November 2013 Marine Log Magazine

OpiniOn: When Washington got things done

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

www.marinelog.com

noveMBeR 2013

Oceaneering’s new subsea beast

New LNG tugs built in Turkey What’s an Environmentally Acceptable Lubricant?

Salvage: New regulations chart safer waters

Natural Gas A new direction for America

Good for the economy. Better for our environment.

Natural Gas is the clear choice of fuel to power an energyefficient, sustainable America.

Rolls-Royce gas engines reduce fuel costs and cut emissions to levels that comply with future environmental regulations.

Rolls-Royce has a proven track record of delivering marine gas propulsion systems to forward-thinking ship operators worldwide. Their investment will yield significant financial and environmental dividends for years to come.

Now is a great time to chart a new course towards a cleaner, more sustainable future. Now is the time to switch to gas powered propulsion systems.

Trusted to deliver excellence

www.Rolls-Royce.com/LNG

contents

November 2013 vol. 118, No. 11

departments 2 edItOrIaL Tis the season for regulations

6 UPdate • BAE Systems to build Oceaneering subsea beast • Government suit against Bollinger Shipyards is dismissed • WRRDA bill passes the House • Floating classroom takes shape at Derecktor • ABS forms Asset Performance Management Group

12 WashINGtON New Navy ship construction has higher price tag, says CBO

29 NeWsmakers ASA names Paul Hankins its new president

30 tech NeWs Harris CapRock to equip the entire Carnival fleet

13

31 cONtracts Conrad delivers liftboat to Alliance Offshore The twin LNG tugs are a result of a close cooperation between owner/ designer Buksér og Berging, builder Sanmar, DNV and Rolls-Royce

New regulations chart safer waters

features 11 OPINION

When Washington got things done

The fate of America’s flagship, the SS United States, serves as a barometer of whether Washington is ready to get things done again

13 LNG

Norwegian twins make “significant milestone” Sanmar Shipyard built the two 35-meter LNG-fuelled tugs for Norway

15 BaLLast Water

Looking for more time

The USCG policy letter provides guidelines on how operators can get an extension to comply with BWM discharge standards

36 saLvaGe cOLUmN

17 LUBes

visit us at MarineLoG.coM

Oil and water don’t mix

The EPA’s 2013 Vessel General Permit goes into effect later this year, covering 27 ship discharges

23 saLvaGe

vessel response Plans take center stage

Delegates gathered at the National Maritime Salvage Conference & Expo to discuss critical marine salvage and firefighting issues 27 exhaUst Gas scrUBBers

scrubbing out your sOx

The M/V Balder became the first ship to operate with an Exhaust Gas Cleaning System from Norway’s Clean Marine in the U.S. ECA

On the cover: A rendering of Oceaneering’s new subsea support vessel

November 2013 MARINE LOG 1

editorial

Tis The season for regulaTions Not to steal the motto of a fictional family in a popular HBO TV series, but Winter is Coming. Over the next few months, we’re bound to see some snow here in New York, creating a slushy mess, causing traffic snarls on the roads and making navigating around piles of snow on congested city sidewalks a complex game of Twister.

If I had my druthers, I’d much rather hunker down for the winter on some warm tropical island, with a beach chair, a good book and few umbrella drinks until the spring thaw when Game of Thrones returns to HBO for its fourth season.

Ship operators might very well feel the same. Over the next few months, there’s an avalanche of new regulations that come into effect. In this issue, we touch on a few of them. While the new regulations might be burdensome, particularly at a time when some operators are still struggling to stay out of the red, their intent is to lower the impact of vessel operations on the marine environment, improve human health and

better plan for maritime casualties.

In his inaugural column as the newly elected President of the American Salvage Association, Paul Hankins writes about the implementation of the regulations for NonTank Vessel Response Plans on Salvage and Marine Firefighting. Non-tank vessel owners will have to submit their VRPs to the U.S. Coast Guard in the dead of winter—January 30, 2014. From his perspective as a seasoned marine salvor, Paul sees the new regulations as simplifying the way we plan for and respond to vessel casualties.

We dig a little deeper into the topic in “Vessel Response Plans take center stage,” which looks back at the successful National Maritime Salvage Conference & Expo, which was jointly produced by the American Salvage Association and Marine Log. As Mark Miller, Executive Vice President Marine Sales at RSC Bio Solutions says one deadline that is “looming large in the minds of maritime industry professionals” is December 19, 2013, when the U.S. EPA’s

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

2013 Vessel General Permit (VGP) goes into effect. In short, ship operators need to know what Environmentally Acceptable Lubricants are and where they should be using them onboard their ships. We shed some light on the issue in “Oil and water don’t mix.”

In his article, “Norwegian twins mark significant milestone,” our traveling contributing editor Paul Bartlett takes us to Tuzla, Turkey, for the delivery of the first two Liquefied Natural Gas fuelled tugs built

by Sanmar Shipyard. While these two pioneering tugs are destined to make their way north to Kårstø, Norway, to work for Statoil, they may be the shape of things to come in the U.S. Rolls-Royce President Marine Neil Gilliver certainly thinks so. It’s not a bad hunch, considering the abundance of cheap natural gas in the U.S. and the increasing acceptance of using LNG as marine fuel across a number of vessel types.

Now to go book that winter holiday on a tropical island.

MaritiMe trivia trivia Question #8 Who was considered the most successful pirate?

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

The winning answer for last month’s trivia question, “What is considered the oldest known marine chart?” was submitted by Patrick Callahan, Marine Superintendent, OSG Ship Management, Inc. Answer: The Carta Pisana. It was believed to have been made in Pisa, Italy, about 1275.

2 MARINE LOG November 2013

Marine Power Solutions with | Technology leaders in synchronous generator design and manufacture, Cummins Generator Technologies has a proven track record of delivering dependable power solutions for the marine market.

With 50 years of experience in the marine sector, Images courtesy of Bakker Sliedrecht customers benefit from a comprehensive range of products under our STAMFORD® and AvK® brands. You can expect active support throughout your entire project lifecycle - including preparation of specifications, installation, testing and commissioning, after sales service and maintenance.

Our marine generators are designed to offer efficient power generation with superior durability and reliability. Whether newbuild or repower, Cummins Generator Technologies can provide the optimum solution to meet your requirements.

Visit us on Stand N3C41-1 (Hall N3) at Marintec China, 3 - 6 December 2013

www.stamford-avk.com/applications

 





MarineLoG NOvEMbER 2013 vOL. 118, NO. 11 iSSn 08970491 USPS 576-910 PreSiDenT arthur J. Mcginnis, Jr. amcginnis@sbpub.com

inTernaTionaL SaLeS DireCTor Louise Cooper lcooper@sbpub.com

PUBLiSHer & eDiTor-in-CHieF John r. Snyder jsnyder@sbpub.com

naTionaL SaLeS DireCTor Jeff Sutley jsutley@sbpub.com

aSSoCiaTe eDiTor Shirley Del valle sdelvalle@sbpub.com

regionaL SaLeS Manager vanessa Di Stefano vdistefano@sbpub.com

ConTriBUTing eDiTor William B. ebersold wbeber@comcast.net

SaLeS rePreSenTaTive korea & CHina Young-Seoh Chinn jesmedia@unitel.co.kr

ConTriBUTing eDiTor Paul Bartlett pbmc@gotadsl.co.uk

     

WeB eDiTor nicholas Blenkey nblenkey@sbpub.com CreaTive DireCTor Wendy Williams wwilliams@sbpub.com















arT DireCTor Sarah vogwill svogwill@sbpub.com

CLaSSiFieD SaLeS Jeanine acquart jacquart@sbpub.com ConFerenCe DireCTor Jane Poterala jpoterala@sbpub.com ConFerenCe CoorDinaTor Michelle M. Zolkos mzolkos@sbpub.com CoLUMniSTS/ConTriBUTorS Paul Hankins, aSa

MarkeTing DireCTor erica Hayes ehayes@sbpub.com ProDUCTion DireCTor Mary Conyers mconyers@sbpub.com

a SiMMonS-BoarDMan PUBLiCaTion eDiToriaL anD BUSineSS oFFiCeS 55 Broad Street, 26th Floor new York, n.Y. 10004 TeL: (212) 620-7200 FaX: (212) 633-1165 website: www.marinelog.com e-mail: marinelog@sbpub.com

CirCULaTion & SUBSCriPTionS Call toll free: (800) 895-4389 Monday–Friday, 9 am–5 pm CST e-mail: marinelog@halldata.com

Marine Log Magazine (Print iSSn 0897-0491, Digital iSSn 2166-210X), (USPS#576910), (Canada Post Cust. #7204654), (Bluechip int’l, Po Box 25542, London, on n6C 6B2, agreement # 41094515) is published monthly by Simmons-Boardman Publishing Corp, 55 Broad Street, 26th Floor, new York, nY 10004. Printed in the U.S.a. Periodicals postage paid at new York, nY and additional mailing offices.

PriCing: Qualified individuals in the marine industry may request a free subscription. non-qualified subscriptions Printed or Digital version: 1 year US $95.00; foreign $207.00; foreign, air mail $307.00. 2 years US $151.00; foreign $263.00; foreign, air mail $463.00. BoTH Print & Digital versions: 1 year US $142.00; foreign $311.00; foreign, air mail $411.00. 2 years US $228.00; foreign $394.00; foreign, air mail $594.00. Single Copies are $28.00 ea. Subscriptions must be paid for in U.S. funds only.

CoPYrigHT © Simmons-Boardman Publishing Corporation 2013. all rights reserved.

Contents may not be reproduced without permission. For reprint information contact: ParS international Corp., 102 W 38th St., 6th Floor, new York, n.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195.

For SUBSCriPTionS, & aDDreSS CHangeS: Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail marinelog@halldata.com or write to: Marine Log Magazine, Simmons-Boardman Publishing Corp, Po Box 1172, Skokie, iL 60076-8172. PoSTMaSTer: Send address changes to Marine Log Magazine, Po Box 1172, Skokie, iL 60076-8172

4 MARINE LOG November 2013

Posidonia 2-6 June 2014

Metropolitan Expo, Athens Greece

it's a great deal The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com

www.posidonia-events.com

UPDATE biz notes Seabourn signs LOI for new ship

BAE SYSTEMS TO BUILD

OCEANEERING SUBSEA BEAST BAE SyStEmS HAS rEElED in another offshore order. The newest order is a 353 ft subsea support vessel for Oceaneering International, Inc. Construction will take place at BAE’s Mobile, AL shipyard.

Based on Ma rin Tek ni k k ’s MT6022 design, the 353 ft long vessel will come equipped with a 250-ton crane capable of reaching a 4,000 m depth, and will feature a Class 2 dynamic positioning system (DP2).

Additionally, it will be outfitted with two 13,000 ft-rated Oceaneering work class remotely operated vehicles (ROVs).

The vessel’s power will be derived from GE tier 4i emission compliant engines. It will have accommodations for 100 personnel, a helideck and a working moonpool.

The U.S.-flag subsea vessel will augment Oceaneering’s subsea intervention services in the ultra-deep waters of the Gulf of Mexico. These services include inspection, maintenance, and repair (IMR) projects and hardware installations.

Commenting on the order, Oceaneering International President and CEO M. Kevin McEvoy said the new vessel would help “ increase our capabi lit y to meet our customers’ demand to safely handle heavier subsea payloads in deeper water depths.” According to McEvoy, the vessel’s crane will enable the vessel to lift 100-tons greater than any of the vessels currently in Oceaneering’s fleet.

“This contract reinforces our comm it ment to ne w c on st r uc t ion i n t he commercial market and strengthens BAE Systems’ position as a highly competitive and financially stable builder of deepwater support vessels,” says Richard McCreary, Vice President, BAE Systems Southeast Shipyards. “We continue to grow our backlog of projects and build our commercial shipbuilding workforce.”

That g row ing back log includes t wo dump scows and a total of six platform supply vessels at its U.S. shipyards.

SEABourn CruiSES, a Carnival Corporation & plc brand, signed a Letter of Intent (LOI) for the construction of a new 450-passenger ultra-luxury cruise ship from Italy’s Fincantieri shipyard.

Based on a design by Norway-based Yran & Storbraaten, the new ship will be similar to Seabourn’s three newest vessels, built by T. Mariotti Shipyard, Genoa, Italy —the 32,000-gross ton Seabourn Odyssey, and sister ships Seabourn Sojourn and Seabourn Quest.

The new ship will offset the lost capacity after the sale of the Seabourn Pride, Seabourn Spirit and Seabourn Legend to Windstar. Those ships will officially be transferred to Windstar in April 2014, April 2015 and May 2015, respectively.

Seabourn says the new ship will be delivered the second half of 2016.

“We are pleased to be moving forward with the plans we announced earlier this year to build a fourth ship similar to the highly regarded new design we introduced with Seabourn Odyssey, Seabourn Sojourn, and Seabourn Quest,” says Seabourn President Richard Meadows.

Seabourn’s newest ship is expected to be delivered in 2016

Government suit against Bollinger shipyards is dismissed A fEDEr Al juDgE in the U.S. District Court for the East District of Louisiana has dismissed a False Claims Act (FCA) suit filed against Bollinger Shipyards Inc., Lockport, LA, concluding that the government had failed to prove fraud. The suit was over the alleged failure of eight U.S. Coast Guard patrol boat hulls modified by Bollinger Shipyards under the Deepwater Program.

The dismissal comes just months after the same judge, U.S. District Judge Sarah S. Vance, rejected the government’s attempt to revive the FCA suit against the shipyard.

According to Judge Vance, “The United States has failed to allege facts that allow the interference that Bollinger acted knowingly or with reckless disregard or deliberate 6 MARINE LOG November 2013

ignorance of the truth. Because its First Amended Complaint lacks a plausible theory of fraudulent inducement of acceptance of delivery or of payment, the Court must dismiss the United States’ FCA claims.”

“All of us in the Bollinger Shipyards family are gratified by the court’s thorough and well-reasoned decision dismissing with prejudice the Department of Justice’s allegations against Bollinger relating to our work on the Deepwater project,” said Chris Bollinger, President of Bollinger Shipyards, Inc. in a statement. “We look forward to putting this chapter behind us and to focusing our efforts on best serving our customer’s needs, including those of the Coast Guard and our other customers.”

“Bollinger has not discussed this case publicly before, and we will not have any further comment at this time. We believe the public record speaks for itself,” he concluded.

Under the Deepwater Program the U.S Coast Guard’s 100 ft Patrol Boats (WPBs) lives were to be extended—this included adding an additional 13 ft to the stern to make a high-speed launching ramp. When the first vessel converted, the Matagorda (WPB 1303), was put into service it suffered hull failure. With all subsequent efforts to repair the Matagorda and the remaining converted vessels unsuccessful, the Coast Guard deemed the cutters unseaworthy and had them removed from service. The total cost for the modifications cost $78 million.

UPDATE

eastern delivers another osv fOR HOS dEEpwATER flEET

M/V Red Rock is the latest delivery from Eastern Shipbuilding for the Hornbeck Offshore fleet

onE of tHE lArgESt SHipBuilDErS of offshore service vessels in the world, Eastern Shipbuilding Group, Inc., Panama City, FL, continues to launch and deliver new tonnage for the deepwater Gulf of Mexico fleet. Its latest delivery for the oil patch is the nearly 300-foot-long M/V HOS Red Rock for Hornbeck Offshore Services, LLC, Covington, LA. Sister to the HOS Red Dawn delivered this past June, the HOS Red Rock is the second of four HOSMAX 300 series DP-2 OSVs ordered by Hornbeck Offshore Services (HOS). The third OSV in the series, the HOS Renaissance, is undergoing final outf itting, regulator y and DP-2 trials.

Delivery of the HOS Renaissance is scheduled for next month.

The HOS Red Rock has a length of 292 ft, beam of 64 ft and depth of 24 ft 6 in.

The OSV is equipped with four Caterpillar 3516C 16-cylinder turbocharged Tier III diesel generator engines, each rated at 1,825

8 MARINE LOG November 2013

kW at 1,800 rev/min. Main propulsion power is supplied by two GE Energy furnished Hyundai 2,500 kW 690VAC electric motors that drive two Schottel SRP 2020 FP Z-drives with nozzles rated at 2,500 kW at 1,025 rev/min each for a total of 6,704 hp.

Schottel also provided two STT 4 fixed pitch tunnel thrusters rated at 1,180 kW at 1,170 rev/min, each with direct-coupled Hyundai 690VAC electric motors.

GE Energy Power Conversions provided the complete system integrated dieselelectric package, including the propulsion and thruster drives, motors, control systems, DP system, switchboards, motor control centers, automation and navigation/ communication electronics. The Red Rock is capable of a maximum speed of 14 knots, with a cruising speed of 12 knots.

The HOSMAX 300 OSVs are designed by naval architectural and marine engineering firm STX Marine, Inc., with increased

cargo and fuel capacities. The total fuel oil capacity is 241,141 US gallons, fuel oil daytanks have a capacity of 20,190 US gallons, drill water and ballast capacity is 562,822 US gallons, potable water capacity is 57,494 US gallons, liquid mud capacity is 20,846 bbls in 10 tanks, dry bulk mud capacity is 14,347 ft 3 seven tanks, and methanol capacity is 1,605 bbls in two tanks. The clear deck area is 10,585 ft 2 .

HOS has six other OSVs under contract with Eastern Shipbuilding. They are 302 ft x 64 ft x 26 ft designated HOSMAX 310 OSVs. The total below-deck capacities of the HOSMAX 310 include 285,649 gals of diesel fuel, 609,227 gals of drill/ballast water, 21,509 bbls of liquid mud, 14,347 ft 3 of dry-bulk mud, 2,212 bbls of methanol and 62,538 gals of potable water.

All 10 of the HOSMAX OSVs under contract are USCG, ABS Classed A1, Offshore Support Vessel and Ocean Service, Loadline, AMS, ACCU, Circle E, DPS-2 with additional ABS Class notations UWILD, E N V I RO, FF V-1 a nd c er t i f ied u nder SOLAS/IMO. Additionally, HOS has contracted with Eastern for two HOSMAX 310ES MultiPurpose Supply Vessels (MPSVs) w ith accommodations for 73 persons, a 250 MT subsea crane, moon pool, helideck and two ROV/LARS units.

The two HOSMAX 310ES MPSVs are to be ABS Classed Hull and Machinery, Oceans Service and reviewed for the United States Coast Guard under the Alternate Compliance Program (ACP 2-95) with the following Class Notations, A1, AMS, ACCU, DPS-2, UWILD, FFV-1, Circle E, Offshore Support Vessel (HNLS, HDC, HLC), GP, R R DA, HELIDK, EN VIRO, CRC, SPS (Special Purpose Ship), and certified under SOLAS/IMO.

Inland • Coastal • offshore • deepsea

Historic WrrDA bill passes the house A strong bipArtisAn vote of 417 to 3 has helped usher in the next age in U.S. Waterway history with the passing of the Water Resources Reform Development Act (WRRDA), H.R. 3080.

“More t ha n a qua r ter of A mer ic a’s annual GDP is based on the value of goods that transit in and out of our ports. In order to keep our economic recovery progressing, we must ensure these goods can move efficiently, without avoidable and costly delays caused by inadequate or poorly maintained infrastructure,” said Kurt Nagle, American Association of Port Authorities (AAPA) President and CEO. With W R R DA now passed, t he U.S. Army Corps of Engineers is now authorized to develop, maintain and support the nation’s ports and waterways infrastructure needs. The bill also included several provisions from WAVE 4, H.R.1149, which reforms the project delivery process of the Corps of Engineers; creates a prioritization of authorized improvements based upon risk of failure and economic return to the Nation; and provide needed adjustments to the Inland Waterways Trust Fund.

The W R R DA leg islat ion essent ia l ly streamlines the infrastructure project deliver y process by setting hard deadlines on t he time a nd cost of studies ; consolidating/eliminating duplicative or unnecessary studies.

It also fosters fiscal responsibility by deauthorizing $12 billion of old, inactive projects ; fully offseting new authorizations with deauthorizations; and sunseting new authorizations to prevent future project backlogs.

“WRRDA is the most policy and reform focused legislation of its kind in the last two decades,” says Bill Shuster (R-PA) Chairman of the Transportation and Infrastructure Committee. The bill contains no earmarks and is the first of its kind signed into law since 2007. Fundamentally, explains Shuster, WRRDA is about jobs.

“Not just the jobs in constructing these improvements to our infrastructure, but current and future jobs that will depend on a modern, efficient transportation system that will allow American business to compete and prosper in a global marketplace.”

“To run a 21st century economy, we need a 21st century infrastructure, and strategic investments in America’s aging harbors and inland waterways will spur job creation and lay the foundation for sustained economic growth,” said Subcommittee

Ranking Member Tim Bishop (D-NY).

The bill’s passing was praised by both politicians and industry insiders alike. The passing of the bill represents a “milestone in a divided Congress,” said Congressman John Garamendi (D-CA). Tom Allegretti, President, The American Waterways Operators, said, “The overwhelming support from both sides of the aisle is an example of what our democracy was meant to do— set aside partisan politics to help secure the nation’s collective success.”

UNCOMPROMISED

CONTROL

HT Series

Low Submergence Requirement Small Hull Penetrations Auxiliary Propulsion/ “Take Home” Capability Effective Thrust in Currents JT Series

Waterjet Bow/Stern Thrusters Up to 2,200HP

Proudly Made in the USA!

November 2013 MARINE LOG 9

UPDATE

Floating classroom takes shape at Derecktor A new reseArch vessel being built for the Maritime Aquarium at Norwalk, CT, is starting to take shape at the Robert E. Derecktor Inc. shipyard, Mamaroneck, NY. Upon delivery in May 2014, the $2.6 million, Incat Crowther-designed vessel will become the Aquarium’s new “floating classroom,” replacing the Aquarium’s current 34-year-old, 40 ft trawler.

The new 65 ft catamaran will be fully ADA compliant and meet all current USCG Subchapter T requirements. It will feature a hybrid diesel-electric propulsion system— expected to reduce diesel fuel consumption

10 MARINE LOG November 2013

by an estimated 75 percent, and will offer both a climate-controlled indoor classroom and an outdoor research space. Moreover, the new vessel will help increase class size, with the vessel’s total capacity of 65 more than doubling that of the current trawler.

The research vessel will be used between t he mont hs of Apr i l a nd Oc tober for Marine Life Study Cruises. During these months, crabs, mollusks and a variety of fish and other creatures will be brought up out of the Long Island Sound for examination. For the remaining months out of the year, December-March, the vessel will be used for Winter Creature Cruises.

“After such thorough thought and effort, its very exciting to see our new research vessel beginning to take shape,” said Jennifer Herring, President, Maritime Aquarium at Norwalk. “We can’t wait to get in the water and expand our educational opportunities out on the Sound, all the while doing it more quietly, more economically and in a more environmentally friendly way.”

The Aquarium, which has been providing research voyages in the Long Island Sound since 1988, will offer both cruises to school groups, summer campers and the general public.

ABS forms Asset PerformAnce mAnAgement grouP ABs has formed an Asset Performance Management Group (APMG) to “effectively meet the needs of the marine and offshore industries” in a way that integrates its “traditional classification services with innovative concepts, tools and practices. The new group brings several of ABS’ existing services into a single team focused on life cycle performance services.

“The future of classification requires ABS to work with our members and clients in a more collaborative, more ef f icient and less intr usive way,” says ABS Chair man and CEO Christopher J. Wiernicki.

Howard Fireman will lead the team as Senior Vice President, Asset Performance Management. Stephen Schwarz will be joining ABS as Vice President and Chief Operating Officer for the Nautical Systems Product Line. Director of Asset Integrity Management Chris Serratella also will be part of the new team.

OpiniOn

When Washington got things done

W

By Susan Gibbs

ith the government shutdown having sent Washington into a tailspin and validating Americans’ disdain for beltway politics, you can’t help but think about a time in our history when people believed government actually worked.

It may be difficult to harken back to those days, but there was a time when Washington actually got things done. Our national government set goals, established bold visions of the future and the nation lurched forward making great leaps.

The historical record is filled with examples of when U.S. government funding and vision made global progress a reality. Railing against government spending and investment in research and new technologies simply cuts against a long record of Washington actually leading the way for the world to see in a variety of areas.

It went far beyond the now seemingly extinct collegiality between Senators or the Reagan-Tip O’Neal relationship. When Washington faced a crisis, it leveraged the apparatus of government putting partisanship aside, to solve a problem.

The microchip, computer, internet, modern highway systems, aerospace technology, rocket technology, the modern electrical grid, and plastics, right down to the disposable razor were all innovations spurred on by the federal government. True, many of these, including Eisenhower’s Interstate Highway System were in fact borne out of some military purpose. That, however, does not negate the fact that bold ideas and real needs could galvanize Washington toward action.

In the days after World War II when the Cold War was in its infancy, Washington also helped give rise to the concept of the Public Private Partnership. Back then before the jet age, America needed the fastest, most advanced ship ever constructed to move more troops farther and faster than any nation. After contentious debate, our leadership in Washington responded by partnering with the United States Lines to design, build and launch America’s Flagship, the SS United States. Like the 747, the Space Shuttle and the iPhone that followed, the United States became a symbol of American innovation and resolve.

She was the epitome of her namesake nation on the high seas. On her maiden voyage she shattered speed records across the Atlantic.

Those records are still unbroken.

When President Kennedy challenged us to go to the moon before the 1960’s came to a close, Americans and their government rallied to the cause. That doesn’t mean there wasn’t doubt and dissention.

Debate is part of our system. But we drove hard to achieve an historic goal for our nation and humanity that has not been duplicated.

It’s hard to imagine such lofty accomplishments emerging from today’s Washington. Today, with the Space Shuttle fleet a series of museum exhibits, we wonder if our quest for bold innovation has permanently taken a back seat to special interest politics and partisan gridlock.

The Obamacare and debt ceiling debates is a sideshow to the larger problem of government dysfunction that is impacting Americans’ faith and confidence in the system. Some blame Republicans, some the Democrats, still others the Tea Party or Liberal ideologues. The simple truth is people don’t live on the set of a Sunday talk show.

They live in communities all across the country and they want to be proud again in a nation that can set its sights on building great things, doing what was previously thought impossible and being the nation of bold action it once was.

People are waiting for a new sign of American greatness. Perhaps they should look to the fate of an old one as a barometer of whether Washington is ready to get things done again.

Still the only object in America named for our great nation, America’s f lagship the SS United States, sits waiting for renewal at a Philadelphia pier. This great American symbol has been abandoned by the government whose vision and foresight made her an icon of her age.

“In the days after World War II when the Cold War was in its infancy, Washington also helped give rise to the concept of the Public Private Partnership.”

The ship could be a half a million square feet of mixed-use waterfront development wrapped in an historic structure that is the last of its kind. It could create thousands of jobs and produce needed tax revenue. It could house a world class museum and educational center that celebrates America’s history as well as our enduring quest for technological innovation. It could be a place visited and enjoyed by countless Americans who want to experience a part of their past while enjoying modern amenities.

That’s a bold vision and one worth achieving. Of course, no one in Congress or at the White House seems interested. They’re too busy slinging insults at one another to care about the United States or other important causes.

It’s time we showed the world that our government can get things done again.

Opportunities will pass us by as a nation. We will lose touch with our history and spirit of innovation. We risk being like our great, rusting flagship— a reminder of a time long gone. ■

Susan Gibbs is the Executive Director of the SS United States Conservancy and granddaughter of William Francis Gibbs, designer of America’s Flagship. Learn more about how you can help save the United States at http://www.SSUSC.org .

November 2013 MARINE LOG 11

inside washington

New Navy ship construction has higher price tag, says CBO It should come as no surprise that the non-partisan Congressional Budget Office estimates the cost of new ship construction in the Navy’s 2014 shipbuilding plan is higher than the U.S. Navy’s. How much higher? The Congressional Budget Office (CBO) estimates the tab at $76 billion—or 15 percent higher—than the Navy’s estimate.

The CBO’s estimate is highlighted in a new report, An Analysis of the Navy’s Fiscal Year 2014 Shipbuilding Plan, which also finds that the total costs of carrying out the 2014 plan—an average of $21 billion per year over the next 30 years—would be onethird higher than the funding amounts the Navy has received in recent decades.

Worse still, the 2014 plan would also fall short of meeting the Navy’s inventory goals for some types of ship, says CBO. At the direction of the Congress, the Department of Defense (DoD) issues annual reports that describe its plan for building new ships over the next 30 years.

DoD submitted its 2014 shipbuilding plan

to the Congress in May 2013, covering fiscal years 2014 to 2043.

Under its 2014 shipbuilding plan, the Navy’s goal for its inventory of battle force ships is 306 ships. That’s smaller than the goal of 310 to 316 ships specified in its 2013 plan and the goal of 313 ships that resulted from the 2005 force structure assessment.

However, the goal of 306 ships is greater than the Navy’s battle force fleet, which will be 285 ships at the end of this year.

The Navy’s shipbuilding plan would also fail to meet the goal of 88 large surface combatants (destroyers and cruisers) in 2030 and beyond.

Under the 2014 plan, the Navy would buy a total of 266 ships over the 2014–2043 period: 220 combat ships and 46 combat logistics and support ships. Given the rate at which the Navy plans to retire ships from the fleet, that construction plan would not achieve a fleet equal to the inventory goal of 306 ships until 2037.

The Navy estimates that buying the new ships as specified in the 2014 plan

would cost $504 billion over 30 years, or an average of $16.8 billion per year.

Those figures are solely for the construction of new ships—the only type of costs reported in the Navy’s 30-year shipbuilding plans. Other activities typically funded from the Navy’s budget accounts for ship construction—such as refueling nuclearpowered aircraft carriers and outfitting new ships—would, in CBO’s estimation, add $1.9 billion to the Navy’s average annual shipbuilding costs under the 2014 plan. Including those extra costs, the average cost of the Navy’s 2014 plan is $18.7 billion per year, slightly less than the cost of the 2013 plan.

Using its own models and assumptions, CBO estimates that the cost of new-ship construction in the Navy’s 2014 plan would total $580 billion over 30 years, or an average of $19.3 billion per year. Including the costs of refueling aircraft carriers and other items, such as outfitting new ships, raises the overall average cost of the Navy’s plan to $21.2 billion per year, CBO estimates.

To make it safely to harbor,

it takes a strong and agile partner.

Strength. Agility. Expertise. That’s what counts in this business.

Ask for Great American coverage for Hull/PI • Pollution • Marine Liabilities Shiprepairer Legal • Spill Responder • Marina Operators • Excess Liability Ocean Cargo. Contact Captain Ed Wilmot at 212-510-0125; ewilmot@gaic.com Great American Insurance Group I 580 Walnut Street I Cincinnati, OH 45202 I GreatAmericanInsurance.com

12 MARINE LOG November 2013

Ocean Marine Division www.GreatAmericanOcean.com

LNG

Norwegian twins mark “sigNificaNt milestoNe” Turkey’s Sanmar Shipyard builds LNG-fuelled tugs for Norway

By Paul Bartlett, Contributing Editor

W

idespread adoption of LNG as a marine fuel in the U.S.—and elsewhere—is a matter of when, not if.

It’s a win-win scenario,” says Neil Giliver. Speaking to Marine Log at the naming ceremony of the world’s first two LNG-powered tugs at Turkey’s Sanmar Shipyard in Tuzla, the Rolls-Royce President, Merchant, described the early-October occasion as a “significant milestone” in marine propulsion generally and service craft engineering in particular.

The two gas-powered tugs, Borgoy and Bokn, are the result of many man-years of propulsion engineering and design and could not have been built without unusually close cooperation between Norwegian owner and tug designer Buksér og Berging, builder Sanmar, class society DNV and propulsion specialists Rolls-Royce.

Neither would they have been built without long-term contractual support in the form of charters from Norway’s Statoil. The tugs will be deployed early next year at the world’s third largest export terminal for natural gas liquids in Kårstø, Norway. There they will help manage the safe maneuvering and berthing of LNG, LPG and chemical carriers 24 hours a day, 365 days a year. The two vessels also have fire-fighting and oil recovery notation.

Each of the two 35-meter tugs is powered by a pair of Rolls-Royce C26:33L6PG Bergen engines fuelled entirely by liquid natural gas.

“

This is stored at minus 160°C in a vertically mounted 80m 3 tank and fuel is pressure-fed from there to the engines.

These, in turn, drive US35 controllable-pitch Rolls-Royce azimuth thrusters with three-meter ducted propellers. The combined output of each pair of engines is 3,410 kW at 1,000 rev/min giving a static bollard pull of 65 tonnes and a steering force of 100 tonnes at ten knots. Each engine and thruster is a self-contained system, thereby providing complete redundancy. The craft each have a main towing winch with a brake load capacity of 250 tonnes.

Safety systems have of course been a key consideration. The systems on board meet the International Code of Safety for Gas Fuelled Ships which require arrangements including independent engine room spaces with 30 air changes per hour, gas detection, automatic shutdown of gas supply and disconnection of electrical equipment, as well as ventilated double sheathed piping.

Rolls-Royce’s Gilliver reveals that the company is receiving a steady stream of enquiries relating to gas-powered vessels from all over the world. And he expects to be announcing contracts with a Far Eastern tug operator for gas-powered tugs to be built in China within a matter of weeks. Meanwhile terminal service companies and ferry operators in both north and south Europe are poised to place more orders. However, Gilliver is particularly upbeat on the November 2013 MARINE LOG 13

LNG outlook for LNG-powered terminal service vessels in the US. “There is a massive abundance of LNG in the U.S.,” he points out, “and it is substantially less expensive than traditional heavy fuel oil alternatives. It is also a far cleaner fuel with considerably lower emissions of particulates and other pollutants. The only real barrier to overcome, and significant steps are being made constantly, is the availability of LNG where it is needed,” he adds.

Gilliver says that terminal service craft are potentially one of the best suited to LNG propulsion systems. The Borgoy and Bokn will be working in a gas distribution hub in northern Europe, he says.

Establishing suitable bunkering facilities there will be relatively straightforward. More and more ports are likely to find themselves in a similar position, as global gas trades expand and diversify.

A case can be made for almost any vessel type to switch to gasonly propulsion systems which are more efficient because they run on a single fuel, according to Gilliver. But, he says, there are a handful of logical applications and this is where Rolls-Royce is seeing the most interest. These include ferries, short sea cargo vessels and tugs—ships with fixed areas of operation where it is easier to guarantee fuel supply.

“The opportunity in the U.S. for all of these vessel types is significant, particularly ferries and tugs,” Gilliver comments. “We are currently in discussion with a number of U.S. customers who are anxious to start reaping the cost saving and environmental rewards which the fuel offers.”

“A massive inland waterway network, coupled with many of the world’s busiest ports along the Pacific, Gulf and Atlantic coasts are operational areas for a variety of tug types that will benefit from switching to LNG,” he adds.

14 MARINE LOG November 2013

Neil Gilliver, Rolls-Royce, President, Merchant, sees the potential to burn LNG as fuel for tugs and ferries in the U.S.

There is a premium to be paid in terms of first cost. Price details of the Sanmar-built tugs were not revealed but experts suggest that the Borgoy and Bokn may have cost around 50% more than similar conventionally fuelled vessels. However this premium is likely to narrow as gas-only propulsion technology becomes more widely adopted.

However, even in parts of the world where LNG is relatively expensive—Asia, for example—the significant environmental benefits of using gas as a fuel may well prove a sufficient incentive to spend a bit more than strictly necessary at the outset. ■

Ballast water

More than 7,600 oceangoing ships call at U.S. ports annually, potentially carrying invasive species in their ballast tanks

Looking for more time Coast Guard policy letter provides guidelines on how operators can get extension

By John R. Snyder, Publisher & Editor-in-Chief to comply with BWM discharge standards

A

sk and you shall receive—but don’t dawdle. That’s the message to commercial operators looking for more time to comply with the U.S. Coast Guard’s Ballast Water Management Discharge Standards. A policy letter issued by the Coast Guard on September 25 outlines the provisions under which an extension to the implementation schedule for the Coast Guard’s Ballast Water Management Discharge Standards (BWMDS). Key under these regulations is that an extension request must be filed with the Coast Guard no later than 12 months before the vessel’s applicable implementation date. The extension request must provide documentation that despite best efforts to meet BWMDS requirement schedule, compliance is not possible.

The Coast Guard’s BWM rule went into effect on June 21, 2012 and established a quantitative BWMDS and BWM methods for many U.S.- and foreign-f lag vessels equipped with ballast tanks and operating in U.S. waters. The compliance dates for implementing the BWMDS vary based on a vessel’s ballast water capacity and construction date. The table on page 16 shows the implementation schedule for Approved BWM Methods.

One reason an operator might apply for an extension is that a Coast Guard type-approved BWM system might not be available.

Another is that there might not be a shipyard available to install the system. The maximum length of an extension granted by the Coast Guard is five years from the vessel’s implementation date.

There are, however, special cases. The Coast Guard says that

under rare circumstances when an owner or operator is unable to submit an extension request 12 months before a vessel’s implementation date—such as in a transfer of ownership—an extension request should be submitted as early as possible.

Five options to comply Washington, DC-based maritime law firm Blank Rome LLP says that vessels have five ballast water management options to comply with the BWM Rule, including: (1) installing a Coast Guard approved ballast water management system (BWMS); (2) installing an Alternative Management System (AMS); (3) using only ballast water from the U.S. public water system; (4) using reception facilities either at port or at floating discharge systems; or (5) retaining all ballast water in U.S. waters.

From a practical standpoint, says Blank Rome, only two of these options are feasible for many vessels engaged in commercial operations. For many vessels, using the U.S. public water system, reception facilities, and retaining all ballast water may be impracticable due to the availability of facilities or capacity of the vessel. Additionally, the Coast Guard has yet to approve any BWMS. As a result, the remaining two viable options under the regulations are to either install an AMS or apply for an extension to the BWM implementation schedule.

If an operator does receive an extension from the Coast Guard, the Environmental Protection Agency—which has its own ballast water treatment technology requirements under the Vessel General November 2013 MARINE LOG 15

Ballast water ImplementatIon schedule for approved Ballast Water management methods Vessel’s ballast water capacity

Date constructed

Vessel’s compliance date

New vessels

All

On or after Dec. 1, 2013

On delivery

Existing vessels

Less than 1,500 m3

Before Dec. 1, 2013

First scheduled drydocking after Jan. 1, 2016

1,500-5,000 m3

Before Dec. 1, 2013

First scheduled drydocking after Jan. 1, 2016

Greater than 5,000 m3

Before Dec. 1, 2013

First scheduled drydocking after Jan. 1, 2016

Permit—will consider the information, but is not bound by it. That means operators better check with the EPA on their vessel’s status.

ISH moveS aHead One operator that’s already moving ahead with its plan to comply with the BWM rule is International Shipholding Corporation (ISH), New York, NY. ISH operates a fleet of 50 vessels, including nine in the Jones Act. It recently agreed to purchase seven ballast water treatment systems (BWTS) from Ecochlor, Inc., Maynard, MA, for installation on its ships. These systems are expected to be delivered between 2014 and 2016 and will be installed on several classes of ships including vehicle carriers and bulk carriers.

The Ecochlor BWT uses a two-step process to treat ballast water; filtration followed by disinfection using chlorine dioxide.

“With new ballast water regulations taking effect in the U.S. and ratification of the International Maritime Organization’s Convention on Control and Management of Ballast Water and Sediments expected soon, ISH spent over 18 months reviewing and evaluating alternatives for treating ballast water on-board its vessels,” says maritime attorney Harlan Doliner of Boston-based Verrill Dana LLP. “As a major owner of Jones Act vessels, ISH and its

Verrill Dana congratulates

on its new contract with International Shipholding Corp. for installation of Ecochlor’s ballast water treatment system technology on seven ISH vessels.

Our Maritime Group was honored to advise Ecochlor on this exciting transaction.

Boston, MA • Portland, ME • Augusta, ME • Stamford, CT • Washington, DC

www.verrilldana.com/maritime

16 MARINE LOG November 2013

VERD.17990 MarineLogEcochlorAd.2013.FR.indd 1

10/10/13 3:04 PM

management sought a solution that would satisfy both current and future regulations in the U.S. and throughout the world. They also required a cost effective solution that would allow them to retrofit their vessels easily and quickly, often without a dry dock. Lastly, ISH required a ballast water treatment system that would be able to operate effectively and reliably in a wide range of water conditions.

The Ecochlor system met all these criteria.”

Ecochlor has been working with the Maritime Group of Verrill Dana LLP to establish itself as a leader in what is projected to be a $35 billion worldwide market over the next 10 years, according to Doliner. In order to accomplish this, says Doliner, Ecochlor is simultaneously active in three areas: (1) Sales of its BWT systems to new ship construction and retrofits; (2) Expanding its global support system for BWT resupply and maintenance; and (3) Leveraging its ABS (American Bureau of Shipping), Liberian Ship Registry, and Lloyd’s Register Class IMO Type Approvals, USCG STEP & AMS acceptances and EU (Germany) approvals towards USCG final, i.e. permanent, approval that is expected to serve as the model approval for worldwide operation.

Ecochlor President Tom Perlich, says, “ISH management is clearly committed to protecting the coastal environment, and they are taking proactive steps to ensure the company’s continuing compliance with Federal and international regulations.”

Verrill Dana’s Maritime Group has assisted Ecochlor with the drafting and negotiation of contractual arrangements for providing its BWT systems to new ship construction in China, and with the recent seven ship retrofit contract with ISH. Verrill Dana has supported Ecochlor’s efforts to establish a global network for BWT resupply and maintenance. “We also provide legal ‘back up’ in terms of interpreting and applying Coast Guard and other regulatory requirements,” he says.

Ecochlor installed its first system in 2004 on the Atlantic Container Line’s large container/RO/RO ship M/V Atlantic Compass and its second system on Matson Navigation’s bulker M/V Moku Pahu in 2006. Both ships were accepted in the U.S. Coast Guard’s Shipboard Technology Evaluation Program (STEP).

“The STEP program was an effort by the USCG to encourage BWT system suppliers and ship owners to work together to gain shipboard experience with the installation, operation and effectiveness of BWT systems,” says Doliner. Now that the USCG Alternate Management Systems (AMS) program has been implemented, STEP has essentially been superseded. AMS acceptance by the Coast Guard is a temporary designation given to a ballast water treatment system approved by a foreign administration. Vessel operators may use an AMS to manage their ballast water discharges in lieu of ballast water exchange, while that treatment system undergoes final approval testing to Coast Guard standards. At this time no BWT has received final approval. Instead, the USCG has determined that AMS are in compliance with its Final Rule for Standards for Living Organisms in Ships’ Ballast Water Discharged in U.S. Waters, promulgated in March 2012. An AMS may be used to meet the Coast Guard ballast water treatment requirements for up to five years after the ship’s specified ballast water discharge standard compliance date.” ■

Lubes

Operators will have to switch to Environmentally Acceptable Lubricants to comply with VGP

Oil and water dOn’t mix 2013 Vessel General Permit takes effect on December 19

M

illions of liters of mineral oil-based lubricants enter the world’s oceans, bays, harbors and rivers every year through normal vessel operations. A 2010 study estimated that commercial ships may introduce annually as much as 61 million liters of oil through operational discharges. These lubricants and greases are used on everything from cranes to stern tubes to thrusters. The idea behind the U.S. Environmental Protection Agency’s Vessel General Permit program is to mitigate the environmental damage from these mineral oil-based lubricants by switching to Environmentally Acceptable Lubricants (EALs).

This coming December 19, the EPA’s 2013 Vessel General Permit goes into effect, covering 27 ship discharges that are incidental to normal commercial vessel operations. The 27 eff luents—which range from gas turbine wash water to sonar dome discharge—are regulated by the EPA under the Clean Water Act. The law affects any commercial vessel over 79 feet that provides transportation and operates within the three-mile territorial waters, Great Lakes and inland waterways of the U.S. Vessels not covered under the VGP include stationary drill rigs, floating casinos, military vessels and recreational vessels.

Speaking at Marine Log’s Global Greenship, Kluber Lubrication’s Ben Bryant said the 2013 VGP requires that “all vessels must use an EAL (Environmentally Acceptable Lubricant) in all oil-to-sea

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

interfaces, unless technically infeasible.” Some of the reasons for being “technically infeasible” range from not being approved by the original equipment manufacturer to not being available in a port where the vessel calls.

Bryant said the Environmentally Acceptable Lubricants are “biodegradable” and “minimally toxic” and are “not bioaccumulative” as defined in Appendix A of the permit. The three most common categories of biodegradable base oils are: 1) vegetable oils, 2) synthetic esters, and 3) polyalkylene glycols. A vessel operator has to take into account the particular application in order to choose the best lubricant.

To ensure that the EAL complies with the VGP’s requirements, Bryant says that operators should look for EALs labeled under the following programs: Blue Angel, European Ecolabel, Nordic Swan, the Swedish Standards SS 155434 and 155470, Convention for the Protection of the Marine Environment of the North-East Atlantic (OSPAR) requirements, and the EPA’s Design for the Environment (DfE). He advises that if an EAL is not part of a label program to request a compliance statement and ask for copies of the lubricating test data.

“Operators should know where EALs are required on their vessel,” said Bryant. He advised that you should work with your equipment manufacturer to determine technical feasibility and November 2013 MARINE LOG 17

OFFSHORE

ENERGY CHALLENGE

CONFERENCE + EXPOSITION

December 3-4, 2013 Washington Marriott Washington, DC

The world energy picture is changing.

Are you changing with it?

Increased offshore oil production in deepwater waters and in harsher environments, fracking and a diverse set of renewables are creating new opportunities for marine companies.

ExplorE those opportunities at this executive-level conference & expo and position your company for growth.

Get proGram updates & reGIster onlIne www.marinelog.com/events Twitter: @MarinelogEvents

tabletops & sponsorships Contact Jane poterala at jpoterala@sbpub.com (212) 620-7209

Event Program

Moderators: Jon Waldron, Esq., Partner, Blank Rome LLP Joan Bondareff, Esq., Of Counsel, Blank Rome LLP

December 3

December 4

Continental breakfast | Expo open | Sponsorship available

Continental breakfast | Expo open | Sponsorship available

Keynote Address Dr. Lorry Wagner, President, Lake Erie Energy Development Corp. (LEEDCo)

Offshore Wind Development and the Jones Act Jon Waldron, Esq., Partner, Blank Rome LLP

The Global and U.S. Offshore Wind Markets Michael W. Drunsic, Sr. Consultant - Offshore Lead, DNV KEMA Energy & Sustainability

State of Affairs of Marine LNG John Graykowski, Esq., Principal, Maritime Industry Consultants, and former Deputy Maritime Administrator and Acting Administrator, U.S. Maritime Administration

Bringing Offshore Wind to U.S. Shores—Why Can’t the U.S. Be More Like Europe?

Joan Bondareff, Esq., Of Counsel, BlankRome LLP

State of the U.S. Marine and Hydrokinetic (MHK) Renewable Energy Industry and Government Support Damian Kunko, Vice President, SMI/Helios Strategies

Coffee break | Expo open | Sponsored by Det Norske Veritas

Coffee break | Expo open | Sponsorship available

What’s the Outlook for Global Offshore Oil & Gas? Steven Kopits, Managing Director, Douglas-Westwood

Integrating Tidal Energy with Cost Effective Shoreline Protection Roger Bason, Partner, Eccosolution, LLC

Developing Offshore Wind Farms: Lessons Learned Larry Kiern, Esq., Partner, Winston & Strawn LLP

Marine LNG: A Regulator’s Perspective Richard Delpizzo, Manager, Global Gas Solutions, ABS

Luncheon | Expo open | Sponsored by ABS

Luncheon | Expo open | Sponsorship available

Financing Offshore Vessels for Traditional & Alternative Energies H. Clayton Cook, Jr., Esq., Of Counsel, Seward & Kissel LLP

Special issues with operating in the Arctic Harlan M. Doliner, Esq., Counsel, Verrill Dana LLP

What’s the Market for Deepwater & Ultra Deepwater Equipment?

A Forensic Analysis of the Deepwater Horizon Incident • Shane Finnegan, Project Engineer, Pipeline & Facility Risk Management & Team Lead, CAE Group, DNV (U.S.A.), Inc. • Mahesh Kailasam, Solutions Experience Director, Energy, Process & Utilities, Dassault Systemes

New Opportunities for Oil & Gas Development on the East Coast Energy break | Expo open | Sponsored by Martin, Ottaway, van Hemmen & Dolan, Inc. Panel Presentations: What Vessels Will Be Needed to Support Ocean Energy Development?

Moderator: Charlie Papavizas, Esq., Partner, Winston & Strawn LLP • Christopher Barry, P.E., Chair, SNAME Technical and Research Panel EC-12, Ocean Renewable Energy • Richard McCreary, VP & General Manager, BAE Systems Southeast Shipyards

Adjourn Online proceedings sponsored by Blank Rome LLP Supporting organizations

Cocktail reception | Expo open | Sponsorship available

Registration

Please register me for Offshore Energy Challenge on December 3-4, 2013 in Washington, D.C.

Name ___________________________________________________________

Standard delegate rate - $925

Title ____________________________________________________________

Check enclosed (payable in advance to Marine Log) Bill my company Charge my credit card

Company _______________________________________________________

Vessel owner/operator rate - $695

37-002-2810

Address _________________________________________________________

Card expires _______ / _____ Security code ________________________

City _______________________ State _________ Zip ________________

Account number _________________________________________________

Telephone __________________________ Fax ________________________

Signature ________________________________________________________

Email ___________________________________________________________

Cardholder name ________________________________________________

I’d like a complimentary subscription (publisher reserves right to limit numbers):

Billing address for card ___________________________________________

Marine Log Magazine Marine Log Daily News

_________________________________________________________________ Email receipt to __________________________________________________

Send completed form to: Jane Poterala, Conference Dir., Simmons-Boardman Publishing, 55 Broad Street, Flr. 26, New York, NY 10004 | T: (212) 620-7200 x7209 | conferences@sbpub.com

REGISTRATION: Your confirmation and invoice/receipt will be sent via email. Registration fee includes all conference sessions and social functions, plus available conference presentations (sent via email post-event). CANCELLATION POLICY: Confirmed registrants canceling less than a week prior are subject to a $250 service charge.

Registrants who fail to attend are liable for entire fee unless they notify Marine Log in writing prior to the event. HOTEL: The Washington Marriott Hotel (1221 22nd Street NW, Washington, DC 20037) has set aside a block of rooms at $249 single/double for conference attendees. These will be held until 30 days prior to the conference.

Please contact the hotel directly at (202) 872-1500 for room reservations (group code: “Marine Log”). You will receive room confirmation from the hotel.

Lubes to document where technically infeasible. He also said you should check with your lubricant supplier that their lubricants comply with VGP and plan your change overs based on your ship’s drydock schedule. Also important is to train your vessel crews on inspection and reporting requirements.

Kluber Lubrication makes a full line of biodegradable lubricants, including the open gear grease Klüberbio LG 39-700. The finished lubricant is formulated with more than 90% renewable materials.

The base oil of the grease was developed with new technology that yields a higher viscosity and considerably improved low-temperature behavior compared to other ester type oils. Klüberbio LG 39-700 extends the service life of pinions, large gears and tooth racks, contributing to energy savings and operational cost savings over the entire lifespan of the ship.

“The December 19, 2013, VGP deadline is looming large in the minds of maritime industry professionals.”

In September, RSC Bio Solutions, Charlotte, NC, announced that its EnviroLogic EALs, including hydraulic, stern tube and thruster oils, and Safecare cleaners and their constituent components were evaluated by independent laboratories to meet the U.S. EPA’s definitions of biodegradable, minimally toxic and not bioaccumulative. RSC Bio Solutions certifies its hydraulic fluids and cleaner products as 2013 VGP Compliant.

“While there is a consistent desire to be sustainable, the December 19, 2013, VGP deadline is looming large in the minds of maritime industry professionals,” says Mark Miller, Executive Vice President of Marine Sales, RSC Bio Solutions.

“RSC Bio Solutions has invested heavily in thorough testing and validation to ensure that those using RSC Bio Solutions’ products can be absolutely certain that they are compliant. With our EnviroLogic and Safecare products, there is no need to worry or think twice.”

Those sentiments were echoed by RSC Bio Solutions President Mike Guggenheimer. “This industry has been a leader in environmental products. Is it going to create a sheen? Is it going to work with my seals and pumps? We have a proven track record, proven technology. You have enough things to worry about.”

ExxonMobil unvEils linE of synthEtic EAls ExxonMobil Marine Fuels & Lubricants recently unveiled its own synthetic line of EALs called Mobil SHC Aware. Mobil SHC Aware synthetic lubricants were developed through extensive laboratory and in-service testing, the Mobil SHC Aware range includes: • Mobil SHC Aware H Hydraulic fluids • Mobil SHC Aware ST stern tube lubricants • Mobil SHC Aware Grease EP2 multipurpose grease • Mobil SHC Aware Gear range of gear oils Mobil SHC Aware H Hydraulic f luids are specially formulated to provide maximum protection for modern high-pressure hydraulic systems. Exceptional anti-wear, lubricity and film strength characteristics ensure Mobil SHC Aware H products perform optimally in marine hydraulic systems operating under high load and high pressures.

Mobil SHC Aware Grease EP 2 provides an exceptional balance between reducing the potential for environmental damage over conventional products while standing up to very demanding performance standards. It helps to extend equipment life, minimize unscheduled downtime and costs.

20 MARINE LOG November 2013

thorny issuE of stErn tubE lubricAnts An analysis performed by a lubricant supplier indicated a range of average daily stern tube lubricant consumption rates for different vessels. The average rate across vessel types was 2.6 liters per day, but ranged from less than 1 liter per day to up to 20 liters per day.

A 2010 study estimated that commercial vessels make 1.7 million ports visits annually and leak 4.6 to 28.6 million liters of lubricating oil from stern tubes.

Marine lubricant suppliers have formulated various EALs to tackle the issue. Mobil SHC Aware synthetic environmentally acceptable stern tube oils emulsify readily with water and provide outstanding lubrication and rust/corrosion protection with up to 20 percent water content. The oils’ lubricating film resists water, keeping stern tube systems protected for extended periods of time and under severe operating conditions.

TOTAL Lubmarine’s stern tube lubricant Bioneptan (ISO 100, 150, 200) stern tube carries European Ecolabel. Highly biodegradable (80%), Bioneptan provides excellent lubrication of bearings.

Bio-sourced ester has an operating temperature between -30 degrees C to 100 degrees C. Castrol’s BioStat contains selected additives ensuring good oxidation stability, good anti-corrosion and anti-wear properties and low aquatic toxicity. The combination of base oils used in BioStat endows it with a very high viscosity index and an extremely low pour point as well as giving excellent compatibility with elastomeric seal materials.The careful choice of the synthetic base oils enables the product to operate in a wide system temperature.

The BioStat range of high specification stern tube oils are intended as drop-in replacements for conventional mineral oils in equipment where there is a risk of accidental spillage or leakage and consequential environmental damage. BioStat stern tube/gear oils are suited for the application in stern tube, reduction gear, thruster, spur, helical and planetary gear units, couplings, rolling and sliding bearings.

Pa nol i n A me r ic a I nc .’s Ja re d M i k ac ic h s ay s t he c ompa ny ’s l i ne of Green ma r i ne produc t s exceed a l l t he EPA VGP requirements. Panolin’s main Greenmarine lubricants consist of the HLP Synth hydraulic f luid, EP Gear Synth, Biotrack E 700, Biogrease EP 2 and Stella Maris for stern tube applications. Panolin’s unique technology employs 100% saturated synthetic esters and special additives to create lubricants that are superior.

Stella Maris was created more recently utilizing the same 100% saturated ester technology specifically for stern tube lubricating demands. Some of the benefits from using our technology are: • Long term value • Low pour point, excellent reaction in cold start-up temperatures • Iodine number less than 15 • Excellent thermal and oxidation stability, no change in viscosity with changing temperature • Systems stay clean, no ageing deposits • Excellent long-term performance (in some cases a lifetime fill) • Separates from water easily and quickly due to fully saturated ester compound • NO rainbow sheen • High presser operation with no issues • Excellent rust prevention • Works well with nearly all sealing and hose materials • ABS (American Bureau of Shipping), EPA Vessel General Permit compliant ■

Regulations change. Your deadlines don’t.

Introducing Mobil SHC Aware™— the marine lubricant that meets VGP regulations and exceeds expectations.

A shipping company’s major concern is protecting equipment; now United States Environmental Protection Agency (EPA) Vessel General Permit (VGP) regulations require this is done whilst minimising impact to the environment. Mobil SHC Aware™ offers the protection of a synthetic whilst meeting new U.S. EPA requirements for biodegradability. Which is good for the environment. And good for business.

© 2013 Exxon Mobil Corporation. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries.

Go to exxonmobil.com/marine to find out how to avoid the costs of noncompliance.

The Proven Formula for Brand Success The Right Audience + High-quality Editorial

Take your brand to the next level Contact your sales rep at marinelog@sbpub.com or call 212.620.7200 | marinelog.com 31,000+ qualified subscribers worldwide 76% of subscribers are involved in purchasing decisions 79% of subscribers act on advertisements 52% of subscribers are involved in vessel operations *Source: 2011 Verified Audit Report and 2012 Signet AdImpact Survey

MaritiMe Salvage

Congressman Duncan Hunter provided the keynote address at the National Maritime Salvage Conference

Vessel Response plAns take center stage Delegates gather to discuss critical marine salvage, firefighting issues at conference

A

staunch supporter of a strong Jones Act fleet and national shipbuilding capacity, Congressman Duncan Hunter spoke to more than 150 delegates at the National Maritime Salvage Conference & Expo, which was held September 10-12 in Arlington, VA. A biennial event, themed “Weathering the storm,” was jointly produced by the American Salvage Association (ASA) and Marine Log. The first two days of the conference included individual presentations and panel discussions focused on the critical issues of marine salvage, wreck removal and firefighting, including environmental salvage, Office of Foreign Assets Control (OFAC) restrictions on salvage operations; incident management during salvage operations; effective communications; and contracting.

The third day was an intensive tabletop exercise that involved a collision between a tanker and a barge. The lively exercise was led

by T&T Salvage’s Mauricio Garrido, who served as the Chairman of the National Maritime Salvage Conference. The exercise included participants from the U.S. Coast Guard, marine insurance industry and salvage and spill response community.

Chairman of the Subcommittee on Coast Guard and Maritime Transportation, Congressman Hunter (R-CA) outlined some of the major challenges facing U.S. maritime interests, including a shrinking U.S.-f lag oceangoing fleet and responder immunity— a topic that has been of long-standing major concern to salvors, spill responders and dispersant providers. The provisions in the Oil Pollution Act of 1990 are not adequate to protect responders to

lawsuits as shown after the Deepwater Horizon incident. Without the enactment of enhanced provisions to responder immunity, it’s likely to give responders pause before acting in future oil spill incidents. Chairman Hunter pledged he would continue to enact new provisions for responder immunity.

Last year, Congress left out responder immunity provisions in the Coast Guard and Maritime Transportation Authorization Act of 2012. As we went to press, Chairman Hunter’s Subcommittee on Coast Guard and Maritime Transportation was due to hold a hearing on “Coast Guard and Maritime Transportation Authorization Issues.”

Non-Tank Vessel Response Plans Just prior to the conference, the U.S. Coast Guard issued the final rule on the requirements for implementing Non-Tank Vessel Response Plans on Salvage and Marine Firefighting. Under the final rule, non-tank vessel owners are required to submit Vessel Response Plans (VRPs) to the U.S. Coast Guard by January 30, 2014. Under the new rules, non-tank vessel owners are required to pre-contract with Qualified Individuals (QIs), oil spill response organizations (OSROs), dispersant service providers and salvors.

Like other P&I clubs, The Steamship Mutual Underwriting Association (Bermuda) Limited issued a circular to its members— owners of tank and non-tank vessels that call at U.S. ports—that outlines the requirements for U.S. Vessel Response Plans, Salvage and Marine Firefighting.

November 2013 MARINE LOG 23

MaritiMe Salvage Members of The Steamship Mutual own or charter a total of more than 100 million gross tons of ships, of which 53 percent is controlled by European or Far East interests.

Non-tank vessel owners with a fuel cargo capacity of 2,500 barrels or greater to carry oil (as defined) are required to enter into Funding Agreements w ith salvors and marine firefighting resources. After review, The Steamship Mutual found Funding Agreements of f ive salvors to conform

with the International Group (IG) Salvage Guidelines on Vessel Response Plans. The salvors include: DonJon-Smit (Tanker and Non-Tanker) – Version A-October 4, 2013 Marine Response Alliance LLC – Version 16 October 2013 Resolve Salvage & Fire (Americas) Inc. – Version 3-1 October 2013 Svitzer USA Companies – Version October 1, 2013

• • • •

• Svitzer International Companies – Version October 1, 2013 • T&T Salvage LLC, USA Owner

(Tanker and Non-tanker) – Version 4 October 2013 T&T Salvage LLC Non-US Owner (Tanker and Non-tanker) – Version 4 October 2013 Non-tank vessel ow ners w ith fuel and cargo capacity of less than 2,500 barrels but greater than or equal to 250 barrels are only required to identify resource providers in their VRPs and have an agreement with the salvor to list them in their plans rather than enter into a full Funding Agreement.

The following such agreements have been rev iewed a nd fou nd to confor m with the International Group (IG) Salvage Guidelines on Vessel Response Plans.

DonJon-Smit, Consent Agreement for Vessel Response Plans – October 4, 2013 Marine Response Alliance LLC-MPA OPA 90 & CA Certificate of Coverage (Version 2013) Resolve Salvage & Fire (Americas) IncRMG OPA 90 Certificate of Coverage 01 October 2013 Svitzer Written Consent – Version October 2013 T&T Salvage LLC-OPA 90 Written Consent – 4 October 2013 The Steamship Mutual points out that “unlike the position with regards to OSROs, which are classified by the USCG, it is the responsibility of the shipowner or operator to ensure that the salvor and firefighter have the capability measured against the 15 criteria and certify to this effect.”

Those 15 criteria require that a provider: Is currently working in response to service needed.

Has documented history of participation in successful salvage and/or marine firefighting operations, including equipment deployment.

Owns or has contracts for equipment needed to perform response services.

Has personnel with documented training certification and degree experience (naval architecture, fire science, etc.)

Has 24-hour availability of personnel and equipment, and history of response times compatible with the time requirements in the regulation.

Has on-going continuous training program. For marine firefighting providers, they must meet the training guidelines in NFPA 1001, 1005, 1021, 1405, and 1561 (incorporation by reference, see 155.140), show the equivalent training or demonstrate qualification through their experience.

•

• • • • •

• • • • • •

24 MARINE LOG November 2013

MaritiMe Salvage

• Has successful record participation in drills and exercises.

• Has s alvage or marine firefighting plans used and approved during real incidents.

• Has membership in relevant national and/or international organizations.

• Has insurance that covers the salvage • • • •

•

and/or marine firefighting services that they intend to provide.

Has sufficient up front capital to support an operation.

Has equipment and experience to work in the specific regional geographic environment(s) that the vessel operates in.

Has the logistical and transportation support capability required to sustain operations for extended periods of time in arduous sea states and conditions.

Has the capability to implement the necessary engineering, administrative, and personal protective equipment controls to safeguard the health and safety of their workers when providing salvage and marine firefighting services.

Has familiarity with the salvage and marine firefighting protocol contained in the local ACPs for each COTP area that they are contracted. ■

ASA nAmeS new officerS The AmericAn SAlvAge ASSociATion (ASA), Washington, DC, announced its new officers at its fall meeting on September 9 in Arlington, VA. Paul Hankins, Vice President for Salvage Operations at Donjon Marine Co., Inc., was elected President, succeeding Tim Beaver, Global Diving & Salvage, Inc., who served as President from 2011-2013.

Todd Schauer, Resolve Marine Group, was elected Vice President, and Jim Elliott, Teichman Group, was named Secretary/Treasurer.

Hankins has over 30 years’ experience in the marine industry after graduating from the U.S. Naval Academy in 1981 with a Bachelors of Science in Naval Architecture and from George Washington University in 1991 with a Master’s degree in Environmental Management. He has participated in countless national salvage and oil spill response operations and exercises and has held positions with the Navy SUPSALV; with SERVS Alyeska in Valdez, AK; as Deputy Director of Maritime and Land Security at the U.S. Transportation Security Administration; and as president of Donjon-SMIT.

“I am very pleased to head this new team of impressive leaders in the salvage industry, as we work to continuously improve marine casualty response while protecting people and the environment,” said Hankins.

In addition, David DeVilbiss (Global Diving & Salvage, Inc.), Rober t Tyson (Svitzer), George Wittich (American Marine Corporation), were elected to A SA’s E xecutive Committee. John Cameron (Charleston Pilots) was elected chairman of the Associate Membership Committee.

“Tim Beaver has been a tireless leader for ASA for the past two years. We owe him a huge debt of thanks for his service to our members and to the salvage industry,” Hankins continued.

“I expect that ASA will be very active in the next couple of years as the new regulations for non-tank vessel response plans are implemented, and we continue to work on obtaining responder immunity, environmental protection, and other challenges in the salvage industry like those presented by Arctic response and megaships,” Hankins said.

OPA 90 SMFF Nontank Regulations

24 Hour Emergency Response: +1 713 534 0700

November 2013 MARINE LOG 25

The New MarineYellowPages.com

Explore 15,000+ marine businesses

• Browse thousands of commercial marine listings • Submit and manage your business listings for free • Search by four regions and ten market subsets • Get instant visibility for your brand with enhanced listings

Marine Yellow Pages

Exhaust gas scrubbErs

The M/V Balder was the first ship to operate with a Clean Marine Exhaust Gas Cleaning System in the U.S.

Scrubbing out your SOx Operators invest in exhaust gas cleaning systems to comply with North American ECA regulations Compiled by Marine Log Staff

S

ulfur dioxide, a by-product of burning fossil fuel, can be deadly. In higher concentrations—measured in parts per billion—it can cause breathing problems, lung and heart disease, respiratory issues such as asthma and other health issues.

The North American Emissions Control Area (ECA) is all about knocking out the SOx produced from burning heavy fuel oil on ships. Once a ship enters the ECA, it has to burn more expensive ultra low sulfur fuel to comply. Another option is to burn heavy fuel oil and use an exhaust gas cleaning system or scrubber to wash out the SOx from your engine and boilers.

According to the Exhaust Gas Cleaning Systems Association (EGCSA), all scrubbers have three basic components: • A vessel which enables the exhaust stream from an engine or boiler to be intimately mixed with water – either seawater or freshwater (or both). For reasons of available space and access the exhaust gas cleaning units tend to be high up in the ship in or around the funnel area.

• A treatment plant to remove pollutants from the “wash” water after the scrubbing process.

• Sludge handling facilities; sludge removed by the wash water treatment plant must be retained onboard for disposal ashore and cannot be burned in the ship’s incinerators.

One of the founding members of the EGCSA marked a milestone this past September in the Port of Baltimore when the 48,184 dwt handymax bulker M/V Balder became the first ship to operate with an Exhaust Gas Cleaning System from Norway’s Clean Marine in the U.S. ECA. The Balder is one of three self-unloaders owned by Torvald Klaveness primarily employed in the CSL pool managed from Boston that serve industrial customers in the Americas.

After a Port State Control exam, the U.S. Coast Guard confirmed that the Balder’s Clean Marine EGCS was operating satisfactory

Schematic showing the components of the Clean Marine Exhaust Gas Cleaning System

November 2013 MARINE LOG 27

Exhaust gas scrubbErs

The Clean Marine EGCS onboard the Balder is an integrated, multi-stream system that cleans the exhaust from one main engine, three auxiliary engines and one boiler. The multi-stream feature allows all exhaust sources onboard to be cleaned by one cleaning unit.

WE CARE LIFE SAVING PENETRATION SEALS DESIGNED TO PROTECT TODAY - NEXT WEEK – NEXT YEAR - NEXT DECADE

PRODUCTS OF CHOICE: SEALING SYSTEMS WATER & GAS TIGHTNESS - FIRE INTEGRITY

28 MARINE LOG November 2013

and in full compliance with MARPOL Annex VI as an equivalency to utilizing low sulfur fuel oil as per the IAPP Certificate.

At the time, Clean Marine CEO Nils Høy-Petersen said, “Meeting the U.S. Coast Guard’s stringent requirements proves that our unique and competitive multi-stream EGCS solut ion is a sou nd technolog y that enables vessels of all types to transit through a U.S. ECA.” The unit on the Balder is located in the stack of the ship, with a height of 13.7 meters, width of 6.9 meters, depth of 3.7 meters and weight of 17.2 metric tonnes. It requires about 240 kW of electrical power to operate.

The milestone was a culmination of 10 years of development dating back to 2004. Since 2006, the company has invested $20 million in the product’s development. The company’s first 1 MW pilot unit was built and tested at the MAN laboratory facility in Holeby, Denmark, during the period 2005 to 2008.

As a result of the successful testing, a full scale 10 MW pilot was installed onboard the handymax bulker M/V Baru in 2009. Following several tests and subsequent refinements of design and technology, a commercial version of the product is now available.

The Clean Marine EGCS onboard Balder is an integrated, multi-stream system that cleans the exhaust from one main engine, three auxiliary engines and one boiler. The multi-stream feature allows all exhaust sources onboard to be cleaned by one common cleaning unit, offering a competitive solution that is easy to operate. The system is also a hybrid type that can operate in both open and closed loop.

The Clean Marine unit contains an Advanced Vortex Chamber (AVC), which is a high-speed cyclone that enables the EGC to operate with very small droplets that create a large liquid interaction surface. This is a prerequisite for achieving a high sulfur trapping efficiency at minimum cost.

Water boosted with caustic soda—a 50% NaOH aqueous solution—is injected in the first phase of the cleaning process where the SO2 concentration is highest.

This principle of adding caustic soda gives a simple regulation mechanism versus the required cleaning efficiency expressed by the SO2 (ppm)/CO2 (%) content of the cleaned exhaust gas. Further, it allows the system to operate in all types of water in either open or closed loop modes.

The EGCS was certified this past May

by DNV and has been proven to reduce sulfur content to below 0.1%. This means that Balder already complies with the much stricter 2015 emission regulation when operating in Europe and North America. ■

newsmakers

The ASA names Paul Hankins its new President The American Salvage Association (ASA) has named Paul Hankins, Vice President of Salvage Operations at D onjon Marine Co. , Inc., as President of the ASA. He succeeds Tim Beaver, Global Diving & Salvage, Inc ., who ser ved a s P re sident f rom 2011-2013.

The Harris County Mayors and Councils A s s o c i a t i o n h a s a p p o i n t e d a t t o rney sTePHen H. DonC arlos to the Port Commission of the Port of Houston Authority. As Port Commissioner he will serve a two-year term.

Jim aDams, President and Chief Executive Officer of the Offshore Marine Service Association (OMSA), announced that he will step down from his post. Ben Billings, who worked for U.S. Senator Mary Landrieu on maritime issues, has been selected to replace Adams, beginning December 2, 2013.

m i C H a e l s . B r a Dy has been promoted to E xecutive Vice President at Bouchard Transportation Co., Inc., Melville, NY. Brady will be responsible for health, safety, security, and environmental (HSSE) and oversee vessel maintenance and repair areas for Bouchard.

HéCTor marTínez ha s b e e n app ointe d C o m m e r c ial D i r e c to r o f S E N E R ’s M a r i n e Strategic Business Unit in Mexico. Martínez is also the current Commercial Director of the Aerospace Strategic Business Unit in the same division.

California-based Willard Marine made a number of appointments last month, including naming Taylor HunTer as its Director of Sales. The boatbuilder also appointed riCHarD Bryson its Director of Engineering. Br yson brings with him over 20 years of boatbuilding experience.

Meanwhile, smokey glover was named Director, East Coast Operations. Glover comes to Willard Marine from the Naval Surface Warfare Center, Combatant Craft Division (NSWC-CCD), where he oversaw the development and implementation of mechanical modifications, upgrades and alterations on U.S. Navy small craft.

Naval architecture and marine engineering firm, Elliott Bay Design Group (EBDG), continues its growth with new hires at both its Seattle, WA, and New Orleans, LA, offices.

The Seattle office has welcomed naval architects miCHael larose and samuel WaTerHouse to the team. Down in New Orleans, marine designer JosePH DuPonT and naval architect luisa malaBeT have joined EBDG’s Gulf Coast team.

Seaway Powell Marine Ltd, part of the PT Group, has announced the appointment of Jon WHeTTer as its new Sales Director for the UK and Europe.

Purchase online access to conference presentations stay up-to-date on trends build your reference library

■ Offshore Alternatives ■ National Maritime Salvage ■ Ferries ■ Tugs & Barges ■ Global Greenship ■ And many more For availability and cost, contact: T: (212) 620-7200, x7208 conferences@sbpub.com November 2013 MARINE LOG 29

techNews

krill VoC system for Brazilian fleet

Harris CaproCk to equip Carnival fleet CommuniCation solutions provider, Harris CapRock has signed a five-year contract with Carnival Corporation plc to provide dual-band satellite communications solution on board Carnival’s entire fleet— made up of over 100 cruise ships across ten cruise line brands. The service will enable the lines to improve bandwidth levels to meet guest and crew expectations.

“At Carnival, our most important goal is to give our guests a great experience. For many of our guests,” says Richard Ames, Senior Vice President, Business Services, Carnival Corporation, “this means staying connected by phone and internet, even when they’re on our ships in the middle of the sea.”

Each ship will be fitted with a fully managed, end-to-end Very Small Aperture Terminal (VSAT) solution using the latest generation of iDirect technology via a hybrid-C and Ku-band solution. The antenna system will provide optimal levels of flexibility and availability.

Harris Caprock will provide equipment, installation, maintenance, service and 24/7 proactive monitoring and support.

Carnival’s ten cruise line brands include: AIDA Cruises, Carnival Cruise Lines, Costa Cruises, Cunard Line, Holland America Line, Ibero Cruises, P&O Cruises, P&O Cruises Australia, Princess Cruises and Seabourn Cruise Line. www.harris.com

MHi’s power-saving Met turboCHarger

mitsubishi heavy industries (MHI) Marine Machinery & Engine Co., Ltd. has unveiled a new electro-assist MET turbocharger that saves approximately 30% electric power consumption when compared to existing auxiliary blowers. The new turbocharger is a result of a partnership with California-based Calnetix Technologies.

The electro-assist MET turbocharger features a high-speed motor supplied by Calnetix that helps drive the turbocharger.

The turbocharger also incorporates the use 30 MARINE LOG November 2013

of high-speed generators—which use the energy generated by engine exhaust gas to provide up to 5% of the engine output. This, says MHI, optimizes plant efficiency, further improving both the main engines fuel combustion and auxiliary blower performance.

“We are working with Mitsubishi Heavy Industries Marine Machinery & Engine to develop energy recovery systems that enable shipping companies to reduce operating costs by obtaining more energy from less fuel while remaining in compliance with international rules and regulations concerning the marine environment,” says Vatche Artinian, Co-Founder, Chairman and CEO, Calnetix Technologies. “Like normal MET turbochargers, electro-assist MET turbochargers and hybrid MET turbochargers have a long product lifetime and can be installed without making significant changes to engines—and offer excellent maintenance access, while being extremely compact devices that enable the best performance to be obtained when installed on a ship.” www.mhi.co.jp/en

Washington-based Krill Systems Inc., a provider of Vessel Fuel Measurement and Monitoring Systems (VFMMS) received an order for a customized Krill Vessel Operations Center (VOC) and eight vessel licenses from Hydrovias do Brazil S.A. The VOC will provide fleet managers with a single overview of all vessel activity, enabling the safe and efficient operation of the fleet.

The Krill VOC will collect data, analyze it and deliver custom reports in real time from eight push boats being operated by Hydrovias do Brazil S.A. Krill Systems will supply data collection and transmission of ECDIS information, depth soundings, speed log, rate of swing, AIS and GPS position in addition to engine room information— including main engine and generator fuel flow, tank levels and switchboard sensors.

The 45 m push boats along with the barge fleet will transport up to 3.2 million tons of ore annually. www.krillsystems.com

sCania unveils tier 3compliant engines as of January 1, 2014, U.S. EPA Tier 3 emission regulations will go into effect for diesel engines in the power range of 75 kW to 3,000 kW and 1.2 to 2.5 liters displacement per cylinder.

Leveraging its modular engine platform, Scania last month unveiled two EPA Tier 3-compliant diesel engines for both propulsion and auxiliary use at the International Workboat Show in New Orleans, LA. The powerful diesels consist of a 13-liter inline six and a 16-liter V8.

The 13-liter marine propulsion ranges from 250 to 675 hp. For auxiliary applications, the range for EPA Tier 3 is 269 to 426 kW. Despite having to conform with higher performance and tighter emission levels, Scania has been able to increase maintenance and oil change intervals by 25% as compared with the previous generation engine.

For compliance with EPA Tier 3 regulations, the output for the larger 16-liter marine propulsion engine ranges from 550 to 900 hp and 468 to 553 kW for the auxiliary applications.

In both the inline six and the V8, Scania has incorporated its familiar centrifugal oil cleaner to effectively remove small particles from the lubrication oil, while reducing the size of the replaceable filter cartridge. www.scaniausa.com

contracts Shipyard ContraCtS While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about October 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Shipyard

Location

Qty

type

particuLarS

owner/operator

RECENT CONTRACTS Horizon Shipbuilding GD-NASSCO

Bayou La Batre, AL San Diego, CA

Metal Shark

Jeanerette, LA

DElIVERIES Gladding-Hearn Conrad Shipyards

Somerset, MA Morgan City, LA

Blount Boats Leevac Shipyards

1 2

towboat product tankers

95 ft, Z-drive 50,000 dwt, 330,000 bbl

U.S. Army CoE Seabulk Tankers

15

Response Boats

29 ft, 45 knots

U.S. Coast Guard

1 1

fast ferry liftboat

30m, 149 PAX, 30 knot 200 ft Class

Bay State Cruises Alliance Offshore

OCT13 OCT13

Warren, RI Jennings, LA

1 1

ferry harbor tug

85 ft, 382 PAX 80 ft x 38 ft, 5,150 hp

Fire Island Ferry Bay-Houston Towing

OCT13 OCT13

Signal International

Orange, TX

1

deck barge

300 ft x 100 ft

McDonough Marine

SEP13

PENDING CONTRACTS Aker Philadelphia BAE Systems Southeast

Philadelphia, PA Mobile, AL

4 2

Options dump scows

50,000 dwt 7,700 ft3

Crowley Great Lakes Dredge

2

OPCs LASH carriers

Offshore Patrol Cutters convert steam to LNG

U.S. Coast Guard Horizon Lines

TBD TBD

eSt. $ MiL EST. DEl. 2014 1Q2017 $5.0

2014

$500

NOTES 2017 Options RFP/Phase I RFP

TBD TY Offshore

1 4

double-end ferry PSVs

70-car dual fuel, 302 ft x 64 ft

VDOT Harvey Gulf Intl. Marine

$27

New Orleans, LA

RFP Options

VT Halter Marine Candies Shipbuilders

Pascagoula, MS Houma, LA

1 1

Roll-On/Roll-Off subsea vessel

692 ft, 26,600 dwt 108m x 22m, MT6022

Pasha Hawaii Transport Otto Candies LLC

$137

Option Option

Leevac Shipyards TBD

Jennings, LA

2 3

PSVs vehicle ferries

300 ft x 62 ft two 145 vehicle, 600 PAX

Tidewater BC Ferries

Options Award JAN14

6

car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

RFP issued

TBD

MarketplaCe SaleS show preview: Tugs & Barges 2013

MarineLoG Reporting on Marine Business & Technology since 1878

www.marinelog.com

ApRil 2013

special pecial delivery elivery for

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

ls ea e n S sid tio t in tra er ne l ins e P cia e Sp

m

.co

ele

e w.b

Powered by

Contact: Jeanine acquart phone: 212/620-7211 Fax: 212/633-1165 email: jacquart@sbpub.com ww

www.MetalSharkBoats.com • For optimum performance and safety, read the Owner's Manual before operating your Honda Marine Product. Always wear a personal otation device while boating.

• Always wear a personal otation device while boating and read your owner’s manual

November 2013 MARINE LOG 31

Index of AdvertIsers Company

page #

Company

page #

ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Offshore Energy Challenge . . . . . . . 18,19

Beele Engineering/CSD . . . . . . . . . . . . 28

Omnithruster . . . . . . . . . . . . . . . . . . . . . 9

Cummins Generator Technologies . . . . . 3

Posidonia 2014 . . . . . . . . . . . . . . . . . . . . 5

Donjon Marine, Inc . . . . . . . . . . . . . . . . 24

Regions Bank . . . . . . . . . . . . . . . . . . . . C4

ExxonMobil Global Lubricants . . . . . . . 21

Rolls-Royce Marine . . . . . . . . . . . . . . . . C2

Great American Insurance Co . . . . . . . 12

Schulyer Rubber Company . . . . . . . . . . 29

JMS Naval Architects & Salvage . . . . . . . 2

Senesco Marine . . . . . . . . . . . . . . . . . . 10

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

Smith Berger . . . . . . . . . . . . . . . . . . . . . . 4

Marine Yellow Pages Website . . . . . . . 26

T & T Salvage . . . . . . . . . . . . . . . . . . . . . 25

Marine Art Of J . Clary . . . . . . . . . . . . . . . 4

Verrill Dana LLP . . . . . . . . . . . . . . . . . . . 16

Metal Shark Boats . . . . . . . . . . . . . . . . 31

World LNG Fuels . . . . . . . . . . . . . . . . . . 14

North American LNG Exports . . . . . . . . 32

Wortelboer . . . . . . . . . . . . . . . . . . . . . . . 8

4th Annual

Featured Speakers • Michael Smith, Chairman, CEO & Founder, Freeport LNG • Martin Houston, COO & Executive Director, BG Group • Barry Smitherman, Chairman, Texas Railroad Commission • Jamie Welch, Group CFO, Head of Business Development, Energy Transfer • Mead Treadwell, Lt. Governor, State of Alaska • Ken Medlock, Sr. Director, Energy and Resource Economics, James A. Baker Institute • Keith Meyer, Chairman & CEO, LNG Central

DECEMBER 11-12, 2013 FOUR SEASONS, HOUSTON, TX | WWW.NORTHAMERICANLNGEXPORTS.COM

32 MARINE LOG November 2013

marketplace products & services

MARKETPLA

WATERFRONT LEASE PORT OF MOBILE, AL

eNGiNeers & ArcHitects

Two Prime Waterfront Properties Contact William Harrison 251-232-3810 or visit www.harrisonbrothers.com/land *Subject to mutually agreed upon terms and conditions of a written lease. All Real Estate Brokers or Agents shall be considered agent of, and sole responsibility of, theTenant.

FOR SALE:

2000-TON DRYDOCK, SHIFT BOATS, CRANES, POLLUTION RECOVERY BARGE. Contact William Harrison 251-232-3810

The Leader in Vibration Analysis and Control, Laser Alignment, and Machinery Problem Solving www.bolandindustrial.com

eNGiNeers & ArcHitects

November 2013 MARINE LOG 33

marketplace ENGINEERS & ARCHITECTS Marine

Industry

M.A.C.E. Inc.

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

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

KEEL DESIGN CORPORATION NAvAl ArcHitEcts & mAriNE ENgiNEErs QuAlity tEcHNicAl sErvicEs 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917

GILBERT ASSOCIATES, INC.

BOKSA

Marine Design

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

BoksaMarineDesign.com

813.654.9800

EMPLOYMENT

Naval Architects and Marine Engineers

350 Lincoln St. Suite 2501 Hingham, MA 02043 Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: Website www.jwgainc.com inbox@jwgainc.com

ATTENTION TUG PERSONNEL HARLEY MARINE SERVICES Open Positions: Port Captain – Seattle, WA and U.S. Gulf Coast Marine Operations Manager – Anchorage, AK Port Engineer – L.A./Long Beach Harbor, CA Captain – Seattle, WA and U.S. Gulf Coast River Pilot – U.S. Gulf Coast Tankerman – U. S. Gulf Coast Engineer (licensed engineer preferred) – All Locations Apply online at: www.harleymarine.com

NOTICE SOFTWARE

34 MARINE LOG November 2013

On September 5, 2013, AMBER EXPRESS CARGO, INC. pled guilty in the United States District Court for the Southern District of Florida to a felony count of maintaining an inaccurate Oil Record Book related to illegal discharges of bilge from the cargo freighter Amber Express, in violation of the Act to Prevent Pollution from Ships, Title 33, United States Code, Section 1908(a). The M/V Amber Express was owned and operated by AMBER EXPRESS CARGO, INC. at the time of the illegal overboard discharges of bilge and the false entries in the Oil Record Book. Ahmed Samee is the owner of AMBER EXPRESS CARGO, INC. Mr. Samee wishes to express his profound regret for this action and a shared commitment to ensuring that illegal discharges of hazardous pollutants and illegal record keeping never happen again from any vessel in the AMBER EXPRESS CARGO, INC. fleet.

Gateway Towing is currently seeking highly motivated licensed Captains, Mates and Engineers. Gateway is a premier dry bulk towing company based in New Haven, CT. Our fleet operates up and down the East, and Gulf Coasts.

We are also the largest provider of ship assists in Long Island Sound. Gateway is equal time, two weeks on and two weeks off. We offer highly competitive wages, and a solid benefits package.

Our fleet is meticulously maintained with pride to the highest standards. If becoming an integral part of our team is of interest to you please email us today at info@gatewayt.com or visit us on the web at www.gatewayt.com

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

All MAjor Credit CArds ACCepted

marketplace notice

On May 30, 2013, BIMINI SHIPPING, LLC. pled guilty in the United States District Court for the Southern District of Florida to a felony count of maintaining an inaccurate Oil Record Book related to illegal discharge of bilge from the cargo freighter M/V Legend II, in violation of the Act to Prevent Pollution from Ships, Title 33, United States Code, Section 1908(a). The M/V Legend II was operated and managed by BIMINI SHIPPING, LLC at the time of the illegal overboard discharges of the bilge and the false entries in the Oil Record Book.

BIMINI SHIPPING, LLC wishes to express its profound regret for this action and a shared commitment to ensuring that illegal discharges of hazardous pollutants and illegal record keeping never happen again from any vessel in the BIMINI SHIPPING, LLC fleet.

November 2013 MARINE LOG 35

Marine salvage

New RegulatioNs ChaRt safeR wateRs

Paul Hankins, President, American Salvage Association

It only spanned three decades, but the voyage that is the Salvage and Marine Firefighting regulations process is now complete. With the publishing of the final rule this month, the American Salvage Association is pleased to see decades of hard work culminate in such a successful outcome.

The latest piece of the regulation applies most of the salvage and marine firefighting regulations—which have been applicable to tank vessels for several years—to the nontank vessel fleet. While some argue against it, from my perspective as a United States marine salvor, this last part of the regulation is critical to simplifying the way we plan for, and respond to, vessel casualties. Now the salvage response community can get on with the task of ensuring our industry that the maritime salvors of the United States are equipped and trained to be the best at what we do.

At this point in the process of the regulations implementation, it’s useful to see where we, as an industry, are in meeting the shipping community’s salvage needs.

With the tank vessel regulations fully implemented, and the non-tank regulations implementation set to begin, it’s an ideal chance to see where we’ve been and where we might be headed.

On the whole, the salvage community has made huge gains in its preparedness.

Any salvor will tell you that on any given day we are, and have always been, prepared to respond. What has changed now is that we are preparing to respond before the event. Prior to the regulations, most often a response started when the salvor received the midnight call that a vessel was floundering and might need help. The salvor quickly jumped into action, locating and, if necessary, contracting for response assets while the owners negotiated a salvage contract with the salvor, and sometimes multiple salvors, to get the best deal, even as the ship slipped beyond extremis.

Post-regulation, much of that process has changed, and I would argue, for the better. Now, much of the negotiations and planning for assets is required to be accomplished in advance of an incident. Through the dual requirements for signed salvage contracts (between owner and salvor) and response planning standards, the salvor’s role has perceptively changed. That midnight call still jolts the salvor into action.

The difference now, however, is the salvor jumps now not to create a plan, but rather to execute one. This translates into hours, sometimes days, saved in getting on with rescuing the ship. And no matter what the argument, that is a good thing.

But beyond the streamlined and

MarineLoG

Advertising Sales

ISSN 08970491

USPS 576-910

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

UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast, West Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest and Canada Vanessa Di Stefano Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: vdistefano@sbpub.com

36 MARINE LOG November 2013

improved planning and execution, there has been another subtle, yet important, change in the salvor’s world. If one looks at the membership of the ASA, there are but five member companies that are named in Vessel Response Plans as the “named salvor.” That number is down from the over 250, mostly unqualified, ‘salvors’ that once littered the salvage sections of these plans.

But with many more general members than just five in the ASA ranks, and scores of associate members, one might perceive a loss of capability. To the contrary. That number of five is a misnomer to those that don’t understand the system. Every one of the five salvors named in the response plans rely on vast networks of equipment, vessels, and personnel assets across the country, and indeed the world, to rapidly effect a response. These networks are owned and operated by a cross-section of the maritime industry, the majority of whom are contributing members to the ASA. No single company can do it alone. Look at the membership of ASA and one will find the depth and richness that is the best salvage response community in the world.

The regulations may be an intrusion to implement, but be assured they have been critical to ensuring our industry is the best it can be. ■

WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com

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

257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: jesmedia@unitel.co.kr CLASSIFIED SALES Jeanine Acquart Classified Advertising Sales 55 Broad Street, 26th Fl New York, NY 10004 Tel: (212) 620-7211 Fax: (212) 633-1165 E-mail: jacquart@sbpub.com

The No. 1 maritime VSAT network brings a new dimension to broadband at sea.

Movies & IPTV

TV News & Sports Clips

SATCOM... and beyond!

KVH’s new IP-MobileCast is a unique content delivery service providing affordable news, sports, entertainment, electronic charts, and weather on top of your mini-VSAT Broadband connection.

Newspapers

Introducing

IP-MobileCast

TM

Radio

Training & e-Learning Crew Social Media Full ECDIS Chart Database Delivery & Updates

Weather Files & Forecasts ALL NEW PRODUCT LINE!

KVH’s end-to-end solution empowers you to deliver the bandwidth your operations demand, keep your crews happy, and manage your budget... all at the same time.

Get the details:

www.minivsat.com/one

New Vip-series features powerful Integrated CommBoxTM Modem (ICM) – the hub for IP-MobileCast services.

KVH INDUSTRIES WORLDWIDE World HQ: United States | info@kvh.com +1 401.847.3327 ©2013 KVH Industries, Inc.

EMEA HQ: Denmark | info@emea.kvh.com +45 45 160 180

Asia-Pacific HQ: Singapore | info@apac.kvh.com +65 6513 0290

KVH, TracPhone, IP-MobileCast, CommBox, and the unique light-colored dome with dark contrasting baseplate are trademarks of KVH Industries, Inc.

mini-VSAT Broadband is a service mark of KVH Industries, Inc.

Regions Maritime Banking – Commitment that goes deeper than deals.

INTERNATIONAL SHIPHOLDING CORPORATION

Lines

INTERNATIONAL SHIPHOLDING CORPORATION

Lines

INTERNATIONAL SHIPHOLDING CORPORATION

Lines

------------------------

------------------------

------------------------

Senior Secured Credit Facilities Sole Lead Arranger and Sole Bookrunner

Redeemable Perpetual Peferred Equity Offering Co-Managing Agent

Acquisition Bridge Financing Sole Provider

September 2013

July 2013

October 2012

$95,000,000

$27,500,000

$32,500,000

At Regions, we build relationships that last. So it shouldn’t surprise you when your Regions Banker stays in touch to bring you insightful guidance that helps you execute your strategic plan and grow your business. We bring broad deal experience and capabilities to the table, including capital structure advice and support for strategic acquisitions and fleet expansion. When a relationship-oriented approach, deep industry knowledge and seamless execution matter to you, look to Regions.

Tim Curry | tim.curry@regions.com

Dedicated Industry Experts | Capital Markets & Advisory Services | Lending | Treasury Management

regions.com/maritimebanking

© 2013 Regions Bank. All loans subject to credit approval, terms and conditions. Investment banking and business advisory services are offered through Regions Securities LLC. Member FINRA and SIPC.

COM-1224-P132561 Q4 Commercial - S.I. Print Traffic-Maritime.indd 1

10/10/13 1:35 PM