August 2012 Marine Log Magazine

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GREEN SQUEEZE Ship operators are coming under increasing environmental regulatory pressure

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Contents

MarineLoG

Augu s t 2012 V ol . 117, NO. 8

Departments 2 Editorial

Needed: More low sulfur fuel

6 Waterways column

Diagnosing the marine transportation system: Measuring performance and targeting improvement

8 update

p. G1

17 INSIDE washington

Cummings’ bill looks to bolster U.S. merchant marine

GREEN SUPPLEMENT

Waste Handling

Garbage time bomb

Big changes are in store for handling waste onboard ships beginning January 1, 2013 PLUS: Rethinking Waste

Environmental regulatory pressure builds as North America ECA goes into effect

Features

Evergreen christens new “greenship” • World’s largest wind installation vessel delivered •RFP to design new class of S.I. ferry •OSD to design Chinese-built PSV •Ultra deepwater day rates on the rise . And much more...

p.19

30 newsmakers 31 Tech news 32 contracts 33 Buyer’s guide 34 ml marketplace 36 Shipbuilding History

Hybrid Ferries

Consolidated Steel Corporation

By Tim Colton

Green Speed

One of WSF’s oldest vessels, the 45 year old Hyak, will be fitted with a hybrid propulsion system p. 24

Slow Steaming

Throttle back

Fuel savings is the primary reason for slow steaming p. 26

River Cruising

Make way for a new Queen

American Cruise Line’s newest vessel, the Queen of the Mississippi, begins cruising operations this month p. 28

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AUGUST 2012 MARINE LOG 1

John R. Snyder Publisher & Editor Editorial

jsnyder@sbpub.com

August 2000 Vol 105 No 8

editorial

Needed: More low sulfur fuel

A

ugust 1, 2012 was marked on a lot of calendars. That’s the date that ships subject to MARPOL are required to burn low sulfur fuel (content of 1.0% or less) while operating in the North American Emissions Control Area (ECA).

The ECA stretches 200 nautical miles off of the continental U.S. and Canada. If they choose to burn cheaper residual fuel, operators must use an exhaust gas scrubber—an expensive proposition at about $2 million per ship.

One of the obvious problems that operators face is simply the availability of low sulfur fuel. The International Chamber of Shipping, whose membership represents a good chunk of the world commercial fleet, has been trying to light a fire under IMO to push forward its study on the availability of low sulfur fuel worldwide for ships.

ICS Secretary General Peter Hinchliffe, says, “If the switch to low sulfur fuel is to be successful, those governments that advocated such ambitious goals need to do everything possible to help ensure refineries are able to deliver.”

Meanwhile, Joe Cox, President & CEO of Chamber of ShipNicholas Blenkey ping of America, says, “All my members plan to comply.” The Editor Chamber of Shipping represents 37 U.S.-based owners, operators and charterers of oceangoing tank, container or dry bulk vessels. Cox points out, however, that some operators have already had problems finding low sulfur fuel. “They’ve received certificates of non-availability,” he says.

You can read more of what ICS and Mr. Hinchliffe have to say in our Green Technologies and Sustainable Shipping supplement in this issue. This is the Eighth Annual Green Issue we are publishing in connection with our Global Greenship Conference & Expo, which will be held next month in Washington, DC. Many of the topics and technologies highlighted in these pages will be discussed in-depth by delegates at the twoday executive event on Sept. 20-21.

One of the topics that is sure to generate extensive discus-

2 MARINE LOG AUGUST 2012

sion at the conference is the use of Liquefied Natural Gas (LNG) as fuel. On marinelog.com, we reported TOTE’s plans to convert two of its RO/RO ships to burn LNG after receiving a permit from the U.S. Coast Guard providing a conditional waiver from the ECA fuel sulfur content requirements. TOTE expects to spend $84 million on the engineering, design and installation of the engine kits and construction of the LNG plants to convert the two ships.

Of course, ship operators can invest in the best technology and it won’t mean a thing without excellent shore-side management and well-trained crews that can create and maintain a corporate culture of compliance.

I recently had the pleasure of seeing some of the potential future captains of industry at the closing ceremony of the SUNY Maritime College STEM Maritime Academy for high school students early this month at Fort Schuyler in the Bronx.

The STEM program provided an opportunity for 20 high school students from the Baltimore Maritime Industries Academy and the New York Harbor School to participate in a hands-on project to build a boat that could carry a 25-pound weight across a pool. The students had to design and build the boat using cardboard, plastic drop cloth, duct tape and scissors. The project not only tested the students skills in Science, Technology, Engineering and Mathematics—thus the acronym—but also team work.

The students were amazing and all those involved should be applauded for their efforts, including Rear Adm. Wendi B. Carpenter, U.S. Navy (Ret.), President of SUNY Maritime, and Marine Industries Academy board members Clay Maitland, Carleen Lyden-Kluss and Dick Fredricks, as well as Dorian Barnes, Principal, Marine Industries Academy, and Murray Fisher, Program Director of the New York Harbor School.

We’ll talk more about the efforts of the Marine Industries Academy as part of our extensive Training and Education next month.

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Editorial

Matt Woodruff, Chairman, Waterways Council, Inc. August 2000 Vol 105 No 8

Waterways Column Diagnosing the Marine Transportation System

Measuring performance and targeting improvement

A

s our nation faces tough economic times, we cannot afford to poorly invest scarce resources. How do we best create and protect jobs and economic prosperity with the limited funds committed to the Corps of Engineers when we do not have proper performance measures to rate the economic importance of our inland waterways and no performance measures at all for some Corps projects? I will review some of the performance measures currently in use by the Administration, offer my views as Nicholas Blenkey to their weaknesses and make a call for Editor improvement.

Ton-miles

For the ton-miles metric, decisions are based on how many tons of cargo move on a waterway, and how many ton-miles that waterway generates. The Office of Management and Budget (OMB) calculates that a waterway with less than a billion ton-miles is a “low-use” waterway;

The locks at Lock and Dam 19 located along the Mississippi River

6 MARINE LOG August 2012

a “moderate-use” waterway has 1-3 billion ton-miles; and “high-use” waterway has more than 3 billion ton-miles. In this way, national investment decisions are made in terms of maintaining segments of the system. For ports, a similar standard of tonnage is used; if a port that has less than a million tons going through it is a “low use” port not meriting investment.

But what’s the true significance of a ton of cargo, or a million tons, or a billion ton-miles? For example, NASA space hardware is built in the vicinity of Huntsville, AL. Why? Because if these huge assemblies were built on the coast, the massive buildings required to house them would be subject to destruction from coastal hurricanes. There may be national security reasons to keep this infrastructure inland as well, since these are critical defense assets. But you cannot build rocket parts in Huntsville if you cannot get them to launch sites on

Photo courtesy of the U.S. Army Corps of Engineers

the coast. Inland waterways are essential to our U.S. space program since there is no other way to move these multi-million dollar components. Keeping spacecraft weight to a minimum is a NASA priority, but OMB’s ton-mile metric gives the waterways no credit for this. It doesn’t matter if it is a ton of spacecraft or a ton of horse manure, this policy counts it equally.

A performance measure that does not consider value is not a valid measure.

The value of the cargo, the economic impact of that tonnage to both that specific area and the nation, and the direct and indirect jobs it provides, must be taken into account.

The current ton or ton-mile metric also fails to measure the availability of alternative means of moving the cargo, and if they exist, their cost. In some cases, like the NASA rockets, there simply is no alternative. In other cases, an alternative may be possible, but more costly or capacity-constrained. Perhaps the most cost-efficient answer for our nation is to maintain the waterway to move that cargo, even if the tonnage fails to reach some arbitrary, magic number.

Another fallacy of a ton-mile measurement is that it is biased against short waterways. For example, a Texas waterway called Chocolate Bayou is only 13.4 miles long, but there are three chemical plants that receive or produce over a million tons of high-value chemicals each year via that waterway. It may not generate much in the way of tonmiles, but it provides thousands of jobs in the plants that would go away without it.

And because they are short, waterways like this generally cost less to maintain.

Perhaps this suggests another metric: cost per ton moved?

Finally, and very importantly, the tonmile metric fails to consider the nontransportation values of waterways such www.marinelog.com

as hydropower, recreation, municipal and industrial water supply, environmental benefits, flood damage reduction and irrigation that are provided. Shouldn’t these values be considered when weighing the merits of waterways investment?

Benefit-cost Ratio (BCR) Benefit Cost Ratios are determined when evaluating navigation and some other types of projects, but not all types of projects, for authorization by Congress. This metric measures the increase in transportation efficiency, primarily in shipper cost-savings, that would be realized if a proposed project were completed against the efficiency of the current structure. When we consider the cost impact of construction delays on our projects, the BCR helps us determine the “benefits foregone”—that which we have lost forever as a result of the delay.

Benefit-cost ratios are valid in concept, but are they valid as they are currently calculated? We know there are benefits to many navigation projects beyond shipper cost savings. The BCR formula does not take into account the multiple beneficiaries a project might have, like hydropower, water supply and the others detailed above. Hence, the benefits are understated to the extent of non-navigation benefits provided. These will vary from project to project but we know from studies done for the Corps that these non-navigational benefits exceed the navigational benefits in some cases.

Commercial Lockages in 2010 This most recent metric is perhaps the most flawed. The Administration has proposed a scheme to determine which

locks qualify for full-time operation on the basis of the number of commercial lockages in 2010—not 2011, not 2009 or any kind of average. Instead the Corp will determine operating parameters of locks in 2013 on the basis of 2010 only. According to the formula, locks with more than 1,000 lockages/year are “full service” and operate full time; locks with 500-1,000 lockages/year will have “reduced service” (two shifts); those with 100-500 lockages/year will have “limited service” (1 shift); and locks with less than 100 lockages a year will have “Service by Appointment Only” or “No Service.”

What relevance does the number of lockages in 2010 have to the number to be expected in 2013? How does that account for global agricultural markets which determine how much grain will be shipped next year? Will global markets make it economical to export coal?

Will we have a hot summer or cold winter, either of which will alter waterways movements of coal to power plants?

What is the general state of our economy, as it has a significant impact on waterways movements? Many of these things are predictable a year or more in advance, but metrics that are tied solely to the past make no allowance for the reality of the future.

The goal for determining lock hours of operation should be to operate more efficiently, not simply to shift costs. “How do we keep commerce moving just as efficiently with fewer people?” is the real question. For some locks, perhaps a scheduling system meets the needs of users. At others, perhaps tows arrive during daylight hours only will suffice.

For some rivers, it may be that there is

“

“

How do we best create and protect jobs and economic prosperity with the limited funds committed to the Corps of Engineers when we do not have proper performance measures to rate the economic importance of our inland waterways and no performance measures at all for some Corps projects?

a predictable time that it takes a tow to get from one lock to the next and this should determine the schedule for the locks. The delay costs that would be incurred if each lock on a river closed for 16 hours an hour before a tow traveling normal speeds reached the next lock on the river would be astronomical. From a user’s perspective, it doesn’t matter how many shifts there are or even if the lock is being operated by remote control.

What matters is that the lock operates when the tow arrives.

Seasonality of lock operations and commerce in some areas is also not considered. Could a credit be applied for locks that are open less than 12 months a year? Even if they have less annual lockages than a lock not slated for limitation, they may average a higher number of lockages during the period they are open. There may be locks open year-round that have dramatically different use levels during certain times of the year. Could they be open around the clock part of the year and something less at other times? The Corps should work with the users of each segment of the system to explore options to reduce costs and hours without reducing service.

I think there is broad consensus that the performance measures in use today are not adequate to give the decision makers of our nation the data they need to properly allocate scarce resources to get the best possible return for our economy. I am glad the TRB focused on this issue for its biennial conference. I hope the intellectual power assembled for the conference can be harnessed to develop the metrics we need for the future. We ML cannot afford to do otherwise.

* This column was adapted from remarks made at the Transportation Research Board’s Biennial Research and Development Conference in Washington, DC in June. www.marinelog.com

AUGUST 2012 MARINE LOG 7

Update

I nland • C oastal O ffshore • Deepsea

biz NOTES RED INK AT OSG

EVERGREEN christens new “Greenship”

E

vergreen Line recently christened the first of its new class of “greenships,” the 8,452-TEU Ever Lambent at Korea’s Samsung Heavy Industries.

On hand for the christening was Evergreen Group Chairman and founder Dr. Chang Yung-fa.

The ceremonial rope cutting was performed by Mrs. Lee Yu-mei.

The first L-type containership, Ever Lambent incorpo-

rates the green technologies of the previous class of S-type boxships, but also environmentally friendly features of S-series fleet, the L-type vessels are manufactured using high-tensile steel with designs of optimized hull form and minimum ballast water to save fuel consumption and cut carbon emissions. The ships are to be equipped with an electronic-controlled fuel injection engine, enabling energy-efficient

navigation for slow steaming.

The boxship has an overall length of 334 meters, beam of 45.8 meters, with 942 reefer plugs and a draft of 14.2 meters.

The vessel can cruise at a speed up to 24.5 knots. The ship is owned by Evergreen Marine (UK) Ltd and expected to join Far East-Europe route this month.

World’s largest wind installation vessel delivered Samsung Heavy Industries reports that its Geoje, South Korea, shipyard has delivered Pacific Orca, the world’s largest wind farm installation vessel, to Singapore-based Swire Pacific Offshore.

Swire Pacific’s Danish-based subsidiary, Swire Blue Ocean, has a contract from a consor-

tium of Vattenfall and Stadtwerke München/SWM that will see the vessel used to transport 80 Siemens wind turbines for the DanTysk Offshore Wind Farm, 69 km west of the island Sylt in the German North Sea. Ordered in July 2010, Pacific Orca is 161 m long, 49 m wide and 10.4 m high and has six

105 m jacking legs, that will extend a maximum of 80 m below the hull.

It is capable of transporting and installing 12 wind turbine units of 3.6 MW and allows installation of wind farms to a depth of 60 m, in winds of up to 20 m per second and waves up to 2.5 m high.

Tanker giant OSG reported a second quarter loss of $46 million, or $1.52 per diluted share. Once again, U.S.-flag operations were the one bright spot in the picture.

Against the backdrop of a sluggish world economy, OSG President CEO Morten Arntzen said the company ’s “international flag markets turned down during the second half of the second quarter, with rates in our MR segment being under particular pressure, resulting in a disappointing quarter. Rates remain challenging today.”

Added, Arntzen, “On a bright note, our U.S. Flag unit continued to perform ahead of plan and the prospects for this business improved following the announcement of the sale of Conoco’s Trainer refinery to Delta Air Lines and Sunoco’s transfer of its Philadelphia refinery to a joint venture with Carlyle.”

OSG drew down the full remaining availability under its revolving credit facility and now has cash reserves of over $550 million.

CBO says Navy underestimates long-range ship construction cost T H E N O N - PA RT I S A N Congressional Budget Office says that the U.S. Navy’s most recent long-term shipbuilding plan underestimates the cost of new ship construction over the next 30 years by 19% as compared with its own estimates.

Congress requires the Navy to issue an annual report that describes its plan for build8 MARINE LOG AUGUST 2012

ing new ships over the next 30 years. The CBO has prepared a report—required under the National Defense Authorization Act for Fiscal Year 2012—analyzing the Navy’s latest longterm shipbuilding plan, which covers fiscal years 2013 to 2042.

The 2013 plan contains some significant changes in the Navy’s goals for shipbuilding during the

next 30 years. Compared to the 2012 plan, the 2013 plan: • Reduces the goal for the inventory of ships from 328 to a range of 310 to 316, • Reduces the number of ships to be purchased from 275 to 268, and • Buys 17 more high-end combat ships and 24 fewer lessexpensive support ships.

The Navy estimates that the cost for new-ship construction under its plan would be $505 billion over 30 years, or an average of $16.8 billion per year (all figures are in 2012 dollars). In contrast, CBO estimates that the Navy’s intended new-ship construction would cost $599 billion over 30 years, or an average of $20.0 billion per year. www.marinelog.com

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Update Salaries rise in growing offshore market Salaries are on the rise in the growing offshore energy sector, putting wage pressure on other industry segments such as classification societies and port state administrations, employment consultant Spinnaker Consulting says.

“With demand for personnel continuing to grow in the offshore sector, the wage gap has widened with other parts of the indus-

“

An International Labour Organisation (ILO) report on Working Conditions of contract workers in the oil and gas industries published in 2010 says annual pay in 2009 in the Norwegian offshore industry was NOK 634,000 for operator employees offshore and NOK 530,000 for contractor employees. At November 19, 2009 values, the Norwegian annual offshore pay rates would have been worth about $112,730 (operator employees) and $94,300 (contracWith demand for personnel continuing tor employees). to grow in the offshore sector, the wage Parry warns that expertise in gap has widened with other parts of the the European offshore sector may industry itself be in short supply if more is not done to provide a level playing field for offshore industry try, who may in some cases only be able to workers. offer salaries that are fixed by government “While the offshore sector may be payemployers,” says Spinnaker Chairman Phil ing higher salaries for certain personnel, Parry. “We are seeing far greater demand for which means they may be less attracted to, specialists in offshore roles and, rather like for example, working as surveyors in classithe demand surge in the bulk markets in the fication societies, the offshore sector faces its middle of the last decade, it is beginning to own challenges as EU nationals’ salaries are suck staff from other types of employer.” being undercut by entrants from outside the

”

European Union,” he explains.

In turn, this could lead to EU participants in the offshore market being priced out.

“We are obviously in favor of an international workforce,” says Spinnaker Business Development Director Teresa Peacock.

“Shipping is after all an international industry, but some of our clients have raised concerns that a plentiful supply of lower cost crew may jeopardize the EU’s ability to provide skilled personnel for the offshore sector in the future.”

“This is an issue, not only of supporting the industry as a whole, but ensuring that individual countries, wherever they are based geographically, have a stable skills base to rely on. It requires employers with the finances and the foresight to play the long game.”

“With the expansion of deep drilling on an international basis, the ability of EU employees to compete in a demanding international environment will be key to the EU’s ability to maintain an experienced workforce for this sector going forward,” Parry says.

TOTE receives ECA waiver to pursue LNG conversion In a ground-breaking move, Totem Ocean Trailer Express (TOTE), Tacoma, WA, plans to convert its two ORCA Class Roll-On/ Roll-Off ships to burn Liquefied Natural Gas, after receiving a permit from the U.S. Coast Guard providing a conditional waiver from the Emissions Control Area (ECA) fuel sulfur content requirements of MARPOL Annex VI regulation 14.4.

According to the company magazine, the engineering, design and installation of the engine kits and construction of the LNG plant to convert the two ships could cost $84

10 MARINE LOG AUGUST 2012

million and take up to five years.

“We have a conversion plan that will essentially overhaul the engines with no impacts to our service schedule. Most of the work will be done underway—it’s going to be amazing to see,” TOTE President John Parrot is quoted as saying.

The permit was issued by the United States Coast Guard under authority provided in Regulation 3 of Annex VI. The North American Emissions Control Area (ECA) became enforceable on August 1. Ships that are subject to MARPOL oper-

ating in the ECA, which extends 200 nautical miles off of most of the continental U.S. and Canada, must burn low sulfur fuel oil (not exceeding 1.00% or 10,000 ppm) or install and use an equivalent means of compliance approved by its flag state. This could mean installing Exhaust Gas Scrubbers or SCRs. Another method is to burn LNG, an extremely clean burning fuel, eliminating almost all SOx, 85 to 90 percent of NOx, with no particulate matter.

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Update Update Last of the Liberty 200 Series delivered Marking the end of one of the most successful offshore support vessel building programs, the last of 54 GPA 254L AHTS vessels, also known as the Bourbon Liberty 200 series, was delivered early this year at China’s Zhejiang Shipyard.

All the vessels were designed by naval architectural firm Guido Perla Associates, Inc., (GPA) Seattle, WA. The GPA 254L AHTS bears the class notation ABS, +DPS-2, SOLAS, FFV1, +AMS, +AH, Towing Vessel and Offshore Support Vessel.

Back in 2006, Paris-based Bourbon Offshore placed an order with GPA for the Basic Design and Contract/Regulatory Package for 26 of these identical vessels. In 2007, the order was expanded to 54 vessels.

RFP to design new class of S.I. Ferry The Staten Island Ferry, second only to Washington State Ferries in the number of passengers it carries annually, is looking to design a new class of ferry to replace its aging Kennedy and Barberi Class ferries, as well as modify the propulsion systems on its Molinari Class ferries. The one Kennedy Class ferry is over 50 years old and the two Barberi Class vessels are about 30 years old.

The New York City Department of Transportation, Ferry Division, issued a Request for Proposals on July 17 for “Total Design and Construction Support Services for the Construction of New and Modified Staten Island Ferries.”

Respondents must submit their proposals on August 17, no later than 2 PM. Overall, NYCDOT has a fleet of eight ferries in the Staten Island Ferry Service that carry in excess of 20 million passengers annually on the route between Staten Island and Manhattan. The fleet consists of six large vessels with passenger capacities in excess of 4,500 for weekday and weekend day and evening service and two 1,200 passenger Alice Austen Class ferries that operate dur-

ing the overnight hours.

Three of six large ferries, the Molinari Class, entered service between 2005 and 2006. The Molinari Class includes the Guy V. Molinari, John J. Marchi and Spirit of America.

With the exception of the Molinari Class ferries, all of these vessels are either at or are approaching the end of their useful operating lives and must be replaced.

A Preliminary Design Investigation conducted last year examined the feasibility of retrofitting the Molinari Class ferries with Voith Schneider Propellers and using VSPs as a means of propulsion for the new class of ferries. A standardization of propulsion systems across the fleet would allow the NYCDOT to benefit from operational and training advantages, as well as maintenance and spare cost savings.

The RFP is expected to draw interest from some of the leading ferry designers in the U.S.

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OSD to design Chinese-built PSV water ballast, 265 m³ of dry bulk and 170 m³ of base oil. The PSV will have a maximum deadweight load of about 4,000 tonnes at 6 m draft. The PSV will have accommodations for a crew of 28.

The PSV will have diesel-electric propulsion, with four main diesel generators, two 1,900 kW frequency-controlled, electric motor-driven azimuth thrusters aft and two 800 kW frequency-controlled, electric motor-driven tunnel thrusters fitted forward. The vessel will be classed

by Lloyds Register of Shipping and is fitted with a

DP2 system. The expected sea trial speed will be 14 knots.

The design contract follows other recent successes for OSD. Swire Pacific Offshore (SPO) has ordered six high-specification IMT 984 3,700 dwt PSVs from Japan’s Universal Shipbuilding Corporation (USC), with options for four more vessels. The vessels will be built in USC’s Keihin Shipyard and delivered starting from the third quarter of 2014.

These orders follow on from the one placed in late 2011 for four OSD-IMTdesigned IMT 997 5,000 DWT PSVs at USC’s Maizuru Shipyard and four IMT 997 PSVs at the EISA Shipyard, Rio de Janeiro, Brazil.

GulfMark Offshore, Inc. Houston, TX, is expanding its newbuilding program with the addition of two newbuild platform supply vessels to its U.S. flag fleet, according to its most recent filing with the SEC. GulfMark has ordered two DP2 300 Class 286 ft, 8,160 bhp, 5,300 dwt large platform supply vessels from BAE Systems Southeast Shipyards, Mobile, AL, for delivery fourth quarter 2014 and first quarter 2015, respectively. According to the SEC filing, each PSV is expected to cost $48 million each.

In June, according to the filing, GulfMark executed contracts with Thoma Sea Marine for two 286 ft, 5,364 bhp, 3,500 dwt PSVs for deliveries in the third and fourth quarters of next year at an estimated cost of $36 million each.

The latest newbuildngs bring GulfMark’s total to 11 vessels under construction, with seven others for the North Sea.

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Offshore Ship Designers’ UK division OSD-IMT has been awarded a contract to supply the design for a modified version of its IMT 982 Platform Supply Vessel to be built at the new shipyard facility of Honghua Offshore Oil & Gas Equipment in Jiangsu, China.

The 83.2-meter-long PSV will have a deck area of 900 m² and can carry 1,330 m³ of fuel oil, 800 m³ of potable fresh water, 980 m³ of liquid mud/brine, 1,350 m³ of drill water/

GulfMark expands newbuild program

210 º 180º www.marinelog.com

03/07/2012 12:49

AUGUST 2012 marine log 13

Update Bayonne Bridge raising gets fast track Seven infrastructure projects at five U.S. ports have been selected by the Obama Administration to receive a streamlined federal review and permitting process under its We Can’t Wait Initiative. The administration says the initiatives will cut months and in some cases years off of the normal review and permit processes.

Among the projects selected is the raising of the iconic Bayonne Bridge, which connects Staten Island, NY, to Bayonne, NJ. The $1 billion project is necessary in order

to accommodate containerships—whether in light load or full load condition—that must currently wait for tidal changes to pass safely under the bridge. The current air draft at high tide is 152.4 feet. Containerships that use the Port of New York and New Jersey want to be out of the port in no more than 24 hours once they arrive at Ambrose Light.

Right now, the maximum size boxship that can be accommodated by the Bayonne Bridge is 7,000 TEU. However, when the Panama Canal expansion is complete in 2014, boxships of more than 10,000 TEU could be operating to the port. These ships will have to be light-loaded—five high tiers as opposed to eight high tiers— in order to fit under the bridge. This will negate the economic benefits of operating a larger ship.

As a result, the Port of NY/NJ could lose traffic to other East Coast ports that can accommodate the ships, such as Norfolk, VA, or Savannah, GA. The Port Authority of NY/NJ plans to fund the $1 billion to raise the air draft from 152.4 feet to 215 feet above mean

high water, while still preserving the bridge’s historic arch. The majestic arch design of Bayonne Bridge inspired the Sydney Harbour Bridge. The project would be complete by 2016 and allow access to the port’s four main container terminals.

Also in the works is a $1.6 billion U.S. Army Corps of Engineers project to deepen the federal navigation channels to 50 feet, which is due for completion in 2014.

The target date for completing all of the federal permitting and review decisions is April 2013. The coordinating agency for the project is the U.S. Coast Guard.

The other projects selected by the Administration include the deepening of the channels for the Port of Charleston, Port of Jacksonville, Port of Miami, and the Port of Savannah.

In addition, the Port of Jacksonville is seeking to speed the permitting process for its new Intermodal Container Facility, which would increase the port’s ability to handle containers by rail. The port received TIGER grant funding of $10 million to support the $45 million project.

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Ultra deepwater day rates on the rise Ultra deepwater rates are on the upswing in the U.S. Gulf of Mexico and West Africa, if Rowan Companies’ latest fixture is any indication, according to Doug Garber, Vice President at investment bank Dahlman Rose & Co. In a special alert to investors last month, Garber says that Rowan reported it had received a binding Letter of Intent for a three-year global drilling term with REPSOL for its newbuild drillship Rowan Renaissance, which will be delivered in late 2013.

Rowan currently has three newbuild ultra deepwater drillships under construction at Korea’s Hyundai Heavy Industries. Back last year, Rowan announced that it had exercised its option to build a third GustoMSC P10000 design ultra-deepwater drillship with HHI with delivery scheduled for the fourth quarter of 2014 at a total cost of $650 million, including owner-furnished equipment.

Garber believes that the “stronger-thanexpected” fixture could lead Rowan to order an additional newbuilding, since now one of its three newbuild drillships has been spoken for. Dahlman Rose had projected that

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the rig would fix a rate of $600,000 per day. The LOI for the first year in West Africa, however, is $625,000, and, if the rig works in the GOM, $615,000 per day. That’s a rise per day of $15,000 for West Africa and $20,000 for the GOM. Garber notes that Rowan rigs are among the highest specification in the market, so the premium could be related to the rig’s quality.

According to Garber, the last similar fixture in West Africa was for Seadrill’s West Leo semi-submersible, which received a three-year contract at $610,000/day in April. As for the GOM, the Noble Bob Douglas received an estimated rate of $595,000 per day for a three-year term, net of estimated mobilization costs.

Deepwater spending is expected to more than double over the 10-year period from 2012-2021 as compared to the previous 10 years, rising from $435.7 billion to $888.9 billion, according to a Rowan presentation at Analyst and Investor Day this past May. It also highlighted its strategy on

taking advantage of the demand for UDW vessels at the conference (see graphic). Ultra deepwater drilling investment spending will grow even more substantially, more than tripling from $133.7 billion to $545.8 billion.

Rowan expects 69 newbuild drillships to be absorbed in the market, with 15 placed in the GOM, 33 in Brazil, 9 in West Africa, six in East Africa, three in Korea, two in Southeast Asia and one in the Mediterranean.

AUGUST 2012 marine log 15

Update Canada’s STQ orders dual fuel ferry from Fincantieri Canada’s Société des tratium, which drew up prelimiversiers du Québec (STQ) nary plans in preparation for recently awarded a C$148 the project’s tender. The public million contract to Itatender for the ship’s final design ly’s Fincantieri to build a and construction took place 130 m ferry that will have between January and June 2012. dual fuel diesel propulsion Over the coming months, system able to burn MDO Fincantieri will work on the or LNG. The ferry will have detailed design of the ferry, a capacity of 800 passengers which is scheduled for delivery and 180 cars and will be the in late 2014. first vessel in the STQ fleet Fincantieri says “the ferry not to be built in a Quebec will be a concentration of techshipyard. nology and innovation, adoptThe contract, which was The newly ordered ferry ing the most advanced solutions signed by Georges Farrah, will be STQ’s largest at 130 in terms of energy saving and STQ Chairman and CEO, meters low environmental impact.” and Gabriele Cocco, ExecuIts diesel-electric propultive Senior Vice President Fincantieri Mer- sion system will include four dual fuel diesel chant Vessels, will benefit from funding power generators. from the Government of Quebec, which Two electric propulsion engines will controls STQ. operate azimuth thrusters, each equipped In January 2010, the Quebec Ministry with two counter-rotating propellers, which of Transport awarded a contract for naval together with transverse propellers, will give architecture and engineering services to Del- the ferry exceptional maneuverability. tamarin/Navtec, a Finnish-Canadian consorThese characteristics, combined with a

complex and extensive system of ramps and doors at both bow and aft, will allow the vessel to load and unload very quickly.

The ship will be certified in the highest class designated by international classification societies for this type of service and will also be built to Ice class 1 A and propulsion class 1 AS. The ferry will be used for multiple services on the Matane-Baie-Comeau-Godbout route, which employs 115 people and, with 1,600 sailings a year, allows more than 200,000 passengers and over 116,000 vehicles to travel from shore to shore. It provides year-round links between Gaspé and North Shore.

Wärtsilä designing dual fuel PSVs Wärtsilä is designing three 92.5m dual fuel Platform Supply Vessels (PSVs) for Remøy Shipping. The PSVs, which will go to work for Statoil, will be built at Kleven in Norway and will be operational by the end of 2014. See more at www.marinelog.com

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insideWashington

Cummings’ bill looks to bolster U.S. merchant marine

I

n an effort to support the U.S. merchant marine industry, Rep. Elijah E. Cummings (D-MD) and Rep. Jeff Landry (R-LA) last month introduced the Saving Essential American Sailors (SEAS) Act, H.R. 6170. The legislation would ensure American food aid is transported in U.S.-flag, U.S.-crewed ships by repealing Section 100124 of the highway transportation bill, MAP-21, which passed last month.

SEAS has 14 co-sponsors and has been referred to both the Committee on Transportation and Infrastructure and Committee on Armed Services.

SEAS specifically targets Section 100124 because it reduces the amount of U.S. food aid required to be carried on U.S.-flagged ships from 75% to 50%, jeopar-

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dizing up to 2,000 American maritime jobs. The U.S. Maritime Administration estimates that the enactment of Section 100124 could cause the U.S.flag fleet to lose 16 vessels and $90 million in annual revenues.

“The number of vessels in the U.S. flag and the percentage of U.S. cargoes carried on American vessels have continued to fall in recent decades,” says Cummings. “Currently, there are fewer than 100 U.S.flagged vessels in the foreign trade, and these vessels carry less than two percent of U.S. cargoes. If we allow a further decline in this fleet and the loss of additional mariner jobs, we risk leaving our economy and indeed our military dependent on foreign-flagged, foreignowned vessels manned by non-U.S. citizens—a situation that would be intolerable.”

Rep. Landry says, “This is what happens when Washington rushes bills; we don’t fully debate them or understand their ramifications. Section 100124 will mean that American taxpayers will be paying foreign workers while American mariners sit on the beach. I hope my colleagues from both sides of the aisle will join us in fighting for our American workers and quickly pass the SEAS Act.” In a May 2011 letter, Commander of the United States Transportation Command General Duncan McNabb wrote that “over 90 percent of all cargo to Afghanistan and Iraq has been moved by sea in U.S. flag vessels” and noted that U.S. cargo preference laws and the Maritime Security Program have helped in “ensuring the continued viabil-

ity of both the U.S.-flag fleet and the pool of citizen mariners who man those vessels.”

“This ill-conceived change in our cargo preference laws would literally ship American jobs overseas,” says Rep. Nick Rahall (D-WV), one of the co-sponsors of SEAS. “The SEAS Act provides a sensible solution to correct this flaw in the surface transportation bill. It is a job-protecting measure that merits smooth sailing through Congressional consideration and enactment.”

“The SEAS Act will undo a short-sighted provision that dealt a huge blow to job creation at a time when the maritime industry is already hurting,” says Rep. Rick Larsen (D-WA). “Congress should be doing everything it can to create jobs.”

AUGUST 2012 marine log 17

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GREEN AUGUST 2012

Technologies

& Sustainable Shipping

Creating the sustainable shipping roadmap

The new Damen aSD Tug 3212 a milestone in asD Design n n n n n n n n n n

revised hull form for higher speed dry foredeck due to higher bow operational excellence in 3 m wave height 85 tons bollard pull 14.5 knots sailing speed crew can see and operate everything from the main deck new type of render/recovery winch new type of towing bitt new super-absorbent bow fender lots of options, incl. ice-class, Fi-Fi 1, aft crane and aft winch

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Damen has developed a brand new generation of tugs in the 80 t bollard pull range. The new ASD 3212 fits perfectly with current market developments where many projects are located in more open and challenging waters, such as those off Northern Australia.

Tug operators need to be able to cope with higher wave heights and need more powerful tugs, given the increasing size of tankers and container vessels. With the powerful ASD 3212 customers get a state-of-the-art vessel of a proven and tested design. coen boudesteijn Director tugs Damen sHiPYarDs www.damen.com | americas@damen.nl | +31 (0)183 63 99 11

Da m en sH i PYa r Ds gro u P is a bo u t Prov en t ecH n o lo gY – t H at’ s w H Y w e bu i l D 4 0 % o F t H e wo r l D’ s n e w t u gs

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GREEN TECHNOLOGIES

Creating a roadmap for sustainable shipping In today’s global economy, the case for incorporating sustainability measures that generate significant efficiencies is compelling for any industry, but none more so than shipping.

“Using less energy saves you money” is a powerful message. However, despite the pressing need for efficiency, sustainability is still sidelined on the boardroom agenda, perhaps as a result of the lack of a clear regulatory path or pre-occupation with short-term survival.

Apprehension about the cost of change and a lack of certainty around how to make sustainability scalable are common issues, but there are actions that can be taken now to provide a clear view of individual companies’ (and therefore the industry’s) emission levels and shape future regulation.

As MEPC64 approaches and further emissions regulation is on the agenda, shipping could be exposed to further carbon risk in the form of penalties as a result of lack of compliance unless action is taken to measure and manage emissions.

Existing IMO regulation including

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EEDI, SEEMP and EEOI, provides a foundation on which to build—and it is important that shipping does go beyond these requirements. SEEMP in particular is a great example of regulation that provides a foundation for compliance with a monitoring and reporting process. While there are some in the industry that perceive this as nothing but monitoring emissions and using this across your organization—a form of “SEEMP Plus”—you will generate genuine efficiencies as well as create industry-wide transparency on shipping’s true emission figures.

Ensuring that SEEMP is not seen purely as a piece of paper will take time—incorporating this type of process requires behavioral change and a cultural shift across the industry.

However, by acting now to instill the significance of measuring energy efficiency as a part of daily operations, shipping stands a far greater chance of being able to compete with the other supply chain industries that make up the global transport network. Aviation and road transport offer an insight into the

future of shipping. By creating a roadmap for ourselves that takes into account shipping’s own unique criteria while ensuring that future regulation is viable relies on the transparency of data that can only be achieved through measurement and ongoing monitoring and reporting.

Standardizing measurement is essential for shipping to make progress in reducing its carbon footprint.

UNFCCC and EU guidelines already provide the foundation for a methodology to work with, citing completeness, consistency, cost-effectiveness, transparency and faithfulness as the principles for any effective monitoring and reporting process.

Measuring your carbon footprint to understand your starting point and monitoring reduction methods on an ongoing basis is essential.

Embedding measurement and therefore emissions reduction as part of a process within an organization demands a level of expertise and while there is a steadily growing awareness of regulation, abate-

Continued on page G5 AUGUST 2012 MARINE LOG G1

Complete Packages for ALL Vessels Whatever your vessel size or type may be, Kobelt can provide a complete package of engine controls and steering gear to meet your needs. Custom systems are also available.

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Leaders in Quality Controls, Steering and Disc Brakes Since 1962 when it was established, Kobelt Manufacturing Limited, Surrey, B.C., Canada, has been committed to efficient, high-quality manufacturing of the finest marine controls in the world. Starting with its first line of pneumatic controls, Kobelt has been dedicated to rugged construction, quality materials and prompt delivery to its customers.

Kobelt quality translates into durable, longer-lasting, reliable equipment, which means less downtime for vessel operators.

And, because, Kobelt manufactures everything in-house using advanced fabrication techniques, low-emissions machinery and high-precision casting, there is

less waste and greater efficiency—all of which is better for the environment.

A HISTORY OF QUALITY & INNOVATION Founded almost 50 years ago by Jack Kobelt, Kobelt Manufacturing is an international leader in marine technology, with a commitment to manufacture the finest integrated steering and engine control products on the market today, including custom solutions to fit almost any vessel application.

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Though born in Canada, Jack Kobelt spent most of his early youth living in Switzerland. Trained as a machinist, but presented with few opportunities during WWII, Jack decided to move back to Canada in search of work.

While working on-board a vessel as a marine engine mechanic for a local engine supplier, Jack responded to the Chief Engineer’s frustration for some controls that would make the ship move better, by simply making them himself. Back at his home on Dumfries Street in East Vancouver, Jack skillfully crafted the controls for the ship that were not only efficient, but met the Chief Engineer’s exact wishes.

Quality, precision, style and endurance—qualities that make Kobelt products go the distance and stay the course. Rated fivestars and built to last, every one of them is backed with the best warranty in the industry along with worldwide sales and support.

LINE OF STEERING CYLINDERS Always refining its product line to meet customer demands, Kobelt’s line of steering cylinders were created for the budgetminded operator. These are for vessels in the 22 to 40 meter range for the pleasure craft market or 15 to 30 meter range for the commercial workboat market. The line of steering cylinders are priced at the same low price point as lower quality, substandard industrial cylinders, yet reflect the same Kobelt superior quality that the company is known for. Even though extremely economical, these new cylinders will last just as long as Kobelt’s other cylinders, resulting in less material build-up in landfill sites.

This early success story proved his skill at recognizing the needs of a growing marine industry, and Jack decided to start a business that would cater to those needs on the west coast.

LONGEVITY GUARANTEED Constructed out of durable bronze and stainless steel, Kobelt products are made to last and withstand the most rugged conditions.

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Kobelt backs every one of its products with the best warranty in the industry, along with worldwide sales and support.

Visit www.kobelt.com for more details on the company’s products and services.

AUGUST 2012 MARINE LOG G3

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The Northern Lights Hybrid Marine System utilizes a Lugger propulsion engine, a traction generator, a power control system, an AC-traction motor and a Lithium ion battery storage system. Energy is held in the battery pack and metered as needed for propulsion or AC power through the power control system. The engine is only started and run when the

batteries are discharged to a predetermined level and then only run at the RPM required to make enough power to satisfy the load, making it extremely efficient, clean and quiet.

Available in 3 phase, 60 or 50 Hertz configurations, the amount of power produced and stored can be customized to fit a vessel’s requirements. The entire package is designed to be clean, quiet, and environmentally responsible and will reduce exhaust emissions, energy waste and fuel costs.

Optimized components are standard in the Hybrid Marine System.

The engine is able to operate at its optimal point on the fuel curve at all times. Load demand is met without over or underloading the ship’s power supply, eliminating wet stacking. The modular hybrid components require no regular service and have been customized to provide troublefree function in the harsh marine environment.

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Northern Lights is pleased to introduce its Hybrid Marine System - a tested, versatile solution for marine propulsion and AC hotel power. Powered by a continuous duty Lugger engine and utilizing components that have logged millions of hours of hybrid energy savings, Northern Lights Hybrid Marine is a clean, efficient, single-source system that can be easily configured to a wide variety of marine applications. Visit our web site, or contact your nearest Northern Lights representative for more information.

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G4 MARINE LOG AUGUST 2012

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GREEN TECHNOLOGIES Continued from page G1 ment measures and principles, shipping is still very much undergoing an education. Expert guidance is therefore often necessary to enable you to create a comprehensive database of your historical emissions that will provide the basis for ongoing monitoring on a daily basis.

Conducting a full on-board energy audit to assess each vessel’s operational pattern, establish energy consumption key performance indicators and identify potential energy saving opportunities itself opens the doors to genuine savings. A thorough cost benefit analysis of the various technical and operational measures that will deliver optimum emissions reduction can then be carried out to ensure that the most relevant measures for your organization and fleet are used.

Evaluating your baseline carbon foot-

print and using this data to set realistic reduction targets that can be met costeffectively is at the heart of any emissions control program.

Finally, an outsourced provider can also deliver valuable training for onboard and onshore personnel of SEEMP and its procedures, which will be crucial to truly implement energy efficiency measures and achieve reductions across the board.

Monitoring is fundamental to making progress on emissions reduction, and while the industry appears to be in agreement that a formal process is needed, making this a reality by adopting measurement as a part of daily operational life will be the next emissions reduction milestone.

ML

About the author Helena Athoussaki is the Director and CEO of Carbon Positive, a Greece-based maritime carbon emissions consultancy firm.

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AUGUST 2012 MARINE LOG G5

Burt Williams is saving 414,608 gallons of fuel today

you See M 20 at S0M /B5.2 0

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P Per day! Together with Imtech Marine Burt is n now exploring other opportunities to save on fu fuel consumption, reduce emissions and lower tthe cost of ownership. He is enjoying it. th O Only Imtech Marine offers sustainable whole sh ship solutions, balancing efficiency and quality.

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PROGRESS

GREEN TECHNOLOGIES ADVERTISEMENT

Historic hybrid propulsion project Imtech Marine is taking part in a pioneering project by supplying a hybrid propulsion system, consisting of diesel electric in combination with battery technology, to the first ever hybrid seagoing ferries.

Imtech Marine was awarded the contract for the two hybrid ro-ro vessels in December 2011 by the Scottish state-owned ferry operator, Caledonian Maritime Assets Ltd (CMAL), which operates 30 ferries on Scotland’s west coast to 18 islands.

CMAL has embarked on an extensive newbuild program to replace its traditional diesel mechanical vessels, with much greener vessels.

This drive is coming from the company, as well as the Scottish government, which wants the transport sector to reduce its emissions by at least 20% by 2020 under its Climate Change Delivery Plan.

“So rather than build the same vessels that we have done in the last 30 years,” says Jim Anderson, CMAL Electro Technical Superintendent, “we were looking to improve them.” However, Anderson stresses the new ferries have to be able to provide the same service and reliability, while reducing fuel consumption and emissions.

CMAL ordered the ferries from Ferguson Shipbuilders, Glasgow, in November 2011, with the first vessel set for delivery in May 2013.

TECHNICAL EXPERTISE VITAL “Right from the start we knew that an important part of the green consideration was the ability to integrate the battery propulsion with diesel generators and the electric propulsion system if this ship was going to be a success,” says David Henderson, Project

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Manager of Ferguson Shipbuilders.

“We needed a specialist company with a high level of technical expertise and it was important that this integration was taken care of by one supplier. We couldn’t go to a company that had done it before because it simply hadn’t been done before!”

Ferguson then evaluated companies on their reputation and technical background and whether they “could demonstrate an understanding of both the shipyard’s requirements and our customer’s requirements. They then had to convince us that they could take this on and produce a design, the hardware and deliver a fully integrated solution to what is a very complex problem.

“Imtech ticked all the boxes,” stresses Henderson. “The single most important player in the project is the technical electrical integrator. Without having a good integrator the whole project could collapse!”

“CLEVER SOLUTION” Even with his engineering background, Henderson was surprised by the technical challenges of the project. “Having a battery and interfacing it with a generator set and managing different types of power and integrating them is obviously difficult. How you control and manage totally different power sources is crucial. Imtech Marine has come up with a very clever solution and we have no doubt it is going to work.”

Imtech Marine’s office in Glasgow was also an added advantage.

“We are working very closely with the Glasgow branch and with the Netherlands HQ. Being

a small company we wanted to communicate directly with a small number of people. We communicate on a day-to-day, person-to-person basis, the relationship is really first class.”

RENEWABLE ENERGY USE In the peak summer months the vessels are in operation 10-12 hours a day, but this reduces to 6-8 hours in winter. This gives CMAL a 12-hour window where the batteries can be charged overnight.

“We can take advantage of the surplus electricity because of the low demand during the night and we have the advantage of paying the lower electricity tariff.

It is ideal because we are not taking the energy from the islanders and we can put it to good daily use propelling the vessel.”

Eventually, this electricity will also come from a renewable energy source, making the ferries even more environmentally friendly.

Although projects are in the early stages, CMAL is considering wind and wave energy given the locations of the islands.

FUEL SAVINGS of up to 20% The potential fuel savings are impressive. According to prediction calculations following model tests, the vessels will reduce fuel consumption and CO2 emissions by at least 20% and this is in a worst case scenario - based on operating at maximum service speed, at full capacity and at full draft.

AUGUST 2012 MARINE LOG G7

MAKE YOUR PLANS TO ATTEND THE ENVIRONMENTAL EVENT OF THE YEAR

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September 20-21, 2012 Washington Marriott Hotel Washington, D.C. Sponsors

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agenda Moderators: Jeanne Grasso, Esq., Partner, and Greg Linsin, Esq., Partner, Blank Rome LLP

September 20

September 21

Continental breakfast | Sponsored by ABS Americas | Expo open

Continental breakfast | Sponsored by ABS Americas | Expo open

Keynote address: Environmental compliance, a regulator’s perspective VADM Peter V. Neffenger, Deputy Commandant for Operations, U.S. Coast Guard

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What’s going on Washington?

Jon Waldron, Esq., Partner, Blank Rome LLP Coffee break | Sponsored by Jeppesen, a Boeing Company | Expo open

Voyage optimization: the next step for weather routing Jeremy Langdon, Commercial Marine Industry Director, Jeppesen, a Boeing Company Coffee break | Sponsored by RWO GmbH - Marine Water Technology | Expo open

Environmental crimes Rethinking waste Peter Tsantrizos, PhD, President & CEO, Terragon Environmental Technologies, Inc. Cutting emissions inside the diesel and outside through after-treatment Les Gingell, VP, Marine Sales, MAN Diesel North America Luncheon | Sponsorship available | Expo open Luncheon address: Pressing environmental issues RADM Robert C. North, USCG (Ret.), President, North Star Maritime Inc. U.S. Coast Guard ballast water management regulations Richard A. Everett, Ph.D., Environmental Standards Division, U.S. Coast Guard

Bringing LNG-fueled vessels to the U.S. market Bill Lind, Dir., Business Development & Technology, ABS John Hatley, Americas VP Ship Power, Wärtsilä W. Philip Nuss, VP, Engineering & Program Management, TY Offshore Luncheon | Sponsorship available | Expo open Luncheon address: Creating a corporate culture of compliance Paul Londynsky, VP - SQE & Chief Security Officer, Matson Navigation The logistics of bunkering LNG vessels Robert Kamb, Managing Partner, Mystic River Partners, LLC Ship Energy Efficiency Management and EEDI Tony Teo, Business Development Dir., DNV North America, Maritime Hybrid and alternative fuel vessels

Panel presentation: Ballast water technology and standards Moderator: Clay Maitland, Chairman, NAMEPA Tom Mackey, Senior Consultant, Hyde Marine Gernot Seebacher, President, Hermont Marine Inc. Charles Dorchak, Dir. of Environmental Solutions, ABS

Adjourn Program subject to change/augmentation.

Energy break | Sponsored by DNV | Expo open Tools for ship energy efficiency and management Fernando Lehrer, VP Development, ABS Nautical Systems Operator roundtable Joseph Cox, President & CEO, Chamber of Shipping of America Phil Morrell, VP, Marine & Terminal Operations, Totem Ocean Trailer Express Additional panelists from ship operators Cocktail reception | Sponsorship available | Expo open

Exhibit and sponsorship opportunities Contact Jane Poterala, Conference Director, at tel. 212-620-7209 or jpoterala@sbpub.com

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GREEN TECHNOLOGIES ICS pressures IMO for low sulfur fuel study “The need to move forward the IMO study is more important than ever now that the European Union has signaled that it will definitely implement the 0.5% requirements in 2020,” says International Chamber of Shipping (ICS) Secretary General, Peter Hinchliffe.

The ICS is pressing IMO to accelerate a study in the global availability of low sulfur fuel for ships.

ICS has expressed concern over whether sufficient fuel will be readily available to enable ships to comply with strict IMO regulations aimed at reducing sulfur emissions—and if there is an insufficient supply, whether the cost for those

distillate and its economic impact on shipping should not be underestimated.

“It is essential that a global fuel availability study is carried out sufficiently in advance of 2020 in order to give the refiners adequate time to invest and react,” says Hinchliffe.

“The major refinery upgrading required could take a minimum four or five years, perhaps longer, and we fear that completing the study in 2018 would simply be too late.”

In its submission to IMO, ICS has suggested that a preliminary IMO study of the availability of compliant fuel, taking into account the introduction of the 0.1% sulfur in fuel

ships which are able to obtain the required fuels might be prohibitively expensive.

There is already a formal mechanism in MARPOL Annex VI for IMO to complete a review, by 2018, of progress made towards meeting the demand for 0.5% sulfur fuel that must be used globally outside of Emission Control Areas (ECAs) by 2020 or 2025. However, ICS stresses that the enormity of the switch to

requirements to be used in the Baltic Sea, North Sea and the North American ECAs in 2015, would provide a suitable test case. Such a study would provide a projection of possible scenarios resulting from the introduction of the 2015 0.1% ECA standard, against the background of the world market. This could then be considered in comparison with the real situation encountered in ML 2015.

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AUGUST 2012 MARINE LOG G13

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Cummins Generator Technologies gets PSV back working quickly with new Stamford generator Working in the North Sea, one of the world’s most challenging marine environments, the U.K.’s Fletcher Shipping, Aberdeen, provides flexible services to the offshore supply sector, with its fleet of two modern vessels. Fletcher Shipping focuses its service on quick response times to effectively meet the needs of its customers.

Established in 2007, Fletcher’s primary ship is the 81.9-meter-long M/V FS Aquarius, a UT705 design, 6,600 bhp Platform Supply/Pipe Carrying Vessel. The FS Aquarius is consistently on a busy schedule making trips from Scotland to the North Sea every two to three days. The other vessel in Fletcher Shipping’s fleet is the 84-meter-long FS Pegasus, a UT745 design offshore support vessel, which the company purchased in 2009.

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AUGUST 2012 MARINE LOG G15

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GREEN TECHNOLOGIES

The new age of thermal treatment: MAGS When people think of waste, they think of useless and unwanted materials that upon accumulating require discharge from their environment to another, preferably one far away. This is not sustainable. As long as we export our waste, we cannot recover the potential resources contained within. Introducing MAGS— Micro Auto Gasification System is a patented technology which aims to enable individuals to treat their own waste locally while recovering resources.

MAGS fulfills its mandate to essentially “cook” a wide variety of waste by thermally breaking down hydrocarbons into solid carbon and synthesis gas, and then using the

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the waste in a small furnace using diesel and in the presence of a lot of excess air.

synthesis gas to fuel the system. The process yields a small amount of “bio-char” that is not only safe to discharge, but also many times less voluminous than the original waste, as little as 5%. The inorganic carbon or bio-char can be used for various applications, such as soil enrichment amongst others. In comparison, most small scale incinerators burn

The combustion temperature is greatly influenced by the composition of the waste and there is usually limited or no exhaust gas cleaning system. Under these conditions, a number of toxic pollutants can form including dioxins. It is for this reason that in many parts of the world, small incinerators are not allowed to be operated on land or at port. Because of our unique process, MAGS surpasses industry emission standards, and thus offers solutions where there are no other viable alternatives. www.terragon.net

AUGUST 2012 MARINE LOG GC3

PROCEDURES FOR

PORT STATE CONTROL 2011 2012 Edition

visit www.imo.org for your local distributor

BY CAPT. ANDY GOLDSMITH, MARITIME PROGRESS

WASTEHANDLING ShipBuilding

Big changes are in store for handling waste onboard starting January 1, 2013

T

he exponential increase in the world’s population and, in particular, its concentration in urban areas has lead to the expression “Population Time Bomb.” This, in just three words, describes the seriousness of the environmental threat caused by overcrowding and the ever increasing industrialization of regions, previously devoted to agriculture. The resulting increase of waste material and its management and disposal are a growing concern for national and international bodies.

The environmental impact of this “Garbage Time Bomb” is being felt in our oceans. In the world’s oceans there are five regions of circulating ocean currents known as gyres in which floating debris tends to accumulate. In the Pacific Ocean there are two vast regions of marine litter caused by the dumping, either collectively or individually of mainly plastic material. Known as the Great Pacific Garbage Patches, they are characterized by exceptionally high concentrations of plastics, chemical sludge and other debris trapped by the currents of the North and South Pacific Gyres.

The scale of the problem is horrifying.

While the exact size is not known, some www.marinelog.com

estimates have reported that the Great Pacific Garbage Patch is the size of Texas and contains roughly 3.5 million tonnes of rubbish consisting of old fishing nets, plastic bottles, crisp packets, plastic containers, plastic components of all descriptions, ice cream tubs and lumps of polystyrene.

Until the mid- to late-70’s, it was generally believed that the oceans could absorb anything that was thrown into them. After leaving port and once out of sight of land, the ship’s crew felt it was free to dispose of all manor of garbage over the stern rail. It is true that in those days the amount of packaging was far less than it is now and plastics were not as prominent.

Research has shown that a small piece of paper will only take two to four weeks to dissolve at sea, but a piece of painted wood will take 13 years, a tin can 100 years and a plastic bottle 450 years.

Therefore, much of the litter disposed of into the seas during the last century is still affecting the marine environment today.

Ships are not the only source of garbage affecting the marine environment; the increase in tourism and land-based

industrial activity has contributed over the years. However in some areas of the world most of the rubbish found in the ocean and on the beaches comes from passing ships that throw trash overboard rather than dispose of it in port.

In previous decades and in some areas of the world today the lack of garbage reception facilities in port has left the mariner with very little choice but to dispose of garbage overboard. I recall some port authorities being aghast to find a vessel wanting to land rubbish and the ship’s agent not understanding why it wasn’t disposed of prior to arrival. These situations and attitudes have changed and many ports now allow for both general and recyclable garbage.

DELAYING THE TIME BOMB Persuading people on land and afloat not to use the oceans as a rubbish bin is a matter of education. For the Marine industry 1988 saw the introduction of MARPOL Annex V, which sought to eliminate and reduce the amount of garbage being dumped into the sea from ships.

The Annex disallowed the dumping of plastics anywhere at sea and severely restricted the disposal of other forms of AUGUST 2012 MARINE LOG 19

Photo: NOAA

GARBAGE TIME BOMB

ShipBuilding

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Rethinking waste Starting in January 1, 2013, there are big changes coming in the way waste will be handled on board ships that will place more of a burden on a ship’s master. “We need to change the way we think about waste,” says Dr. Panayotis (Peter) Tsantrizos, President, Chief Executive Officer, and Director of Montreal-based Terragon Environmental Technologies Inc. Tsantrizos says Terragon Environmental’s approach to waste was to eliminate the need to store it and haul it away. “We wanted to come up with a solution where everyone could handle their own waste. It’s about changing people’s minds about how they see waste.”

Established in 2004, Terragon Environmental Technologies believes it has developed an innovative, “zero-waste discharge management solution to handle solid waste for shipboard or land applications.

Called the Micro Auto Gasification System (MAGS), it is compact, envi-

Terragon Environmental Technologies’ President Peter Tsantizos with a MAGS unit at the company’s factory in Montreal

ronmentally friendly solid-waste treatment appliance. Terragon developed the award-winning technology with the support of the US Navy and Canada’s Department of Defense for use in naval vessels and isolated communities.

For example, MAGS was installed and

succesfully tested on the HMCS Protecteur in early 2011 and used for six months by the U.S. Marines at Camp Smith for evaluation by the U.S. Department of Defense. MAGS is expected to be used in future Canadian and U.S. Coast Guard and Navy vessels and the U.S. Marines, says Tsantrizos. Terragon Environmental has also received orders for commercial shipboard and platform applications.

MAGs has the ability to convert all organic waste, such a plastic, paper, food, wood used oil, sludge, etc. into an ashlike substance called bio-char, water and syngas. Metals and glass are sanitized for recycling. And an added benefit is that MAGS actually uses the syngas as its main source of energy.

What Terragon Environmental was very conscious of in the development process was to create a practical, easy-to-use appliance, like an everyday household appliance, says Tsantrizos.

A simple push of a button initiates a carefully controlled thermal treatment process that “cooks” the waste in a hightemperature (750°C), low-oxygen, environment. In a single hour, MAGS can process up to 40 kg of as-received waste.

The waste is generally reduced to about 5-8% of its total weight in biochar.

Once more, MAGS is energy efficient and extremely clean, complying with air emission regulations for incinerators worldwide.

Terragon has also developed an appliance for handling liquid waste streams.

Working with Sustainable Development

Technology Canada (SDTC), the Canadian Department of Defence (DRDC) and the U.S. Navy (US ONR). The system is called Wastewater Electrochemical Treatment Technology (WETT) and is designed to handle specifically:

• sewage • gray water from showers, kitchens, laundry and cleaning • oily water • greasy water The WETT system is designed with the same approach as MAGS—compact and simple to use. It can remove bulk and suspended solids, and dissolved solids. It also inactivates pathogens such as bacteria, viruses, molds and spores.

WETT combines a variety of physical separation approaches and advanced wastewater treatment processes based on electrochemistry.

ML 20 MARINE LOG AUGUST 2012

www.marinelog.com

WASTEHANDLING ShipBuilding

STOPPING THE TIME BOMB The United Nations recognized that more needed to be done. The International Maritime Organization (IMO) was invited to review MARPOL Annex V and to assess its effectiveness in addressing sea-based sources of marine debris. The review commenced in October 2006 and the IMO consulted with relevant organizations and bodies from around the world. The Marine Environment Protection Committee (MEPC) approved amendments to the Annex in the autumn of 2010 and adopted them at the 62nd session of MEPC in July 2011.

The amendments have fundamentally changed the Annex as highlighted here:

• Discharge of all garbage into the sea is prohibited, except as expressly provided otherwise.

• The number of categories of garbage has been increased including a definition for cargo residues.

• Some cargo residues and cleaning agents can be discharged as long as they are not harmful to the marine environment.

• It is incumbent on the owner/master to prove that discharged material is not harmful to the environment.

• The requirements covering

Marine wildlife, such as this sea turtle, can become entangled in discarded nets, leading to injury, illness and possible death

Photo: NOAA

garbage depending on geographical area, type of garbage and distance from the coast. It also obliged governments to provide garbage reception facilities for visiting ships. Since introduction there has been a reduction in the amount of garbage; however recent surveys have produced up to 10 tons of garbage per mile of coastline and it is clear more needs to be done.

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Photo: NOAA

placards, garbage record books and Garbage Management Plans have changed.

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lowing maxim sums it up: “Avoidance before Reduction before Recycling before Disposal.”

Enforcement Perspective of the problems have certainly improved in recent times but the old idea that the sea can cope with anything still prevails to some extent and it is therefore important to ensure vigorous enforcement of regulations such as Annex V. Port control officers are empowered to inspect ships for compliance and where there is clear evidence that the master and crew are not familiar with procedures, relating to the prevention of pollution by garbage, the ship can be detained until this is rectified. It is therefore essential to not only follow the regulations but also provide evidence that this is the case onboard.

THE BURDEN OF PROOF The combination of increased garbage categories, clearer definition and the declaration that the discharge of all garbage is prohibited unless expressly allowed has burdened the ship with additional responsibility. Garbage that fits into a specified category can only be disposed of under certain circumstances; conversely garbage that does not fit a categorization cannot possibly be discharged into the ocean. The burden of proof has shifted so that the master must now be able to prove that any discharge from his vessel will not cause harm to the marine environment. The revised annex has also made changes with regard to the size and type of vessel required to comply with certain regulations contained within it. Ship owners and operators are advised to prepare for this change of emphasis with regard to marine garbage disposal by reviewing the current onboard placards, log books and manuals.

Further advice can be obtained from IMO, Flag state and specialist marine publishers such as Maritime Progress Ltd. PLACARDS Annex V requires every ship of 12 meters or more in length to display placards notifying passengers and crew of the disposal requirements of the regulation. The placards should be written in the working language of the ship’s crew and where necessary in English, French or Spanish for ships travelling to other States’ ports or offshore terminals.

GARBAGE RECORD BOOK Every ship of 400 gross tons and above, every ship certified to carry 15 www.marinelog.com

WASTEHANDLING or more passengers engaged in voyages to ports or offshore terminals under the jurisdiction of another party to the convention and every fixed or floating platform shall be provided with a Garbage Record Book unless specifically excused by the administration. This log book will be used to record all instances of garbage disposal both at sea and to port reception facilities.

Vessels that can adequately account for all their garbage are unlikely to be wrongly penalized for dumping garbage when they have not done so.

GARBAGE MANAGEMENT PLAN The requirement to carry a garbage management plan has been extended to all ships of 100 gross tons and above, every ship certified to carry 15 persons or more and fixed or floating platforms shall carry a Garbage Management Plan.

The plan is required to have written procedures for minimizing, collecting, storing, processing and disposing of garbage, including the use of equipment on board and will designate the person or persons onboard in charge of carrying out the plan.

ATTITUDES AND PROCEDURES NEED TO CHANGE In the previous version of Annex V, ships could under certain circumstances dispose of general garbage overboard in the revised annex this is now expressly forbidden. The disposal of dunnage is a good example of how this amendment will require the marine industry to make some swift changes.

Dunnage previously categorized as general garbage that will float could be discharged outside of special areas and more than 25 miles from the coast.

Under the new Annex V, this is not possible and it appears the master has two options open to him either incinerate or transfer ashore. Many existing ships will not be able to physically handle the volume requiring incineration and many port reception facilities will not be capable of handling a large intake of dunnage without considerable investment and planning. With no option but to comply with the regulations it is likely the cost of disposal will have to be met by the shipper with the cost taken into account at the time of signing the charter party.

Managers of ships and port authorities need to act swiftly as these amendments enter into force on the 1st of January 2013. New posters, garbage management plans and record books relating to these changes will be available during the second half of 2012 from some www.marinelog.com

marine publishers. It would be advantageous to ensure that management and ships’ crews have this information to hand in good time.

ABOUT THE AUTHOR Capt. Andy Goldsmith is the Marine Technical Manager of Maritime Progress, manufacturer of marine signage and specialized

ashore.

publisher of marine books and posters.

Married for more than 30 years with three children and an active member of the Nautical Institute, Goldsmith spent a number of years at sea, including 10 with Texaco and another 19 years with Smit International both at sea and ML

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AUGUST 2012 MARINE LOG 23

ShipBuilding

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TA N K E R S

GREEN SPEED WSF’s Super Class ferry, the Hyak, to undergo conversion to hybrid propulsion The word Hyak comes from the Chinook Jargon meaning fast. And in 1967 when the Super Class ferry M/V Hyak was first put into operation by Washington State Ferries the vessel more than lived up to its name. Its design enabled the 382 ft ferry to reach a cruising speed of 17 knots and its generators to run at full speed, powering the motors at a constant 900 rev/min. This design made perfect sense in 1967 when there was an abundance of fuel and the data regarding the effects of greenhouse gas (GHG) emissions was virtually non-existent. Now, however, this design is proving to be detrimental.

The problem, according to the WSDOT, is that the Hyak’s generator speed can’t be turned down. Essentially, the generators have two modes of operation: ON and OFF, making for an inefficient operation and producing unwanted pollution. So what’s the nation’s largest ferry operator going to do to change that?

Well, as part of the vesthe WSDOT’s emissions— QUICK FACTS sel’s planned renovation, a number that the state ON THE HYAK WSF is aggressively taking expects to reduce substan• Part of the Super a greener appoach, converttially by 2020. And recently, Class ferry series ing the Hyak’s diesel propulWSF made headlines when • Built in 1967 sion system to a hybrid one. it announced its Issaquah • 382 ft x 73 ft x 18 ft The vessel won’t be the class, comprised of six ves•Max Passengers: 2,500 first to undergo such a consels, would undergo conver•Max Vehicles: 144 version. A number of ferries, sion to operate on LNG—a •Max speed: 17 knots most notably Hornblower conversion that will likely • Currently runs on 4 Cruises and Events’ Hornhelp the operator reduce diesel engines producblower Hybrid vessels (curCO2 emissions by up to 20%. ing 8,000 hp rently in operation in both OUT WITH THE OLD San Francisco and in New With the Hyak, though, York City) are prime examples of what ingenuity, innovation and the WSF sought to take its green renovation desire to go green can accomplish. And a step beyond its current practices, and thinking green is not a foreign concept while LNG wasn’t the answer for the vessel, a hybrid system was. Why? The to WSF. Currently the operator has a num- plain and simple answer, aside from the ber of practices in place to optimize per- fact that the 45 year old vessel needed formance and reduce emissions across to be renovated (its the last of the super its entire fleet—and with good reason. class to undergo a power plant replaceThe state’s ferries produce up to 63% of ment), was that a hybrid system would

WSF’s GREENER WAYS

• Slow and steady

While the news of the conversion over to LNG on its Issaquah class and hybrid propulsion system on the Hyak are making headlines,WSF has a number of practices already in place to reduce its fleet’s fuel consumption and emissions.

24 MARINE LOG AUGUST 2012

The operator slows its ferries down. A vessel traveling at a lower speed reduces hull drag.

Reduced hull drag reduces fuel consumption.

• Fuel monitoring systems The ferry operator uses fuel monitoring systems to help the vessel operator understand the correlation between how a vessel is operated and its fuel consumption.

• Alternative fuels

WSF implements the use of biodiesel fuel over diesel on 17 of its 23 vessels, with another five expected to use biodiesel by the end of this year. www.marinelog.com

FERRIES ShipBuilding lead to a more optimized performance.

The current propulsion controls, switchboards, and Motors 1 & 2 were put in place in 1967—each had a life cycle of 30 years and expired in 1997— but have yet to be replaced. Meanwhile, the diesel generators were replaced in 2002, but with a 10-year life cycle, the generators too are up for replacement this year.

By switching over to hybrid propulsion, the Hyak is expected to reduce its fuel consumption by 234,677 gallons of diesel per year and lower emissions by up to 15.7%. And with another 19 years of service life planned for the vessel, the savings are expected to be huge with over 4.5 million gallons of diesel fuel saved and the reduction of up to 44,933 metric tons of CO2 equivalent.

HYBRID HYAK The key to the hybrid system’s successful integration will be the power management and batteries, explains WSF’s Chief Naval Architect, Cotty Fay. Touted as the “first hybrid-auto passenger ferry powered by a combination of batteries and generators,” the Hybrid

Hyak will implement the use of variablespeed generators that will supply power on demand, generating the appropriate amount of power when needed and reducing that amount of power when its not.

As for the batteries, the system will be used as a back-up power source. The way the batteries work is simple. Generators will produce AC power that will be converted over to DC power. This DC power is then shared between battery banks at both ends of the vessel. When needed, the DC power will be inverted to AC power to drive the motors and propulsion shaft.

“The technology of variable speed power generation and battery storage has matured to make it a viable system to save fuel while maintaining the safety and redundancy of the existing system,” says Fay. “The hybrid system will incorporate the installation of one-megawatt hour of battery storage capacity split into two battery banks at each end of the vessel. The batteries will provide the rotating reserve power allowing the power management system to provide the power at the most efficient engine

operating point.” In other words, the batteries will provide additional power when needed, thus giving the generators a break, and will store additional unused power.

Moreover, the system will incorporate the use of a power management system that will act almost like an autostart/auto-shutdown system, furthering the reduction of power consumption and ensuring that the minimum number of generators needed to maintain the load are being used, explains Fay. HYAK’S FUTURE While no project timeline is set in stone, Fay says, “The RFP is in the final stages of revision and should be on the street sometime this fall with an award around the first of the year.” If all goes according to plan the state expects the manufacturing of the equipment to take about a year to complete, and the installation of the system to occur around the second quarter of 2014. The project is expected to create 158.32 job years of work, including 37.02 years of shipyard labor. ML

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AUGUST 2012 MARINE LOG 25

SLOW STEAMING ShipBuilding

I C E

C L A S S

TA N K E R S

THROTTLE BACK Fuel savings primary reason for slow steaming, says survey

F

26 MARINE LOG AUGUST 2012

Implementors

Considerers

uel savings was the overwhelm- duced slow steaming into several vesing reason why slow steaming was sels in its fleet in 2008 as part of its introduced into bulk and container own research to prove that it was viable shipping fleets worldwide, according to a option to cut fuel usage and cut CO 2 recent survey conducted by MAN Diesel without damaging the engine. The success of that research led to the wide& Turbo.

The survey, Slow Steaming Practices spread usage of slow steaming in the in the Global Shipping Industry, was worldwide fleet of container, bulk and performed in late 2011 among over 200 tanker ships.

According to the MAN Diesel & Turbo representatives of global container and survey, 32.1% of container fleet responbulk shipping.

MAN Diesel & Turbo says the pur- dents said that they had implemented pose of the survey was to invest what slow steaming in 50% or less of their approach to slow steaming was being fleet. Some 15.4% said that they had taken by container, bulk and tanker employed slow steaming in more than operators. Additionally, MAN Diesel & 50% of their fleet.

Interestingly, some 54.4% of responTurbo wanted to find out what other practices or investments operators dents from bulk vessel and tanker operawere taking in conjunction with slow tors indicated that they had employed steaming, such as retrofit, derating and slow steaming in 50% or less of their upgrade measures.

Main advantages of slow steaming Before it came into prominence in 2009, slow steaming met with a great deal of skepticism because diesel engines are designed to run at full speed. Running diesel engines at slower speeds could potentially lead to excessive engine damage, such as Fuel cost savings 93.7 94.7 rapid wear of the cylinder liners.

Greater utilization However, the rising cost of bunker Of existing capacity 22.5 34.2 fuel led Maersk—one of the world’s Avoidance of idle largest shipping companies—to Costs 29.7 28.9 form a working group to study the Schedule reliability 10.0 15.8 problem and look for solutions that Service & Maint. could be implemented fleet wide.

Savings (e.g. longer TBO) 17.1 18.4 They came up with slow steaming.

Lower emissions 36.0 42.1 The idea was to sail at 12 knots as Source: MAN Diesel & Turbo survey, 2011 opposed to 24 knots. Maersk intro-

fleet and 26.2% said they were using it in more than half of their vessels.

Survey results also indicate that respondents felt that slow steaming is an effective way of achieving greater utilization of capacity.

On the environmental side, several respondents noted that a reduction in fuel consumption automatically meant a drop in emissions of CO2. This advantage is obviously a secondary benefit, but is still rated as the second-most important reason for slow steaming.

As the survey points out, slow steaming does offer many mechanical challenges such as fouling of the exhaust gas boiler, soot deposits on moving parts, performance and efficiency loss to low quality fuel, etc. These issues, however, can all be addressed through best practices such as pro-active onboard servicing, manual cleaning, manual adjustments, fuel adjustments, enhanced engine room staff training and engine upgrade kits.

Furthermore, there are a significant number of ways to increase the financial return from slow steaming, such as slide fuel valves, turbocharger cut-out solutions, lubrication oil system upgrading, engine derating and propeller upgrading.

All of these measures, achieved significant additional fuel savings and increased engine performance, according to the survey, with rapid ML payoff period.

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ShipBuilding

BY SHIRLEY DEL VALLE, ASSOCIATE EDITOR

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TA N K E R S

Make way for a new Queen O

ver the course of the last year the steamboat market has been jolted back to life in the U.S., thanks, in part, to the resurrection of the 418 ft, 436-passenger American Queen, operated by the American Queen Steamboat Company, Memphis, TN. But beginning this month, a new Queen rows into town, gracing the Mississippi with its presence. That’s because Connecticut-headquartered American Cruise Lines’ (ACL) newest riverboat, the 295 ft, 150-passenger Queen of the Mississippi is now performing cruising operations on America’s most renowned inland waterway.

After taking a deep, hard look at the riverboat market, ACL green lit the construction of Queen of the Mississippi back in 2011. Timothy Beebe, Vice President, American Cruise Lines, explains, “We have been watching the Mississippi for years. We surveyed our passengers and Delta Queen Steamboat passengers on it, conducted market research, and analyzed the companies that were not successful on the river. We think we understand why others failed, and at the same time saw the potential for our product.”

The goal for ACL, which has the largest fleet of small cruise ships in America at six vessels, was to build a boat that would honor riverboats of the

28 MARINE LOG AUGUST 2012

past, but raise the bar up a notch, setting it apart from any predecessor. The Queen’s historic ties would be prominent, its spaces more luxurious, and the vessel environmentally friendly and decked out with modern 21st century amenities.

All these factors, when combined, would make the Queen of the Mississippi, to quote Charles A. Robertson, President, American Cruise Lines, the “most spectacular riverboat ever built.” A sentiment shared by Beebe who says, “It’s simply a better riverboat.”

But what is it about the paddlewheeler that makes it truly special?

Well, for starters, the ship is the first new riverboat specifically built for operation on the Mississippi in

almost 20 years. Its 150- passenger capacity enables the staterooms, 78 in total, to be larger than the industry average and passenger spaces to have more grandeur. The ship will boast “some of the largest staterooms in the industry, with most featuring private balconies and sliding glass doors,” says Beebe.

Additionally, all of the staterooms will have inside entrances from corridors, and the vessel will feature more public areas than any other riverboat.

To further bind the ties to riverboats of centuries past, the Queen has a magnificent 23-ton, 28 ft wide paddlewheel, the first to meet EPA Tier 2 emission standards. “The paddlewheel is one of the most important elements of classic riverboats, and this one isn’t just cosmetic—it’s fully functioning,” says Beebe. “The authentic paddlewheel is hydraulically driven and supplemented by two Caterpillar C-32s driving Z drive units.” The vessel will also come equipped with three 400 kW Caterpillar generator sets.

Aside from the Tier 2 compliant engines and generators, the vessel also comes equipped with an advanced wastewater treatment plant to store and/or treat gray

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RIVER CRUISING ShipBuilding and black water.

The vessel will also be faster, moving along the river at up to 12 mph; the quicker speed, says Beebe, means the vessel will travel less at night allowing passengers to see more of the river during the day.

And should the 150 passengers update their Facebook status, they will have the opportunity to do so since the Queen of the Mississippi is equipped with WiFi throughout. Getting that slice of modern life into the vessel, however, did present a bit of a challenge—especially, considering the difficulty a wireless signal faces when trying to penetrate steel bulkheads and decks. This small roadblock though, didn’t deter ACL, whose solution was to install additional wireless routers throughout.

BUILDING A QUEEN Designed and built by Chesapeake Shipbuilding, Salisbury, MD, the Queen of the Mississippi was delivered an impressive six weeks ahead of schedule. And that “ahead of schedule” work ethic seemed to be the norm from the start says Tony Severn, President, Chesapeake Shipbuilding. Severn explains that as construction advanced, the yard moved completion dates up, setting higher goals for itself. The timely construction was a result of methodical and efficient planning. “We worked closely with vendors to coordinate delivery of materials and equipment and work aboard the vessel” in a timely manner, says Severn.

One would think that with Chesapeake’s ability to build the Queen of the Mississippi so quickly the yard is used to building ships of this size. Not so, according to Severn. In fact, the vessel was the largest Chesapeake has had to work on from start to finish. “This is the biggest cruise boat that Chesapeake has designed and built,” he says. The building of the Queen of the Mississippi also presented another first for the yard— how the vessel would be constructed.

The Queen was the first vessel the yard built in two halves and indoors. “The ship was built in two large sections at the same time and in two different hull fabrication buildings,” he says. “The two halves were then rolled out to the launch way where they were joined together.”

ANOTHER QUEEN ON THE HORIZON Chesapeake’s success with the Queen of the Mississippi has directly lead to the yard’s next ACL project—the construction of a third paddlewheeler for ACL. www.marinelog.com

“The new riverboat will be very similar in many ways to the Queen of the Mississippi,” says Beebe. It will, however, “be slightly larger with some additional passenger spaces.”

The yard will approach the new construction in the same way it did the Queen of Mississippi, building the vessel, first, in two halves and then putting

it together. “The construction processes that worked so well last time will be utilized again,” explains Severn. At press time no project timeline or further project details were available.

The Queen of the Mississippi will operate the entire Mississippi River system and the Ohio and Cumberland Rivers. ML

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AUGUST 2012 MARINE LOG 29

Newsmakers Contracts ShipBuilding

I C E

C L A S S

TA N K E R S

While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your Shipyard Contracts input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information REGULATION & IMPLEMENTATION AT A GLANCE based on data as of about May 1, 2012. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, Royal Caribbean Cruises, Ltd., overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Vesseloperates, Category among Ballast Water Capacity Date Constructed Vessel’s Compliance Date which other brands, Celebrity Cruises, has named Michael New Vessels All CEO of CelebOn or after Dec. 1, 2013 On delivery Bayley the President LOCATION and SHIPyARD QTy TyPE Particulars Owner PARTICULARS OwNER/OPERATOR EST. $ MIL EST. DEL. ShipyardBayley Location Qty1,500 Dan Est. Value $ Mil Est. Del. 3 Existing Vessels Lessreplaces than mType Before Dec. 1, 2013 First Scheduled Drydocking after Jan. 1, 2016 rity Cruises.

Hanrahan who resigned Mobile, fromALthe post1 riverboat casino Alabama Shipyard 38,000 ft2 casino Hollywood Park Casino 35.0 7/00 RECENT CONTRACTS Marine, Inc. Sitka, AKMSyears passenger 78 ft Allen Marine Tours 1,500 – 5,000 m31 of1 assault Before Dec. 1,72013 FirstU.S. Scheduled Drydocking after Jan.2.01, 2014 2000 JUN18 Huntington Ingalls Pascagoula, shipcatamaran LHA Navy $2,381.4 lastAllen month.

Bayley has over 30 Kelly Pettigrew Sarah Huang Michael Bayley AllenMarine Marine, Inc. Sitka,RIAK passenger NYWaterway 2.0 2000 2013 Senesco 1 1 ASD tug catamaran 5,150 hp78 ft McAllister Towing experience workingKingston, with Royal TXCaribEBDG Caddell AMFELS Brownsville, deepwater vessel 4000-ton deckload CalDive International 100.0 1Q/01 2013 Celebrity Senesco Marine Kingston, RI 1 13dry dock construction 420 ft,Cruises 7,300 lt cap Dry Dock Dan-Bunkering Greater than 5,000 m Before Dec. 1, 2013 First Scheduled Drydocking after Jan. 1, 2016 Atlantic Marine, Inc. Jacksonville, FL 2 cruise ships 226 passenger Delta Queen Coastal Voyages 60.0 6/01 bean, Fab most recentlySeattle, as Executive Vice Vigor/US WA Bay, WI 1 1 auto ferry dredge 362 ft 3 in 83 ft 2 in Washington Ferries Bay Shipbuilding Sturgeon cutterhead 250x ft Lake MichiganState Contractors 2000 FEB14 President of Operations.

Additionally, Bay Shipbuilding Sturgeon Bay, WI 1 trailing suction hopper dredge 5,000 m3 Great Lakes Dredge & Dock 51.6 3Q/2001 theBender cruising giant promoted Lisa working James Robinson DSM 30.0 FNI Irish2001 Navy Shipbuilding Mobile, AL Lutoff-1 MP deepwater with vessel EBDG, she 340 ft worked for the Torch Inc. DELIVERIES Bender Mobile, AL tug 150 ft Candies, Inc. 5.0 8/00 Perlo to Shipbuilding Senior Vice President of Opera-1 offshore Marine Service Offshore Association Otto(Retired).

Bender Shipbuilding Mobile, offshore tug 150ftft OttoCoast Candies, Inc. 5.0 Bollinger Shipyards LA AL 1 1 FRC 145aftType x 25 Guard $47 five MAY12 in are similar theLockport, ones adopted by Guard has Approval certif- U.S. (SAB Study) listed only BWM10/00 techtions for Royal to Caribbean International.

(OMSA) asissued Manager of55Member Services.

Blount Shipyard Warren, harbor ftft stock 2000 GD-NASSCO San Diego, CARI 1 1 T-AKE 13tug 689 ft x 106 U.S. Navy $412 APR12 the Convention through 2016; the new icate, AMS certification will no longer be nologies that met the IMO D-2 discharge Blount Shipyard Warren, RI 1 oyster dredge 90 ft Tallmadge Brothers 7/00 W&O’s own Senior Outside Sales US Fab Portland, OR 1 covered barge 180 ft x 52 ft Georgia Pacificvery Consumer MAY12 Blount Shipyard Warren, RI 1 sightseeing dinner boat 64 ft 10 in Chicago from the Lake, Ltd. 4/01 construction implementation is almost vesselswas forappointed which the managCoast standard that is Tammy now adopted in the Klüber Londonberry, NH,1 possible Lubrication, MaartenforJongen Representative, Emerson, was Bollinger Marine Fabricators Amelia, LA oceangoing barge 400 ft McDonough Marine Service 2/01 two apart, the its Convention at 1 Guard Type Approved system is deemed Coast Guardby Regulations: 1. Club De-oxygenhasyears named Benwith Bryant newLAmarine ing director of Damen Shipyards Singa- Lone recognized the Propeller of JackBollinger Shipyards Lockport, cement barge 295 ft Star Industries 2000 PENDING CONTRACTS NOTES Bollinger Shipyards Lockport, LA towboat 8,000 hp Riverway Company 8.0 + chlorine 3/01 January 1,manager.

2012 andHis the responsibilities Coast Guard at 1 suitable.

Title 46 will CFR Parton 162.060 ation + cavitation; 2. Filtration market pore (DSSI).

Jongen focus market-Washington sonville asFerries its 2011-2012 Maritime MemTBD Bollinger Shipyards 6 1 car ferry 1,200 PAX (Convert to LNG) StateInc. RFP

by July 11 Lockport, LA utility vessel 166 ft Gilco Supply Boats, 8.0 10/00 December 1, 2013. sets out the requirements for submittals dioxide; 3.

Filtration + UV; 4.

Filtration will include launching a new portfolio ing, services and improving efficiency at ber of the Year.

The recognition went to Bollinger Shipyards Lockport, LA utility vessel 166 ft dwt Gilco Supply Boats, Inc. 5/01option VT Halter Marine Pascagoula, MS 1 1 Roll-On/Roll-Off 692 ft, 26,600 Pasha Hawaii Transport $137.0 8.0 For BWM equipment installed from Type Approval +Emerson UV Offshore +Operators Ti as O2; and 5.$1,080.0 + electro Bollinger Shipyards Lockport, LA prior utility 145 ft 6 inby a foreign Hornbeck Lytal Marine 9/00options ofHalter environmentally acceptable lubrithevessel yard. a result ofFiltration her8.0 commitment VT Marine Pascagoula, MS 24 1 PSVs 97.2m,testing DP2 Bollinger Lockport, LAimple- 1 administration. vessel 145 ft 6 in Plaisance Marine 8.0 1/01 tocants the Coast Regulations chlorination. for Shipyards theGuard marine industry.

Prior to1 utility to the club and its mission to promote Brusco Tug & Barge Longview, WA Z-Drive tug 3,600 hp Diversified Marine, Portland, OR 5.0 4Q/00 mentation date,Klüber, the Coast Guard may Once the Convention working with heMorgan worked an1 liftThe Intelsat S.A. undisclosed the maritime industry. 5.0and RegulaConrad Shipyard City, LAas boat board of directors 110 for ft 1Q/00 Conrad Shipyard consultant Morgan City, LA use lift boat elected Marine 5.0 6/00 issue a five-year certificate the AND INSTALLATION BWM SYSTEMS tions build dates requirements are taken environmental infor the oil spill1 SELECTION has Edward111 A.ftOFKangas to the Global Shipyard Morgan City, LA 1 liquid mud barge 130 ft undisclosed 5.0 1Q/00 ofresponse anConrad Alternative Management System The vessel owner’s attention must into account, and a Coast Guard system industry. board.

Kangas will serve on the audit Sarah Huang has joined Dan-Bunkering’s Conrad Shipyards Morgan City, LA 1 dry dock 10,000 ton Conrad Industries 3.0 4Q/00 (AMS) to Creek foreign Type-Approved equip- 1 now to the of BWM sys- Crowley approval appears owner’s Dakota Industries Anacortes, WA Prevention/Response Tug selection 140 ft, 10,192 hp Z-drives Marine Services 8.0 an 7/00 and turn compensation committees.

Shanghai office as assured, marketing executive.

Derecktor Shipyards Mamaroneck, NY 2 pilot boats 56 ft aluminum NY/NJ Sandy Hook Pilots Association 2.0 12/00 ment that demonstrates equivalent per- tems and the timing of the installation. selection from among these alternatives Elliott Kelly Pettigrew has joined Eastern Shipbuilding Group Panama City, FL Bay1 Offshore Supply Vessel 204 ft Naviera Tamaulipas 7.0 6/00 formance to thatShipbuilding with CoastHouston, Science Board Study that will depend upon part the circumstances Design Group (EBDG) asGuard the office1 The Thebarge NauticalAdvisory Institute hasbblelected Cap- Blessey Rickmers-Linie, of 3.0 the HamburgFirstWave/Newpark TX Typetank 30,000 Marine Services 6/00 of Friede Goldman Halter Escatawpa, auto/pax ferries passengers/40 autos Carolina DOT operation 7/00 Approved equipment.

Once the MS Coast to Krishnamurthi the 300 EPA in JulyFNI 2011 the vessel’s and10.8 the administrator for its Gulf Coast office2 was Sivaraman as North tainsubmitted based Rickmers Group, has configurapromoted Friede Goldman Halter Pearlington, MS 2 casino barges Harrah’s Entertainment 2Q/00 based in New Orleans, LA. Prior to its new president.

He replaces Captain Ulrich Ulrichs to managing director.

Friede Goldman Halter Gulfport, MS 30 inland deck barges 200 ft Ingram Industries 9.0 4Q/00

Commercial

Friede Goldman Halter Gulfport, MS 1 oceangoing tank barge 370 ft, liquid sugar Express Marine Friede Goldman Halter Pascagoula, MS 1 pure car truck carrier 579 ft Pasha Hawaii Transport Lines Friede Goldman Halter Pearlington, MS 1 self-unloading bulker 740 ft Great Lakes Marine Leasing Friede Goldman Halter Lockport, LA 1 tugboat hull 150 ft Thoma-Sea Boat Builders Friede Goldman Offshore Orange, TX 1 semi-submersible 7500 ft water depth ENSCO International Friede Goldman Offshore Pascagoula, MS 2 semi-submersibles 5000 ft water depth Petrodrill Construction Inc. Friede Goldman Offshore Pascagoula, MS 1 semisubmersible (C) Ilion Noble Drillling/FGII Friede Goldman Offshore Pascagoula, MS 2 semisubmersibles (C) Bingo 9000-12 Ocean Rig ASA (Norway) Gladding-Hearn Shipbuilding Somerset, MA 1 fast ferry 143 ft Boston Harbor Cruises Gladding-Hearn Shipbuilding Somerset, MA 3 pilot boats 75 ft Charleston, Boston Pilots Gunderson, Inc. Portland, OR 3 railcar/deck cargo barges 420 ft Alaska Railbelt Marine, LLC Gunderson, Inc. Portland, OR 1 split hull hopper barge 1,700 yd3 capacity J.E. McAmis, Inc. Houma Fabricators Houma, LA 1 offshore tug 125 ft Harvey Gulf International Kody Marine, Inc. Harvey, LA 3 switchboats 1,500 hp LC Power Kvichak Marine Industries Seattle, WA 1 catamaran 54 ft aluminum Maui Classic Voyages Kvichak Marine Industries Seattle, WA 1 oil spill response vessel 38 ft Clean Sound Co-op Kvichak Marine Industries Seattle, WA 1 passenger shuttle 54 ft aluminum Atlantis Submarines Kvichak Marine Industries Seattle, WA 1 patrol boat 38 ft aluminum Nassau County Police Kvichak Marine Industries Seattle, WA 1 pilot boat 73 ft aluminum Columbia Bar Pilots Kvichak Marine Industries Seattle, WA 1 whalewatch catamaran 65 ft aluminum Eco Adventures Leevac Shipyards Jennings, LA 2 deepwater supply vessel 260 ft-280 ft Hornbeck Offshore Services Leevac the Shipyards Jennings, LA 1it’s riverboat casino Find right people, whether shore-side or 280 ft, 30,000 sq ft casino Hollywood Shreveport LeTourneau Vicksburg, MS 1 jackup rig 400 ft depth Rowan Offshore LeTourneau Vicksburg, MS 1 Super Gorilla XL 550 ft water depth Rowan Offshore shipboard professionals by leveraging jobs.marinelog.com.

Litton Avondale Industries New Orleans, LA 3 Alaskan tankers 125,000 dwt ARCO Marine Litton Ingalls Shipbuilding Pascagoula, MS 2 cruise ships 1,900 passenger American Classic Voyages Litton Ingalls Shipbuilding Pascagoula, MS 3 multipurpose jackup vessels 180 ft water depth Searex, Inc. MARCO Seattle Seattle, WA 2 pilot boats 104 ft San Francisco Bar Pilots Marine Builders Utica, IN 1 dinner cruise boat Winston Knauss Mark Steel Corporation Salt Lake City, UT 1 car passenger ferry 148 pax/26 auto Utah DOT NASSCO San Diego, CA 2 RO/RO ships 839 ft TOTE Nichols Brothers Boat Builders Whidbey Island, WA 1 dinner boat 800 passenger Argosy Cruises Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 400 passenger Golden Gate Bridge, Hwy. Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 379 passenger Catalina Express Lines Nichols Marine Ways Portland, OR 1 hydraulic pipeline dredge Manson Construction North American Shipbuilding Larose and Houma, LA1 AHTS 7,200 hpEdison Chouest Offshore North American Shipbuilding Larose and Houma, LA1 Offshore Supply Vessel 190 ftChouest Offshore Ser vices3.5 North Florida Shipyards Jacksonville, FL 1 oil tanker 171 ft Marine Tankers Services, Ltd. Orange Shipbuilding Orange, TX 1 deck barge 200 ft undisclosed Orange Shipbuilding Co., Inc. Orange, TX 1 deck barge 120 ft undisclosed Patti Shipyard Pensacola, FL 2 offshore towing vessels 150 ft Harvey Gulf International Quality Shipyards Houma, LA 1 towboat 8000 hp Marquette Transportation SEMCO Lafitte, LA 3 Multi-Purpose Vessels 156 ft x 103 ft Transocean Sedco Forex Swiftships, Inc. Morgan City, LA 2 crewboat 170 ft aluminum hull Candies Fleet

10.0 70.0 30.0 4.0 100.0 186.8 N/A 313.0 5.0 6.0 15.0 3.0 7.5 2.0 0.8

8/00 sp/02 4/00 4Q/00 8/00 12/01 N/A 12/00 2000 2000 2000 2000 2000 1Q/01 7/00 2000 3Q/00 12/00 8/00 3Q/00 6/01 10/00 6/00 3Q/03 4/01 1/04 2000 1Q/01 2000 9/00 3Q/02 6/00 6/01 sp/01 N/A 5/00

FIND ThE RiGhT pROFESSiONALS Juice Up Your Sales FOR YOUR BOARD ROOM OR ENGiNE ROOM with the Marine Log Job Board Visit Jobs.marinelog.com

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0.8 0.5 2.6 0.9 36.0 36.0 211.7 190.0 496.0 880.0 21.9 8.0 5.0 3.0 300.0 8.0 8.5 8.5 10.2 8.0 5/00 10.0 2.0 1.0 22.0 8.0 15.0 12.0

2000 2Q/00 1Q/00 2000 8/00 2000 3Q/00

Contact Craig Wilson: 212-620-7211 or cwilson@sbpub.com

TOTAL, COMMERCIAL 134 SHIPS, BOATS, VESSELS 60 MARINE LOG AUGUST JUNE 2012 YEARBOOK 30 2012 26 MARINE LOG MAY 2012

TOTAL CONTRACT VALUE

$3,485.8 MILLION

www.marinelog.com www.marinelog.com www.marinelog.com

Technews

Technews

BREEZY COMMUNICATIONS FROM MTN MTN Satellite Communications (MTN), Miramar, FL, has teamed up with Wireless Maritime Services (WMS) to provide integrated voice and data communications on Carnival Cruise Lines’ newest ship, the 306 m Carnival Breeze.

A joint venture of AT&T and MTN, WMS launched cellular calling, texting and data services on board the ship, providing the more than 4,000 passengers and 1,8000 crew members with a “shore-side” experience. WMS is also the exclusive provider of cellular service on the entire- 24-vessel Carnival fleet.

Meanwhile, MTN’s VSAT

services were used to deliver communication and connectivity access via the ship’s internet café, on passenger and crew mobile devices and fixed PCs. MTN also provides the connection for Carnival’s FunHub portal, which gives passengers digital access to all of the Breeze’s ship services, facilities, daily activities and social media.

MTN INCREASES CAPACITY Additionally, MTN has joined forces with Intelsat S.A. to leverage the first Intelsat Epic satellite, Intelsat 29e, which will provide more than two gigabits of capacity

for MTN’s Caribbean cruise and yacht customers.

The Intelsat Epic platform is a high-performance, open architecture satellite, that will provide high performance through lower-cost per bit to customers as well as backward compatibility using existing network infrastructure and customerpreferred network topology and will be forward compatible as ground technology advances.

While Intelsat 29e won’t be launched until 2015, MTN will utilize Intelsat’s Kuband mobile global broadband infrastructure. Once 2015 rolls around, MTN will will transition to its customdesigned services in the Intelsat Epic platform.

www.mtnsat.com

Imes launches new monitoring products Germany-based Imes GmbH has launched two new cylinder pressure sensors targeted for the medium and high-speed engine markets. The HTT-05 and CPS-02 cylinder pressure system features integral signal conditioning units and are designed to give a minimum of 16,000 operating hours.

www.marinelog.com

Further adding to its line of products, Imes has introduced three new capabilities to complement the basic evaluation and visualization software package it supplies with its EPM-XP (pictured) hand-held electronic pressure indicator.

The added options

files to be superimposed for comparison; a specific fuel consumption (SFC) calculation option that allows engine power to be calculated on the basis of values; and data acquisition at eight load steps per cylinder. include a trending function—allows for up to 32 data

www.imes.de

Optimizing Vessel performance with AWT The new Fuel Optimization Service from Californiabased Applied Weather Technology, Inc. (AWT) will give operators the tools and data they need to operate their vessels more efficiently—enabling the operator to manage voyage costs, time and consumption.

The system takes into consideration a number of variables before determining the most efficient, safest and economical route both pre and while en-route.

After the vessel’s full Charter Party (C/P) speed, consumption and possible alternative eco-speeds are specified, the service determines the best course and recommended speed.

While en-route, AWT will monitor both the route and vessel’s performance in relation to speed and consumption. Regarding the vessel’s performance, the client receives a daily status report via email.

Meanwhile, voyage information will be transmitted via PORTAL, AWT’s secure client site. And upon the completion of each trip, AWT will provide an end of voyage report comparing the time en route and consumption, enabling operators to quantify its achieved savings.

awtworldwide.com

AUGUST 2012 marine log 31

Newsmakers

Contracts Contracts

While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. every Pleasecare e-mail to:present marinelog@sbpub.com. contractour values andgathering contract completion estimated.

Information While has any beenchanges taken to the most accurateSome information, survey system is fardates fromare perfect.

We welcome your based on datae-mail as of about July 1, to: 2012. (*) Asterisk indicatesSome first in series delivered.

“C” aftercompletion a vessel type indicates a major Information conversion, input.

Please any changes marinelog@sbpub.com. contract values andAcontract dates are estimated.

The InTernaTIonal Chamber ofbased ShIppIng overhaul refit.

Additional commercial andAsterisk government contracts listed on ourAwebsite, on or data as of about April 1, 2012. (*) indicates first in are series delivered.

“C” afterwww.marinelog.com. a vessel type indicates a major conversion, (ICS) has elected masamichi overhaul morooka or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Shipyard Contracts Shipyard Contracts

Commercial Commercial

as its new Chairman. Morooka succeeds Spyros m. polemis who stepped down Shipyard Location Qty Particulars

Shipyard Location Type Type Particulars Owner Est. Value $ Mil from the post after six LOCATION years Qty in office. QTy SHIPyARD TyPE PARTICULARS

Shipyard RECENT Alabama Shipyard CONTRACTS

Location

Qty

Type

Particulars Owner

Est. Value $ Mil

Owner/OPERATOR Est. Del. OwNER/OPERATOR Est. Del.

Est. $ Mil EST. $ MIL

Est. Del. EST. DEL.

Mobile, AL 1 riverboat casino 38,000 ft2 casino Hollywood Park Casino 35.0 7/00 Systems AllenCONTRACTS Marine, Inc. was named Sitka, AK passengercasino catamaran 286 ft 38,000 78 ft ft2 casino Allen Marine Tours 2.0 2000 Mobile, AL head GulfMark Offshore $96.0 35.0 1Q/2015 BAE Southeast Alabama Shipyard Mobile, AL of 2 gl11 PSVs riverboat Hollywood Park Casino 7/00 RECENT John Walker Crystal Taylor Kevin Kirby masamichi morooka Systems Allen Marine, Marine, Inc. Sitka, AK passenger catamaran 7,700 78ftft ft NYWaterway 2.0 20004Q2012 Allen Inc. Sitka, AK passenger catamaran Allen Marine 2000 BAE Southeast Mobile, AL MA 2 scows Great Lakes Tours Dredge $17.o 2.0 2013 Gladding-Hearn Somerset, 1 11 dump pilot boat 52 ft xft3 1678 Delta Launch Services noble Denton’s Marine Casualty Investi AMFELS Brownsville, TX 1 deepwater construction vessel 4000-ton deckload CalDive International 100.0 1Q/01 Ingram barge KVIChaK ICS AllenMarine Marine, Inc. Sitka, passenger catamaran 684 78ftftxft 11 ft 4 in NYWaterway 2000 Huntington Ingalls Pascagoula, US Navy $1,514 2.0 JUN17 Kvichak Seattle, WAAKMS FL 1 1 12 LPD-17 work boat 31 ftft8xin105 Puget SoundCoastal Energy SUM2012 AMFELS Atlantic Marine, Inc. for the Jacksonville, cruise ships 226 passenger Delta Queen 60.0 6/01 Voyages gation practice Americas region.

Brownsville, TX 1 deepwater construction vessel 4000-ton deckload CalDive International 100.0 1Q/01 Orange, TX Bay, WI 1 ATB dredge 15,000 Great Lakes $94 JUN14 Signal International Kvichak Marine Seattle, WA 1 work boat dredge 37 ft 11ft3 in Puget SoundDredge Energy SUM2012 Atlantic Bay Shipbuilding Sturgeon cutterhead 250 passenger ft Lake Michigan Contractors 2000 Marine, Jacksonville, FL 1 21 SSC cruise ships 226 Delta Queen Coastal Voyages 60.0 6/01 FEB17 He will lead a Inc. team of marine Textron Marine New Orleans, LA US Navy $212.7 US Seattle, WA engineers, ferrysuction 144 cars250 Washington State $138 51.6 Fab BayShipyard Shipbuilding Sturgeon Bay, WI WI 1 11 car trailing hopper dredge 5,000ft m3 Great Lakes Dredge &Ferries Dock 3Q/2001 Bay Shipbuilding Sturgeon Bay, cutterhead dredge Lake Michigan Contractors 2000 2015 Lockport, 286has ft, 3,500 4Q/2013 Thoma-Sea Marine LA master mariners and naval architects Debra a. Colbert been gennaro pipoli appointed the Man Bay Bender Shipbuilding Mobile, AL Bay, WI 2 11 PSVs MP deepwater vessel 340 ftdwt named SeniorGulfMark Torch Inc. Offshore 30.0 2001 Shipbuilding Sturgeon trailing suction hopper dredge 5,000 m3 Great Lakes Dredge & Dock was$72.0 51.6 3Q/2001 determining Bender Shipbuilding Shipbuilding the cause Mobile, AL extent11 MP offshore tug vessel of the Waterways 150 ft ft Ottoaging Candies, Inc. 5.0 marine 8/00SinBender Mobile, AL deepwater 340 Inc. 30.0 2001 in and Vice President Council Torch Director for Imtech Bender Bender Shipbuilding Shipbuilding Mobile, AL AL offshore tug tug 150 ft ft Otto Candies, Candies, Inc. Inc. 5.0 10/00 DELIVERIES Mobile, 11 offshore 150 Otto 5.0 8/00 of machinery damage, fires, Inc. tug (WCI).

Colbert previously gapore.

Pipoli has an extensive track American Blount Shipyard Warren,collisions, RI harbor 55 ft, ft ft 26 knotsserved asC&C stock 2000 DELIVERIES Bender Shipbuilding Mobile, AL offshore tug 150 Otto Candies, Inc. 5.0 10/00 All Marine Bellingham, WA 1 11 survey vessel 134 ft x 37 Technologies APR12

Blount Shipyard Warren, RI 1 oyster dredge 90 ft Tallmadge Brothers 7/00 groundings, salvage operations and Director of Communications and Media record, having worked a number of years Blount Shipyard Warren, RI harbor tug 55 ft 150 PAX stock 2000 Gladding-Hearn Somerset, MA 1 ferry 110ft x 30.5, RI Fast Ferry JUL12 DonJon Shipbuilding Erie, PA 1 1 Fast ocean tug SEAJON LLC APR12 Blount Blount Shipyard Shipyard Warren, RI RI 1 oyster sightseeing dinner boat 64 ft ft 10 in Chicago from the Lake, Ltd. 4/01 Warren, 1 dredge 90 Tallmadge Brothers 7/00 Silver Ships Theodore, AL 1 vessel 30 ft Consulate, Nigeria JUL12 other marine incidents.

Relations at WCI. She400 also serves as Pres-U.S. with electric (ge).

DonJon Shipbuilding Erie, PA 1 1 Passenger ocean barge SEAJON LLCgeneral Blount Bollinger Marine Fabricators Amelia, LA oceangoing barge boat 34,000 ton ft 10 in McDonough Marine Service 2/01 APR12 Shipyard Warren, RI 1 sightseeing dinner 64 ft Chicago from the Lake, Ltd. 4/01 Gulfport, MS LA 1 barge x 54 FMT JUL12 TY Kvichak Marine Seattle, WA 1 1 Tank patrol boat 44Communications. ftft11 in ft 7 inbbl Seattle Police Dept.

APR12 ident ofbarge Colbert297 Offshore Bollinger Shipyards Lockport, cement barge 295xft,14 ft 30,000 Lone Star Industries 2000 Bollinger Marine Fabricators Amelia, LA 1 oceangoing 400 ft McDonough Marine Service 2/01 LA Inter-11 cement Bollinger Bollinger Shipyards Lockport, LA towboat barge 8,000ft hp Riverway 8.0 Seattle, 3/01WA, Shipyards Lockport, 295 Lone Star Company Industries 2000 The tanker owners’ association, Kvichak marine Industries, Bollinger Bollinger Shipyards Shipyards Lockport, LA LA 1 utility vessel 166 ft hp Gilco Supply Boats, Inc. 8.0 10/00 Lockport, Company 8.0 3/01 tanko, reports council has111 towboat lance Camarena has8,000 joined cruise com- Riverway appointed Kevin Kirby new Bollinger Bollinger Shipyards that itsLockport, Lockport, LA utility vessel 166 ft Gilcohas Supply Boats, Inc. Inc. 8.0 as its 5/01 PENDING CONTRACTS NOTES PENDING CONTRACTS Shipyards LA utility vessel 166 ft Gilco Supply Boats, 8.0 10/00

Bollinger Shipyards Lockport, LA 1 utility vessel 145 ft 6 in Lytal Marine Operators 8.0 9/00options appointed Katharina Stanzel to the panies holland america line and Seaproposal manager.

Kirby brings with him BAE Systems Southeast Mobile, AL 2 7,700 Great Lakes Dredge option Bollinger Shipyards Lockport, LA utilityscows vessel Gilco Supply Boats, Inc. 5/01 Eastern Shipbuilding Panama City, FL 8 1 dump PSV 300 ftft3 166 ft Hornbeck Offshore $360.0 8.0 LA Bollinger Bollinger Shipyards Shipyards Lockport, LA utility vessel 145 ft666in, in 23to Plaisance Marine 8.0 1/01 utility vessel 145 ft in Lytal Marine Operators 9/00 TBD (Convert LNG) State Ferries 6 ferries 1,200 PAX RFP by Aug.10 TBD 1 11 car ferry 115 ftfleet x 47 fttraining cars Wahkiakum County del. end 2014 post of Managing DirectorLockport, of Intertanko. bourn as director, and per-Washington 22 years ofPortland, experience in8.0 the aluminum Tug & Barge WA OR

Brusco Longview, 1 Z-Drive tug 3,600 hp Diversified Marine, 5.0 4Q/00 Bollinger Shipyards Lockport, LA 1 utility vessel 145 ft 6 in Plaisance Marine 8.0 1/01 26,600 dwt Hawaii VT Halter Marine Pascagoula, MS 1 Roll-On/Roll-Off 692 $137.0 option TBD ferry 500 ft, PAX, 60 vehicles Alaska MarineTransport Highway Alaska Ship Stanzel, who currently acts Deputy formance management. responsibili-Pasha boatbuilding industry.

Brusco Conrad Tug Shipyard Morganas City, LA 1 11 car lift boat tug 110 ft His undisclosed 5.0 1Q/00 & Barge Longview, WA Z-Drive 3,600 hp Diversified Marine, Portland, OR 5.0 4Q/00 MS VT Halter Marine Pascagoula, 24 PSVs DP2 Offshore $1,080.0 5.0 options & Drydock LA Conrad Shipyard Morgan City, lift boat will include97.2m, 111 ft ft the deck andHornbeck Global Marine 6/00 Conrad Shipyard boat 110 undisclosed 5.0 1Q/00 Managing Director, will Morgan step City, in LA to her11 lift ties overseeing Conrad Conrad Shipyard Shipyard Morgan City, City, LA LA liquid mud barge 130 ft ft undisclosed 5.0 1Q/00 Morgan 11 lift boat 111 Global Marine 5.0 6/00general new roleShipyard on July 1. engine fleet training team. braemar contractor LA dock Conrad Conrad Shipyards Morgan City, City, LA dry 10,000 Conrad Industries Technical Services 3.0 appointed 4Q/00 Morgan 11 liquid mud barge 130 ft ton undisclosed 5.0 1Q/00 WA Tug Marine Services Conrad Dakota Creek Industries Anacortes, Prevention/Response 140 ft, 10,192 Crowley 8.0 of Regional 7/00MAY13 TBD ferry 20 vehicle/149 PAX hp Z-drives WA DOT graeme Temple to the role Shipyards Morgan City, LA 1 11 car dry dock 10,000 ton Conrad Industries 3.0 4Q/00 Dakota Derecktor Shipyards Mamaroneck, pilot boats 56 ftft,aluminum NY/NJ Sandy Hook Pilots Association 2.0 12/00 TBD 49 140 PAX Townsend MAR/APR12 Creek Industries Anacortes, WANY 1 12 ferry Prevention/Response Tug65 ft, 10,192Executive hp Z-drives Port Crowley Marine Services 8.0 7/00 Nashville-based Ingram barge Company evan efstathiou was named Director for its Far East region.

Temple City, FL Tamaulipas Eastern Shipbuilding PanamaMS Offshore 204ftft aluminum NavieraHawaii 7.0 6/00option Derecktor Shipyards Group Pascagoula, Mamaroneck, NY 1 21 Roll-On/Roll-Off pilot boatsSupply Vessel 692 ft, 26,600 56 NY/NJ Sandy Hook Pilots Association 2.0 12/00 VT Halter Marine dwt Pasha has promoted Crystal Taylor Director SpecTec america. will beTransport responsible$137.0 for 3.0 strengthening Shipbuilding TX Senior Eastern FirstWave/Newpark Houston,to tank barge 30,000 Blessey Marine Services 6/00 Shipbuilding GroupPascagoula, Panama City, FL 24 11 PSVs Offshore Supplyof Vessel 204 ft bbl He previ-Hornbeck Naviera Tamaulipas 6/00 VT Halter Marine MS 97.2m, DP2 Offshore $1,080.07.0 options Goldman Halter FirstWave/Newpark Friede Escatawpa, auto/pax ferries 300 passengers/40 autos North Carolina DOT 7/00 Shipbuilding Houston, TX MS will12 tank barge 30,000 bbl Marine Services surveyor10.8 3.0 6/00 Vice President and Controller.

Taylor ously worked in Veson nautical as the Blessey the company’s network in this Goldman Halter Halter MS Entertainment Friede Friede Goldman Pearlington, MS casino barges Harrah’s 2Q/00 Escatawpa, 22 auto/pax ferries 300 passengers/40 autos North Carolina DOT 10.8 7/00 succeed the retiring Director of Client Services. region.

Friede Friede Goldman Goldman Halter al oldham.

Gulfport, MS MS 30 inland deck barges 200 ft Ingram Industries 9.0 4Q/00 Halter Pearlington, 2 casino barges Harrah’s Entertainment 2Q/00 Friede Friede Goldman Goldman Halter Halter Gulfport, MS MS oceangoing tank barge 370 ft ft, liquid sugar ExpressIndustries Marine 10.0 8/00 Gulfport, 301 inland deck barges 200 Ingram 9.0 4Q/00 Goldman Halter Halter MS Hawaii Transport Lines Friede Friede Goldman Pascagoula, 1 pure car truck carrier 579 ft Pasha 70.0 sp/02 Gulfport, MS 1 oceangoing tank barge 370 ft, liquid sugar Express Marine 10.0 8/00 Goldman Halter Halter Leasing Friede Friede Goldman Pearlington, MS self-unloading bulker 740 ft ft Great Lakes 30.0 4/00 Pascagoula, MS 11 pure car truck carrier 579 Pasha HawaiiMarine Transport Lines 70.0 sp/02 Goldman Halter Halter Builders Friede Friede Goldman Lockport, LA MS tugboat hull bulker 150 ft ft Thoma-Sea 4.0 4Q/00 Pearlington, 11 self-unloading 740 Great Lakes Boat Marine Leasing 30.0 4/00 Goldman Halter Offshore Friede Friede Goldman Orange, TX semi-submersible 7500ftft water depth ENSCO International 100.0 8/00 Lockport, LA 11 tugboat hull 150 Thoma-Sea Boat Builders 4.0 4Q/00 Goldman Offshore Offshore depth Construction Inc. Friede Friede Goldman Pascagoula, semi-submersibles 5000 ft ft water water depth PetrodrillInternational 186.8 12/01 Orange, TX MS 12 semi-submersible 7500 ENSCO 100.0 8/00 Friede Friede Goldman Pascagoula, MS semisubmersible (C) Ilion ft water depth Noble Drillling/FGII N/A N/A Goldman Offshore Offshore MS Pascagoula, 21 semi-submersibles 5000 Petrodrill Construction Inc. 186.8 12/01 Friede Friede Goldman Goldman Offshore Offshore Pascagoula, MS MS semisubmersibles(C) (C) Bingo 9000-12 OceanDrillling/FGII Rig ASA (Norway) 313.0 12/00 Pascagoula, 12 semisubmersible Ilion Noble N/A N/A MA Friede Gladding-Hearn Shipbuilding Somerset, 1 fast ferry 143 ft Boston Harbor Cruises 5.0 2000 Goldman Offshore Pascagoula, MS 2 semisubmersibles (C) Bingo 9000-12 Ocean Rig ASA (Norway) 313.0 12/00 MA Boston Pilots Gladding-Hearn Gladding-Hearn Shipbuilding Shipbuilding Somerset, MA pilot ferry boats 75 ft ft Charleston, 6.0 2000 Somerset, 13 fast 143 Boston Harbor Cruises 5.0 2000 Gladding-Hearn Gunderson, Inc. Shipbuilding Portland, OR 3 railcar/deck cargo barges 420 ft Alaska Railbelt Marine, LLC 15.0 2000 Somerset, MA 3 pilot boats 75 ft Charleston, Boston Pilots 6.0 2000 Inc. OR Gunderson, Gunderson, Inc. Portland, OR split hull hopper barge 1,700ft yd3 capacity J.E. McAmis, 3.0 2000 Portland, 31 railcar/deck cargo barges 420 Alaska RailbeltInc. Marine, LLC 15.0 2000 Gulf International Gunderson, Houma Fabricators Houma, LA offshore 125 ft yd3 capacity Harvey 7.5 2000 Inc. Portland, OR 11 split hull tug hopper barge 1,700 J.E. McAmis, Inc. 3.0 2000 Houma Kody Marine, Inc. Harvey, LA switchboats 1,500ft hp LC Power 2.0 1Q/01 Fabricators Houma, LA 13 offshore tug 125 Harvey Gulf International 7.5 2000 Kody Kvichak Marine Seattle, LA WA catamaran 54 ft aluminum Maui Classic Voyages 0.8 7/00 Marine, Inc.Industries Harvey, 31 switchboats 1,500 hp LC Power 2.0 1Q/01 WA Kvichak Kvichak Marine Marine Industries Industries Seattle, WA oil spill response vessel 38 ft ft aluminum CleanClassic Sound Voyages Co-op 2000 Seattle, 11 catamaran 54 Maui 0.8 7/00 Kvichak Kvichak Marine Marine Industries Industries Seattle, WA 1 passenger shuttle 54 ft aluminum Atlantis Submarines 0.8 3Q/00 Seattle, WA 1 oil spill response vessel 38 ft Clean Sound Co-op 2000 Kvichak Kvichak Marine Marine Industries Industries Seattle, WA WA patrol boat shuttle 38 ft ft aluminum aluminum Nassau County Police 0.5 12/00 Seattle, 11 passenger 54 Atlantis Submarines 0.8 3Q/00 WA Kvichak Kvichak Marine Marine Industries Industries Seattle, 1 pilot boat 73 ft aluminum Columbia Bar Pilots 2.6 8/00 Seattle, WA 1 patrol boat 38 ft aluminum Nassau County Police 0.5 12/00 Kvichak Kvichak Marine Marine Industries Industries Seattle, WA WA whalewatch 65 ft ft aluminum aluminum Eco Adventures 0.9 3Q/00 Seattle, 11 pilot boat catamaran 73 Columbia Bar Pilots 2.6 8/00 Kvichak Leevac Shipyards Jennings, deepwater supply vessel 260ftft-280 ft Hornbeck Offshore Services 36.0 6/01 Marine Industries Seattle, WALA 12 whalewatch catamaran 65 aluminum Eco Adventures 0.9 3Q/00 Leevac Leevac Shipyards Shipyards Jennings, LA LA riverboat casino 280 ft-280 ft, 30,000 HollywoodOffshore Shreveport 36.0 10/00 Jennings, 21 deepwater supply vessel 260 ft sq ft casino Hornbeck Services 36.0 6/01 Leevac LeTourneau Vicksburg,LA MS jackup rig casino 400 ft, ft depth Rowan Offshore 211.7 6/00 Shipyards Jennings, 11 riverboat 280 30,000 sq ft casino Hollywood Shreveport 36.0 10/00 LeTourneau LeTourneau Vicksburg, MS MS Super Gorilla 550 ft ft depth water depth Rowan Offshore Offshore 190.0 3Q/03 Vicksburg, 11 jackup rig XL 400 Rowan 211.7 6/00 LeTourneau Litton Avondale Industries New Orleans, LA 3 Alaskan tankers 125,000 dwt ARCO Marine 496.0 4/01 Vicksburg, MS 1 Super Gorilla XL 550 ft water depth Rowan Offshore 190.0 3Q/03 Litton Litton Avondale Ingalls Shipbuilding Pascagoula, cruise ships 1,900 passenger American Classic Voyages 880.0 1/04 Industries New Orleans,MS LA 32 Alaskan tankers 125,000 dwt ARCO Marine 496.0 4/01 Litton Litton Ingalls Ingalls Shipbuilding Shipbuilding Pascagoula, MS MS multipurpose 180 ft passenger water depth Searex, Inc. 21.9 2000 Pascagoula, 23 cruise ships jackup vessels 1,900 American Classic Voyages 880.0 1/04 Litton MARCOIngalls Seattle Seattle, WA MS pilot boats jackup vessels 104 ft ft water depth San Francisco 8.0 1Q/01 Shipbuilding Pascagoula, 32 multipurpose 180 Searex, Inc. Bar Pilots 21.9 2000 MARCO Marine Builders Utica, IN WA dinner cruise boat 104 ft Winston Knauss 5.0 2000 Seattle Seattle, 21 pilot boats San Francisco Bar Pilots 8.0 1Q/01 Marine Mark Steel Corporation Salt Lake car passenger ferry 148 pax/26 auto Utah DOT 3.0 9/00 Builders Utica, IN City, UT 11 dinner cruise boat Winston Knauss 5.0 2000 Mark NASSCO San Lake Diego,City, CA UT RO/RO ships ferry 839 pax/26 ft TOTE DOT 300.0 3Q/02 Steel Corporation Salt 12 car passenger 148 auto Utah 3.0 9/00 NASSCO Nichols Brothers Boat Builders San Whidbey Island, dinner boat 800 ft passenger Argosy Cruises 8.0 6/00 Diego, CA WA 21 RO/RO ships 839 TOTE 300.0 3Q/02 Nichols Nichols Brothers Brothers Boat Boat Builders Whidbey Island, Island, WA high-speed ferry 400 passenger Golden Gate 8.5 6/01 Builders Whidbey WA 11 dinner Bridge, Hwy.

boat 800 passenger Argosy Cruises 8.0 6/00 Builders Whidbey WA 11 high-speed Express Lines Nichols Nichols Brothers Brothers Boat Boat Builders Whidbey Island, Island, WA high-speed ferry ferry 379 passenger Catalina 8.5 sp/01 400 passenger Golden Gate Bridge, Hwy. 8.5 6/01 OR WA 11 high-speed Nichols Nichols Brothers Marine Ways Portland, Island, hydraulic pipeline Manson 10.2 N/A Boat Builders Whidbey ferry dredge 379 passenger Catalina Construction Express Lines 8.5 sp/01 North American Shipbuilding Larose and Houma, LA 1

AHTS 7,200 hpEdison Chouest Offshore 8.0 5/00 Nichols Marine Ways Portland, OR 1 hydraulic pipeline dredge Manson Construction 10.2 N/A American Shipbuilding Shipbuilding LA 11 AHTS North North American Larose and and Houma, Houma, LA Offshore Supply Vessel 190 ftChouest vices3.5 5/008.0 Larose 7,200 hpEdisonOffshore ChouestSer Offshore 5/00 North North American Florida Shipyards Jacksonville, FL LA1 1 Offshore oil tanker Supply Vessel 171 ftChouest ft Marine Tankers Services, Ltd. 10.0 2000 Shipbuilding Larose and Houma, 190 Offshore Ser vices3.5 5/00 North OrangeFlorida Shipbuilding Orange, TX FL deck barge 200 ft ft undisclosed 2.0 2Q/00 Shipyards Jacksonville, 11 oil tanker 171 Marine Tankers Services, Ltd. 10.0 2000 Orange Orange Shipbuilding Shipbuilding Co., Inc. Orange, 1 120 undisclosed 1.0 1Q/00 Orange, TX TX 1 deck deck barge barge 200 ft ft undisclosed 2.0 2Q/00 Shipyard FL vessels Gulf International Patti Pensacola, 2 offshore towing 150 ft Harvey 22.0 2000 Orange Shipbuilding Co., Inc. Orange, TX 1 deck barge 120 ft undisclosed 1.0 1Q/00 Patti Quality Shipyards Houma, LA FL towboat towing vessels 8000fthp Marquette 8.0 8/00 Shipyard Pensacola, 21 offshore 150 Harvey GulfTransportation International 22.0 2000 Quality SEMCO Shipyards Lafitte, LA Multi-Purpose Vessels 156 fthp x 103 ft TransoceanTransportation Sedco Forex 15.0 2000 Houma, LA 13 towboat 8000 Marquette 8.0 8/00 SEMCO Swiftships, Inc. Morgan City, LA 2 170 Candies Fleet 12.0 3Q/00 Lafitte, LA 3 crewboat Multi-Purpose Vessels 156 ft ft aluminum x 103 ft hull Transocean Sedco Forex 15.0 2000 Swiftships, Inc. Morgan City, LA 2 crewboat 170 ft aluminum hull Candies Fleet 12.0 3Q/00

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TOTAL, COMMERCIAL 134 SHIPS, BOATS, VESSELS TOTAL, COMMERCIAL 134 SHIPS, BOATS, VESSELS

www.marinelog.com 32 MARINE LOG AUGUST 2012 46 MARINE LOG MAY 2012

TOTAL CONTRACT VALUE TOTAL CONTRACT VALUE

$3,485.8 MILLION $3,485.8 MILLION JUNE 2012 YEARBOOK marIne log 57 www.marinelog.com www.marinelog.com

Index of Advertisers

Reader Referral Service

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Company

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August 2012 Marine log 33

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AUGUST 2012 MARINE LOG 35

ShipbuildingHistory

December 2005 Vol. 110 No.12

August 2012 Vol. 117 No. 8

opinion

BY Tim Colton

Consolidated Steel Corporation Consolidated Steel Corporation was formed in 1929 from the amalgamation of Llewellyn Iron Works, Baker Iron Works and Union Iron Works. It started its shipbuilding activity in 1938 by leasing the shipyard in Long Beach which was the former Craig Shipbuilding. However, because this site was not big enough, they built an entirely new shipyard in the Wilmington district of Los Angeles and devoted the Long Beach shipyard to repair and conversion. This new yard was built in the second wave of shipbuilding expansion, with $13 million invested by the U.S. Maritime Commission, and initially had four ways, but four more were subsequently added.

It was located in the extreme northwest corner of the harbor, where the Tra-Pac container terminal is today.

Over the next four years, the Wilmington shipyard built 200 ships for the Maritime Commission—essentially one a week—and employed 12,000 people. Following the

practice of the U.S. Steel shipyards, Consolidated set up an integrated operation, with prefabricated steel and subassemblies being fed to the Long Beach and Wilmington shipyards from the company’s main plant in the Mayfield district of Palo Alto. Both shipyards were liquidated after the war and the properties reverted to the two port authorities.

In addition to the two shipyards in Wilmington and Long Beach, Consolidated bought a small yard in Newport Beach, called Ackerman Boat Works, in 1943. This yard was building 96-foot TPs and 47-foot MTLs for the Army. After the war, it started to build commercial vessels again but Consolidated sold it back to Ackerman in 1947.

And, as if all this were not enough, Consolidated also built 761 LCMs at its Mayfield plant.

The California operation being primarily focused on commercial ships, Consolidated set up a parallel operation in Texas, devoted

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345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com ISSN 08970491 USPS 576-910 A Simmons-Boardman Publication 345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: http://www.marinelog.com

UNITED STATES New York Sales Office 345 Hudson St., 12th floor New York, NY 10014

Roland Espinosa U.S. East Coast, Midwest Sales Manager and Canada Tel (212) 620-7225 Tamara Book Fax (212) 633-1165 Regional Sales Manager E-mail: Tel (212) 620-7225 respinosa@sbpub.com Fax (212) 633-1165 E-mail: tbook@sbpub.com

36 MARINE LOG AUGUST 2012

The USS Fiske (DE-143) is launched on March 1943, at Consolidated Steel Corporation’s shipyard in Orange, TX

to building naval ships. Consolidated Steel Corporation of Texas was financed by the Navy to expand an existing fabrication yard on 65 acres alongside the Sabine River, in Orange, TX, into a shipyard for the construction of surface combatants. This yard started out with six inclined building ways and later added two pairs of side-launch building positions. Over the next four years, the Orange shipyard built 39 destroyers and 110 destroyer-escorts, plus about 175 landing craft and yard craft. At its peak, it employed 20,000 people and the population of Orange grew from

7,000 before the war to an astonishing 70,000. After the war the yard reverted to being a fabricator and was for many years a division of U.S. Steel. It is now a shipyard again, as a division of Signal International.

As with the California operation, Consolidated Texas also took over an adjacent small shipyard for the construction of tugs and barges.

This was the former Orange Car & Steel Co., which had previously been called Southern Dry Dock & ML Shipbuilding Co. www.shipbuildinghistory.com

China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg.

257-1, Myungil Dong, Kangdong-Gu Fax:Korea +822-481-3414 Enfield, Middlesex Seoul 134-070, U.S. GULF COAST Tel: +822-481-3411 International e-mail: jesmedia@unitel.

EN1 2QB, UK Michael Librizzi Donna Edwards, co.kr Tel: +44 208 364 1441Fax: +822-481-3414 Tel (212) 620-7233 e-mail: jesmedia@unitel.co.kr International Sales Manager Classified Sales Fax: +44 208 364 1331 Fax (212) 633-1165 Tel: +44 1444 416368 E-mail: john@j-l-a.com Diane Okon E-mail: mlibrizzi@sbpub.

ClassifiedClassified Sales Fax: +44 1444 458185 Advertising com Craig Wilson E-mail: dedwards@sbpub.com Sales Korea Sales Plaza, 222 S. Riverside Young-Seoh Chinn Classified Advertising WORLDWIDE 345 HudsonSte. St, 12th 1870floor JES Media International Europe & Australia 10014 IL 60606 Chicago, 2nd Fl. ANA Bldg. New York, NY Representative Tel: (212) 620-7211 Tel: (312) 466-2453 257-1, Myungil Dong, John Labdon & AssociFax: (212) 633-1165 Fax: (312) 466-1055 Kangdong-Gu ates E-mail: dokon@sbpubSeoul 134-070, KoreaE-mail: cwilson@sbpub.com 1D, Queen Anne’s Place

Advertising Sales

U.S. Gulf Coast, West Coast and Mexico UNITED STATES Jeff Sutley New York Sales Office Regional SalesSt., Director 345 Hudson 12th Tel (212) 620-7233 floor Fax (212) 633-1165 New York, NY 10014 E-mail: jsutley@sbpub.com

Photo courtesy of the U.S. Navy

Wilmington, California and Orange, Texas

WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM

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Tel: +822-481-3411

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