November 2014 Marine Log

PINK FOR A CAUSE: Bordelon Marine 's mission

ARINE OG M L Reporting on Marine Business & Technology since 1878

www.marinelog.com

NOVEMBER 2014

GENERATION NEXT Forward-thinking designs for tomorrow's offshore oil and gas market

Harvey Gulf International's Harvey Stone

POLAR CODE Moves ahead WORKBOATS Pushing design boundaries CCF PROGRAM Time to change for the better

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CONTENTS

NOVEMBER 2014 VOL. 119, NO. 11

18 departments 4 EDITORIAL Raising awareness, one vessel at a time

8 UPDATE

25

Earlier this year VARD won its largest single vessel order— a contract to design and build an OSCV for Norway’s Solstad Offshore

features 25 OFFSHORE SERVICE VESSELS

Generation Next

Operators try to innovate to stay ahead of the competition and meet the demands of deepwater customers

31 BEYOND BUSINESS

Industry Goes Pink

Bordelon Marine has struck a unique partnership with the Susan G. Komen Foundation to help in the fight against breast cancer

35 WORKBOATS

Pushing Design Boundaries The Spirit of the Sound is a new research vessel that adds an interesting propulsion twist—it’s a true hybrid

41 FERRIES

Aging Fleets Get a Makeover Plans are moving ahead to convert one of two Staten Island Ferry Alice Austen class ferries to burn LNG 2 MARINE LOG November 2014

45 ENVIRONMENT

Fugutive emissions: A proactive solution for the inland waterways market

Fugitive emissions can occur wherever there is a requirement to provide a seal between the process fluid and the external requirement

47 OPINION

It’s time to change the Capital Construction Fund program for the better

• VT Halter begins construction of Crowley’s ConRo ships • Football-sized robot eyed for port security • New Bouchard tug and barge simulator at SUNY Maritime • Molasses spill comes at hefty price for Matson Terminals • Jones Act tanker American Phoenix rises again • Prosecutors seek death penalty for Sewol captain

22 WASHINGTON Lame duck session could kill maritime legislation in Congress

51 TECH NEWS John Deere expands EPA Tier 3 offerings

The program’s current restrictions limit value for both Gulf of Mexico OSV builders and operators

55 NEWSMAKERS

49 FUELS & LUBES

56 CONTRACTS

Rough waters ahead in 2015 for shipping

In an effort to meet stricter ECA requirements in North America, ship operators could find themselves facing a number of challenges, including a rise in fuel costs

Dr. Uwe Lauber, new CEO for MAN Diesel & Turbo Tug contract for Great Lakes

60 MARINE SALVAGE American Salvage Association: Preparing for the next salvage response

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EDITORIAL

RAISING AWARENESS, ONE VESSEL AT A TIME CHANCES ARE THAT you’ll cross paths with cancer in your lifetime, whether through a family member, friend, co-worker, or yourself. In 2012, there were 8.6 million deaths globally due to cancer or about 14.6% of all deaths that year. And while just hearing the word “cancer” can be gut-wrenching when it comes to a loved one, great strides have been taken in its prevention, diagnosis, treatment, and care thanks to organizations such as the Susan G. Komen Foundation, the world’s largest nonprofit source of funding for the fight against breast cancer. To date, Susan G. Komen has raised about $2.5 billion for research, community health outreach, advocacy and programs.

This month, Associate Editor Shirley Del Valle highlights an unusual partnership between offshore service vessel operator Bordelon Marine and the Susan G. Komen Foundation to raise funding and awareness of breast cancer. A portion of the profits

from Bordelon’s new platform supply vessel, the M/V Sheila Bordelon, will be donated to the foundation. Additionally, Bordelon representatives ran in the New Orleans Chapter’s Race for a Cure on October 25.

The announcement last month by Bordelon Marine coincided with Breast Cancer Awareness Month. The fight against breast cancer is a very personal one for the Bordelon family, since Bordelon Marine President Wes Bordelon’s mother-in-law, Sheila Harasimowicz, is battling the disease.

Others in the marine industry have taken up the cause in their own unique way. You can read more about it in Shirley’s article, “Industry goes pink,” on page 31. You can find out more about the Susan G. Komen Foundation at www.komen.org.

Our coverage this month also looks at some ground-breaking (a compound adjective I always hesitate to use with ships) vessel designs for the oil patch and workboat

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

markets. Last month, I climbed aboard a few boats including the Fort Ripley, a new emergency response boat designed by C. Raymond Hunt Associates and built by Gladding-Hearn Shipbuilding for Southeast Ocean Response Services. The boat is a next generation pilot boat that is multi-mission, with an eye on generating Return on Investment for its owners. Assets such as the Fort Ripley will become even more sought after in the months ahead as ports on the East Coast look to remain competitive in the post-Panama Canal expansion.

A run on the Fort Ripley was a blast as the boat showed off its powerful fire monitors in Charleston Harbor, with the picturesque cable-stayed Ravenel Bridge as a backdrop. Our coverage on the Fort Ripley begins on page 35.

We’ll be at the International Workboat Show in New Orleans next month. I hope to see you there.

MARITIME TRIVIA Trivia Question #20: In the days of sail, what useful item was fashioned from the legs of an albatross?

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

Answer to last month’s trivia question, “What was the slang term for sailors who left a ship without any notice?” Pier-head jump.

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MARINELOG NOVEMBER 2014 VOL. 119, 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 Ian Littauer ilittauer@sbpub.com

CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

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

CONTRIBUTING EDITOR Paul Bartlett pbmc@gotadsl.co.uk WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CREATIVE DIRECTOR Wendy Williams wwilliams@sbpub.com ART DIRECTOR Sarah Vogwill svogwill@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com

CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Katelyn Lombardi klombardi@sbpub.com COLUMNISTS/CONTRIBUTORS David Lamphier, W&O H. Clayton Cook, Jr., Seward & Kissel Paul Hankins, ASA

PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com

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UPDATE BIZ NOTES Stolt-Nielsen to move staff to Houston

VT HALTER BEGINS Construction of Crowley’s ConRo ships WITH THE FIRST STEEL PLATE cutting, Mississippi-based VT Halter Marine, Inc. has officially kicked off construction on the first of two LNG-fueled Commitment class ConRo ships being built for Crowley Maritime Corporation’s liner services group. El Coquí and Taíno are scheduled for delivery second and fourth quarter 2017, respectively.

“We have waited with great anticipation for the Commitment Class build program to start,” says John Hourihan, senior VP and general manager, Crowley Puerto Rico/ Caribbean liner services. “These new ships will embody superior technology and construction and we are anxious to get them into service for our partners in Puerto Rico.”

At the ceremony were (left to right): Jensen’s Dean Sahr, Manager, New Construction Projects; Jonathan Smith, Director, Construction Management; Crowley’s Ray Martus, VP construction Management; Tucker Gilliam,VP, Liner Services; Patrick Sperry, Manager, Construction Management; and Cole Cosgrove, VP, Operations

Designed by Wärtsilä Ship Design in conjunction with Crowley subsidiary Jensen Maritime, the Jones Act ships will measure 219.4m x 32.3m x 10m and have a deadweight capacity of 26,500 metric tonnes. Its cargo capacity will be approximately 2,400 TEUs, with space for up to 400 vehicles in an enclosed garage.

FOOTBALL-SIZED ROBOT eyed for port security MIT RESEARCHES UNVEILED an ovalshaped submersible robot (photo on right) at the International Conference on Intelligent Robots and Systems. The robot is a little smaller than a football and features a flattened panel on one side that it can slide along an underwater surface to perform ultrasound scans. The MIT research was funded by the National Science Foundation.

Originally designed to look for cracks in nuclear reactors’ water tanks, the robot can also inspect ships for the false hulls and propeller shafts that smugglers frequently use to hide contraband. Because of its small size and unique propulsion mechanism—which leaves no visible wake—the robots could, in theory, be concealed in clumps of algae or other camouflage. Fleets of them could swarm over ships at port without alerting smugglers and giving them the chance to jettison their cargo.

“It’s very expensive for port security to 8 MARINE LOG November 2014

use traditional robots for every small boat coming into the port,” says Sampriti Bhattacharyya, a graduate student in mechanical engineering, who designed the robot together with her advisor, Ford Professor of Engineering Harry Asada. “If this is cheap enough—if I can get this out for $600, say—why not just have 20 of them doing collaborative inspection? And if it breaks, it’s not a big deal. It’s very easy to make.”

Indeed, Bhattacharyya built the main structural components of the robot using

STOLT-NIELSEN LIMITED recently announced that it would relocate its tankers’ staff in Norwalk, CT to Houston, TX. The Port of Houston is the port most frequently called upon by Stolt-Nielsen’s global tanker fleet.

Stolt Tank Containers’ U.S.-based personnel and the company’s largest wholly owned bulk liquid terminal are already located in Houston.

About 60 employees will be affected by the move, which will be a done deal by the end of 2015, when the Norwalk office is closed.

Commenting on the relocation, Niels G. Stolt-Nielsen, Chief Executive Officer of SNL, said: “While office relocations are always difficult, the move is hard to argue against.”

He adds, “Our customers are in Houston, the chemical industry is in Houston and our ships call in Houston.

Consolidating our U.S. operations in Texas will allow us to better integrate our teams and achieve synergies not currently possible, both vital in today’s increasingly competitive environment.”

Stolt operates one of the world’s largest fleets of deep-sea, regional, coastal, and inland parcel tankers.

a 3-D printer in Asada’s lab. Half of the robot—the half with the flattened panel—is waterproof and houses the electronics. The other half is permeable and houses the propulsion system, which consists of six pumps that expel water through rubber tubes.

Two of those tubes vent on the side of the robot opposite the flattened panel, so they can keep it pressed against whatever surface the robot is inspecting. The other four tubes vent in pairs at opposite ends of the robot’s long axis and control its locomotion.

In the robot’s watertight chamber are its control circuitry, its battery, a communications antenna, and an inertial measurement unit, which consists of three accelerometers and three gyroscopes that can gauge the robot’s motion in any direction.

The rechargeable lithium batteries used in the prototype, Bhattacharyya says, last about 40 minutes. Since the robot can travel between half a meter and a meter per second while pressed against a surface, that should give it ample time to inspect multiple small craft before being recharged.

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New BOUCHARD Tug and barge simulator at SUNY Maritime STUDENTS AND PROFESSIONALS at SUNY Maritime, Throggs Neck, NY, will now be able to train on the latest state-ofthe-art tug and barge simulator, thanks to the generosity of Bouchard Transportation Co. Inc., Melville, NY. Last month, SUNY Maritime President, Rear Admiral Michael A. Alfultis hosted a

ribbon-cutting ceremony at Fort Schuyler on the SUNY Maritime campus, home to the new Bouchard Transportation Co., Inc. Tug & Barge Simulation Center.

On hand at the ceremony was Congressman Joseph Crowley (NY-14), Bouchard Transportation Co., Inc, President and CEO, Morton S. Bouchard III; his sons, Morton

S. Bouchard IV and Brendan Bouchard; Captain Robert Glas, Vice President of Regulatory Affairs at Bouchard Transportation; and Capt. Eric Johansson, professor of marine transportation and professional education at Maritime College.

At the heart of the new center is Kongsberg Polaris Bridge simulation technology that uses an industry-inspired bridge console arrangement, with the latest hydrodynamic ship models and exercise areas. The center has full mission bridge simulators, instruction stations, and a de-briefing area, where instructors can discuss topics including navigation, seamanship and bridge resource management skills required in the operation of tugs and barges.

It is a “wonderful and new addition to the college,” says RADM Alfultis, from a “progressive and visionary leader, Morton S. Bouchard III.” He calls it “just the latest example of Bouchard’s commitment to the school.”

Beyond its donation of the tug & barge simulation center, Bouchard Transportation Co., Inc. readily awards scholarships to SUNY Maritime students. “The Bouchard family’s relationship with SUNY Maritime is long-standing and that won’t change,” assures Bouchard.

MOLASSES SPILL comes at a hefty price for Matson Terminals MATSON HAS REACHED A SETTLEMENT with the U.S. Attorney for the District of Hawaii in relation to charges that it illegally discharged more than 230,000 gallons of molasses into Honolulu Harbor September 2013. Under the settlement, Matson Terminals will pay a $1 million penalty.

Under the plea agreement, Matson Terminals plead guilty to two misdemeanor violations of the Rivers and Harbors Act of 1899. Of the $1 million penalty, $400,000 will be a fine and $600,000 will go to a

community service payment that will be split between the Waikiki Aquarium (a division of the University of Hawaii), to support their Coral Programs and Invasive Algae Clean-ups, and the Sustainable Coastlines Hawaii. The proposed resolution is subject to court and approval.

Following the settlement, Matt Cox, Matson President and CEO, said, “Matson has cooperated with the U.S. Attorney’s office and the EPA Criminal Investigation Division throughout their investigation of the

September 2013 molasses incident.While we regret the incident, we are focused on resolving the matter, subject to the court’s approval of the agreement. We continue to cooperate with the state and the EPA in an effort to address impacts from the incident.”

While the settlement was with the U.S. Attorney, Matson could still face civil claims by the U.S. EPA or the state.

Matson Terminals suspended its operation of the molasses pipeline system at the Sand Island terminal following the incident.

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JONES ACT TANKER AMERICAN PHOENIX rises again FOR ABOUT $157 MILLION, GENESIS, Energy, L.P., Houston, TX, has given the American Phoenix new life. Genesis acquired the American Phoenix, along with two related charters and management deals from Mid Ocean Tanker Company.

Genesis says the acquisition of the 330,000 bbl Jones Act tanker will expand its marine transportation capabilities and complements its existing marine operations.

“This asset fits squarely within our focus of providing the logistical capability to get the right barrel to the right location,” says Genesis CEO Grant Sims.

Genesis also has inland barge and an ocean tank barge and tug businesses.

While American Phoenix’s transition into the Genesis framework is expected to go smoothly, the tanker’s past was anything but that. Originally, the tanker was to be built under a “virtual shipyard” concept that would see several Gulf Coast yards constructing large ship modules. Things, however, didn’t go as planned and the uncompleted hull was bought at a 2011 bankruptcy auction and later completed by BAE Systems Southeast Shipyards, Mobile, AL, in 2012.

CANADA’S NSPS PROGRAM gets underway at Vancouver Shipyards

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12 MARINE LOG November 2014

PRODUCTION HAS OFFICIALLY BEGUN on the first National Shipbuilding Procurement Strategy (NSPS) ship, the Canadian Coast Guard’s Offshore Fisheries Science Vessel (OFSV). Canada’s Minister of Public Works and Government Services Canada, Diane Finley, cut steel on the initial block at Seaspan’s Vancouver Shipyards, Vancouver, B.C., Canada.

The OFSV will be the first class of ship to be built at the yard under the government’s shipbuilding strategy. “We are proud to be Canada’s capability partner for NonCombat vessels and are looking forward to continuing our service to the Canadian Coast Guard and the Royal Canadian Navy under the NSPS,” says Brian Carter, President of Seaspan Shipyards.

The initial block construction coincides with the final phases of Seaspan’s Shipyard Modernization Project, a two-year, $200 million project, that will provide

state-of-the-art facilities to deliver ships under the NSPS program for more than 20 years. The building of the two initial blocks will enable the yard to test new processes, get employees familiar with the new equipment and streamline construction, ensuring efficiency during production which is set to begin 2015.

The program will enable the fleet renewal needs for both the Department of National Defence and Canadian Coast Guard. The program involves Canada’s Department of National Defence, Department of Fisheries and Oceans (DFO), Industry Canada, and Public Works and Government Services Canada (PWGSC).

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UPDATE BARGE EXPLOSIONS prompt U.S. Coast Guard to issue safety alert

R E C E N T B A R G E E X P LO S I O N S h ave prompted the U.S. Coast Guard’s Eighth District Prevention Division to develop a

safety alert in order to raise awareness on the critical lessons learned from these accidents.

The accidents have involved explosions aboard barges conducting tank cleaning operations alongside marine terminals.

According to the Coast Guard, a review of the latest casualties revealed that vessel and facility personnel, along with shore side managers, failed to ensure that established procedures and safe practices were followed.

The safety alert is for facility and vessel managers and operators, both on shore and at sea, who are responsible for in

PROSECUTORS seek death penalty for Sewol captain SOUTH KOREAN PROSECUTORS are hoping to impose the death penalty on Lee Joon-seok, the captain of the ill-fated ferry Sewol. While prosecutors have asked the Gwangju District court to impose the death penalty, it’s unlikely Lee would be sentenced to death since South Korea currently has a moratorium on capital punishment.

Lee and three other crew members—chief and second mate Kang Won-sik and Kim Young-ho; and chief engineer Park Gi-ho— are charged with homicide through willful

14 MARINE LOG November 2014

negligence. The prosecution is seeking life sentences for Kang, Kim and Park.

Additionally, prosecutors are seeking sentences of 15 to 30 years on 11 additional crew members. Each stands accused of abandoning ship, leaving behind hundreds of passengers who had been told to stay inside the ferry.

The ferry capsized and sunk last April 2014. At press time, 295 were confirmed dead while 9 remain missing. Most on board the ferry that day were students on a school trip.

tank cleaning, stripping or gas freeing of flammable cargoes.

Title 33 Code of Federal Regulations Part 154 - Facilities Transferring Oil or Hazardous Material in Bulk; requires facilities to submit an Operations Manual for approval to the Captain of the Port that provides details on the facility, types of cargoes handled, personnel duties, emergency shutdown locations, descriptions of tank cleaning and emergency procedures, and other requirements for each type of cargo evolution, tank cleaning, and vapor control processes.

First CNG carrier to be built in China THE WORLD’S FIRST CNG CARRIER now has a builder. China’s Jiangsu Hantong Ship Heavy Industry Ltd has signed a contract with CIMC ENRIC SJZ GAS to build the 110 m long ship, which will be operated by Perusahaan Listrik Negara (PT PLN), Indonesia’s National Electric Company. The ship will have a nominal CNG capacity of 2,200 m3 , and will be delivered in 2016.

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UPDATE

IMO’S MEPC approves the Polar Code THE INDUSTRY IS ONE STEP CLOSER to a mandatory Polar Code for ships operating in Arctic and Antarctic waters. The Marine Environment Protection Committee (MEPC) has approved the International Maritime Organization’s (IMO) environmental provisions in the draft International Code for Ships Operating in Polar Waters (the Polar Code), together with associated draft amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL), to make the Code mandatory.

The Polar Code covers the design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding both poles.

Following this approval, the MEPC will consider the Code and the draft amendments for adoption at its next session, which will take place May 2015. Once adopted, the Polar Code and MARPOL amendments could enter into force on January 1, 2017.

The env ironmental prov isions add additional requirements to those already contained in MARPOL, to be applied to ships operating in the polar waters. Since the Antarctic area is already established as a Special Area under MARPOL Annexes I and V, with stringent restrictions on discharges, the Polar Code aims to replicate many of those provisions in the Arctic area.

The MEPC approved the preamble, introduction and part II of the Polar Code.

The mandatory provisions include prohibitions on the discharges of oil or oily mixtures from any ship, as well as structural requirements including protective location of fuel-oil and cargo tanks, noxious substances, sewage (except for comminuted and disinfected sewage under specific circumstances, including a specified distance from ice), and garbage. Additionally, food wastes can’t be discharged onto the ice and discharge into the sea of comminuted and ground food wastes is only permitted under specific circumstances.

LNG America, Buffalo Marine ink LNG bunkering deal THE U.S. GULF COAST may soon be the go-to place for LNG in the U.S. In a move that would support the growing interest in using Liquefied Natural Gas (LNG) as a marine fuel, LNG America, Houston, TX, has inked a deal with Buffalo Marine Service, Inc., to cooperate on the design of an LNG bunker fuel network for the U. S. Gulf Coast region.

LNG America is developing a hub-andspoke delivery system for LNG as marine fuel and other high horsepower applications. One of the roadblocks for widespread adoption of LNG as a marine fuel is a ready source of refueling and a lack of infrastructure.

LNG America has an agreement in principle (AIP) with Cheniere Energy, Inc., to secure LNG from the Sabine Pass LNG facility currently under construction in Cameron Parish, LA. LNG America will have the capability to distribute LNG in the greater U.S. Gulf Coast region by the end of 2015.

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CROWLEY brings Panama Canal Expansion one step closer with “special delivery” CROWLEY MARITIME CORPORATION’S 400-foot-long by 105-foot-wide heavy lift barge 455 4 recently transported the first of eight gates for the Pacific side of the ongoing Panama Canal expansion. The new locks will have 16 rolling gates, eight in the Pacific and eight in the Atlantic.

At 22 meters high and 2,300 tons, the first gate is actually the smallest. The new gates on average will weigh 3,400 tons and the tallest will be 33 meters high—as tall as an 11-story building.

The 455 4 was designed and built specifically for big jobs such as this. The barge was

contracted by Sarens, a Belgium-based heavy lift company, to transport the gates from Cristóbal, a port on the Atlantic side of the Canal, to Grupo Unidos por el Canal, SA’s (GUPC SA) construction dock, which was built to receive the gates on the canal’s Pacific side.

The 105-foot wide barge, currently the largest capable of transiting the Canal, was towed by Panama Canal Authority (ACP) tugs and made the transit in only one day.

In cooperation with Sarens and the Panama Canal Authority (PCA), barge 455 4, as of press time, was scheduled to transport seven additional gates over the next two months.

Prior to the move, Crowley’s naval architecture firm Jensen Maritime, worked with Sarens to perform a professional peer review of Sarens’ strength and stability calculations related to the barge and voyage.

Since August 2013, the gates have been arriving in staggered shipments from Italy on a post-Panamax vessel to a temporary dock in the Atlantic side. The first shipment arrived on August 20, 2013. The second and third shipment arrived on June 10, 2014 and September 7, 2014, respectively. The last shipment has already departed from fabricator Cimolai SpA in Italy and is expected to arrive this month.

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Inland • Coastal • offshore • deepsea

ROBOTS ROLE in search and rescue operations explored time can be short and SAR teams can be exposed to considerable risks.

Managed by a consortium of 24 public and private partners from 10 countries, the ICARUS project has been developing advanced robotic platforms for SAR operations since 2012.

Meantime, NATO’s CMRE is collaborating with the Laboratory of Microgrids and Electric Vehicles, Portugal, in the framework of

THE INDUSTRY IS SEEING the rise of the machines. Not in the ominous, Terminator sort of way, but in the Megatron, “I’ll help out mankind” way. More specifically, the role of robots and autonomous underwater vehicles is on the uptake in both commercial maritime use and offshore oil and gas operations. Over the last few months we’ve reported on a slew of robotic enhancements in the industry—from an ironman-type suit that helps shipbuilders to a football-sized robot that can enhance maritime security practices (in this month’s Update, p.8).

Classification Society DNV GL recently unveiled a concept vessel for short sea shipping called the ReVolt. The unmanned battery powered vessel could be a game changer for short sea shipping.

Over on the oil and gas side, robots are being used for things such as oil and gas exploration, subsea work, repairs and maintenance, and hull inspections.

Search and rescue operations will soon get a lending hand from robots as well. Last month, the NATO Centre for Maritime Research and Experimentation (CMRE), part of the NATO Science and Technology Organization, held sea trials that tested and successfully demonstrated the integration of robotic platforms, including Unmanned Surface Vehicles and Unmanned Aerial Systems for Search and Rescue (SAR) operations. The trials were part of the ICARUS (Integrated Components for Assisted Rescue and Unmanned Search operations) project, funded by the European Commission under the Seventh Framework Program for Research and Innovation.

One of the projects objectives is to bridge the gap between robotic laboratories and the application of new robotic devices to reallife situations in the field. Unmanned SAR devices offer a valuable tool for saving lives and for speeding SAR operations—vital during maritime incidents where survival

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ICARUS to enhance the autonomy of robotic surface vehicles and is also involved in the integration of the main USV into the ICARUS Command, Control and Interface station collaborative operations with aerial robots.

All this development performed under the ICARUS project will be tested in 2015 under two separate scenarios: one a simulated earthquake exercise in Belgium and the other a maritime accident in Portugal.

www.classnk.com November 2014 MARINE LOG 19

UPDATE JONES ACT tanker fleet critical to meeting energy transport needs WHEN IT COMES TO U.S. domestic shipping policy, the Jones Act inevitably is one of the first things to come up in the discussion.

With U.S. crude oil production booming—it is up 50% since 2008 and up about 1 million barrels per day since April 2013—the demand for Jones Act product tankers, Articulated Tug Barge (ATB) units and inland tank barges has grown. There are currently 16 product tankers, one crude

20 MARINE LOG November 2014

carrier, and 11 ocean tank barges on order or under construction at U.S. shipyards, according to MARINE LOG data.

Speaking at the Trade Winds Jones Act Forum, Tom Allegretti, Chairman of the American Maritime Partnership (AMP), said, “The domestic maritime industry, with the Jones Act as its statutory foundation, is investing heavily to meet the transportation demands of a booming energy economy. We

are witnessing a new era of domestic vessel construction that is adding nearly 16 million barrels of inland and oceangoing tank vessel capacity. The Jones Act provides the certainty American companies need to commit the capital that makes this construction, and the jobs that go with it, a reality.”

Allegretti said, “American maritime also remains critical to protecting U.S. national and homeland security, with American mariners serving as eyes and ears on our inland waterways and coastlines. Given the value American maritime brings to our country, it’s not surprising that the Jones Act has consistently maintained solid bipartisan support from Congress, from the Administration, and from our nation’s military leaders.”

Allegretti also responded to comments

by Charles Drevna, President of the American Fuel and Petrochemical Manufacturers (AFPM), Washington, DC, who proposed using foreign-flag tankers to move U.S. domestic crude oil and petrochemical products. Such action would “undermine America’s national, economic and homeland security,” Allegretti said.

Allegretti maintained that it is a false comparison to equate replacing American-built, American-owned, and American-crewed vessels with foreign-flag vessels to move domestic commerce without taking into consideration that domestic maritime companies comply with U.S. laws and U.S. taxes to which foreign-flag vessels would also be subject if they operated in domestic waters.

“Comparing domestic shipping rates to foreign shipping rates is comparing apples to oranges. American companies are subject to different, more expensive and extensive laws than foreign shipping companies. Once you start adding in the cost of complying with U.S. regulations like wage and hour laws, immigration laws, and tax laws, suddenly the cost differential between U.S. and foreign vessels starts to disappear,” said Allegretti.

“Further, the average cost of a gallon of gasoline at the pump attributable to use of a Jones Act vessel is one cent or less per gallon,” Allegretti continued. “That makes it all the more perplexing why some would propose changes that undermine America’s national, homeland and economic security for such minor savings.”

“At a time when we see one negative news story after another, it’s nice to have some good news to reflect on – the news of America’s domestic maritime renaissance and the high-quality jobs it provides for American citizens.”

Inland • Coastal • offshore • deepsea

BALLAST water convention inches closer to reality T H E BA L L A ST WAT E R CO N V E N T I O N (BWM) 2004 inched closer to entry into force, after Turkey became the latest country to ratify the convention. With Turkey’s assent combined with Japan’s on October 10, there are now 43 countries, representing about 32.54% of world merchant shipping tonnage that have ratified the convention.

In order for the convention to enter into force, contracting states representing 35% of the world merchant shipping tonnage have to ratify the convention, which addresses the problem of invasive species being transported around the world in ships’ ballast water.

Turkey’s instrument of accession was presented by His Excellency Abdurrahman Bilgiç, Ambassador Extraordinary and Plenipotentiary, Permanent Representative of Turkey to IMO, to IMO Secretary-General Sekimizu during the Marine Environment Protection Committee (MEPC 67) session.

On October 10, Japan’s ratification was presented by Noriyoshi Yamagami, Minister, Alternate Permanent Representative of Japan to IMO and Yasu Onishi, Alternate Permanent Representative of Japan to IMO. Intertanko notes that Argentina and Italy both made statements at the IMO Council meeting this past June advising that they were very near to depositing their instruments of ratification as well. With these two countries, the tonnage figure will increase to about 34.2%, some 0.8% away from the 35% threshold required to bring the Convention into force.

NAVY ORDERS Rapid Response Skimmers from Kvichak THE U.S. NAV Y has awarded Kvichak Marine Industries, Seattle, WA, a contract for the construction of twelve 30 ft Rapid Response Skimmers (RRS). Under the contract, which includes options for up to 30 additional skimmers, the twelve RSS will be delivered over the next 18 months.

The RSS is the Navy’s tier one response asset, which can operate in shallow waters and can be used on oil spills in waterways, bays and harbors. Powered by two 90 hp outboards, the all-aluminum vessel, has a response speed of up to 17 knots.

The craft measures 30 ft 3 inches x 9 ft 8 inches x 2 ft 6 inches.

If the Navy exercises its option for 30 additional skimmers, Kvichak is expected to build and deliver those vessels through 2019.

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November 2014 MARINE LOG 21

INSIDE WASHINGTON

Lame duck session could kill maritime legislation in Congress WITH MID-TERM ELECTIONS looming, Congress is not expected to act on any meaningful maritime legislation during the lame duck session that will start on November 12. That means that any legislation introduced during the 113th Congress that has not been passed will have to be reintroduced in the 114 th Congress in January 2015.

Writing in the October edition of Blank Rome LLP’s Mainbrace newsletter, maritime attorneys Jon Waldron and Joan Bondareff, highlighted several pieces of key legislation that have been under consideration by the current Congress.

One of the pieces of legislation is H.R. 4005, the Coast Guard Authorization bill, which was passed by the House on April 1—April Fool’s Day. The companion bill in the Senate, S. 2444, was left in limbo, write Waldron and Bondareff, because, “Senate Commerce Committee Chairman Jay Rockefeller’s wanting to incorporate language to increase federal oversight of cruise passenger protections against objections of the cruise industry.”

Under the House Coast Guard Authorization bill, key provisions include the extension of the popular federal grant program for small shipyards through 2016; third party classification societies would be allowed to issue certificates of inspection, or any other certificates issued by the Coast Guard, to offshore supply vessels; new vessels that operate in cold waters would be required to be fitted with survival craft to ensure that no one is immersed in the water; and would require that 75% of food aid cargo would have to be carried on vessels owned by U.S. citizens.

The House bill would also authorize a report on the impact of LNG exports on U.S. job creation.

Meanwhile, the Senate bill has provisions that would: mandate the Coast Guard to publish a final rule on Automatic Identification Systems (AIS), which would have to be consistent with existing statutory provisions on vessel operations.

It would also create a permitting process to allow a vessel traffic information

service to use AIS to transmit navigation and safety information to vessels; the bill would mandate that the federal government provide notice of marine casualties to state and tribal government officials; and create a fund to ensure the protection and fair treatment of seafarers during investigations.

Another important topic highlighted by Waldron and Bondareff is the treatment of foreign seafarers that have been abandoned in the United States or are required to remain in the country to serve as witnesses at Coast Guard or other criminal enforcement proceedings. The concept is to provide through a system of payments paid into a new Abandoned Seafarers’ Fund established by in the Treasury for the care of seafarers who have been abandoned in the U.S. by their ship owners and operators, who have to remain in the U.S. as witnesses to potential federal crimes.

T he Co ast Guard has pushe d for such legislation for some time. It looks like it will have to be taken up by the 114th Congress.

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OFFSHORE SERVICE VESSELS

A Multi-Purpose Field Support Vessel designed by Robert Allan Ltd, the Harvey Stone will join the Harvey Gulf International fleet in April

GENERATION NEXT Operators try to innovate to stay ahead of the competition

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

T

he anticipation is building for the Harvey Energ y—what will be the first U.S.-flag dual fuel platform supply vessel to operate in the Gulf of Mexico.

The Harvey Energy, the first in a series of six 302-foot-long x 64-foot-wide PSVs being built by the Gulf Coast Shipyard Group is expected to be delivered this month to Harvey Gulf Marine, Inc., New Orleans, LA. Harvey Gulf holds options with the Gulf Coast Shipyard Group (GCSG) that could push the series to a total of 10 vessels.

O nc e t he f i r s t ve s s e l i s de l i ve re d , subsequent hulls are expected to come fast and furious, with one delivered every four months.

Spea king at Marine Log’s A ll About Marine Conference this past September, John Dane III, President and CEO of the Gulf Coast Shipyard Group, said a team

approach has proven beneficial in the construction of the dual fuel PSVs in order to improve communication between all parties and the owner.

Besides HGIM and GCSG, the project includes naval architect Vard Marine, which provided its SV310 Dual Fuel vessel design, Wärtsilä, which supplied the dual fuel engines and its LNGPac bunkering system, classification society ABS, and the U.S. Coast Guard.

Dane outlined a number of challenges involved in using LNG versus diesel propulsion. He said one of the challenges was, as with the introduction of any new fuel source, to overcome the skepticism from perceived risks of storing and handling the new fuel.

He noted that Liquefied Natural Gas (LNG) is a cryogenic liquid that has to be

stored at -260ºF. In order to be burned there is a phase change from a super-cooled liquid to a gas prior to its consumption by the engines.

For bunkering operations, this means that you have to design a cascading waterfall to protect the steel from super-cooled liquid.

O t he r k e y c h a l l e n g e s h i g h l i g ht e d

by Dane: • Ensuring t he integ rit y of t he piping system over the life of the vessel, and preventing the escape of inner piping gases into the vessel; • Vent the boil off and normal relief and purging of the system; • Ensure the areas exhausting the gas are safe and not subject to ignition sources a nd determi ni ng proper vent i lat ion requirements; • Study and prepare to safely mitigate the November 2014 MARINE LOG 25

OFFSHORE SERVICE VESSELS

Ultra Deep Solution’s first vessel will be the 142m, DP3 Ultra Deep Installer

worst event to prevent injury or damage;

• Design the tank and foundations for

motions and accelerations at sea.

Bi l l Lind, Vice President of Operations for Vard Marine, Inc., Houston, TX, believes the project provides GCSG with “an edge” over its competition.

Speaking at Marine Log’s A ll About Ma ri ne Conference, Li nd sa id t hat although it is challenging to fit LNG propulsion into a ship, the economic and regulatory drivers are persuasive enough to overcome those challenges.

Lind pointed out t hat conventiona l d ie s e l e ng i ne s w i l l s t r u g g le to me e t upcoming IMO/EPA regulations without after treatment systems, and the cost of low sulfur and ultra-low sulfur distillate fuel are expected to increase as residual fuel is phased out and demand may well outstrip availability.

What will some of the next generation of LNG/dual fuel vessels look like? Lind expects that some of the things we might see are LNG tanks under accommodation spaces as they are in Norwegian PSVs; the development of technology for the detection of pin hole piping leaks and the use of membrane versus Type C fuel tanks to optimize tank volume.

With Mexico opening its offshore oil and gas market to foreign investment, Lind sees the country as the “new Brazil.”

Meanwhile, Dane says that assuming that there are no government restrictions imposed on fracking operations, the U.S. should be an exporter of LNG within the next two years. He also expects that as much as 10% of new PSVs worldwide will burn LNG as fuel after 2016.

26 MARINE LOG November 2014

HARVEY’S HYBRID “Of course, it doesn’t help building in features that a charterer isn’t interested in,” says Mike Carroll, Senior VP New Construction and Chief Naval Architect, Harvey Gulf International Marine. “It is all about what is needed, how will it help us, and will someone pay for it,” says Carroll.

Carroll points out that quality of life for mariners will remain critical when designing next generation vessels. He says building vessels to comply with IMO Code of Safety for Special Purpose Ships (SPS Code) and Maritime Labour Convention (MLC) for accommodations design, whole-body vibration, noise, indoor climatic variables and lighting is paramount. Building vessels to comply with both SPS and MLC codes will

allow operators to reposition their vessels to win charters anywhere in the world.

Of course, dual fuel PSVs aren’t the only newbuilds in Harvey Gulf ’s plans. One of the latest vessels it ordered from Eastern Shipbuilding Group, Panama City, FL, is the Harvey Stone. Featured on this month’s cover, the Harvey Stone is a hybrid diesel-electric Multi-Purpose Field Support Vessel based on Robert Allan Ltd.’s RAmpage 6500 design. The Harvey Stone will be 212 ft 7 in x 59 ft 1 in x 25 ft 7 in, with a total horsepower of 9,384 hp.

According to Robert Allan’s Jim Hyslop, the MPFSV will be equipped with a hybrid electro/mechanical propulsion and powering system consisting of two motor/ generators, two diesel gensets and two diesel main engines. Each motor/generator is connected to its respective shaft line through a clutched gearbox. The motor/ generators operate at variable speed and connect to the propulsion bus through variable frequency drives. Direct mechanical propulsion power is provided by the main engines, and electrical power is provided by the shaft motor/generators. This arrangement enables maximum flexibility and highly efficient operation in all propulsion modes, resulting in significant fuel and emissions savings.

The main engines will be two GE Marine 12V250MDC IMO II, EPA Tier 4i diesel engines rated at 4,694 hp each. The main PTI/PTO clutches will be two Twin Disc HLPS95 marine gears.

The hybrid system will consist of two 1,000 kW induction shaft motor/generators with a DC bus via bi-directional variable frequency drives.

Two X-Bow design construction vessels have been ordered, one to be built in the U.S.

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Propu lsion w i l l be supplied by t wo Schottel Model SRP 3030 CPP in nozzles with two Schottel STT 2FTP, each powered by 600 kW electric motors. The main generators will be two Cummins QSK19DM Tier 3, 350 kW at 1,800 rev/min.

The Harvey Stone will be capable of safely performing holdback tug duties during berthing and tandem-moored export operation while it is connected to a shuttle tanker.

W it h t he e xc e pt ion of g re y w ate r, a l l oi l pol luta nt or waste liquids w i l l be segregated from the hull as far as is reasonably practicable.

The vessel will be classed by ABS as +A1, AMS, Circle E, ACCU, ACP, UWILD, FFV2, DP-2, Offshore Support Vessel, Notation (DSV Capable, ROV Capable), AH, TOW, SUPPLY, HAB+(WB), ENVIRO. When delivered in April 2016, the hybrid MPFSV will go on a 10-year charter.

error occurs and one of the engine rooms goes out of service, the ship will still have two-thirds of her operational capacity.

The SX165 vessel will be the largest vessel built at Ulstein Verft so far, as well as its largest single shipbuilding contract. The vessel is set for delivery third quarter 2015.

Isla nd Ventures II LLC has ordered design and engineering packages for the construction of the SX165 design vessel to be built by Edison Chouest in the U.S. The agreement includes options. It will be the first Ulstein designed vessel to be constructed in the U.S. Health, safety and the environment are a central design element in the SX165—it will be built in accordance with MLC2006 that sets out the comfort and safety requirements for the crew.

ECO X-BOW

This past June, Singapore-listed offshore and specialist shipbuilder Vard Holdings Limited confirmed an order from one of Norway’s largest offshore operators, Solstad Offshore, for the design and construction of a large Offshore Subsea Construction Vessel (OSCV).

This is the largest single vessel order in VARD’s history. Measuring 180 meters long, 33 meters in breadth and with a deck area of more than 2,500 m 2 , the vessel w i l l be t he biggest ever to be bui lt by VARD. The vessel is of VARD 3 19 design, and is scheduled for delivery from Vard Brattvaag in Norway in the second quarter of 2016.

The vessel, which will become the largest in the Solstad-fleet, will have a 550-ton top tension vertical lay-system, enabling the installation of large diameter f lexible pipes in ultra-deepwater environments. In

Among the notable announcements this past year, was that Edison Chouest Offshore (ECO) and Island Offshore ordered two new offshore construction vessels based on Ulstein’s SX165 design through Island Ventures II LLC. One of the X-Bow vessels was expected to be built in Louisiana at one of ECO’s shipyards, the other at Ulstein Verft, Norway.

The SX165 construction vessel has a length of 145.7 m (478 ft) and beam of 28 m (92 ft), it provides accommodations for 200 people and is equipped with two cranes that can lift 400 tons and 140 tons, respectively. There is a large moon pool measuring 11.2 m by 12 m plus two smaller moon pools with ROVs installed in a centrally located hangar. The vessel has a total of three separate engine rooms to provide extreme operational reliability: if a major

SOLSTAD’S SUBSEA CONSTRUCTION GIANT

OFFSHORE SERVICE VESSELS addition, it will be equipped with a 600-ton active heave compensated offshore crane and a 4,000 ton under-deck carousel for storage of flexible pipes, cables and umbilical’s. The vessel will be about 180 meters long, have a beam of 33 meters and a deck area of more than 2,500 m 2 .

When delivered, the vessel will go on charter for eight years.

Solstad Offshore also owns the Normand Vision, a 157 meter long subsea vessel that has a 400-ton subsea crane, a 3,000-ton under deck carousel and a 150-ton Vertical Lay System. The total cost of the vessel was NKR 1,500 million. Ocean Installer has chartered the vessel for eight years with options for two more years.

DEEP DIVER While Singapore-based Ultra Deep Solutions Ltd. is a relative newcomer to the deepwater arena—it was just established this year—it is led by Chairman and CEO Sheldon “Shel” Hutton, who has been in the commercial diving business since 1979.

Ultra Deep Solutions’ first foray into the newbuilding market is the 142-meterlong, DP3 Multipurpose Diving Support Construction Vessel Ultra Deep Installer.

Being built at a cost of $200 million, the Ultra Deep Installer is based on a proprietary design Red Class 6027 MT design from Norway’s Marin Teknikk A/S. Designed to operate in a water depth of up to 4,000 meters, the diving support construction vessel will be equipped with Unique Hydra’s 18-man twin bell saturation dive system.

Under construction at China’s Shanghai Zhenhua Heavy Industries, the 8,000-dwt Ultra Installer has a Huisman 400-ton dual fall 3,200 meter main crane, a deck capacity of 1,500 m 2 , and accommodations for 140. The ship will be classed by DNV GL +1A1, EO, SPS, DSV-SAT, Div ing System-Sat, NAUT-OSV(A), CLEAN DESIG, DYNPOS AUTRO, COMF-C(3) V(3), ICE 1C, CR A NE, HELDK-SH, DK(+), BIS, Winterized Basic.

Hutton says a Marin Teknikk has an “amazing team” and that currently the vessel design is undergoing a Basin Test in Norway to double check all the stability calculations. He expects steel to be cut in Shanghai in the spring of 2015. Hutton says Ultra Deep Solutions plans to build four of the “Red Class” design. “This was the original goal, so right now we are sticking to this plan.”

Right now, Ultra Deep Solutions plans to take delivery of its first vessel in early 2017 and has an option with Shanghai Zhenhua Heavy Industries for a second vessel. ■ November 2014 MARINE LOG 29

US Patent No. US 8,690,622 B2

OUR NEW NAME IS VARD For over 30 years, Vard Marine has been designing specialized vessels for the offshore oil and gas industry. When we merged into the Vard Group, one of the largest builders of offshore vessels in the world, a company with shared history, culture and values, it was a natural fit.

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Beyond Business

Bordelon Marine’s platform supply vessel Shelia Bordelon will feature a dramatic pink stripe and the Susan G. Komen Foundation logo

Industry goes pink Marine companies, such as Bordelon Marine, raise awareness for Breast Cancer

By Shirley Del Valle, Associate Editor

F

or the entire month of October, sports teams, schools, and businesses nationwide go pink for Breast Cancer Awareness.

Breast cancer is the second most common cancer among women in the U.S., second only to skin cancer—with one in every eight women in the U.S. diagnosed with the disease during her lifetime. The National Cancer Institute projects that this year, 40,000 women and 430 men will die from breast cancer—while 232,670 women and 2,360 men will be diagnosed with the disease.

Helping battle breast cancer is the Susan G. Komen Foundation. The organization is the only one “that takes on the disease on all fronts—research, community outreach, education, advocacy and global work.” Since its beginnings in 1982, the foundation has raised more than $2.2 billion for the cause, with $790 million going to cancer research, and another $1.5 billion in community grants.

Moreover, it has helped drive down cancer mortality rates by 33%.

Those numbers are in large part thanks to the foundation’s Race for the Cure Series. Every year, the foundation’s local affiliates—there are 115 in the U.S., three international affiliates and partnerships in 30 countries worldwide—organize local Race for the Cure events, a series of 5K runs and walks. Seventy five percent of the net income of each race goes to fund programs offering breast health education and breast cancer screening and treatment programs throughout local communities. The remaining 25% of the proceeds goes to support cancer research.

Companies within the industry have shown their support for breast cancer awareness and the foundation in a variety of ways.

Chevron Corporation has the largest corporate team in the Susan G. Komen Foundation’s New Orleans affiliate’s Race for the Cure.

Meanwhile, another energy giant, Shell is a major sponsor of the race, and Mollie Copeland, an engineer with Shell, is the New Orleans’ affiliate’s Race Chair.

The partnerships extend well beyond the race, however. “Both Chevron and Shell also hold health fairs several times a year where Susan G. Komen New Orleans distributes breast health information to their employees,” says Komen’s Executive Director Lisa Plunkett.

Industry shows its colors Joining the good fight (and race) is Louisiana-based operator Bordelon Marine, which will participate in this year’s race, as well as partner with the New Orleans’ affiliate for a year.

Bordelon’s unique contribution comes by way of a very special vessel, ­t he M/V Shelia Bordelon. The company has promised to donate a portion of the profits from the new Stingray series 260 Class DP2 vessel. Bordelon Marine also participated in the New Orleans Race for the Cure, which took place on October 25.

“Komen New Orleans is fortunate to be part of a community where prestigious companies such as Bordelon Marine approach us with unique awareness and fundraising partnerships like the MV Shelia Bordelon,” says Plunkett.

An ultra light intervention vessel, the Shelia Bordelon is currently under construction at Bordelon Marine Shipbuilders in Houma, LA, and will be delivered February 2015. A prominent pink stripe on the hull will show Bordelon Marine’s support for Breast Cancer Awareness, along with a Susan G. Komen New Orleans logo.

The vessel’s name and stripe are in honor of Shelia Harasimowicz, Wes Bordelon’s mother-in-law—Wes is President and CEO November 2014 MARINE LOG 31

Beyond Business

Wes Bordelon with his mother-in-law Shelia Harasimowicz

The distinctive “M” on the stacks of all of Moran Towing Corporation’s tugs were painted pink for the entire month of October to raise breast cancer awareness

of Bordelon Marine. “Through the years all of our vessels have traditionally been named after a Bordelon family member. This time, the family member happens to be from the other side of the family,” explains Wes. “Rather than break tradition, Shelia volunteered to take on an alias. Whatever name she goes by, she is still a huge part of our family, and we are proud to have her name on this vessel. Shelia is a strong and amazing person, with a heart as big as this boat.”

Shelia’s fight with breast cancer began 11 years ago when she was first diagnosed with the disease. After receiving treatment she went into remission where she remained cancer free up until a few months ago when the cancer reappeared.

As Wes tells Marine Log, the company has been involved with the Susan G. Komen Foundation for several years—and is always looking for ways to support various community causes—but when Shelia’s cancer returned, Bordelon as a company decided to do more. “We wanted to meet this challenge head-on. Get people involved, and provide support on many levels,” says Wes. “Taking it one step further was about supporting Shelia. Using a boat to bring attention to the cause is simply one of the tools at our disposal.”

While the idea of a pink stripe on a vessel destined to operate in the oil patch may sound a bit out there, it certainly is a “fun” way to bring attention to such an important cause, quips Wes. “Writing a check is useful, and we encourage others to donate as they can, but creating awareness and inspiring others to act is a huge part of this fight,” he says. “It’s truly inspiring to see this in action.

We feel that you can really make a difference when you marshal the resources of many.”

Between what the vessel will generate and the participation of Bordelon vendors and client contributions, Wes expects a good amount will be raised towards the cause. But he’s quick to remind us that the goal is really to bring attention, and new people to the cause.

“A true test of one’s character, I believe, is to be and act consistently in a way that is not easy, but right, in the face of adversity.

Shelia, by any standards is passing this test with flying colors and we’re all inspired by it.” He adds, “I would hope, that if nothing else, this pink stripe and our efforts will encourage people to act.”

Towing for awareness It began with one request and quickly turned into a company-wide initiative. New York-based towing and transportation company, 32 MARINE LOG November 2014

Moran Towing Corporation, has rallied its support behind breast cancer by going pink. The company announced on its Facebook page that all the M’s on its tug stacks would be painted pink for the entire month of October.

Ted Tregurtha, President of Moran Towing tells Marine Log, “One of our tug employees contacted me and my father to see if he would be allowed to paint the M’s on his tug to honor a family member.”

That single request quickly had a domino effect across Moran’s f leet. Tregurtha explains that he decided to take the employee’s request one step further, and asked the management team if it would “designate at least one tug in each port to get painted” with the added note that they could paint multiple tugs if their crew wanted to support the cause. “Within a day or two, word came back that everyone wanted to participate in every location and on every tug.” That’s when paint supplier Armorica and John Tertout stepped in to help get the job done.

The wide response “highlights how many of us have been touched [either] directly or indirectly by the disease,” says Tregurtha. “I think the greatest thing about this is how everyone in the company responded so quickly and enthusiastically. With a relatively large group of employees spread out in many locations it is wonderful to see them all spontaneously rally behind such a worthy cause.”

Hats on for the cause While operators are painting vessels pink for the cause, Virginiabased Newport News’ employees are wearing pink. The shipbuilder came up with the idea of having its employees wear pink hard hats to raise breast cancer awareness and money all year round.

Safety company, MSA, donated 5,000 pink hard hats to the yard.

Each hat was sold for $10 with all proceeds going to the American Cancer Society. “Breast cancer is the most common cancer among American women, and many of us here at Newport News Shipbuilding have been touched by it in some way,” says Newport News’ Jeremy Bustin.

The first 5,000 hats sold out in just three days, enabling Newport News to donate $50,000 directly to the American Cancer Society. However, Bustin adds, that more hats are on their way and the hope is that the pink hard hat campaign will prompt others to join in on the cause.

For more information on how you can join the fight against breast cancer visit www.komen.org and www.cancer.org. ■

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WORKBOATS

The Fort Ripley can handle duties as a fireboat in Charleston Harbor or offshore

PUSHING DESIGN BOUNDARIES New pilot boat, research vessels take new design approaches

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

R

id i ng i n t he wheel house of t he Fort Ripley, it was hard to tell that we were zipping through Charleston Harbor at 28 knots; the boat seemed to glide, smooth and quiet, turning with ease on the glassy surface.

C om m issioned ea rly la st mont h i n Charleston, SC, by owner Southeast Ocean Response Services, Inc., the aluminumhulled catamaran was clearly designed and built with an eye on the future. It would be a real injustice to call her simply a “pilot boat.” That’s because she is truly a multimission vessel, fully equipped to work as a fireboat and first responder, performing offshore firefighting, salvage and emergency response up and down the U.S. East Coast, from Morehead City, NC, to St. Augustine, FL. The Fort Ripley will also serve as a fireboat in Charleston Harbor, a supply boat for ships at anchor and an additional launch for the Charleston Pilots and

other marine operators in the region.

“The Fort Ripley only looks like a pilot boat,” says Captain John Cameron, Southeast Ocean Response Services. “It’s the next, next generation of full service commercial rapid response craft. Ships offshore now have a resource they’ve never had before. Southeast Ocean Response is a partner they’ve never had before. A company dedicated to safeguarding commerce not just in our harbor, but also all along our coast.”

Winn Williard, President of renowned pilot boat designer C. Ray Hunt Associates, calls the Fort Ripley one of the most challenging pilot boats that he has ever designed because of all the capability that is built into a relatively compact platform. The boat has substantial firefighting capability, which was evident during a demonstration of the boat’s fire monitors; water sprayed from the fire monitor located atop the pilothouse reached about 100 feet in the air—clearly

capable of delivering water on top of one of the New Panamax-size vessels that will call at the Port of Charleston, once the Panama Canal expansion is complete. The Fort Ripley can deliver 3,500 gallons per minute of firefighting water—enough to satisfy Coast Guard requirements for any post-Panamax ship.

The same day the Fort Ripley was christened, the U.S. Army Corps of Engineers released the Draft Integrated Feasibility Report and Environmental Impact Statement for the Post-45 Harbor Deepening Project recommending that the Charleston Harbor be deepened to 52 feet.

The port handles about 2,000 ships per year now, with cargoes valued at $65 billion. To keep the port competitive, the harbor is being deepened to 52 feet. General assembly set aside $300 million of the state’s share towards the project.

Meanwhile, the Fort Ripley’s versatility November 2014 MARINE LOG 35

WORKBOATS can be seen in its ability to carry four tons of cargo for parts and emergency equipment; has day/night vision cameras linked by satellite to provide companies and authorities live video of the situation on scene; is outfitted with diver platforms on its stern for diver support.

The catamaran also has speed, endurance and stability, with a range of 500 miles at 28 k nots, and burns 30 % less fuel than Southeast Ocean Response Service’s current offshore fleet. She’s also U.S. Coast Guard certificated for unlimited ocean service.

“You could be 100 miles due east of here and we’ll bring you more resources in less than 4 hours than any vessel before,” said Cameron. “This boat can do more than any pilot boat in history.”

First with triple Volvo Penta IPS drives in North America And speaking of history, the Fort Ripley is also the first commercial vessel in North America to be powered by triple Volvo Penta IPS drives.

“Fort Ripley is a truly revolutionar y boat,” says Ron Huibers, President, Volvo Penta of the Americas. “The combination of the Hunt-designed hull and our IPS drives with DPS sets a new standard in terms of speed, maneuverability, fuel economy and seaworthiness to meet multiple mission requirements. This vessel represents the future of the next generation of multi-purpose response boats.”

The Fort Ripley is equipped with three IPS drives, each powered by a commercially rated Volvo Penta D13-700 diesel engine.

Each of the independently steerable IPS drives has dual counter-rotating forwardfacing propellers to maximize efficiency and increase maneuverability. The IPS can be controlled from the wheelhouse or either of the two aft docking stations using a three-axis joystick. The Dynamic Positioning System (DPS) provides fully automatic hands-off precise station-keeping under GPS control. The triple engine configuration allows the center engine to decouple from the drive and power the 3,500 gal/min fire pump while the two outboard drives easily maneuver the vessel or maintain position automatically using DPS. “We chose the Volvo Penta triple IPS system because it has the power we need to get offshore to the scene of an incident rapidly, while also having the versatility to provide dedicated power to the fire pump as needed,” says Cameron. “Certainly, the predicted 30% improved fuel efficiency, which we actually exceeded in trials, along 36 MARINE LOG November 2014

The research vessel Arcticus was designed by JMS Naval Architects

with the EPA Tier 3 technology, made this system the obvious choice.”

Huibers says, “The Fort Ripley represents the next generation of multi-purpose response boats. We’re excited to be part of a project that is setting new standards in speed, fuel efficiency and maneuverability. Again, we’re so proud of the work that the teams at Gladding Hearn, Hunt Design, Southeast Ocean Response and Volvo Penta did to make this project a reality. The Fort Ripley is proof that when forward-thinking companies come together, exciting new solutions will emerge.”

At the christening, Cameron said, “We’ve been here, at the mouth of the harbor, on call everyday and every night, continually, with the best equipment and the best technology. We had the most seaworthy schooners, the best of the steam ships, the fastest diesel launches. Our port grew and the jetties were built and our channel got longer, and eventually we were boarding ships farther to sea than anyone else on the East Coast.

“Today, we’re here to bless our next evolution … There’s never been a boat like this.”

Cameron praised the efforts of shipbuilder Gladding-Hearn and designer C. Raymond Hunt saying, “There’s only one designer who understands our needs and there’s only one builder that meets our expectations for quality.” Gladding-Hearn and Hunt Design previously teamed with Southeast Ocean Response to build the first aluminum pilot boat in the U.S. and first jet drive pilot boat in the U.S.

“When we went to Winn and Peter and asked them if we could do more with a pilot boat than ever before, we said, ‘We’re there for every ship with expert navigation, but why not build in other capabilities? What if the ship has a break down, or an accident, or a fire? We can be their first responder.’

We asked Winn and Peter to build support systems into our next boat, which meant they had to come up with combinations of power versus weight, versatility versus efficiency, and maneuverability versus speed, that had never been achieved.”

The Fort Ripley has clearly raised the bar for next generation pilot boats that fulfill multiple missions.

New hybrid research vessel Marine Log recently v isited Robert E. Derecktor, Inc.’s shipyard in Mamaroneck, NY, to tour a new 19.2-meter-long hybrid diesel-electric-powered research vessel that will set new standards for emissions, efficiency and noise when it is delivered to the Maritime Aquarium of Norwalk, CT. The Spirit of the Sound is a sleek, allaluminum catamaran vessel designed by Australia’s Incat Crowther as a “f loating classroom” for up to 65 students and five crew, complete with a climate-controlled classroom area, solar panels on its deckhouse, diver platforms and a touch tank on its aft deck. The Subchapter T vessel is also built to be ADA compliant. The Aquarium hosts students from the third grade all the way up the college level.

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WORKBOATS

Amtech President Bob Kunkel, Derecktor GM Micah Tucker, and Amtech’s Barry Natale

future. It enables us to explore new, green technology and positions us as an innovator and leader in the market,” says Micah Tucker, General Manager, Robert E. Derecktor Shipyards, Mamaroneck, NY. Tucker also sees excellent potential for hybrid propulsion

in the yacht market, where Derecktor has already built a solid reputation.

To ma ke t he hy br id d iesel-elec t r ic powered, green research vessel a rea lity, Derecktor worked with Alternative Marine Technologies (Amtech), engine

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manufacturer Northern Lights, hybrid propulsion supplier BAE Systems, and battery technology specialist Corvus Energy Ltd. “T he t ide ha s cha nged. Compa nies a re look i ng for a lter nat ive me a n s of propulsion as a means of saying fuel and being green,” says Robert “Bob” Kunkel, Amtech President, who was the Project Manager, overseeing the integration of the technologies into the boat. “This boat is clean and quiet.”

“Most research vessels operate at 2 to 6 knots,” adds Kunkel. “This boat can reach 12 knots drawing only 30 kW of power.”

He attributes the excellent performance to the slender Incat Crowther hull.

Kunkel was also instrumental in helping raise contributions to build the $2.6 million Spirit of the Sound, which was constructed through charitable donations. Fund-raising and planning for the new research vessel was led by a special committee of naval architects, marine engineers and Aquarium staff members led by Per Heidenreich, founder of Norwalk-based Heidmar, Inc. Kunkel is on this committee as well, as are maritime lawyer Peter Drakos and Blaine Collins, Director of External Affairs at classification society DNV GL. Major contributors for the boat were the Per and

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WORKBOATS Astrid Heidenreich Family Foundation of Greenwich and The TK Foundation of Nassau, Bahamas. Philanthropists George and Carol Bauer of Wilton, CT, were among the primary donors toward the boat’s design and construction.

BAE’S HybriDrive The new research vessel incorporates technology that has been well proven on land and one you might have experienced in action in a city. BAE Systems’ HybriDrive Series propulsion system powers 4,500 buses worldwide and is one of the most successful series systems in operation. BAE Systems says buses equipped with HybriDrive propulsion systems transport more than 693 million passengers, prevent more than 100,000 tons of CO 2 emissions, and save more than nine million gallons of diesel fuel annually.

“BAE Systems is a partner with leading manufacturers of marine diesel engines to provide complete, efficient propulsion and auxiliary power systems to increase a vessel’s operating efficiency and performance while saving fuel, costs, and our environment,” says Dave Adamiak, Business Development Manager, HybriDrive Solutions at BAE Systems.

BA E Sy s t e m s , w h ic h u nve i le d t he HybriDrive at last year’s Workboat Show in New Orleans, is bringing three products to market for commercial vessel applications to deliver efficient power-on-demand where and when it’s needed.

Hybrid Assist provides electric power to augment the main diesel engine, increasing engine life and horsepower ratings. Ideal for assist tug operators, it uses HybriDrive system components to electrically drive a vessel at low speeds and can assist the main engine when high-end boost would be required.

Cruising Genset uses BAE’s power dense system components to provide more power in less space—eliminating the need for a standard auxiliary genset. This solution is advantageous to inland towboat operators and fishing fleets as the system pulls auxiliary power from the main engine when it is running at its most efficient point.

HybriGen variable speed genset delivers power on demand to support propulsion and/or auxiliary power depending on the operators’ needs. For further benefits, HybriGen can be paired with Li-ion batteries to reduce engine maintenance and provide fuel savings.

I nt e g r at i ng Hy br iG e n t e c h nolo g y

into the Spirit of the Sound to operate on electric power in env ironmenta l ly sensitive areas of the Long Island Sound.

The quiet system is a lso hailed by the aquarium as it is conducive to teaching students on the vessel.

The project for the aquarium uses two complete propulsion systems, one for each hull package. The system can travel for 2.5 hours into the Long Island Sound with 60 percent of its power supplied by batteries for its propulsion and AC power. The engine will recharge batteries mid-trip, allowing departure from dock, cruise out of harbor, and return to harbor under battery-only operation keeping the harbors clean.

The research vessel has high performance Lugger L1064A propulsion engines with integrated starter generators (ISG) a nd BA E Systems HybriDrive system.

Energy is held in an energy storage module (ESM) and metered through a power control system (PCS). The traction motor provides energy to the prop, while energy is stored for its most efficient usage.

The traction motor is attached to the propeller shaft; but the remaining components can be installed virtually anywhere in the engine room. With its flexible architecture, Hybrid Marine can be designed for

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WORKBOATS electric propulsion, shipboard AC power, or both—as in the case of the Maritime Aquarium vessel.

The catamaran, which will replace the Aquarium’s current 34-year-old trawler, will be powered by a hybrid diesel-electric propulsion system that will reduce diesel fuel consumption by an estimated 75 percent. The new vessel will offer both a climate-controlled indoor classroom and an outdoor research space with total capacity

of 65, more than twice that of the Aquarium’s current 40-foot boat.

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Research vessel for Great Lakes Built at Burger Boat Company’s Manitowoc, WI, shipyard, the oceanographic research and fisheries assessment vessel Arcticus recently delivered to the U.S. Geological Survey’s Great Lakes Science Center, Ann Arbor, MI. The Arcticus replaces the 37-year-old R/V Grayling, joining a fivevessel fleet owned and operated by the Great Lakes Science Center, Cheboygan, MI. JMS Naval Architects (JMS) of Mystic, C T, p e r for me d t he re s e a rc h ve s s e l ’s concept and contract design and provided technical representation at the shipyard during construction.

Operating on the Great Lakes, the 78-foot Arcticus is designed to conduct lake-wide bottom trawl surveys, acoustic surveys, gill net surveys, a variety of over-the-side science operations, and will operate year round across three state boundaries, Canadian waters, and treaty waters of Lakes Huron, Michigan, and Superior.

Two Caterpillar 454 BHP C12 C-Rating Tier II d iesel eng ines prov ide propu lsion power a nd a bow t hruster provides increased maneuverability and station-keeping.

Arcticus is designed with a Wet lab, Dry lab, retractable transducers, ample working deck areas, large pilothouse with excellent visibility, and comfortable accommodations and working areas for a three person crew and six scientists.

Meanwhile, JMS Naval Architects has extensive experience related to research vessel design and operation and customers include the National Science Foundation, NOAA, the Office of Naval Research, the U.S. Coast Guard, the Department of Interior, the Environmental Protection Agency, Woods Hole Oceanographic Institution, the University of São Paulo, and other major oceanographic institutions.

JMS is currently designing a research vessel for the Virginia Institute of Marine Science. JMS will also provide shipyard bid support and owner’s rep services for VIMS’ next generation research vessel. The VIMS research vessel will be used for scientific research within the Chesapeake Bay and offshore areas in the Mid-Atlantic region.

T h e J M S C o a s t a l R e s e a rc h Ve s s e l Series concept-model offers f lexibility in science outf itting allowing for high utilization and affordable operating day rates. The vessel is easily adaptable to evolving scientific research areas such as environmental impact studies, offshore oil & gas exploration surveys, wind energy development surveys, and maintenance of ocean observing systems. ■

FERRIES

The Virginia Department of Transportation wants to build a new ferry similar to the Pocohontas

AGING FLEETS get a makeover RFPs issued for newbuilds, conversion for ferries from Massachusetts to California

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

N

ew York City’s long-anticipated plan to the convert one of its smaller ferries to burn Liquefied Natural Gas (LNG) is moving ahead, after the city’s Department of Transportation (NYCDOT), Division of Ferries, issued two separate solicitations for bids to supply the LNG engine and its associated equipment, LNG storage and bunkering equipment.

The LNG equipment would be used on one of two Alice Austen Class ferries, the Alice Austen or John A. Noble. The ferries often operate in off-peak service between Staten Island and Lower Manhattan. The boats, which carry 1,107 passengers and nine crew members, are 207 feet long, 40 feet wide, with a draft of 8 feet, 6 inches, and operate at a service speed of 16 knots. The 499-gross ton boats were built by Derecktor Shipyards in Middletown, RI, and delivered in 1986. The double-ended ferries are equipped with Voith Schneider Propellers.

The Alice Austen Class ferry would be the first U.S. ferry to be operated on LNG fuel. NYCDOT received federal and city funding of about $3 million for the conversion.

The NYCDOT held a Pre-Bid Meeting on October 30. Sealed bids must be submitted by November 20.

The conversion is just a small part of NYCDOT’s plans to revitalize

the aging Staten Island Ferry fleet. It has already issued a design contract to Elliott Bay Design Group for a new class of ferries.

As we reported last month in “New Class from Coast to Coast,” (ML, October 2014, p. 15), BC Ferries has submitted plans to the BC Ferries Commissioner for approval to convert two of its Spirit Class ferries to dual fuel to burn LNG. The conversion would be completed by 2018. A decision on the project is expected to come some time this month.

Canada’s BC Ferries and STQ, were the first North American ferry operators to order newbuild dual fuel ferries.

Other operators on the U.S. East Coast are in the process of giving their aging fleets a makeover. Last year, NY Waterway ordered two new 350-passenger aluminum-hulled catamarans from Yank Marine, Inc., Tuckahoe, NJ. The 110-foot-long boats, which will reach speeds of 24 knots, are due for delivery in early 2015.

NY area operators Circle Line and Fire Island Ferry are also said to be close to ordering new boats.

Further north in New England, The Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority Massachusetts, recently issued Request for Proposals (RFP) for the construction and delivery of a 235-foot-long passenger/vehicle ferry, the M/V Woods.

November 2014 MARINE LOG 41

FERRIES VDOT AWARDS DESIGN CONTRACT TO ALION The Virginia Department of Transportation (VDOT) recently awarded a contract to Alion Science and Technology to design a new 70-vehicle-capacity, double-ended ferry for service on the James River from Jamestown to Scotland, VA. The ferry would replace VDOT’s oldest boat, the 78-year-old Virginia.

According to Laurie Simmons, VDOT spokesperson for the Hampton Roads District, the new ferry is expected to be similar in design to the 1995-built, 263 ft Pocohontas, VDOT’s newest, largest capacity boat. The other ferries on the Jamestown-Scotland route are the 1979-built Surry and 1983-built Williamsburg. Last year, the ferry service carried about 953,000 vehicles.

Facility Manager Wes Ripley says the new ferry will most likely be outfitted with two Voith Schneider Propellers (VSPs), which would provide the U.S. Coast Guard-certified Subchapter H boat with excellent maneuverability during its 15-minute run across the James River. Ripley also says depending on when the keel for the boat is laid, the main engines will probably be EPA Tier 4 compliant.

A Request for Proposals to construct the vessel will be issued in the fall of 2016, with delivery of the new boat expected in the fall of 2018. Alion will also oversee the construction of the ferry.

The state allotted $2.5 million for the design and another $25 million for the construction of the ferry under its Six-Year Improvement Plan.

NEW FERRIES FOR CAPE MAY AHEAD While it has not yet gone out to bids for a shipyard, Cape May Lewes Ferry, operated by the Delaware River and Bay Authority, is planning to replace its existing fleet with three new vessels, with an

estimated total construction cost of $105 million. The construction of the new boats would begin between 2018 and 2021. The three existing boats, each with a 1,000-passenger and 100-vehicle capacity, would be sold.

The DRBA also plans to re-engine the existing vessels, with an estimated total cost of $9 million. One vessel would be re-engined each year from 2015 to 2017.

NEW FERRY SERVICE FOR PENSACOLA The City of Pensacola on the west part of Florida’s panhandle will develop a new ferry service between its downtown, Pensacola Beach, and Fort Pickens on Santa Rosa Island.

The city recently received a $1,326,000 grant from the U.S. Department of Transportation Eastern Federal Lands Highway Division to develop the planned service for the Gulf Island Seashore Ferry Project, which is expected to start in March 2017. The grant would go towards building a dock and some infrastructure in downtown Pensacola to support the new ferry service.

The new ferry service is expected to operate two 100- to 149-passenger boats. The city is expected to use $4,020,000 it received from BP in the oil spill restoration from Deepwater Horizon incident to fund the purchase of the boats.

NEW FERRIES FOR SAN FRANCISCO If the San Francisco Giants make it to the World Series in 2016, their fans could be riding a new high-speed ferry to AT&T Balpark. That’s because the San Francisco Bay Area Water Emergency Transportation Authority (WETA), which operates all of the Bay Area’s ferry services except those of the Golden Gate Bridge District, has issued an RFP to design and build two 400-passenger

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42 MARINE LOG November 2014

FERRIES Delaware River and Bay Authority plans to replace all three of its existing 1,000-passenger, 100-vehicle ferries

ferries. The two ferries would be aluminum catamarans based on a “proven design or parent craft.” The boats would comply with 46 CFR Subchapter K regulations and have minimum speeds of 27 knots at 85% MCR. The boats would operate between downtown San Francisco and Oakland, Alameda and Harbor Bay. The main propulsion engine exhaust emissions will meet U.S. EPA Tier 4 requirements and fitted with SCR systems.

The two new ferries would be similar to WETA’s M/V Gemini and Solano.

The new ferries would each be 135 feet in length, have a beam of 38 feet, and maximum draft of 6 feet. The boats will be built to

class rules, but not classed. ABS, Lloyd’s Register or DNV GL rules may be used for the structural design and construction.

Among the other features WETA outlined in its RFP are that the ferries will be ADA compliant and will be fitted with enough bike racks for at least 50 bikes. LED lighting will be used wherever possible. WETA requires Furuno or equivalent for much of the navigation, electronics and communications aboard, such as radars, depth sounder, GPS, satellite compass, AIS, and electronic charting system (with Rose Point Software).

Shipyards were expected to submit bids to build the two vessels

by November 2. ■

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November 2014 MARINE LOG 43

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ENGINEERING

ENVIRONMENT

FUGITIVE EMISSIONS: A Proactive Solution for the Inland Waterways Market Some inland barge owners are taking a proactive approach on fugitive emissions

By David Lamphier, W&O Product Manager of Sealing Solutions through increased monitoring

O

ver the past year, W&O has led discussions with customers about the growing concern of fugitive emissions monitoring on the inland waterways by regulatory authorities. Current regulation enforcement is focused more on shoreside refineries, but some barge owneroperators are beginning to take a proactive approach as they observe increased monitoring efforts of the inland waterways.

Fugitive emissions regulations are linked to the Clean Air Act (CAA), which was first implemented in 1970 and then heavily revitalized in 1977 and 1990. The initial legislation was put into place at the height of the national environmental movement, and revisions of the CAA were designed to target newly recognized air pollution problems over the years. Some of these additional provisions include the Env ironmental Protection Agency’s list of more than 180 chemicals for which they monitor varying levels of leakage into the atmosphere.

Fugitive emissions can occur wherever there is a requirement to provide a seal between the process f luid and the external requirement. Typical sources for these types of emissions are f langed joints in pipework, valve gland assemblies, atmospheric vents, relief valve seal systems,

unburnt f lare losses, pump seal systems and compression fittings on instrument piping. An estimated 60% of all fugitive emissions are attributed to valves, and experience shows flanged joints and pump seals are also main components for the release of these types of emissions.

To provide customers with an industryleading total sealing solution for fugitive em issions, W& O pa r t nered w it h AW Chesterton, an international manufacturer of f luid sea ling solutions. Chester ton m a nu f ac t u re s me c h a n ic a l s e a l s a nd packing, along with lubricants, coatings, EPS-hydraulic seals and more. Chesterton’s extensive knowledge in the industrial field and understanding of the EPA regulations, c om bi ne d w it h W & O’s e x p e r t i s e i n t he ma rit ime indust r y, a l low t he t wo companies to provide customers a unique blend of technical, compliant and solutiondriven support.

The Chesterton total sealing solution is a three-part system of valve packing and mechanical seals and can be implemented separately or altogether on a vessel to assist in minimizing fugitive emissions.

End users have two options for valve packing: Chesterton 1622 Emissions Packing or the 1724/324 Non-hardening PTFE

yarn. The Chesterton 1724 is a braided PTFE valve packing specially treated for chemical and petrochemical applications.

Its unique formulation and construction prevent lubricants from being squeezed out during tightening. It will not harden or deteriorate in a wide range of services, including steam up to 500º F and severe chemicals or solvents. The Chesterton 1622 Emissions Packing is designed to minimize valve emissions and exceeds current emissions requirements. The construction results in a non-hardening flexible packing that will not shrink or absorb moisture. The strands that make up the packing slide easily over one another in response to gland pressure, creating a secure, reliable seal. In API 622 testing, the 1622 packing had an average emissions rate of 12 parts per million (ppm) and a one-time maximum of 45 ppm. The packing underwent testing of 1,500 strokes and three temperature cycles, achieving the low results without gland adjustments.

The valve packing will keep equipment outside the vent system in compliance with EPA regulations for a five-year period and is approved by the likes of Exxon, Chevron, DuPont, Marathon, and others.

A Live Loading Assembly can also be added to the valve packing. The stacked November 2014 MARINE LOG 45

ENVIRONMENT The 180 Heavy Duty Cartridge Single Seal from AW Chesterton can be installed on an empty barge while in service

arrangements of uniquely designed disc springs automatically adjust the gland to maintain constant, optimal sealing pressure on the packing set. The assembly prevents leakage due to aging, consolidation or thermal cycling. This addition eliminates the need for frequent manual adjustments, decreasing costly maintenance time and exposure/contamination levels.

Another solution is the 180 Heavy Duty Cartridge Single Seal, which provides an

UNCOMPROMISED

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integrated package of technical features to ensure top performance and high reliability across a wide range of products. The sleevemounted seal face uses a unique, patented mechanism to ensure faces run true. The face is positioned both concentric and perpendicular to the shaft to minimize face oscillation and wiping. The compact chassis is designed to fit ANSI, DIN and API pumps with no modifications for ease of use. All of these qualities provide a longer life and more reliable sealing. Using this product will bring the leakage average down to less than 60 ppm throughout the life of the seal.

This total sealing for an inland waterway liquid barge can be installed on an empty barge while in service, dockside or during dr y-dock. This provides the owner-operator an option that keeps the vessel in service while upgrading to current, leading technology.

W&O certified personnel or a Chesterton certified contractor can complete the installation of these products for a barge over the course of two days. The W&O service team can also provide on-site training to educate vessel operators on installation techniques and maintenance. This investment pays dividends when compared to the costs that can be incurred with a single emissions violation or spill.

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46 MARINE LOG November 2014

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As part of W&O’s strategic focus on engineered solutions and service, the company paired up with Chesterton to offer the first Pump & Valve School this past September. W&O organized the one-day long training event that was attended by more than 40 customers on how to increase the reliability of rotating equipment and va lves. The class was led by Va nce St. Jean, Senior Manager of Live Load Packing for Chesterton, and Tommy Thomas, Business Development Manager Mechanica l Sea l & Pumps at Chester ton, a nd addressed the most common causes of pump and valve failure, providing practical, cost-effective solutions.

The class was an opportunity to address current EPA emissions standards and compliance requirements. The inland waterway operators are taking a proactive approach to researching the technologies available, testing new products and implementing solutions programs on their f leets to address fugitive emissions. The class was an extension of W&O’s strategic focus on engineered solutions and initiative to be a comprehensive service provider to the maritime industry. ■

OPINION

It’s TIME TO CHANGE the Capital Construction Fund program for the better Program’s restrictions limit value for Gulf of Mexico OSV operators, builders

By H. Clayton Cook, Jr., of Counsel, Seward & Kissel LLP

Shutterstock/ Nomad_Soul

T

itle XI Loan Guarantees and Capital Construction Fund (CCF) tax deferrals are all that remain of the 1936 and 1970 Merchant Marine Act programs that were intended to support U.S. operators in international trades. The 1970 Act CCF program was intended to create opportunities for U.S. operators in international trades by “leveling the ‘tax’ playing field.” Its Congressional sponsors believed it to be the most important of the Nixon Administration 1970 Act legislative proposals.

U.S.-based offshore service vessel owner-operators and Gulf of Mexico shipyards serve what is perhaps the most robust of the U.S. maritime sectors, and account for as many as two-thirds of the U.S. Maritime Administration (MarAd) CCF program agreements.

MarAd has ruled that the CCF program financed offshore support and platform supply vessels (OSVs) are CCF “qualified agreement vessels” and that OSV services from U.S. locations, in essentially domestic trades, are CCF “permissible operations.”

However, if an OSV owner-operator wishes to compete with foreign-registered OSVs at non-domestic locations, MarAd regulations deny this “permissible” characterization, and treat these services as “nonqualified operations” that require the payment of liquidated damages.” And, if CCF funding was used in the construction of the OSV, or within one year after the shipyard sale, the shipyard, the

initial purchaser, the current owner (and all of the vessel owners in the chain of title) can be held liable for these liquidated damages payments at any point during the OSV’s 20-year useful life.

U.S.-based OSV owners provide services in the Gulf of Mexico and at locations around the world. When Shell Oil Company calls to request PSV services for a project in Indonesia, the owner delivers—if it wishes to remain a preferred provider. But, the U.S. owner will be subject to MarAd “liquidated damages” if the PSV to be used has been financed with MarAd CCF monies. So the OSV owners may need to forego CCF program use in order to maintain needed business flexibility. These liquidated damages provisions have also limited participation in the CCF program by Gulf Coast OSV shipyards because of owner reluctance to purchase vessels that cannot be moved to foreign operations without an exposure to MarAd liquidated damages.

And, these are the very Gulf Coast shipyards and vessel owners for which MarAd should be facilitating CCF program use, to finance new Gulf Coast vessel construction for OSV owners that are in expansion mode as they move their vessels between U.S. and international operations to maximize vessel employment opportunities.

MARINE LOG currently lists U.S. Gulf Coast shipyards as having more than 60 PSVs under construction or under contract and November 2014 MARINE LOG 47

OPINION scheduled for construction. It does not appear that a single one of these PSV projects is using MarAd CCF financing. And, several major Gulf Coast shipbuilders advised me that they cannot use the CCF program to fill out vessel series or otherwise for their own accounts, because of these liquidated damages provisions.

OSV owners and shipyard interests, and MarAd CCF program interests, are best served when the OSV owner is allowed

to manage its vessels in a fashion that will maximize the owner’s return on its investment. If an owner withdraws a CCF financed vessel from a U.S.-based Gulf of Mexico service for more profitable employment elsewhere, one must assume that if the Gulf of Mexico need remains, the owner will use its CCF program funds to build a replacement vessel for the U.S. based need.

Ma rAd cou ld solve t h i s l iqu id ated da mages problem w it h a n i nter na l

rulemaking as part of the current Department of Transportation, Retrospective Review of Regulations program. There are significant opportunities for our U.S. OSV owners in a changing Gulf of Mexico situation and in other markets worldwide. An “unfettered” CCF program would allow our U.S. owner-operators to build vessels to meet these. MarAd should act to remove this liquidated damages impediment to CCF program use and encourage U.S. shipbuilders and OSV owners the full use of this proven funding mechanism. ■

H. Clayton Cook, Jr., of Counsel, Seward & Kissel LLP

About the author H. Clayton Cook, Jr. is completing a decade of service as Seward & Kissel’s U.S. flag special counsel. Clay began his professional career in New York City with Sullivan & Cromwell. He then served as Sun Oil Company’s senior tax counsel prior to his appointment as General Counsel of the U.S. Maritime Administration. At MarAd, Clay oversaw the drafting of the regulations and contract forms implementing the Merchant Marine Act of 1970, and the drafting of the Title XI program Federal Ship Financing Act of 1972. He was MarAd’s lead representative in the Internal Revenue Service negotiations and drafting of the 1970 Act CCF joint tax regulations. And he served as Deputy U.S. Delegation Chief in the negotiations for the U.S./U.S.S.R. 1973 Maritime Agreement.

Clay has advised clients in the construction, ownership and financing of more than $4 billion in U.S. built vessels for the Jones Act and U.S. international trades.

His work has included CCF use in a variety of vessel leveraged lease financings, in achieving the first two U.S. “pure shipyard” CCF awards, and in the development of a computer methodology for “benefits sharing” projects for the Navy’s DUV program that is now protected under U.S. Patent No.: US 8,010,431 B1.

48 MARINE LOG November 2014

FUELS & LUBES

ROUGH WATERS ahead in 2015 for

SHIPPING Switching to low -sulfur fuel could present a number of challenges for ship operators

N

ext year, fuel costs could potentially rise 50% for ship operators as they switch from fuels containing 1.0% sulfur to 0.1% sulfur to comply with stricter IMO regulations for operating in Emission Control Areas (ECAs). ECAs exist around North America, around the U.S. Virgin Islands and Puerto Rico, in the Baltic and North Seas, and the English Channel. The regulations go into effect January 1, 2015.

Speaking at the North American Marine Environment Protection Association (NAMEPA) Annual Conference & Awards Dinner in New York aboard the excursion boat Hornblower Infinity, last month, Kevin Krick, Head of Security & Environment, Americas, APL Limited, told delegates that switching to more expensive lowsulfur fuel could cost the container shipping industry up to $100 billion annually. That would most likely force container freight rates to rise as carriers attempt to pass along the costs to beneficial cargo owners. Krick was the moderator for a panel of experts that addressed emissions regulations and fuels.

One of those experts was Ian Workman, Vice President of International Sales for World Fuel Services, Inc., who estimated the switchover from LSFO (1.0% sulfur content) to ULSD (0.1%) would cost the shipping industry an estimated $10.6 billion per year. He projected worldwide demand or LSFO in 2014 would be about 40 million metric tonnes (MT). As of last month’s the presentation, Workman put the Rotterdam price of LSDF at $471/MT compared to $715/MT for ULSD, jumping to $751/MT in mid January 2015.

Container shipping giant CMA CGM, for example, has gone on record as saying that switching to Marine Diesel Fuel with no more than 0.1% sulfur content from Low Sulfur Fuel Oil (with 1.0% sulfur content) represents an additional cost of more than $100 million every year for the company. CMA CGM puts the cost differential between low sulfur and marine distillate fuels at about $300 per ton.

Furthermore, says CMA CGM technical issues when running the main engine with MDO (Marine Diesel Oil), such as temperature, viscosity or the size of the Marine Diesel Oil tank, will command to upgrade of some ships to comply with the new rules. This will also generate extra costs.

As a consequence, CMA CGM plans to implement a Low Sulfur Surcharge as from January 1, 2015. CMA CGM’s technical team is working on solutions to comply with the Low Sulfur Fuel (LSF) regulation.

From a technical perspective, CMA CGM says burning Marine Diesel Oil presents a number of operational issues such as difference of viscosity (which can lead ultimately to blackout or propulsion issues), temperature (instead of heating, marine diesel needs to be cooled to avoid risk of fire, leading to extra piping systems and upgraded procedures on board), and finally bunker storage capacity on board and fuel purchasing strategy globally need to be reviewed.

Propulsion loss incidents are an issue, says Workman. For the five years from 2009 to 2013, there were 336 propulsion loss incidents November 2014 MARINE LOG 49

FUELS & LUBES reported off of California, according to the U.S. Coast Guard. About a third of the loss of propulsion incidents—106— were attributed to fuel switching. Most of the incidents occurred during slow-steam operations and about 70% of the incidents occurred during inbound transit.

One challenge for ship operators is that heating an MGO/MDO may cause “flashing” of the lighter fuel oil to vapor. As a result, the fuel injectors may not to work

when the fuel flashes causing a loss of power in that cylinder. Multiple cylinder flashing could result in the loss of propulsion.

Workman emphasized that more training was needed to prepare crews for the fuel switchover process.

LUBRICATION CHALLENGES The switchover to low sulfur fuels, such as Marine Gas Oil (MGO), presents new lubrication challenges when compared to the

use of Heavy Fuel Oil (HFO). ExxonMobil says its Mobilgard 525 has been engineered to address issues such as deposit formation and scuffing related engine wear that can occur when operating on low sulfur fuel.

The 25 BN formulation has been engineered using high quality base oils and a n adva nced “ ba la nced for mu lat ion” approach. Mobilgard 525 has been proven to deliver superior piston ring deposit control, engine cleanliness and high temperature performance when compared to a 40 BN marine cylinder oil, according to an ExxonMobil field trial. It has been developed in close collaboration with leading marine Original Equipment Manufacturers (OEMs) and meets both MAN Diesel & Turbo and Wärtsilä requirements for use in engines operating on MGO. ExxonMobil recommends Mobilgard 525 use in IMO Tier I and Tier II engines operating on low sulfur distillate and residual fuels.

MAN DIESEL OKAYS CHEVRON’S TARO SPECIAL HT 100

DESIGN

ASSE

50 MARINE LOG November 2014

SSED

Outside of ECAs, many operators w ill c ont i nue to u s e H FO. Ma r i ne lubr icant manufacturers have been offering two-stroke cylinder oils with higher base numbers to deal with the higher pressures and lower temperatures within new generation, longer stroke engines, which can encounter problems such as cold corrosion.

Earlier this year, Chevron Marine Lubricants unveiled the 100 BN cylinder oil, Taro Special HT 100 lubricant.

M A N D i e s e l & Tu r b o (M D T ) h a s upgraded its interim approval for this product to a full ‘no objection letter’ following extensive sea trials. The trials were successfully conducted on a VLCC equipped with the latest generation MAN G-engine Mk 9.2 and took place in early 2014 under conditions prescribed by MAN. The trial procedures included: piston inspection, drip oil analysis, visual port inspections and liner surface condition and wear examinations. The trial successfully demonstrated lower required feed rates compared to commercial 70 BN oils to achieve the OEM-recommended performance, providing liner wear protection and minimization of wear. It should be noted that these lower feed ratescan offset the difference in cost between the new 100 BN formulation and traditional 70BN oil.

In addition to the trials Chevron Marine has accumulated nearly 300,000 hours worth of commercial operation with Taro Special HT 100.

Taro Special HT 100 is now available in selected ports around the world. ■

TECHNEWS Hitachi Zosen’s SCR system receives first approval from MAN Diesel & Turbo JAPAN’S HITACHI ZOSEN Corporation says it has become the first company to receive first-time approval (FTA) for a selective catalytic reduction (SCR) system for marine engines from its licensor MAN Diesel & Turbo.

To meet IMO Tier III NOx level reductions, Hitachi Zosen started developing an SCR system using its proprietary NOx removal catalyst on a test engine in 2009 in partnership with MAN. In 2011 the SCR system was certified

by ClassNK and fitted in a new vessel for in-service testing that has been ongoing since November 2011.

Hitachi Zosen says that the main advantage of its system is that it uses high-pressure exhaust gas upstream of the turbocharger that is high in density and requires only a low-capacity catalyst, resulting in a compact design less than half the size of conventional systems.

The FTA from MAN verifies that Hitachi Zosen’s SCR system for marine engines is fully compliant with Tier III standards, which are applicable to new ships constructed on or after January 1, 2016.

As it takes at least one year to design a new ship, says Hitachi Zosen, shipbuilding demand for SCR systems for newbuildings is rising significantly.

Hitachi Zosen says that it commenced full-scale marketing of SCR systems for marine engines this year and that it plans to build on the FTA and collaborate further with MAN to carry out aggressive order intake activities worldwide. www.hitachizosen.co.jp/english

MITSUBISHI expands its reach in China, signing propeller deal with CZZH MITSUBISHI HEAVY INDUSTRIES Marine Machiner y & Engine Co., Ltd. (MHIMME) has concluded a licensing agreement with Changzhou Zhonghai Marine Propeller Co., Ltd. (CZZH) to provide CZZH the manufacturing and marketing rights to its marine propellers.

The agreement applies to the complete lineup of Mitsubishi Advanced Propellers (MAP) designed by MHI-MME. The deal will enable CZZH to meet the market’s demand in China for high-performance propellers with fully integrated capabilities. Meanwhile, MHI-MME will also

benefit from the deal, since it allows for its expansion in the fast growing Chinese market.

While MHI-MME has previously licensed a variety of its marine machinery to Chinese companies—including 2-stroke low-speed engines, marine auxiliary boilers, marine turbines and steering gears—this contract marks the first time the company will be licensing its propellers.

The signing ceremony, which was held at CZZH on October 16, was attended by MHI-MME President & CEO Kazuo Soma and, representing CZZH, General Manager Jiang Jun Hong. www.mhi-mme.com

BAWAT introduces innovative in-tank BWT system AFTER SUCCESSFULLY COMPLETING all IMO-mandated tests, Danish company Bawat A/S is ready to introduce its breakthrough ballast water treatment system to the market.

Created to primarily serve the tanker and bulk carrier markets, the BWT system is an in-tank recirculation system that can treat ballast water at sea, saving time and money, since it doesn’t disrupt normal ship

operations. Bawat says the ballast water is circulated in a circuit from the top of the ballast water tank, treated and reintroduced into the tank through jet nozzles near the tank’s bottom.

The system also differs from traditional systems in that in uses de-oxygenation and pasteurization to reduce the number of living organisms in the ballast water down to well below the regulation requirements.

November 2014 MARINE LOG 51

TECHNEWS Tackling costly welding distortion under NSRP A TEAM OF SHIPBUILDERS, welding technolog y and optimization companies, and engineers are joining forces to tackle the issue of welding distortion under a National Shipbuilding Research Program (NSRP).

The project is being addressed by a team that includes Bollinger Shipyards, Inc., General Dynamics Electric Boat, Huntington Ingalls, Ingalls Shipbuilding, G u n d e r s o n M a r i n e , E n e r g y n te c h , Gatekey Engineering, Miller Electric, Hobart Brothers, and Vigor Industrial.

The industry is investing $627,000 and the NSRP ASE another $1.9 million in the project, which looks to develop procedures and demonstrate the ability of the new HiDep Weld process to reduce distortion and increase productivity in steel plate butt welds and T-fillets welds for shipbuilding applications.

HiDep Arc Welding uses a low-cost induction heating to heat the weld joint ahead of the arc welding torch.

The project will be completed by February 2015.

The PowerTech 4045TFM85 meets EPA Marine Tier 3 emissions regulations

JOHN DEERE expands marine Tier 3 engine line up NEWLY CONSTRUCTED and repowered workboats will benefit from John Deere’s recent Tier 3 line up expansion. The company has announced that it has introduced new propulsion ratings to its EPA Marine Tier 3 engine offerings. The new PowerTech 4045TFM85 propulsion ratings expand the lineup with two ratings for continuous and

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heavy duty applications—M1 rating of 75 kW (100 hp) at 2,400 rev/min and M2 rating of 93 kW (125 hp) at 2,500 rev/min.

The PowerTech 4.5L engine features a high-pressure common-rail fuel system, a water-cooled exhaust manifold, and the choice of keel cooled or integrated heat exchanger configurations. www.deere.com

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52 MARINE LOG November 2014

Government Contracts Transport Services Diving

Environmental Clean-up Dock Work Security

TECHNEWS WÄRTSILÄ’S new thruster design, DNV GL approved THE DESIGN OF WÄRTSILÄ’S new WST14 thruster recently received approval from classification society DNV GL. Wärtsilä says the fact that the approval has been granted solely on the design is “exceptional,” and is a vital step towards obtaining type approval for the thruster.

The WST-14 is part of the Wärtsilä Steerable Thruster (WST) compact series and made for vessels in the tug, anchor handling, coastal and inland waterway markets. The series is designed to comply with the latest environmental regulations, such as the U.S. EPA VGP 2013 requirements.

A prototype of the thruster is under production and will soon be tested and validated at the Wärtsilä Propulsion Test Center.

The WST-14 features ice class compatibility, includes superior performance, a high level of integration and is easy to install.

“This exceptional approval provides further evidence of the quality of Wärtsilä’s technology development. The fact that the WST-14 thruster design has been already approved will serve as an assurance to the customer that he is buying a product that already meets classification requirements,” says Wim Knoester, Director, Sales & Project

Management, Propulsion Business Line, Wärtsilä Ship Power. “Furthermore, the approval emphasizes the design quality of our entire new thruster portfolio, and is a clear signal to the market of the robustness built into each Wärtsilä thruster.” www.wartsila.com

Carnival unveils innovative hybrid wireless network THE WORLD’S LARGEST CRUISE company, Carnival Corporation & plc, has unveiled a first-of-its-kind in the cruise industr y—a hybrid wireless network.

The enhanced high-speed service will be rolled across all of its nine brands, and 101 of its cruise ships worldwide by 2016.

Carnival says the new technology will revolutionize how millions of its passengers stay in touch. And, the cruise company expects the new network will be a hit with millennials—especially those looking to share their experiences through social media.

The innovative network will be made up of Carnival’s connectivity network, WiFi@Sea, and will integrate a combination of strategically located land-based antennas installed along cruise routes, Wi-Fi from a port connection and satellites. The “smart hybrid” network is designed to provide faster and more stable internet access The network will be capable of providing Internet speeds that can be roughly 10 times faster than those previously offered. www.carnivalcorp.com

November 2014 MARINE LOG 53

TECHNEWS

CUSTOM RAPP HYDEMA WINCH for Western Towboat’s new tug RAPP HYDEMA HAS BEEN CHOSEN to build a custom towing winch for Western Towboat Company’s new vessel, the Bering Titan.

The companies worked together, “basically merging designs from both companies in order to make a serviceable, long lasting piece of equipment,” explains Ed McEvoy, Port Engineer at Western Towboat Company.

Rapp Hydema says the main drum capacity for the winch is over 3,200 ft of 2 ¼ inch steel cable, with an additional 2,700 ft of 2 inch cable stored onto the smaller drum. The pull at the first layer is rated at 25 tonnes. The Rapp four motor hydraulic drive is equipped with three speed steps, providing speed range from 20 meters a minute up to 124 meters a min.

The fact that the winch is a double drum works to the tug’s benefit, says McEvoy.

“Our winches represent a good balance between heavy duty operation and modern design,” says Dan Markovic, Engineering Manager, Rapp Hydema U.S. “Multiple motor drives, both when talking about hydraulic and electric winches, provide for redundancy—if any motor(s) get damaged, it could be removed in a few simple steps and the winch operated with somewhat lower pull. We understand that the winch is a working tool for the vessel; if the winch does not operate, the complete vessel may be out of action.”

This isn’t the first time the Seattle-based tug operator looked to Rapp Hydema for its winch needs. The companies have worked together for over a decade with Rapp Hydema equipping a variety of Western Towboat’s tugboats with deck machinery. www.rappmarine.com

Viking Star to be fitted with Thordon Compac VIKING CRUISES has opted for seawater lubricated propeller shaft bearings for the 944 passenger, 47,800 gt cruise ship Viking Star.

Built at Fincantieri’s Marghera shipyard, the ship is the first of three for Viking’s new Viking Ocean Cruises brand.

The Viking Star will be fitted with a Thordon Compac tapered key bearing design with a shaft size of 464mm (18.268 in). By using seawater as a lubricant, the Thordon Compac propeller eliminates the risk of oil discharges, as well as the need for an aft seal. The propeller also meets U.S. EPA Vessel General Permit requirements.

“With the elimination of aft seal maintenance and no oil required, we are expecting considerable cost savings over the life of the vessels,” says Richard Goodwin, Vice President-Engineering at Viking Ocean Cruises. thordonbearings.com

54 MARINE LOG November 2014

NEWSMAKERS

Dr. Uwe Lauber named new CEO of Man Diesel & Turbo MAN Diesel & Turbo SE has named DR. UWE L AUBER its new CEO. Lauber will assume the post on January 1, 2015.

Prior to this appointment, he was the E xecutive Board Member responsible for Global Sales and After Sales.

Bollinger Shipyards’ Vice President of Quality Management Systems, DENNIS FANGUY recently completed the requirements to be named an A SQ-Cer tif ied M a n a g e r o f Q u a l i t y/O r g a n i z a t i o n a l Excellence, or ASQ CMQ/OE, according to the Certification Board of ASQ. Offshore marine service provider Tidewater Inc. has named LATIF BENHADDAD its Vice President of Engineering. Benhaddad will be responsible for global engineering technical services, including fleet newbuild programs and fleet maintenance and repair.

Current Vice President, William Brown, has announced he will retire within the year.

Former nuclear submarine commander LES CHAPMAN has taken the helm at The Maritime Group Limited (TMG) as its new Director of Strategy. Chapman has more that 40 years of naval and business experience.

BMT Group Ltd has appointed R AY MCGLYNN Sales Manager for Offshore Oil and Gas. He will be responsible for European and African regional sales support and supporting the coordination of ocean engineering sales across the BMT Group.

L O R I H A R P E R , V ice President of Supply Chain Management at Hunting ton Ingalls Industries’ Ingalls Shipbuilding division has been named one of the state’s 50 Leading Business Women by the Mississippi Business Journal. In her role, Harper leads all of Ingalls’s supply chain management functions, including sourcing, procurement, inventory control and material warehousing operations.

DNV GL has appointed ARVE JOHAN KALLEKLEV Regional Manager for Oil & Gas in South East Asia.

Prior to his new appointment he was head of DNV GL Oil & Gas’ Marine Structures Department in Norway.

Manufacturer of composite and aluminum boats, Willard Marine, Inc., Anaheim, CA, has announced the appointments of BOB BECK JR and RENÉE ST. LAWRENCE to its Sales team. Beck brings with him more that 24 years with the U.S. Coast Guard.

Meanwhile, St. Lawrence was Zodiac’s Federal Sales and Contract Manager. In that position she developed vessel maintenance guidelines and conducted training for military customers on product production.

Aker Philadelphia Shipyard ASA’s Board of Directors has appointed S T EINAR NERBOVIK as its President and CEO. Nerbovik was previously the company’s Senior Vice President of Operations.

Our greatest strength: economic efficiency.

It is particularly the smaller special-purpose vessels that require specific gear unit configurations. RENK‘s new T²RECS series allows customized configurations thanks to its modular design. The series is economically efficient, compact, readily serviceable. And comes with Anzeige Marinelog_04_2014.indd 1

another clear competitive advantage: the expertise accumulated from over 140 years as a foremost manufacturer of propulsion equipment.

The #1: your best move!

www.renk.eu 14.03.14 14:35

November 2014 MARINE LOG 55

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, 2014. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

SHIPYARD

LOCATION

QTY

TYPE

PARTICULARS

OWNER/OPERATOR

EST. $ MIL

EST. DEL.

tugs

45 ft x 19 ft 7 in, 940 hp

NY Power Authority

$5

Sep17

skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

2016

OCT14

RECENT CONTRACTS Great Lakes Shipyard

Cleveland, OH

Kvichak Marine

Seattle, WA

2 12

DELIVERIES Burger Boats

Manitowoc, WI

1

research vessel

78 ft Articus

U.S. Geological Survey

Vigor Fab

Seattle, WA

1

tank barge

15,000 bbl

Maxum Petroleum

OCT14

PENDING CONTRACTS

NOTES

Aker Philadelphia

Philadelphia, PA

4

Options

50,000 dwt

Crowley Maritime

BAE Systems Southeast

Mobile, AL

2

dump scows

7,700 ft3

Great Lakes Dredge

Options

BAE Systems Southeast

Jacksonville, FL

1

tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Candies Shipbuilders

Houma, LA

1

subsea vessel

108m x 22m, MT6022

Otto Candies LLC

Option

Gulf Coast Shipyard

Gulfport, MS

4

PSVs

dual fuel, 302 ft x 64 ft

Harvey Gulf Intl. Marine

Options

Kvichak Marine

Seattle, WA

30

skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

Leevac Shipyards

Jennings, LA

2

PSVs

300 ft x 62 ft

Tidewater

Options

OPCs

Offshore Patrol Cutters

U.S. Coast Guard

RFP/Phase I

TBD TBD

2

LASH carriers

convert steam to LNG

Horizon Lines

TBD

1

double-end ferry

70-car

VDOT

TBD

6

car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

TBD

3

double-end ferries

4,500 PAX

NYCDOT

TBD

1

pass./vehicle ferry

235 ft

The Steamship Authority

TBD

2

passenger ferries

135 ft, 400 PAX, 27 knots

WETA

TBD

3

pass.vehicle ferries

1,000 PAX/100 vehicles

DRBA

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56 MARINE LOG November 2014

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MARKETPLACE PRODUCTS & SVCS

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MEDICAL & SAFETY

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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

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58 MARINE LOG November 2014

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MarineYellowPages.com ALL MAJOR CREDIT CARDS ACCEPTED

INDEX OF ADVERTISERS COMPANY

PAGE #

ABS Americas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Baker Marine Solutions . . . . . . . . . . . . . . . . . . . . . . . 13 BOK Financial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Bollinger Shipyards . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Burger Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Centa Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 ClassNK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Coastal Marine Equipment. . . . . . . . . . . . . . . . . . . . . . 6 Conrad Shipyard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4 Continental Underwriters, Ltd. . . . . . . . . . . . . . . . . . 14 Cruise Shipping Miami 2015 . . . . . . . . . . . . . . . . . . . 33 Delgado Community College . . . . . . . . . . . . . . . . . . . 22 Dixon Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 DNV-GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Donjon Shipbuilding & Repair . . . . . . . . . . . . . . . . . . 48 Dynamat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Eastern Shipbuilding Group . . . . . . . . . . . . . . . . . . . 15 ExxonMobil Global Fuels & Lubes . . . . . . . . . . . . . . . C2 Fincantieri Marine Group . . . . . . . . . . . . . . . . . . . . . . . 9 FloScan Instrument Co., Inc. . . . . . . . . . . . . . . . . . . . 50 Great American Insurance Co. . . . . . . . . . . . . . . . . . . 56 Gulf Coast Shipyard Group . . . . . . . . . . . . . . . . . . . . . 21 Honeywell Hermetic . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Hornbeck Offshore . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

COMPANY

PAGE #

Japan Radio Co. Ltd. (JRC). . . . . . . . . . . . . . . . . . . . . . .28 JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Jotun Paints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Lufkin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Marine Art of J. Clary . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Marine Professional Training . . . . . . . . . . . . . . . . . . . . . 1 McAllister Towing & Transportation Inc. . . . . . . . . . . . 17 Metal Shark Aluminum Boats . . . . . . . . . . . . . . . . . . . . 29 Noble Denton Assurance . . . . . . . . . . . . . . . . . . . . . . . 24 Omnithruster Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Rapp Hydema . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3 Regions Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Renishaw Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Renk AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Schuyler Rubber Company. . . . . . . . . . . . . . . . . . . . . . 29 Sea Tow Services International . . . . . . . . . . . . . . . . . . 52 Seakeeper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Silver Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Vard Marine Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 VT Halter Marine, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . 23 W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Wortelboer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 WQIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Yank Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 November 2014 MARINE LOG 59

MARINE SALVAGE

American Salvage Association: Preparing for the next salvage response

Paul Hankins, President, American Salvage Association

AS FALL WINDS DOWN and it appears the U.S. has fortunately escaped any large scale damage from this year’s hurricane season, I’m reminded that many are still recovering from storms from years long-gone. It seems any big storm will have impacts for years, and the response community will be playing some role in that long-term recovery in one way or another.

If not actually responding after the waters have long-receded, power is restored, and the boats are pulled off the land, responders are nevertheless preparing for the next one— hopefully taking into consideration the lessons learned in the most recent responses.

And that process of preparing, “getting ready for the next big one”, is often more expensive and time consuming than the responses themselves. Replacing equipment, buying new supplies, and training new personnel are all part of that continual improvement that responders strive to achieve even when the responses have been left in our wakes.

So what does this have to do with the American Salvage Association? The salvage world is a microcosm of the larger response world. The salvage community is driven by their responses to salvage events. But what happens when those events slow down? At what point does a company tell itself that

without a reliable income from response events, the preparation for the next one has to either slow down or be foregone altogether? Of course there will always be salvage events, if only because our ships are manned by humans, and all humans inevitably make mistakes. But one thing we have done is get very good at reducing the likelihood of those mistakes, so the numbers of incidents goes down, just as the expectations for wellexecuted responses goes up. So if salvors are not responding as much to crises because of a significantly reduced number of accidents, it is easy to see how preparedness for the next major event could suffer.

Fortunately, there are ways to address that concern. Unfortunately, the ways to address it are neither agreed upon nor well formulated. There are two aspects to readiness — the training of personnel and the availability of resources. The common denominator between the two is money. Without the cash flow to pay for the costs associated with training and keeping personnel and buying and maintaining equipment, one’s readiness inevitably deteriorates. If a company is fortunate enough to have other business lines and continues to fund the responder organization within the company to train and equip for response, that’s a good thing. But more often,

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 Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com

60 MARINE LOG November 2014

that is not the case. Instead, personnel are drawn off to do other things that will make money for the company. Dollars to maintain and replace equipment get diverted to other causes more pressing within the company’s priorities. And readiness begins the slow but assured process of unraveling.

Ways to keep the cash flow coming in to continue the capability to train and equip must be found, and those methods must be legitimized. Whether this can be voluntary from each responder company or non-voluntary by a more draconian approach of required inspections and training evolutions can be debated, but the bottom line is it takes money.

As the salvage regulations continue to mature, and the number of salvage events continue to decline, it is clear that a mechanism must be developed to capture that very real cost. If we are going to maintain the high level of response readiness that is expected of us by the American public, we must seriously address the need to monetize the costs associated with that maintenance.

I don’t offer a solution, just a window into the problem. If we don’t find a way to keep our readiness funded, our very successes in reducing casualties can ultimately lead to the demise of the responder.

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

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