. Its advantages include massive reduction in trim and draft sensitivity, reduction in resistance in calm waters and waves by up to 28%; a sheltered aft deck and high freeboard increases safety; significant reduction in wave response and slamming; and an increased operational window when placing stern to weather.

The vessels travel at a speed up of to 13.5 knots and have accommodations for 60.

The final detail arrangements and equipment for the vessels were developed and specified in cooperation with WINDEA Offshore GmbH & Co. KG, Bernhard Schulte Offshore’s affiliate for offshore wind projects.

The Gemini Offshore Wind Park will be one of the largest offshore work parks in the world. Four partners came together to bring the park to fruition: Northland Power, an independent Canadian energy company that supplies sustainable energy (60% stake), wind turbine builder Siemens Wind Power (20%), Dutch marine contractor Van Oord (10%), and HVC, a sustainable company specializing in waste, raw materials, and energy (10%).

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UPDATE Federal Transit Administration awards millions under Passenger Ferry Grant Program

The U.S. Department of Transportation’s Federal Transit Administration (FTA) has awarded approximately $59 million in grants under its Passenger Ferry Grant Program.

The grants will go to 18 projects in 10 states. In total, the FTA received 21 applications from 10 states requesting $98.1 million in federal funds.

The 18 winning projects will receive a combination of fiscal year 2015 and 2016 Section 5307 Urbanized Area Formula Grants program funds.

The Urbanized Area Formula Grants program makes federal resources available to urbanized areas and to Governors for transit capital and operating assistance

14 MARINE LOG May 2016

in urbanized areas, and for transportation related planning.

Among the top winning projects were the Jacksonville Transportation Authority, Delaware River and Bay Authority, New Jersey Transit, and the New York City Department of Transportation. Each was awarded $6 million in grant money.

The Jacksonville Transportation Authority will use the funds to replace the St. Johns River Ferry slips, as well as acquiring new docking equipment. The Delaware River and Bay Authority will replace four ferry engines, helping to further improve the state of good repair of the ferry system, increase reliability of service, improve operational capability, and improve maintenance capabilities. Meanwhile, New Jersey Transit will use its funds to retrofit the power and propulsion engine systems for seven catamaran commuter ferries. And the New York City Department of Transportation will replace the deck scows for the Staten Island Ferry Dockbuilding Unit, upgrade the Staten Island Ferry Maintenance Facility Ramps and Racks, and replace the City Island Ferry Loading Access Bridge.

Wärtsilä announces realignment, cuts jobs Wärtsil ä ha s announced that it will realign its organization, operations and resources in order to deal with the weakening market conditions in its equipment businesses and marine market. The realignment will mean that the company will cut 550 jobs, with 270 being jobs based in Finland. The plans will mainly affect personnel in Wärtsilä’s Marine Solutions’ and Energy Solutions’ global operations.

“These unfortunate capacity adjustments have to be made to maintain our competitive position in the global market,” said Jaakko Eskola, President and CEO of Wärtsilä Corporation. The hope is that the measures taken will produce annual savings of around EUR 50 million. Wärtsilä says the effect of the savings will materialize gradually beginning from the second quarter of 2016, and will take full effect by the end of 2017.

The costs related to the restructuring measures will be approximately EUR 50 million.

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inside washington

MarAd seeks applications for Marine Highway projects The U.S. Maritime Administration is inviting applications for projects for the Marine Highway Program, which received $5 million in appropriations under the Consolidated Appropriations Act of 2016.

The idea behind the Marine Highways grant program is to expand the use of water transportation using designated projects to create new or expanded services along designated coastal routes.

An applicant must provide at least 20 percent of project costs from nonfederal sources. In awarding grants under the program, MarAd will give preference to those projects or components that present the most financially viable transportation services and require the lowest total percentage of the Federal share of the costs.

MarAd says the components of projects that are eligible for this round of grant funding include the following: • Port and terminal infrastructure including whar ves, docks, terminals and paving, etc., • Cargo, passenger and/or vessel handling equipment,

• E fficiency or capacity improvements in ports, terminals, aboard vessels and intermodal connectors, etc., • Investments that improve environmental sustainability, • New or used vessel purchase, lease, or modification, • Marine Highway demonstration projects of a limited duration, and • Planning, preparation and design efforts in support of Marine Highway Projects.

The U.S. Department of Transportation (DOT) will award Marine Highway Grants to implement projects or components of projects designated under America’s Marine Highway Program. Eligible applicants must be sponsors of Marine Highway Projects formally designated by the Secretary of Transportation. The current list of designated Marine Highway Projects, and sponsors thereof, can be found on the Marine Highway website. You can find the link on the MarAd website, www.marad.dot.gov, under “Ports and Intermodal Infrastructure.”

You can also view a map of America’s Marine Highway Routes on the MarAd

website. Applications must be received by 8 PM EDT on May 27. More information on the notice is available from Tori Collins, E-mail: Tori.collins@dot.gov; Phone (202) 366–0951 or fax: (202) 366–6988.

BOOST FOR NATIONAL MARITIME HERITAGE Renewal of the USS Constitution was among 34 Maritime Education and Preservation projects receiving a total of $2.58 million from the U.S. National Park Service under the Maritime Heritage. The matching grants help preserve the nation’s maritime history—such as “Old Ironsides,” which is currently undergoing a three-year dry docking at the Charlestown Navy Yard in Boston.

A grant of $178,670 was awarded for the preservation of the Liberty Ship John Brown. The money will go towards the refinishing of the steel superstructure of the ship to protect it from corrosion.

Funding for the program is provided by MarAd through the sale and recycling of vessels from its National Defense Reserve Fleet.

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EUROPEAN MARINE TECHNOLOGY

Pioneering New Technologies New approaches to ship efficiency are now possible

F

rom optimized ship designs to performance monitoring and from improved maintenance to more effective voyage management, Europe’s maritime sector is pioneering a range of new technologies that are transforming all aspects of global ship operation.

Soon, noon-day reporting from fallible human beings will be a thing of the past. From cradle to grave, a whole new approach to ship efficiency has been made possible by recent advances in IT and data processing. Now, a step change in “always-on” ship connectivity will allow maritime assets to be monitored and managed remotely right round the clock.

As we reported in “Shipping’s space age future” (ML April 2016, p.

37), perhaps the most ambitious project on the go in Europe is the Rolls-Royce-led Advanced Autonomous Waterborne Applications Initiative (AAWAI) in which other maritime firms including DNV GL, Inmarsat, Deltamarin and NAPA are also involved. Other participants include top academics from various Finnish universities.

At a project update meeting recently in Helsinki, Rolls-Royce President - Marine, Mikael Makinen declared: “Autonomous shipping is the future of the maritime industry. As disruptive as the smart phone, the smart ship will revolutionize the landscape of ship design and operations.”

Delegates heard that the sensor technology is now sufficiently sound and commercially available so that algorithms required for 18 MARINE LOG May 2016

By Paul Bartlett, European contributor

robust decision-making—the vessel’s virtual captain—are not far away. Now the arrays of sensors are to be tested over the coming months on board Finferries’ 65-meter-long double-ended ferry, Stella.

“Some of the distinct goals of this project are to make a difference in marine safety and energy efficiency,” Päivi Haikkola, Manager, R&D, Deltamarin Ltd., told Marine Log. “We want to mitigate human error.”

Finferries and dry bulk shipping company ESL Shipping Oy are the first ship operators to join the project, which aims to explore ways in which to combine existing communication technologies as effectively as possible for autonomous ship control. Inmarsat’s involvement is key.

The London-listed communications company recently began the roll-out of its new Fleet Xpress service, seen by many as truly a lightbulb moment. Preparing the ground for rapid advances in smart ship operation and crew welfare, the new service now provides always-on high-speed broadband communication between maritime and offshore assets at sea, and shore-based managers. It is the first time that such a service has been available from a single operator.

Fleet Xpress will also facilitate cloud-based applications from third parties with smart systems to raise ship operating efficiency and improve the life-quality of seafarers. For the first time, big data can be used to improve asset management and maintenance.

EUROPEAN MARINE TECHNOLOGY

The 228-passenger Scenic Eclipse, set to debut in 2018, will be built at Uljanik in Croatia and feature two 3MW Azipods from ABB

IT advances have also facilitated a new approach to ship design.

Model basins and testing tanks still have their place, of course, but thousands of relatively high-speed computational iterations can measure the relative benefits of small design changes in a way that has not been possible before.

Take the Finnish company Foreship, for example. Its capabilities in computational fluid dynamics (CFD) and the super-efficient hull forms which it has developed have propelled the company into a position as one of the top ship design consultants to global cruise lines, advising both on newbuilding plans, conversions and retrofits.

In a couple of months, the first of two 4,700 dwt “EcoCoaster” cargo ships is due for delivery to Finland’s Meriaura Group from the Royal Bodewes yard in the Netherlands. Foreship carried out extensive hull optimization work and, as a result, these vessels will burn only about half of the fuel compared to an existing vessel of similar size and class.

Foreship worked with both the owner and Aker Arctic Technology on the ships which will be able to run on biofuel or marine gasoil.

Meriaura plans to have at least half of its fleet – currently about 20 ships – based on EcoCoaster designs by 2020. Since ordering the 4,700 dwt units, work has been carried out on larger designs.

Also hailing from Finland is progressive ship design firm Deltamarin. Now a subsidiary of Singapore-listed AVIC International Maritime

Holdings Limited and ultimate Chinese ownership, the company’s range of super-efficient B.delta bulk carriers spanning a size range from 28,000 dwt to 210,000 dwt has caught the attention of longestablished dry bulk owners including heavyweights such as Algoma, Canada Steamship, Cosco, Louis Dreyfus Armateurs and Oldendorff.

Of course the catalyst for taking a fresh look at the hull forms which had not changed for decades was the spike in bunker prices.

But although the oil price collapse means today’s fuels cost only a fraction of prices two or three years ago, the search for improved economy has developed a momentum of its own, and nowhere is this more obvious than among leading propulsion companies, many of which are to be found in Europe.

While big low-speed diesel manufacturers like MAN Diesel & Turbo and Wärtsilä have made huge strides in raising the fuel efficiency of large engines, it is among some of the smaller niche machinery providers where true design innovation is to be found.

Electrical power, energy storage and the growing popularity of azimuth thrusters are fiercely fought-after markets. ABB, Rolls-Royce, Steerprop, and Wärtsilä all feature in a market popular with operators of cruise ships, workboats, offshore support vessels and dynamically positioned offshore units of various types.

ABB, for example, recently won a European Marine Engineering Award for its Azipod D electric propulsion system with a power May 2016 MARINE LOG 19

EUROPEAN MARINE TECHNOLOGY range from 1.6MW to 7MW. Launched last year, the latest Azipod was designed to allow its use on a wider range of ship types. It incorporates various innovative features including a new hybrid cooling system which contributes to a requirement for 25% less installed power and similar fuel savings.

The first cruise ship with Azipod D will be the 16,800 gt Scenic Eclipse being built by Uljanik shipyard in Croatia. The Scenic Eclipse is being built to Polar Class 6 and will operate in the summer waters of the Polar regions when it is delivered in 2018. The 228-passenger ship will have two 3MW Azipods installed.

Meanwhile, ABB recently announced a deal to supply a new electrical power system based on its Onboard DC Grid system for a hybrid car ferry in Norway. Initially the vessel, for Torghatten Trafikkselskap will operate as a hybrid with two battery packs contributing to peak demand. However, the 60-car, 250-passenger vessel can be easily modified to become fully electric in due course by adding 16 battery packs and a shore connection.

For the cruise ship and offshore vessel markets, Wärtsilä recently unveiled the Wärtsilä WTT-40 transverse thruster, which features a 4,000 kW power level and a 3,400 mm diameter controllable pitch propeller. The thruster complies with the U.S. EPA’s latest VGP2013 regulations. It also features integrated hydraulics to save machinery

Operators have fitted ships with Becker Mewis Duct with a Becker Rudder Flap

room space and installation and commissioning time in the shipyard.

Meanwhile, last year Steerprop Ltd. landed orders for a total of ten SP25D units to serve as main propulsion for three inland towboats being built for SCF Marine at C&C Marine & Repair, Belle

Scrubber surge meets fitting backwash Lower oil prices over the last six months have led owners to revisit the assumptions on which they based their fuel choices in the run up to sulfur content restrictions within Emissions Control Areas (ECA), effective after January 1, 2015.

All available options to meet ECA restrictions—a switch to lower sulfur fuel, continuation with heavy fuel oil in combination with abatement technology (scrubbers), or a more radical conversion for LNG as a fuel —involve cost penalties.

E xhaust gas scrubber makers made good market progress in 2014 as the new emissions rules loomed, but sustained lower oil prices from October 2014 do not mean that heavy fuel oil becomes newly more attractive as a marine fuel than LNG. Marine Gas Oil prices are now also lower, which shakes up the cost assumptions upon which upfront exhaust gas scrubber costs have been explained away.

For those operating ships within European ECAs, vessel age, working profile and beneficial ownership have been key factors in the decision-making matrix; one problem is the lack of fresh advisory sources on which to call in the new circumstances. However, that is independent of any specific technology provider’s agenda that does exist.

Finnish design and engineering company Foreship is engaged by owners to undertake surveys, do feasibility work and offer

20 MARINE LOG May 2016

design and installation consultancy across a range of newbuild and retrofit work, and currently has around 150 live projects. The projects include wide-ranging work on cruise ships, ferries, offshore and cargo vessels, but in recent times Foreship has been carving out a consultancy niche as a neutral party involved in scrubber work.

As well as offering independent advice and recommendations to shipowners on equipment makers and shipyards, the company project manages and coordinates stakeholders, according to Foreship Vice President Business Development Mattias Jörgensen. Foreship has worked with the highest profile exhaust gas scrubber makers in the market, as well as shipyards in Sweden, Poland and Estonia to date.

“We are hired to make sure the choices put before our clients are independently assessed,” Jörgensen says. “Neutrality in technology selection is highly prized, and our experience offers us insights that are not available to others.”

Foreship has extensive experience in working with cruise ship exhaust gas scrubber installations, but it has most recently been called in to consult on more than 10 ship projects involving scrubbers retrofitted to vessels operating in the Baltic Sea ECA. The cost and configuration of each project varied in line with the specifications and age of the ships, while both of these factors also influenced

maker selection, according to Jörgensen.

“In fact, the technologies involved in the various systems are quite similar. There might be a small variation, for example, in electrical power consumption or effluent treatment systems, but in general they are directly comparable.”

Lauri Haavisto, Managing Direc tor Foreship, adds: “This is still a developing technology. Today, the biggest challenge is how to integrate the system with the ship and we are part of the improvement process. Our opinion is that the exhaust gas scrubbers available now are sufficient for the regulations as they exist today; but keep in mind that the whole technology is quite new in this application. It will be interesting to see what the future holds for open loop scrubbers.”

Haavisto says that speeding up scrubber installation needs to be an area of focus to address the proposed wider restriction of emissions from ships, whether that adheres to the current IMO global schedule for 2020 implementation or a post-review 2025 deadline.

“In terms of retrofitting, the installation process could be easier, and one of the problems is how long the process takes.

Certainly, the retrofit process should be more efficient and less time-consuming to make scrubber technology a more competitive technical solution after sulfur content restrictions that apply in ECAs go global.”

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EUROPEAN MARINE TECHNOLOGY Chasse, LA. The propulsors will be delivered this summer to the shipyard by Karl Senner, LLC, Kenner, LA, the North American distributor for Steerprop. These will be the largest and highest horsepower inland towboats equipped with Z-drives built in North America to date, according to Chris Senner of Karl Senner, LLC. He adds, “It is imperative to consider the harsh conditions of the inland waterways and select a unit suited for the environment, which is why we propose the equivalent of an ice-class rated unit.”

A new generation of much more fuel and operationally efficient newbuilds, however, does nothing for the tens of thousands of existing vessels built before the new wave of design innovation began. But there are a range of initiatives in progress focused on enhancing existing ship efficiency.

Germany’s Becker Marine Systems is a leading light in energy-efficient retrofits and appendages. The company recently signed a deal with Abu Dhabi’s Adnatco to fit some 20 vessels with Becker Mewis Ducts. Rudder modifications and Becker Twisted Fins are also generating a steady pipeline of sales.

Walter Bauer, Sales Director, concedes that sales volume has reduced. But he says that this is partly a result of the dire state of the bulk carrier market. Tanker business, he says, is holding up well.

But what to do with almost-obsolete panamax container ships? Owing to beam constraints, they are generally long and relatively thin, and were mostly built in an era of cheap fuel and fast sailing speeds.

They are not particularly efficient from a box-carrying point of view, but are in dire straits today, competing with larger ships and lower slot costs. There are more than 800 such vessels in the world fleet today and well over half are less than 10 years old. They are likely to prove increasingly unpopular with charterers.

Cargo access specialist MacGregor is one of several companies which offers capacity increasing conversions for container ships.

By slicing a vessel in half lengthways, a newly constructed midship section can be inserted and stack heights raised by lifting the navigation bridge.

In a similar project, the capacity of the 4,860 TEU MSC Geneva, owned by Reederei NSB, was increased to 6,300 TEU. The five-month widening project, undertaken in close cooperation with Hamburg’s Technology GmbH, was completed at Huaran Dadong Dockyard in China. Through its subsidiary NSB Marine Solutions, Reederei NSB is now offering to assist in similar projects for third parties. ■

22 MARINE LOG May 2016

Changing fuels in ECA? No need to change lubricant Marine lubricant producer Total Lubmarine is now in the final stages of testing a new single-oil cylinder lubricant designed to meet the requirements of ships running on low sulfur fuels. Talusia Optima can be used in conjunction with fuels ranging from 0.1%-3.5% in sulfur content, using ash-free neutralizing molecules chemistry to efficiently control wear, engine cleanliness and CaCO3 deposits.

According to Total Lubmarine, a deep sea vessel using Talusia Optima temporarily sailing in an ECA zone will have no need to change lubricant when it changes fuel. The lubricant’s deposit control properties mean that the risks of cylinder oil film rupture or Selective Catalytic Converters and other newly developed engine components clogging are greatly reduced.

Some shipping companies are currently carrying and managing up to three different lubricant products on board their vessels.

That’s three sets of lubricants that need to be stored and handled correctly. Three

sets of lubricants that need to be delivered to the vessel, three sets of expenses, three sets of paperwork and three sets of procedures to ensure the correct use of these products. There is particular risk to vessel engines changing fuel and lubricants when exiting an ECA and a great deal of pressure on the crew during the process.

With a big research center in Lyon, Total Lubmarine is known for its commitment to research and has a track record of success in delivering pragmatic lubrication solutions. The company was a pioneer of the single-oil solution which meant that ship operators did not need to worry about constantly switching lubes when changing from 3% to 1% sulfur fuels. For the past seven years its Talusia Universal product has been a big seller and one which was able to cope with a range of fuels.

However, according to Serge Dal Farra, Global Marketing Manager at Total Lubmarine, Talusia Universal was not designed to cope with modern engines produced after 2012/13 affected by cold corrosion, or the use of 0.1% sulfur fuels, which ships have had to use since January 2015. In addition, new NOx emission regulation came into force at the start of 2016, meaning that newbuilds must integrate selective catalytic reduction (SCR) systems with their engines. There is a potential risk of these systems becoming clogged, as well as engines sustaining damage if incorrect lubricants and procedures are used.

Talusia Optima has been developed to solve these problems.

“We have always been a company that believes in reducing complexity,” said Del Farra. “The development of Optima is a natural progression and result of our experience with Talusia Universal and commitment to providing simple but agile lubrication solutions.”

Total Lubmarine has a robust network of blenders, suppliers and technical support, present in over 1,000 ports. Its technical teams around the world are constantly onboard vessels, advising on and implementing the best solutions to meet a new world of marine lubrication management, helping shipping companies understand the best compromises to be made in terms of products, feed rates and monitoring programs.

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INLAND WATERWAYS The use of Z-Drive propulsion translates into safer, more efficient operations

The Evolution of the Z-Drive Inland Towboat

By Capt. Jeff Slesinger, Delphi Maritime, LLC

A

lthough Z-drive propulsion is not new, it is newly accepted by the inland towing industry. In eight short years the number of Z-drive towboats has risen from four to over 50. The evolution of the Z-drive inland towboat takes us through the birth of Z-drive technology, inland Z-drive pioneers, Z-drive performance characteristics, industry skepticism and economic change agents.

Birth of the Z-drive Z-drive propulsion is over 60 years old. The Rudder Propeller, or Z-drive as we know it today, was developed and built in 1950 by Josef Becker, founder of the present-day Schottel Group. But it wasn’t until the 1980’s that its use began in North America, when it was found predominately in ship assist tugs, not inland towboats.

Since the early ‘80’s the Z-drive ship assist tug fleet in North America has grown from a handful to almost 300, tripling in the last 15 years. It continues to grow and is the dominant propulsion in newbuild ship assist tugs.

The inland towboat industry has lagged in adopting Z-drive technology, but is now on the precipice of the same exponential growth experienced in the ship assist market. In 2008, two inland companies utilized Z-drive towboats. One was Southern Towing Company out of Memphis, TN, and the other a Pacific Northwest company, Shaver Transportation. Less than a halfdozen Z-drive towboats worked the inland river system. Today, we find 10 companies and well over 50 Z-drive towboats built

or under construction—and more to come. What caused the change in 8 years?

The inland towing industry is well-versed in navigating the challenging system of inland rivers and canals. It has expertise in adapting to a river’s changing depth, sand bars, currents, and back eddies, and has developed reliable routes and channels that they have followed for years. However, they also expect periodic dramatic changes—such as when a river cuts a new channel to bypass an established one that has silted in. The same is happening with propulsion technology in the industry. Z-drive technology is the cut bank that has broken through to a new and more efficient pathway towards getting the job done. Two companies were instrumental in carving this new path.

Pioneers The growing popularity of Z-drives in the inland towing industry today is due in large part to two Z-drive pioneers of the distant and recent past—the towboat Miss Nari, and Southern Towing Company.

The Miss Nari, originally named the Delta Cities, was built as a twin-screw conventional towboat in 1951. The boat burned in 1970 and changed hands several times. Eddie Conrad renovated the newly named Miss Nari with Niigata Z-drives and diesel engines, and returned it to service in 1982. It is widely accepted that the Miss Nari was the first U.S. towboat to use Z-drive propulsion on the Mississippi River system.

May 2016 MARINE LOG 25

INLAND WATERWAYS Bill Stegbauer of Southern Towing Company of Memphis, TN, is the more recent pioneer. In the spring of 2006, he began discussions with Ed Shearer of Shearer & Assoc., Inc., to design a new series of 3,200 hp towboats. Following research and discussion, Stegbauer decided to pursue the possibility of a towboat equipped with Z-drives. The first of eight Southern Towing Z-drive towboats went into service in August 2008.

Many factors that led Southern Towing to Z-drive towboats are the same ones driving the change today. However, Southern Towing was the first to step into the deep end of the pool while others stood on the edge, waiting to see whether the Z-drive concept would sink or swim. A key factor in getting others to follow was the empirical data generated by Southern Towing’s fleet, which had multiple opportunities to make side-by-side performance comparisons between conventional and Z-drive towboats pushing identical tows on identical routes.

Performance Inland towboats are tasked with maneuvering large tows, running at 80% load 24/7 year round, navigating bends, currents and restricted channels, meeting other vessels in close quarters and transiting narrow bridges and locks. Key performance criteria for an inland towboat are its amount of thrust, steering power and maneuverability. Z-drive propulsion has inherent advantages over conventional propulsion in all of these categories. It has a high ratio of converting horsepower to thrust, 50% more backing (astern thrust) power, 50-70% more steering force and, of course, 360° thrust capability.

The advantageous Z-drive thrust and steering performance translate into more efficient and safer operations in most inland towing applications. A critical factor to a towboat’s maneuvering success is its ability to “hold the stern” or “not lose the stern.” That concept is extremely important to a towboat pilot. Whether he or she is going into a lock, making a bridge, or going around a bend, his or her fate rests largely on the ability to control the stern of the towboat, its location in the river, its aspect to the current, and its rate of swing and advance.

Making a bend while heading downstream is an everyday occurrence on the rivers. Flanking and driving a bend are two common techniques used to navigate a bend. Both maneuvers require the pilot to position the stern of the towboat so that the pilot can overcome the tendency of the current to sweep the tow down on the outside of the turn. In the case of driving the bend, the pilot has to have enough steering power to swing the tow and power out of the bend before the towboat ends up on the outside bank. In the case of f lanking, the pilot holds the stern more or less stationary over the ground while the current pushes the head end of the tow around. Flanking requires long periods of time and large amounts of power to navigate through relatively short stretches of the river.

This is less efficient and uses more fuel but is required if the towboat doesn’t have enough power and maneuverability to drive the bend. A Z-drive towboat with its superior omni-directional thrust may be able to drive the bend in cases where a conventionally propelled towboat would have to flank.

This is one example of Z-drive performance manifesting as operational efficiency in comparison to conventionally propelled towboats. A Z-drive more efficiently transfers main engine horsepower and applies that horsepower to inland towing applications.

Put simply, it can do more with less. A Z-drive towboat consumes 20-30% less fuel, has shorter transit times, covers more distance per gallon and pushes a greater number of barges than a conventional towboat of similar horsepower.

26 MARINE LOG May 2016

Skepticism The question remains: If Z-drives are so great what took so long?

Skepticism to new technology is part of the DNA of the towing industry. And for good reason. The life cycle of a towboat can be 40 to 50 years, requires a large capital outlay and may not produce a return on investment for 5-10 years. You don’t want to make a bad bet that you must live with for 50 years. Questions of initial cost, reliability and maintenance have always been associated with the introduction of new technology, and Z-drives were no exception.

What change agents overcame this skepticism? Although performance advantages of Z-drive propulsion are well documented, economic factors were the final push to get the inland towboat industry to accept Z-drive propulsion.

Economic Change Agents There are five economic change agents: • Empirical Performance Data • Fleet Modernization • Z-drive Construction Cost Parity • Critical Mass • Competitive Standard Empirical Data

The favorable empirical data generated by Southern Towing provided the “real” towboat data proving that the advantages of Z-drive propulsion are not just theoretical; they are a real.

Fleet Modernization

The inland f leet is in the midst of modernization. Much of the existing fleet is at or near the end of its life-cycle and needs to be replaced. Companies are faced with making large capital investments in equipment. Z-drive propulsion must be evaluated in constructing a towboat today that will remain competitive over the next 30 to 50 years.

Construction Cost Parity

The difference in construction costs between conventional and Z-drive propelled towboats turns out to be negligible. It was once thought that Z-drives were more expensive to construct. This assumption was based on the price of Z-drive units. However, it has become apparent that the elimination of reduction gears, shafting, rudders and steering systems negate a large portion of the cost difference. There are also maintenance costs that are reduced or eliminated by removing some of the major mechanical components of a conventionally propelled towboat.

Critical Mass

The fact that there are now 50 or more Z-drive towboats in operation and under construction and more on the way has created a critical mass—whereas at one point a Z-drive towboat was a novelty, it is quickly becoming the norm.

The inland towing industry has gone through many major changes. Just two of them are the transition from steam to diesel and paddlewheel to propeller. These changes have increased efficiency, reduced fuel costs and made the industry safer. Clearly, the use of Z-drive propulsion is another such evolution. While it may not be appropriate for all inland towing applications, what was once a unique and rarely used technology is rapidly becoming an industry standard. Towboat companies positioning themselves for the future will be drawn to Z-drive propulsion. Like the rivers they transit every day, the path of the inland towing industry has cut a new channel. ■

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Electric & HYBRID

The all-electric ferry could reduce owner costs by up to $170,000 a year

Electrifying the ferry market Art Anderson teams up with EESImarine to develop first all-electric ferry for U.S.

By Melissa Anderson and Eric Engelbrecht of Art Anderson Associates with input from Joe Payne of EESImarine

T

he first all-electric ferry built for operations in the United States may soon be coming to fruition up in the Northwest.

Bremerton, WA-based Art Anderson Associates with partner EESImarine has been developing concepts for the first all-electric, battery-powered vehicle ferry to be produced and used in the United States. This zero emissions ferry will be the first of its kind putting the United States and more specifically, the Puget Sound region, on the map as the leader in green technology in the marine industry.

Art Anderson Associates is at the forefront of green technology within the marine community. Founded in 1957 as a naval architecture and marine engineering firm, the company has grown and diversified to employ architects, naval architects, planners, construction managers and civil, structural, mechanical and electrical engineers to create an interdisciplinary team. Art Anderson Associates has supported local and international ferry systems including Washington State Ferries and Alaska Marine Highway Systems for over 30 years.

New ferry for Guemes Island route Art Anderson Associates and EESImarine are teaming up to generate funding for the potential implementation of the vehicle ferry concept for Skagit County’s Guemes Island-Anacortes passenger and car ferry replacement.

After an initial review of the Guemes Island Ferry route, Art Anderson Associates proposed to the Skagit County Board of Commissioners the all-electric ferry as a viable replacement for their aging ferry with additional benefits of reducing the lifecycle costs and environmental impacts that a traditional diesel ferry would

have. The Skagit County Board of Commissioners signed a resolution on December 29, 2015 directing its Public Works Department to conduct an all-electric ferry propulsion and feasibility study with Art Anderson Associates.

The all-electric ferry being developed will be a practical alternative for operators of ferries throughout the world who want to accomplish zero emissions and achieve a reduction in overall costs of operations. It is projected that the all-electric ferry will reduce owner costs by up to $170,000 per year and will provide an overall breakeven cost after five years of operation when compared to a diesel engine-driven vessel.

Two battery banks using low maintenance technology will provide the vessel’s propulsion and power. This clean energy storage uses vanadium f low batteries provided by UniEnergy Technologies (UET) of Mukilteo, WA. This revolutionary battery system combines chemicals in a reduction-oxidation reaction that yields electricity. UET’s batteries are economical, safe, environmentally responsible, and highly reliable. After the batteries have reached the end of their utility, UET handles the decommissioning process and recycles the batteries. This process supports the development of recyclable fuel and eliminates the waste conventional batteries leave at the end of their lifetime.

A key part of the design was building the battery and propulsion system in modular format to permit complete system construction and testing before shipment to the shipyard. “This effectively makes the main power & propulsion system plug and play and eliminates a major headache for many small and midsize yards,” says Joe Payne of ESSImarine.

May 2016 MARINE LOG 29

Electric & HYBRID Payne, an expert in electric marine and hybrid propulsion systems, has been designing commercial marine electrical systems since 1993.

The electric ferry also demonstrates energy efficiency and energy conservation. With electric motors and the vanadium flow batteries, the propulsion system’s efficiency is about 73%, which is twice the efficiency of a traditional diesel-driven vessel. In addition, the electric ferry supports the conservation of energy by obtaining its power from the electric grid—which in Washington is largely supplied by renewable energy sources including solar, biomass, biodiesel, hydroelectric, and wind power.

The cost of energy for powering the ferry is 30-60% less than for the equivalent amount of diesel fuel required for a vessel of a similar size. This estimation can largely vary due to the fluctuation in oil prices but even on the low end offers significant savings both fiscally and environmentally. The electric ferry project also has the ability to further provide savings by supporting demand-side response and management by charging during the evening when the demand for electricity is low.

The vessel and power system design requires no exotic hull materials and can also be used to retrofit an existing vessel. New all-electric vessel construction costs are estimated at about 5% more than an engine-driven version.

“This design concept has the potential to be a true differentiator in the marine industry as an alternative form of vessel propulsion,” says Eric Engelbrecht, Vice President at Art Anderson Associates.

“With demonstrated performance and future advances in battery technology, this propulsion system can be scalable and ultimately contend with other means of propulsion for cost of construction and operation, and have zero environmental impact.”

Seeking Funds Funding is being sought through a variety of public and private sources. Skagit County has committed funds to conduct a propulsion study on the current ferry route and Art Anderson Associates is developing technical content for further funding outreach.

Currently, Art Anderson Associates is pursuing funding from Washington State’s Clean Energy Fund II, a state funded research, development and demonstration grant for technological advances in clean energy that bolsters the state’s clean tech sector. Funding of the Clean Energy Fund II supports development, demonstration, and deployment of clean energy technologies that save energy and reduce energy costs, reduce harmful air emissions, or otherwise increase energy independence for the state.

If successful, this project would be the first all-electric, batterypowered vehicle ferry in North America. “We are extremely excited to be working with Art Anderson Associates to conduct a feasibility analysis for this innovative technology that can have so many positive impacts to the citizens of Skagit County, Washington state’s marine industry and the environment,” says Captain Rachel Rowe, Ferry Operations Division Manager for Skagit County.

Benefits of Going All-Electric The vessel will have zero emissions, which eliminates about 650 tons of greenhouse gases annually. This does not include the reduced emissions from the elimination of the transportation and delivery of the 59,000 gallons of diesel utilized by the existing vessel each year.

An all-electric vehicle ferry means direct cost savings to taxpayers and zero-emissions benefits to all environments. This technology will accomplish local, federal and global initiatives to be a zero emission producer and lower our carbon footprint. ■ 30 MARINE LOG May 2016

Eliminating emissions via all-electric ferry operations

Stringent environmental regul ations are driving operators to seek cleaner, greener powering options for their fleets. The ferry market in Europe, in particular in Norway—was among the first to include alternative energy in ship designs— have capitalized on the influx of new electric and hybrid propulsion options available.

Just last spring, Norway’s Norled debuted the world’s first zero emission electric car ferry. The double-ended 80m ferry was based on Fjellstrand’s ZeroCat design and runs solely on battery power.

Meanwhile, earlier this year, Wärtsilä’s Ship Design and Electrical Automation offices joined forces to launch a new zero emissions ferry concept for operation in Norway. The concept was developed in line with the Norwegian government’s new environmental regulations which emphasizes the elimination of harmful emissions, says Wärtsilä.

The ferries are designed to run entirely on batteries, or in a battery-engine hybrid configuration where operators could use either liquefied natural gas (LNG) or biofuel. Wärtsilä says that when operating in “plug-in” mode, where it runs strictly on battery, emissions will be virtually eliminated. While in hybrid configuration, emissions will be reduced by up to 50%.

ABB to help power new hybrid ferry Power systems provider ABB, Zurich, Switzerland, was chosen to supply the power system for a 250-passenger hybrid car ferry being built for Torghatten Trafikkselskap AS. Designed by Multi Maritime, the ferry (rendering shown above) will operate as a hybrid, but can be modified to run as an electric ferry with a shore charging system.

ABB’s power system is part of the total electric system being supplied by Acel SA. Under the agreement, ABB will supply the Onboard DC Grid system, a modular electrical system platform that uses direct current to connect energy sources with consumers. This, says ABB, simplifies the integration of energy storage, in this case two 270 kWh battery packs, and allows the engines to operate more efficiently at a variable speed—helping to save on energy and reduce emissions.

The batteries will be used for “peak shaving,” meaning to help meet power demand and allow generators to work at a more optimal level. Torghatten Trafikkelskap will also have the option of adding another sixteen battery packs and a shore connection in order to operate the vessel fully electric.

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32 MARINE LOG May 2016

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Patrol Boats

The new MSV(L) will replace the LCM-8 built during the 1960’s

T

he need to replace aging assets in a f leet is an ongoing struggle for government. The U.S. Coast Guard and Nav y are annually confronted with the need to build ever-more expensive vessels with increasingly smaller budgets. Now, the U.S. Army is taking steps to beef up its fleet for the first time in 15 years.

Last year, the agency announced that it would order a new series of vessels—up to 37 in total for about $450 million— known as the Maneuver Support Vessel (Light), MSV(L) for its watercraft f leet. At print time, no RFP had been released, but it is expected to be issued in the next few weeks.

The Army currently has a f leet of 132 vessels that perform a large percentage of the U.S. forces’ equipment and supply deliveries. Missions for the fleet are broken up into four categories: (1) Landing Craft; (2) Ship-to-Shore Enablers; (3) Towing and Terminal Support Operations; (4) Watercraft Operations Support.

The U.S. Army’s f leet is meant to be deployed worldwide, and can support operational movement and maneuver and force repositioning. Additionally, the agency says, the vessels perform a variety of roles.

Vessel type is broken up into two categories: (1) L ighters, which are used to conduct heavy sustainment lift; transport outsized equipment, Lighterage (cargo), and personnel between ships, from ship-toshore, or from intra-theater transport.

The Army says lighters are further classified into conventional displacement

34 MARINE LOG May 2016

Compiled by Marine Log Staff

(landing craft) or modular causeway systems (powered ferry).

Examples of lighters include: Logistic Support Vessel (LSV); Landing Craft, Utility (LCU); Landing Craft, Mechanized (LCM); and Causeway Ferry.

(2) F loating Utility Craft, which perform operations incidental to water terminal operations (except Lighterage service); this can include harbor and oceangoing tugs, f loating cranes, f loating causeways, roll-on/roll-off discharge facilities (RRDF), and modular/sideloadable warping tugs.

Details on the MSV(L) The upcoming MSV(L) will replace the Landing Craft Mechanized 8 (LCM-8), which has been in service since 1967.

The LCM-8 travels at 12 knots with no load and 8 knots or less with load. The LCM-8 is small in size, measuring just 74 ft x 21 ft, and can be used in confined areas. It has a range of 332 nautical miles unloaded and 271 nautical miles loaded. Designed for operations in rough waters, the LCM-8 can maneuver through sea state 3, breakers and can ground on a beach. Its bow ramp enables roll-on / roll-off (RO/RO) operations with wheeled and tracked vehicles.

The MSV(L) will feature an increased payload and speed over its predecessor, LCM-8.

The introduction of the MSV(L) into the f leet, says the Army, “will enable the agency to meet its movement, maneuver,

and integrated expeditionary sustainment requirements with a more agile, versatile; and capable platform. The MSV(L) will conduct movement and maneuver of tactical force elements as well as traditional Army Watercraft System sustainment operations.”

The MSV(L) will also be able to operate in a variety bodies of waters including coastal waters, rivers and narrow waterways.

According to the agency, Col. Michael M. Russell Sr. Army G-8 FD Division Chief, called the MSV(L) program a lynchpin to the Army’s watercraft strategy. The landing craft will have the ability and capacity to carry a tank, a Joint Light Tactical Vehicle (JLTV), a Stryker armored fighting vehicle, troops, or supplies.

Russell added that the system would not be designed from scratch, and will likely be based on an existing design that will be “ruggedized” and made to fit the Army’s mission profile.

Industry Players Express Interest One of the designs expected to be in the running is Constructions Industrielles de la Méditerranée’s (CNIM) L-Cat design.

Last December it was announced the CNIM would team up with Fincantieri Marine Group (FMG), the U.S. subsidiary of Fincantieri, Oshkosh Defense, LLC, and Watercraft Logistics Services (WLS) to pursue the contract.

The L-Cat (Landing Catamaran Craft) is an innovative and rapid amphibious ship with a RO/RO design that integrates

Sgt David Turner, U.S. Army Photo

New Blood

U.S. Army to add new MSV(L) series to its fleet

Patrol Boats a mobile loading platform in a catamaran hull. This enables for personnel, armored vehicles and equipment to be unloaded in areas where there are no port facilities and shallow waters.

Intended for shore-to-shore applications, the L-Cat is already successfully used by the French National Navy, under the name EDA-R. C N I M s ay s t hat “ du r i ng a mph ibious operations, it (the L-Cat) guarantees optimal transit speed, rapid loading and unloading of the deck.” This helps reduce threat during exposure time and offers a high degree of autonomy, with the vessel able to operate in a rage of 500 to 700 nautical miles, depending on the load.

Measuring 30 m x 12.6 m, the L-Cat has a maximum payload capacity of 100 tonnes, can reach speeds of up to 30 knots when empty and 18 knots when loaded to maximum payload.

The design’s proven track record, along with its own successful history of building vessels for the Army, Coast Guard and Navy, makes the group the optimal choice for the MSV(L) build program, according to Francesco G. Valente, President and CEO of FMG. “We believe that our world-class team and proven design represent the lowest risk and lowest total life-cycle cost to the U.S. Army,” said Valente.

Valente notes that FMG shipyards—Fincantieri Marinette Marine, Fincantieri Bay Shipbuilding and Fincantieri Ace Marine— have experience in building these types of landing craft, having built the LCM-6, LCM-8 and LCU landing craft in Marinette.

The shipbuilder has also had the distinction of building 562 landing craft for the Army and Navy over a period of 23-years.

And Marinette Marine was also half of the RB-M team (Kvichak Industries the other half) that built the Response Boat-Medium for the U.S. Coast Guard.

Meeting Production Needs, Who Wants In? According to the Army’s MSV(L) DRAFTProduction Schedule, it is expected that one prototype will be built and tested by FY19, four will be built during Low Rate Initial Production (LRIP) between FY 21 and FY 22; and, should the program reach full scale production, 32 will be produced during a four-year period between FY23 through FY27.

Kvichak, formerly known as Kvichak Marine Industries, now part of the Vigor group of companies, could also be a contender shou ld it choose to pursue t he contract.

Marine Group Boat Works comes full circle, wins MSRA One of the recipients of MARAD’s 2016 Small Shipyard Grants, San Diegobased Marine Group Boat Works, LLC, is showing it is not the size of the yard that matters, but its spirit and drive that determines its success.

“We’re a small fish in a big pond; but we think our quick ability to evolve, the new technology and equipment we’re acquiring and our cost-conscious pricing may just give the big fish a run for their money,” says Todd Roberts, President of Marine Group Boat Works.

The yard, which currently employs 185 employees, was recently issued a Master Ship Repair Agreement (MSRA) with the United States Navy.

The MSRA means that Marine Group Boat Works (MGBW) will be able to provide the government with a fixed-cost estimate to get necessary repairs done at the yard.

Fixed-price contracts such as these allow the Government to provide better budget forecasting and maintenance, leading to cost savings, especially for taxpayers.

Southwest Marine, MGBW’s predecessor, was no stranger to the award as it was a recipient of the MSRA. “For those of us who remembered Southwest Marine, this is taking us back in time when we were awarded our first MSRA in 1976 and went on to become the largest ship repair company on the West Coast,” said Herb Engel, CEO of MGBW. “As a family-owned business, we are very pleased to have reestablished this achievement as a small business.”

Some background: Roberts explains, “Marine Group Boat Works was the first facilit y where the Engel Brothers Ar t, Herb and David launched Southwest Marine circa 1976. Southwest Marine outgrew its original site and moved to a larger location closer to the Navy Base in San Diego and eventually became one of the largest MSRA contract holders on the West Coast with several shipyards nationwide.”

He adds, “Southwest Marine was eventually sold to a private equity group in 1997 who eventually sold to BAE Systems, but the boatyard located at the original site was excluded from the sale.”

Roberts says he was hired to close the boatyard down. However, he “saw the potential in this 15-acre waterfront facility to service a growing market of larger

vessels that he convinced the owners to reinvest in it instead in order to put the boatyard in a better position to respond to the growing market.”

Roberts goes on to say that “the decision led the company through a $6.5 million renovation in 2006, installation of a 665-ton travelift (largest in the nation the time) and a rebranding to become Marine Group Boat Works. To put the results into perspective, in 2005 just before the renovations, MGBW’s revenues were $5.9 million. Ten years later, MGBW’s revenues for 2015 were close to $48.6 million, just under 1000% growth.”

The MSRA is exciting for the yard on many levels—the award is typically awarded to larger, full-service shipyards; and being an MSRA-contracted organization adds what MGBW says is the “fourth leg” on the company’s business model, allowing for the shipyard to provide a diverse portfolio of services to customers.

“This achievement further diversifies our portfolio. This type of diversification has allowed us to endure recessions and experience major growth which we have reinvested into our workers, facilities, tools and equipment,” says Roberts. “As a result, we have the adequate resources to not only be able to accommodate the highly technical work involved with these MSR agreements but also allow the Government to see us a qualif ied service provider.”

Engel adds that the MSRA allows the yard to get back to what it used to do, “legacy building.”

With the MSRA, MGBW now provides services to four separate industry segments: new construction, yacht repair, commercial/government repair (up to 220 ft) and now complex Navy ship repair.

And thanks to a $1.5 million investment in a floating dock system at the yard’s National City location, MGBW will be able to accommodate and provide deeper water access and maximum capacity to larger vessels, including both LCS classes-Independent and Freedom variants.

A s mentioned at the star t, MGBW was also a recipient of MARAD’s Small Shipyard Grant Program. The yard was awarded $414,954 to purchase pipe bending technology, a brake press, an overhead gantry crane, and steel plasma metal cutting machine.

May 2016 MARINE LOG 35

Patrol Boats The boat builder is listed on the Army’s list of Interested Prime Contractors along with Bollinger Shipyards, Conrad Shipyards, Ingalls Shipbuilding, Derecktor, Sterling Shipyard, Swiftships, LLC, and United States Marine, Inc.—the list is a prime example of the variety of yards interested in the contract, as well as the agency’s willingness to open up the contract pursuit to all shipyard types.

Kvichak is no stranger to producing vessels for government agencies in a full-scale production cycle, having long been a builder of pilot and patrol boats. Most notably, Kvichak was the other half of Team RB-M. The team built and delivered 174 RB-Ms for the Coast Guard, on time and on budget, completing the program in 2015.

The other builders on the list also have diverse portfolios, making each a feasible choice for the MSV(L) program.

Bollinger has long been a builder of pat rol vessels for bot h t he U.S. Coast Guard and U.S. Navy. Most recently delivering the 17th Fast Response Cutter to the U.S. Coast Guard.

Conrad has, perhaps, the most diverse portfolio, with experience in the construction, conversion and repair of a wide variety of steel and aluminum marine vessels across

its shipyards for both commercial and government customers— Conrad’s Orange shipyard has produced a number of vessels for the army. Conrad, as most are aware, is currently building the first LNG bunker barge for operation in U.S. Derecktor could put itself back in the shipbuilding game big time, should it win this contract. The yard has seen its share of trouble over the last decade, having filed for bankruptcy in Connecticut and losing its Bridgeport facility in the process, but Derecktor is putting in the work to get itself to the level it once was. The builder has experience building a variety of innovative vessel types both in the commercial and private yacht sector, including ferries, security vessels, patrol crafts, research vessels and workboats.

Ingalls Shipbuilding, a division of Huntington Ingalls Industries, has an extensive history with both the Coast Guard and Navy. Ingalls is currently building vessel 6 through 8 in the National Security Cutter Program for the Coast Guard’s f leet at its Pascagoula, MS shipyard. Under the program, eight vessels will be built to replace the aging 378-ft high endurance cutters.

The shipbuilder also recently announced that the U.S. Navy’s 10th San Antonio-class

a mph i biou s t r a n s p or t do c k, Joh n P. Murtha (LPD 26), successfully completed acceptance trials. Under its contract with the Navy, Ingalls has built and delivered nine ships in the San Antonio Class. LPD 26 will be delivered in May. The 11th LPD, Portland (LPD 27) will be christened later this month. The yard has also received advanced procurement funding for longlead-time material for the 12th ship in the series, the LPD 28.

Texas-based Sterling Shipyard, started by Harry Murdock and Brad Taylor, formerly of Orange Shipbuilding, has built a number of tank barges and towboats.

Swiftships specializes in the construction of small to medium-sized vessels made with steel, aluminum and fiberglass. It has delivered boats to the U.S. military, both commercial and private companies and 52 foreign countries.

United States Marine, Inc., Gulfport, MS, a designer and builder of fast patrol and special operations craft for the U.S. and foreign militaries, has predominately been a builder of military, patrol and special warfare boats in the 21 ft to 90 ft range. In its 30 plus years in business it has delivered over 500 craft to the U.S. Navy, USSCOCOM, NAVSEA and foreign militaries. ■

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newsmakers

Huntington Ingalls Industries announces several appointments H u n t i n g to n I n g a l l s Industr ies (HII) ha s announced that K ari Wilkinson (pictured) will become Vice President of Program Management at its Ingalls Shipbuilding division effective May 23. She succeeds Richard Schenk who retires after 33 years of service. Additionally, Ingalls has promoted Mik e Dut hu to Vice President, Business Development.

Another subsidiary of Huntington Ingalls Industries (HII), AMSEC LLC, has promoted Ryan Norris to Director of Strategic Planning and Business Development. He will responsible for leading and executing AMSEC’s strategic planning, business development, capture, proposal, and marketing activities in support of business growth.

J o n at h a n A p p l e q u i s t ha s b e en appointed Vice President and Group Manager of the Gibbs & Cox (G & C) Maritime Services Group (MSG).

J o h n H at l e y, V ice President, Wär tsilä Marine Solutions in America, has been elected to the Board of Directors of the Society for Gas as a Marine Fuel (SGMF). SGMF is a new non-governmental organization meant to promote safety and industry best practices when using gas as a marine fuel.

Glosten has named John Springer, PE, its new President. Springer, who has been with Glosten for 29 years, will be directly responsible for the firm’s strategic growth and business direction.

The Shipbuilders Council of America (SCA) has recognized U.S. Congressman Ander Crenshaw and MARAD Administrator Chip Jaenichen with maritime leadership awards. The awards recognize individuals from Congress and the Administration who have demonstrated exceptional leadership, dedication and support to the shipbuilding and repair industry.

Provider of subsea installation, inspection, repair and maintenance services to the offshore oil and gas industry, Bibby Offshore Holdings Limited, has announced the appointment of Archie Kennedy to the Board of Bibby Offshore as a Non-Executive Director.

Kennedy has over 35 years in the oil and gas industry, and previously served as Managing Director of Nexen Petroleum UK Ltd. Lars Ljoen has been named Executive Vice President and Managing Director at Carnival Maritime, the marine service unit of the Costa Group in Hamburg. He will be responsible for supervising the Fleet Governance, Cruise Preparations & Projects, Cruise Execution departments as well as Continuous Improvement and the Fleet Operations Center.

ASC Shipbuilding, Australia, has appointed M artin Edwards the new General Manager, Future Submarines. He previously held the position of Chief Operating Officer.

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To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com May 2016 MARINE LOG 37

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techNews The Alya McCall is currently performing operations in the Persian Gulf

Twin Disc transmission technology for SEACOR’s new Fast Supply Vessel Delivered last year by Gulf Craft, one of SEACOR Marine’s newest Fast Supply Vessels, 13,500 hp Alya McCall, relies on five high-performance Twin Disc MGX-61500SC QuickShift transmissions to provide the crucial links between the ship’s five powerful Cummins engines and Hamilton Waterjets.

The 206 ft x 32 ft Marshall Islandsflagged vessel will accommodate 16 crew, 100 passengers and 300 long tons of deck cargo. The aluminum FiFi-I class vessel has dual FFS pumps and remote-controlled monitors. Its five Cummins QSK60 Tier 3-compliant engines each deliver 2,680 bhp at 1,900 rev/min. Paired with Twin Disc transmissions and five Hamilton HT-810 Waterjets, the combination achieves a top speed of 38 knots.

Provided by Twin Disc distributor Sewart Supply, Morgan City, LA, the MGX-61500SC

transmissions feature QuickShift technology. They instantly deliver smooth, seamless torque to the waterjets, from neutral to full ahead. And while waterjets rely on deflectors for reverse thrust, the shaft rotation can be reversed to backflush an intake screen if debris blocks its flow.

The Alya McCall’s station-keeping capability is provided through the combination of three Thrustmaster 30TT200 electricmechanical tunnel thrusters supplied by working in conjunction with the azimuthlike waterjets, all of which are controlled by a Kongsberg DP-2 system.

Designed by IncatCrowther, the vessel is certified by the USCG under the provisions of 46 CFR Subchapter T and by ABS as a High-Speed Craft with DP-2 and Fire-Fighting Capability notations. www.twindisc.com

Kongsberg introduces E-Learning course Kongsberg Maritime has introduced an online E-Learning course for training on its K-Bridge and K-Nav ECDIS products.

The E-Learning course, created in collaboration with the Maritime University of Szczecin, and developed in

compliance with STCW and ISM, provides high quality training through video lectures, enabling the user to receive training on his/ her own timeframe.

Kongsberg says the E-Learning course is based on, and is equivalent to the two-day course curriculum offered at its training facilities worldwide. The course covers all operations that enable the Navigation Officer to navigate using ECDIS in a safe way, including: Basic operations, navigation tools and functions, setting of safety parameters, Sensor inputs and alarm handling, Route planning, validation and monitoring, charts management and chart installation, and updates. www.km.kongsberg.com

Robotic snakes for subsea inspection work The Norwegian Universit y of Science and Technology (NTNU) and research company Sintef may have created the next big thing in subsea inspection, maintenance and repair— robot snakes. The two have spent the last decade conducting research on snake robotics that could potentially reduce the need for large and expensive vessels to perform inspection and light intervention work on the seabed.

Kongsberg Maritime and Statoil have expressed interest in the robots and signed an agreement with an NTNU spin-off company, Eelume, to develop and produce the robotic snakes.

Each member of the team brings its own strengths. Eelume was founded by top academics f rom NT NU; Kongsberg has developed technology within the marine robotics field; and Statoil has access to real installations for testing and qualification.

“This partnership offers the chance to bring radical technolog y to the market, not just in what the Eelume robot can do, but how it does it,” says Bjørn Jalving, Executive Vice President Subsea Division at Kongsberg Maritime.

“It is a new tool that will enable operators to realize large scale cost savings by introducing new ways of conducting routine tasks.”

The Eelume robot will feature a slender, flexible body that will enable it to access confined areas, currently difficult to access with existing technology.

The robots will be permanently be installed on the seabed and will perform planned and on-demand inspections and interventions. The solution can be installed on both existing and new fields where typical jobs include: Visual inspec tions, cleaning, and adjusting valves and chokes.

Eelume.com

May 2016 MARINE LOG 39

techNews

NetWave to supply VDR systems for 36 vessels

GE to provide power for Peruvian Navy vessel GE Marine Solutions will provide a suite of systems for a new 95 m diesel-electric polar research and oceanographic ship under construction for the Peruvian Navy. The vessel will be used by the Navy to carry out research in polar regions, more specifically, the Antarctic. The vessel will have a Polar PC7 notation.

The goal for the shipbuilder, Navy and GE alike is to put forth a vessel that will operate efficiently, reliably and with the smallest environmental impact possible.

Under its contract with Spain’s Freire Shipyard, GE will provide a low-voltage electric propulsion system. The package includes generators, switchboard, MV3000 variable

frequency drives and motors. GE says that its anti-vibration motor and electric propulsion system will help meet the Navy’s requirement for low underwater noise, while simultaneously enabling the vessel to maintain DNV GL’s maritime Silent-A-Class notation.

GE will also equip the vessel with its SeaStream Dynamic Positioning (DP) and automation solution.

“GE’s expertise and ability to deliver innovative technology will help to make this research vessel among the most advanced in the world,” said Guillermo Freire, General Manager, Freire Shipyard.

www.gepowerconversion.com

Net Wave Systems B.V., a Netherlands-based voyage data recorder specialist, has received an order from Abu Dhabi-headquartered Mutawa Marine Works LLC and another UAE offshore services company to supply 36 vessels with its VDR equipment.

While the vessels, which operate in the Middle East, don’t actually need to comply with the official international VDR regulations, the owners have opted to install the VDRs as they operate in an environment within the range of vessels above 3,000 GT. “With the possibility to have Remote Monitoring of the VDRs, which enables the manager to receive hear t beats, check on event logs and if needed, arrange complete downloads in case of emergency, the Netwave solution provides a management tool for the owners to always have access to the recorded data,” says Mark van Ede, Sales Director, NetWave Systems B.V.

www.netwavesystems.com

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40 MARINE LOG May 2016

4/1/16 4:31 PM

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, 2016. A more complete listing of Shipbuilding Contracts, Vessel Deliveries, and a Shipyard Directory are available on Marine Log’s Shipbuilding Intelligence website, www.shipbuilding.marinelog.com Shipyard

Location

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

RECENT CONTRACTS Gunderson Marine

Portland, OR

2

ATB Tank Barges

Kanter Marine

Ontario, CAN

7

Research Vessels

82,000 bbl, 430 ft

Harley Marine Services

2017-3Q

Canadian Hydrographic Ser.

2017-1Q

Eastern Shipbuilding

Panama City, FL

1

Escort Tug

80 ft x 38 ft 3 in

Suderman & Young

2016-2Q

Gulf Craft

Franklin, LA

1

Fast Supply Vessel

206 ft x 32 ft, 13,500 hp

SEACOR Marine

2016-2Q

Gunderson Marine

Portland, OR

1

Deck Barge

Sause Bros.

2016-2Q

Nichols Bros. Boat Bldrs.

Whidbey Isl., WA

1

ATB Tug

136 ft x 44 ft, 10,000 hp

Kirby Offshore Marine

2016-2Q

Philly Shipyard

Philadelphia, PA

1

Product Tanker

50,000 dwt, 330,000 bbl

Crowley Maritime

2016-2Q

Vigor Fab

Portland, OR

1

Tank Barge

422 ft x 76 ft 8 in, 83,000 bbl

Harley Marine Services

2016-2Q

C$5.3

DELIVERIES

PENDING CONTRACTS BAE Systems Southeast

Mobile, AL

BAE Systems Southeast Bay Shipbuilding

NOTES

2

Dump Scows

7,700 cu. ft

Great Lakes Dredge

Options

Jacksonville, FL

1

Tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Sturgeon Bay, WI

1

ATB

8,000 hp/ /155,000 bbl

Plains All American Pipeline

Option

Bay Shipbuilding

Sturgeon Bay, WI

1

ATB

185,000 bbl/8,000 hp

undisclosed

Opt. 2018

Kvichak Marine

Seattle, WA

30

Skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

TBD

1

Double-end ferry

70-car similar to Pocohontas

VDOT

2018-2020

TBD

6

Car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

RFP Issued

TBD

3

Double-end ferries

4,500 PAX

NYCDOT

$309

EDBG Design

TBD

3

Pass/Vehicle ferries

1,000 PAX/100 vehicles

DRBA

$101

2018- 2021

149 PAX

Hornblower

TBD

18-22 Ferries

$25

2017-2019

Index of Advertisers Company Page #

Company Page #

ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

MAN Diesel & Turbo. . . . . . . . . . . . . . . . . . . . . . . . . . . 9

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

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

DNV-GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Marine Money. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Electric & Hybrid Marine World Expo. . . . . . . . . . . . . . 17

Metal Shark Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

ExxonMobil Global Fuels & Lubes. . . . . . . . . . . . . . . . 3

Nautican. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2

Furuno. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Posidonia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Great American Insurance Group . . . . . . . . . . . . . . . . 12

Renishaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Gulf Coast Air & Hydraulics Inc.. . . . . . . . . . . . . . . . . C4

The PartnerShip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Hamburg Messe and Congress . . . . . . . . . . . . . . . . . . 21

Total Lubmarine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

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

Viega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

Wärtsilä Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . 5

MACC 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 May 2016 MARINE LOG 41

marketplace ENGINEERS & ARCHITECTS

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REQUEST FOR INFORMATION

Oregon State University Request for Information: Construction of the Regional Class Research Vessel(s) Anticipated Issue Date: Between May 2, 2016 and May 16, 2016 Project Number: DLN182122I Oregon State University is seeking information regarding the potential construction and delivery of 193’ Regional Class Research Vessels (RCRVs). Responses to the Request for Information (RFI) are requested by the due date and time indicated in the RFI Schedule of Events. For RFI information please visit the OSU Business and Bid Opportunities website at http://bid.oregonstate.edu/. For additional information please contact Deanne Lahaie-Noll by email at deanne.lahaie-noll@oregonstate.edu or by telephone at (541) 737-1150.

42 MARINE LOG May 2016

1968

49th

ANNIVERSARY

2016

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ship registries

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May 2016 MARINE LOG 43

Marine salvage

ASA seeks to expand its reach across the Americas It is an exciting time for the American Salvage Association (ASA). As most members are no doubt aware, we are actively promoting the upcoming training seminar that the ASA is co-sponsoring with the Organization of American States’ (OAS) Inter-American Committee on Ports (CIP).

This seminar will target senior Port Authority representatives from the 35 member states of the Americas and will be held in Miami from June 13 to 15, 2016. It will be the perfect opportunity to promote the improvement of salvage and wreck removal standards throughout the Americas.

This event represents the first major product of our new relationship with OAS-CIP and we expect it will be the first of many such events. The ASA leadership team continues to be extremely pleased by the support of Jorge Durán, Chief of the Secretariat, InterAmerican Committee on Ports (S/CIP), and his staff and it is an honor and pleasure to introduce Mr. Durán to our members.

Book online at the Hyatt House Miami Airport Hotel for the special room rate or call at 305-269- 1022.

Please visit the American Salvage Association website (www.americansaalvage.org) for more information on this event and to view the list of invited speakers and attendees. Seating is limited at this workshop so register today. Registrations will be taken

MarineLoG

ISSN 08970491

USPS 576-910

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

on a first come, first served basis until full to capacity.

Concurrently, the leadership team and Membership Committee are aggressively recruiting new members from Central and South America, the Caribbean Sea, and Canada and the response has been extremely positive thus far.

Our membership base is expanding rapidly in direct support of our expanded mission in these regions. It is clearly a turn-

ASA is shifting from a U.S.-focused organization to one that supports the salvage industry throughout the Americas. ing point in the ASA’s history—we are rapidly shifting from a U.S.- focused organization to one that supports the salvage industry throughout the Americas Another new initiative in our expanded mission area is the Caribbean Risk Assessment (CRISK) that ASA is promoting w i t h OA S - C I P t o a s s e s s p o t e n t i a l l y

polluting wrecks in the Caribbean region, in accordance with the UN Sustainable Development goal to conserve and sustainably use the oceans, seas and marine resources. This follows directly from the ASA promoted NOAA RULET effort to assess wrecks in US waters. The leadership teams of ASA and OAS-CIP together are currently refining a plan of action including establishing a budget and targeting sources of funding.

We are also closely monitoring the recent U.S. Coast Guard publications including the NPREP Guidelines and the announcement of another round of SMFF verifications. The Regulatory Committee is reviewing all issues and will make recommendations to the leadership team on appropriate courses of action for the ASA, if any.

Finally, I would also like to thank the Training and Education Committees for continued great efforts. We are on track for 2016 to be the busiest and most successful year of ASA training!

I welcome the participation of the membership in any of our ongoing activities in this very active and dynamic period. Please don’t hesitate to contact myself, or Dick Fredricks, if you are interested. Please also mark your calendars for the next General Meeting that will occur on November 1, at Clean Gulf in Tampa. www.americansalvage.org

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

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

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

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

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

44 MARINE LOG May 2016

Todd Schauer, ASA President

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

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