November 2015 Marine Log by Marine Log

PATROL BOATS: Government Orders Sustain Yards

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November 2015

HUNKERING DOWN

Tragedy Of The El Faro Increase Your Efficiencies, Minimize Your Costs

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contents

November 2015 Vol. 120, NO. 11

13 departments 4 Editorial “So are They All, All Honorable Men”

8 Update

The Kleven Shipyard in Ulsteinvik will build a deep-sea mining vessel, based on Marin Teknikk’s MT 6022 design, for De Beers

features 21 OSVs

Norwegians Square Up to the Offshore Challenge

Used to riding the peaks and troughs of energy prices with pragmatism, Norwegian OSV operators proceed prudently and prepare for an offshore rebound Plus: Survival Mode: Oil patch OSV operators enact control costs and patiently wait for the recovery

33 Shipping

Building the Future

Vice President of GE Marine, Tim Schweikert discusses the six things operators can do to unlock cost savings and increase efficiency in the marine market sector in the years ahead 2 MARINE LOG November 2015

36 Workboats

Small but Mighty

While the oil and gas market is taking a heavy toll on OSV operators and large shipbuilders, small boat yards are thriving. Orders are pouring in from federal and local agencies for workboats and patrol boats, padding the order books at small yards for years to come

41 Software

Designs on Expansion

Spanish engineering firm uses AVEVA to engineer LPG tankers Plus: Big Data: Connecting and merging the dots from yard, to ship to shore; First vessel launched at Eastern Shipbuilding using FORAN; A look at POSSE/HECSALV software

•E astern delivers first of four for Suderman & Young •H istoric deal: DOJ reaches final settlement with BP •G reat Lakes Shipyard celebrates two tug milestones • J HSV program gets new name • The El Faro tragedy • South Korean shipyards hit hard •C ape Sharp Tidal awards Atlantic Towing with contract

18 Washington Department of the Interior cancels Arctic offshore lease 50 Newsmakers Lloyd’s Register names Mark Darley President of its North America Business

51 Tech News Schottel: Efficient at heart; Wärtsilä sets out to find next Marine Mastermind

55 Contracts Austal USA awarded EPF contract from U.S. Navy

60 Marine Salvage The critical importance of the salvage industry

editorial

“ So are They All, All Honorable Men” A life at sea has its risks. Back in 2013, IMO Secretary General Koji Sekimizu estimated that more than 1,000 seafarers die every year just doing their job. The loss of the El Faro during Hurricane Joaquin on October 1 with 33 onboard brought that fact home sharply for all of us in the maritime industry and the wider American public. It is suspected that the ship lies on the seabed in some 15,000 feet of water near the Crooked Islands in the Bahamas. All 33 aboard, 28 Americans and 5 Polish Nationals, are presumed dead. As we discuss in this month’s Update section, the U.S. Navy tug USNS Apache is using side-scan sonar to locate the vessel on the seabed. The process is expected to take two weeks to complete a scan of the search area. With the scans, the hope is to produce an image of the vessel. Ultimately, the Navy wants to retrieve the vessel’s Voyage Data

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

Recorder (VDR) or “black box” to help piece together the final moments of the El Faro and her crew. It’s extremely rare to lose a U.S.-flag ship. The bulk carrier SS Marine Electric sank off the coast of Virginia in a severe storm in 1983 with a loss of 31 of her 34 crew. The last time an SIU-crewed ship was lost with all hands was the SS Poet in 1980. With a crew of 34 aboard, the 11,421-ton SS Poet departed Philadelphia for Port Said, Egypt on October 24, 1980 carrying a cargo of corn. The ship didn’t report in on October 26 and neither SOS signal nor EPIRB signal was transmitted. The ship simply disappeared somewhere in the Atlantic. Owners Hawaii Eugenia Co. reported the ship missing on November 3. A massive search of nearly 300,000 square miles by the Coast Guard over a 10-day period turned up not a trace of debris, the ship or her crew.

A plaque with the names of the 34 crew lost at sea was dedicated by the Seafarers International Union (SIU) in November 2010. The plaque bears a quote from Shakespeare, “So are They All, All Honorable Men.” The SS Poet’s fate is still a mystery. Some have relegated the ship to the annals of the Bermuda Triangle, while others have speculated that a “rogue wave” might have sank the vessel. Trapped by Hurricane Joaquin, without ship’s propulsion, the El Faro would have been lashed by 140 mph winds and battered by 50-foot high waves. Both the American Maritime Officers (AMO) and the Seafarers International Union (SIU) have set up memorial funds to support the families of the officers and the crew. You can visit their websites, amounion.net and seafarers.org, to find out more details and learn about how you can donate.

Maritime Trivia Trivia Question #31: What sailors’ slang-term phrase described “being in an awkward situation?” 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

October’s trivia question: What incredible incident took place on the ship that laid the Atlantic cable? Answer: Over thousands of feet of water the cable broke in two - was grappled for, (both ends retrieved) and repaired. The winning answer came from Cory C. Hooker, Fjord, Inc.

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MarineLoG NOVEMBER 2015 Vol. 120, NO. 11 ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

INTERNATIONAL Sales DIRECTOR Neil Levett neil@aladltd.co.uk

PUBLISHER & Editor-in-chief John R. Snyder jsnyder@sbpub.com

Scandinavia Sales Manager Brenda Homewood brenda@aladltd.co.uk

Managing Editor Shirley Del Valle sdelvalle@sbpub.com

France Sales Manager Paul Thornhill paul@aladltd.co.uk

CONTRIBUTING EDITOR William B. Ebersold wbeber@comcast.net

NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com

CONTRIBUTING EDITOR Paul Bartlett pbmc@gotadsl.co.uk

REGIONAL SALES Manager Ian Littauer ilittauer@sbpub.com

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com

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

Creative Director Wendy Williams wwilliams@sbpub.com art Director Sarah Vogwill svogwill@sbpub.com Marketing Director Erica Hayes ehayes@sbpub.com Production Director Mary Conyers mconyers@sbpub.com

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Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204654), (Bluechip Int’l, PO Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publishing Corp, 55 Broad Street, 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and additional mailing offices. Pricing: Qualified individuals in the marine industry may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years US $156.00; foreign $270.00; foreign, air mail $470.00. BOTH Print & Digital Versions: 1 year US $147.00; foreign $320.00; foreign, air mail $420.00. 2 years US $235.00; foreign $406.00; foreign, air mail $606.00. Single Copies are $29.00 each. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2015. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes: Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail marinelog@halldata.com or write to: Marine Log Magazine, Simmons-Boardman Publishing Corp, PO Box 1172, Skokie, IL 60076-8172. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 1172, Skokie, IL 60076-8172

6 MARINE LOG November 2015

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UPDATE The Triton is the first in a series of four Z-Tech 2400 class escort tugs

Eastern Shipbuilding delivers first of four for Suderman & Young The 5,150 hp Triton, the first in a series of four Z-Tech 2400 class escort tugs for Suderman & Young, was recently launched at the Nelson Street facility of the Eastern Shipbuilding Group, Panama City, FL. Eastern Shipbuilding is also building an identical series of four Z-Tech 2400 tugs for Bay Houston Towing. Designed by Robert Allan Ltd., Vancouver, BC, Canada, the Triton is the result of the successful operation of the first two Z-Tech 2400 tugs, Chloe K and Zeus, which were built for G & H Towing. The Triton also incorporates the lessons learned during 5 years of operation of eight previously built larger Z-Tech 7500 class tugs, starting with Thor in 2007. Those tugs are all operated by G&H Towing. The Triton is expected to be delivered before the end of 2015.

Joseph D’Isernia, Eastern Shipbuilding’s President, hosted the launching ceremony. Lisa Nigro, wife of Mike Nigro, VP of G & H Towing, christened the vessel, breaking the traditional bottle of champagne on the tug’s hull. The 80 ft Triton’s propulsion power is provided by two Caterpillar 3516C Tier 3-compliant diesel engines, each rated at 2,575 hp at 1,600 rev/min. The Triton has two Schottel SRP 1215 fixed pitch Z-drives for propulsion, with an expected bollard pull of 66 tonnes. Other equipment includes a Markey Machinery Fairleader 50-hp electric hawser winch. The tug is classed ABS +A1, Towing Vessel, AMS and Escort Service ABS Loadline (SoC), Statement of Compliance. G&H Towing Company will operate the vessels after delivery.

biz notes Cruise lines bet big on Chinese market Could China be the next big market for cruise lines? Carnival Corporation & plc thinks so. The cruise giant, has partnered with China State Shipbuilding Corporation (CSSC) and China Investment Corporation (CIC) to help accelerate the development and growth of the overall cruise industry in China. To that end, Carnival Corp., which has ten brands under it, has announced that four of its brands will operate in the Chinese market. Carnival Cruise Line, AIDA Cruises, Costa Cruises and Princess Cruises will provide itineraries in the market making Carnival Corporation the first company to operate four brands in China. Costa Cruises and Princess Cruises will each have a ship in the China fleet in 2016; Carnival Cruise Lines and AIDA will add two ships each to the fleet by 2017. Carnival Corp. isn’t the only operator going in deep in China. Norwegian Cruise Line has announced that it will customize the second of its three Breakaway Plus class ships currently under construction at Meyer Werft for the Chinese market. NCL says the 4,200 guest ship will provide “experiences and amenities designed specifically with Chinese guest in mind.” To support its expansion efforts in China, Norwegian Cruise Line Holdings has opened offices in Beijing and Hong Kong and has opened a Shanghai office in Xintiandi. The offices support all three of the company’s brands – NCL, Oceania Cruises and Regent Seven Seas Cruises.

Historic deal: DOJ reaches final settlement with BP over Deepwater Horizon spill When the Macondo well blew out, it inundated the Gulf Coast region with more than 3 million barrels of oil —disrupting ecosystems, shutting down businesses and endangering the livelihoods and security of those living in the area. Finally though, after five years, a settlement has been reached to help restore and revitalize the stricken region. Last month, U.S. Attorney General Loretta E. Lynch announced that the Department of Justice (DOJ) has secured a settlement of more than $20 billion against BP to resolve civil claims stemming from the Deepwater Horizon oil spill in 2010. The settlement is the largest with a single entity in U.S. history. The resolution includes civil claims under 8 MARINE LOG November 2015

the Clean Water Act(CWA)—BP will pay a $5.5 billion penalty, the largest penalty in environmental law. It also includes natural resources damages claims under the Oil Pollution Act, for which BP has agreed to pay $7.1 billion—that’s on top of the $1 billion it committed to pay for early restoration work.

Beyond that BP has agreed to pay $4.9 billion to the five Gulf States impacted by the spill— Florida, Alabama, Louisiana, Mississippi and Texas, for economic damages claims. “With that explosion, lives were lost...And the Gulf Coast way of life...was hanging by a thread,” said Attorney General Lynch. Once the agreement is approved by the court, one of the largest environmental restoration efforts will get underway. Under the RESTORE Act, 80 percent of the $5.5 billion CWA penalty will go to help the recovery. BP’s payments for natural resources damages will also go towards helping fund restoration projects that will revitalize damaged habitats, coastal wetlands and support the revival of wildlife populations.

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UPDATE

Great Lakes Shipyard celebrates tug milestones Great Lakes Shipyard, Cleveland, OH, recently held a commissioning ceremony for the first of two tugs being built for the New York Power Authority. The yard had previously built an 80 ft Ice Boom Operations barge for the agency back in 2010. Designed by Rhode Island-based Bristol

10 MARINE LOG November 2015

Harbor Group, the tug, the Daniel Joncaire II and its unnamed sister tug will be used to service winter operations at the Niagara Power Plant, Buffalo, NY. Replacing two older vessels in the fleet, the new tugs will provide installation, removal and maintenance service for the Lake Erie-Niagara River Ice Boom, as well as other marine construction projects. The new tugs are reinforced with heavy stems and shell reinforcement for operations

in seasonal ice. The tugs’ design features elevated pilothouses, improving visibility, and a spacious work deck aft to facilitate ice boom connections. Ever y w inter, the New Yor k Power Authority works with Ontario Power Generation to prevent ice on the upper Niagara River from impeding power production and causing flooding of shoreline property. The boats are used to install and remove an 8,800 ft long floating ice boom, consisting of steel pontoons linked together and anchored to the river bottom at Lake Erie’s outlet to the Niagara River. The boom prevents the buildup of ice, while enabling the water to flow downstream continuously. The tug’s commissioning was followed by a separate ceremony marking the keel laying of a new 74 ft HandySize Class 3,400 hp tugboat being built for Regimen de Pensiones y Jubilaciones del Personal de la Empresa Portuaria Quetzal, Guatemala. The twin-screw tug was designed by Jensen Naval Architects & Marine Engineers, and will be used for harbor work and coastal towing operations in Puerto Quetzal, on Guatemala’s Pacific coast. The tug is being built to ABS standards and will be powered by Tier III Cummins QSK-50 main diesel engines. Delivery is expected next year.

Inland • Coastal • Offshore • Deepsea

Marine Log Magazine Expands Sales Team MARINE LOG is pleased to announce that it will be expanding its advertising sales team with the addition of two new members. Mr. Neil Levett, Managing Director, Alad Ltd., will be joining MARINE LOG as its European advertising sales rep. Neil is a seasoned professional and the Publisher of the very well respected B2B magazines, Highways, Smart Highways, and Panstadia & Arena Management.In addition, Neil’s colleague Ms. Brenda Homewood will be joining us to support advertising sales for Scandinavia. “Neil and Brenda are both top notch professionals and will be valued members of our team,” says John Snyder, Publisher of MARINE LOG. “I think our clients will welcome the high level of marketing insight and customer service they will provide.” Neil can be contacted via email at neil@aladltd.co.uk and Brenda at brenda@aladltd.co.uk. Both are reachable by phone at +44 (0) 1732 45 96 83

U.S. Navy’s JHSV program revamped with new name The U.S. Navy’s Joint High Speed Vessel (JHSV) program is getting a new name, the Expeditionary Fast Transport (EPF). The EPF will provide high speed, shallow draft transportation capability to support the intra-theater maneuver of personnel, supplies and equipment for the Navy, Marine Corps, and Army. The new name for the series is part of a change in ship type designators that began back in January when Secretary of the Navy Ray Mabus announced that the next flight of “frigatized” Littoral Combat Ships would get the FF, or frigate, designator. Last month, Secretary Mabus brought in a new E designator that, in addition to

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changing the JHSV to the EPF, would also see the Mobile Landing Platform (MLP) become the Expeditionary Transfer Dock (ESD); and the Afloat Forward Staging Base (AFSB) variant of the MLP become the Expeditionary Mobile Base (ESB). Mobile, AL-based shipbuilder Austal USA will get $53.5 million for procurement of long-lead-time material and intial engineering support for the next vessel in the EPF program, the EPF 11. This new contract action enables the procurement of ship sets for the specifications supporting integrated propulsion, main diesel generator engines, propeller and shafting, and integrated bridge and voice communications.

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November 2015 MARINE LOG 11

UPDATE TRagedy at sea: The El Faro sinks during hurricane Joaquin, killing all 33 on board

On September 29, TOTE Maritime’s 790 ft El Faro left Jacksonville, FL towards San Juan, PR on its usual run for the Puerto Rico trade. But the route was beset by Hurricane Joaquin which had rapidly intensified over the course of a few days to a category 3 hurricane just as it neared the Bahamas. A day after leaving port, El Faro’s captain emailed a TOTE safety official to let them know that he intended to take a route south of the hurricane’s predicted path, passing about 65 miles from the hurricane’s center, according to the National Transportation Safety Board (NTSB). On October 1, however, the ship’s captain called TOTE’s emergency call center to report he had a marine emergency: the

hull had been breached, a scuttle had blown open, there was water in hold number 3 and the engineers could not get the propulsion unit to restart. The ship’s last known position was 35 nautical miles northeast of Crooked Islands, Bahamas Following a search and rescue operation—where life jackets, containers, and a body in a survival suit were found— the USCG announced that the El Faro had sunk, claiming the lives of all 33 on board. At the time of its sinking, El Faro was equipped with 46 survival suits and two lifeboats, each with the capacity to carry 43 passengers. Recovery mission begins The U.S. Navy sent its ocean tug USNS Apache to help locate the vessel, and if possible retrieve the voyage data recorder (VDR). The 226 ft Apache was equipped with a VDR locator, a side-scan sonar and an underwater remote operated vehicle, the CURV 21 ROV. The Navy said the initial search area was 100 square miles, in depths up to 15,000 ft. As we were going to press the NTSB reported that the wreckage had been found using the side-scanning sonar system, Orion and the CURV 21 ROV.

The vessel was found at a depth of 15,000 ft oriented in an upright position with the stern buried in approximately 30 ft of sediment. The NTSB also noted that its navigation bridge and VDR was missing, indicating that the navigation bridge and the deck below had separated from the vessel. At press time neither the bridge or the VDR had been located. Once the VDR is retrieved investigators will be able to determine the ship’s final moments. The plan to move west Earlier this year, El Faro successfully completed its ABS class and statutory surveys, meeting all rules and regulations according to the NTSB. The ship’s USCG annual inspection was completed back in March. TOTE told investigators that El Faro was scheduled to be removed from the Puerto Rico trade and be redeployed on the U.S. West Coast. In order to prepare for the change, TOTE was making modifications to the vessel while under the supervision of an additional chief engineer—these modifications occurred over many voyages, including El Faro’s final trip.

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12 MARINE LOG November 2015

Inland • Coastal • Offshore • Deepsea

South Korean yards hit hard as oil prices nose dive Fred Oslen Energy has announced that its Bollsta Dolphin Ptd. Limited subsidiary has terminated its newbuild contract with one of the world’s largest shipbuilders, Hyundai Heavy Industries (HHI). Under the contract, HHI was to build the Bollsta Dolphin, a Moss CS 60 E, sixth generation ultra deepwater semi-submersible. The termination was the result of delay in delivery of the rig, which had itself been under contract to Chevron North Sea Limited. The Chevron contact has since been “mutually terminated” on “amicable terms.” After termination with HHI, Bollsta is entitled to a refund of the first installment paid to the yard (U.S. $186,390,240) plus accrued interest. The contract termination is just the latest in a series of losses for the shipbuilder. Last month, HHI reported its third quarter 2015 earnings and indicated an operating loss of 678.4 billion won ($595 million) and a net loss of 451.4 billion won ($396 million). Both figurers were far worst than analysts had predicted. HHI cited operating losses to contract cancellations; the decline in oil prices; and an increase in restricting cost from

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divestiture of underperforming subsidiaries. But it isn’t all doom and gloom for HHI. The shipbuilder believes 4Q 2015 will be a turning point, with earnings improvements, the recovery of shipbuilding business and a profit turnaround of commercial vessels. Misery loves company A day after HHI announced is third quarter losses, Daewoo Shipbuilding & Marine Engineering Co. (DSME) announced that it had a net loss of 1.36 trillion won ($1.2 billion) during the July to September period, and had posted a 1.22 trillion won ($1.07 billion) loss in the third quarter. After the first nine months of the year, DSME has posted a total net loss of 3.83 trillion won ($3.47 billion) and an operating loss of 4.3 trillion won ($3.87 billion). The glimmer of hope for DSME comes in the form of a state run bank. Key creditor, state-run Korea Development Bank says it will unveil bailout measures that will include a capital injection of some 4 trillion won ($3.5 billion). This injection would include a capital increase of 1 billion won to 2 billion won and a debt-for-equity swap. Just as we were going to press, Pacific

Drilling S.A. announced that it would exercise its right to cancel its contract for the construction of the ultra-deepwater drillship Pacific Zonda. The drillship was to be built by Samsung Heavy Industries (SHI). According to Pacific Drilling S.A. it opted to rescind the contract due to SHI’s failure to “timely deliver a vessel that substantially meets the criteria required for the completion of the vessel in accordance with the construction contract and its specifications.” Under the contract, SHI was to deliver the vessel March 2015. Pacific Drilling S.A. will seek a refund of its installment payments. The company had made advance payments of $181.1 million.

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November 2015 MARINE LOG 13

UPDATE Cape Sharp Tidal awards Atlantic Towing with contract

Canada-based J.D. Irving subsidiary Atlantic Towing Limited has been awarded a contract to provide tug and barge service to the Cape Sharp Tidal project. The project, a joint venture between Emera Inc. and OpenHydro, aims to deploy a grid-connected 4MW demonstration tidal array in the Bay of Fundy. The project has the potential to be one of the world’s first mulit-megawatt arrays of interconnected tidal turbines, initially providing energy to over 1,000 customers

in Nova Scotia. And, in the long run, will deliver 300 MW of tidal turbine generated power to Nova Scotia over the next ten years. Under the contract, Atlantic Towing will provide three ASD tugs—the Atlantic Hemlock, the Atlantic Bear, and the Atlantic Spruce—as well as the Irving Beaver Barge to support the tidal energy project. The tugs will provide assistance in anchor and cable installation, in addition to transporting two 1,000 tonne tidal turbines on their journey from Pictou to the Minas Passage on a purpose-built 1,150 tonne capacity OpenHydro barge, the Scotia Tide. Once in position, the tugs will maneuver the barge and turbine while crews lower the turbine to the seabed and connect the cables to the Nova Scotia power grid. Cape Sharp Tidal has also called upon other Nova Soctia-based companies to provide their services and expertise to bring the project to fruition, including Aecon Group Inc., who will build and assemble the turbine components and barge in its facilities; Lengkeek Vessel Engineering, who designed the barge; and Hawboldt Industries which won a contract to design and manufacture three heavy lift winches for the barge.

Incat to build aluminum catamaran for Malaysia Incat Crowther, Australia, will design a 90 ft aluminum catamaran passenger ferry for Cataferry Sdn Bhd in Malaysia. The Bureau Veritas-classed ferry will measure 90 ft x 26 ft and will accommodate 151 passengers in a full width cabin on its main deck. The main deck includes interior seating, a cargo luggage area, locker rooms for swithboards, and an entertainment bar. Behind the cabin there will be three restrooms and a luggage room to hold cargo. The ferry will also feature a swim deck on the back portion of the main deck. Meanwhile, the mid deck cabin will accommodate 40 passengers and another 13 in outdoor seating aft. The pilothouse will be situated on this level. And both port and startboard side will feature a wing control station. The ferr y will be powered by two Caterpillar C32 ACERT diesel engines rated at 970 kW at 2,100 rev/min. The ferry will travel at a service speed of 28 knots and a maximum speed of 30 knots.

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14 MARINE LOG November 2015

Inland • Coastal • Offshore • Deepsea

Early arrival: NASSCO delivers Isla Bella to TOTE

The world’s first Liquefied Natural Gas (LNG) powered containership, the Isla Bella, has been delivered to TOTE Maritime nearly two months ahead of schedule. The early delivery, says shipbuilder General Dynamics NASSCO, is the result of a collaboration between industry and regulatory bodies with TOTE, NASSCO, ABS and the U.S. Coast Guard working hand-in-hand throughout the project. The ship is the first of two under a build contract with NASSCO. The second vessel, Perla del Caribe, will enter service first quarter of 2016. The two 764-ft Marlin Class containerships are ABS-classed and will be

the largest dry cargo ships fueled by LNG. “Successfully building and delivering the world’s first LNG-powered containership here in the United States for coastwise service demonstrates that commercial shipbuilders, and owners and operators, are leading the world in the introduction of cutting-edge, green technology in support of the Jones Act,” says Kevin Graney, Vice President and General Manager, GD NASSCO. The switch over to LNG will enable TOTE to reduce its NOx emissions by 98 percent, SOx by 97 percent, Carbon Dioxide by 72 percent and particulate matter by 60 percent in the Puerto Rico trade.

TxDOT awards Southwest Shipyard with build contract The Texas Department of Transportation (TxDOT) has awarded Southwest Shipyard, Houston, TX, with a contract to build the third vessel in a new class of 28-car ferries for the city of Port Aransas. The first two vessels were delivered back in 2011. The new class of ferries, designed by Elliott Bay Design Group,will measure 161 ft in length and provide service between Port Aransas and Harbor Island. The diesel-electric ferry is designed with greater built-in redundancy, and requires less maintenance over its lifetime. In 2014, the TxDOT selected Elliott Bay Design Group to provide it with four years of on-call support. And now the naval architect and marine engineering firm is serving as the owners representative while the ferry is being built at Southwest Shipyard. The ferry is expected to go into service February 2017.

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MSC awards Crowley with tech management contract

Crowley Maritime’s government services group has won a contract to provide technical management to five U.S. government-owned Military Sealift Command (MSC) Roll-On/Roll-Off and container ships (ROCON). Under the contract, worth close to $130 million, Crowley will provide full turnkey operation and management of the fleet for one year, with additional one-year options

for another four years. Under the agreement, Crowley will provide crewing and scheduled/unscheduled repair and drydocking services. “Crowley is proud to have been selected to provide technical management for this government fleet,” says Paul Varghese, General Manager, Crowley Government Services. “This contract is a perfect fit for us, and would not be possible without the hard work and determination of our remarkable government team and the tremendous support we received from MSC.” Two of the five vessels will be berthed in Jacksonville, while the remaining three will be homeported in Norfolk, VA. The ships will be used to transport cargo throughout the world in support of the U.S. military.

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Connecticut-based JMS Naval Architects has completed a contract design package for the Virginia Institute of Marine Science, Gloucester, VA. The new vessel will replace the institute’s current vessel, the Bay Eagle. The new research vessel will measure 93 ft x 28 ft x 12.7 ft and have accommodations for 12. It will be able to conduct fisheries assessments of greater capacity in deeper waters and will have a larger science complement than the Bay Eagle. JMS says the design , which is the latest design from JMS’ Coastal Class Fisheries/ Research Vessel series, is meant to be flexible, with the vessel able to support a wide range of scientific missions, oceanographic outfitting, and geographic areas. Propulsion power will be provided by a pair of Cummins QSK-19A tier III diesel engines coupled to a two-in/one-out marine gear driving a controllable pitch

propeller shrouded with a single nozzle. This arrangement helps reduce overall engine hours, the cost of operation and helps improve fuel efficiency. The Virginia Institute of Marine Science’s (VIMS) fleet provides inshore and offshore work platforms for the support of fisheries related to oceanographic research projects. The vessel will also feature very large Wet and Dry labs designed for maximum flexibility to accommodate the science/research that will be conducted on the vessel. Its 1,000 square foot main working deck allows for a 20 long ton science payload and provides a significant working platform to conduct fishing operations, over-the-side sampling and coring activities. There’s also plenty of room to install a 20 ft science van for specialized science mission. The Institute will issue a solicitation for bids to shipyards by the end of the year.

APL agrees to pay $9.8 million in settlement Scottsdale, AZ, based ocean carrier APL, a wholly-owned American subsidiary of Singapore-based Neptune Orient Lines Limited, has agreed to pay the U.S. government $9.8 million to resolve allegations that it violated the False Claims Act in connection with a contract to provide GPS tracking of shipping containers in Afghanistan. The settlement resolves allegation claims only—there has been no determination of liability. Under a contract with the Department of Defense, APL was to affix a satellite tracking device to each shipping container transported from Karachi, Pakistan to U.S. military bases in Afghanistan. According to

the Justice Department, the U.S. alleges that APL billed the DOD for tracking services despite knowing that the devices completely or partially failed to transmit data, or were not affixed to shipping containers. The government also claims that APL attached a single satellite tracking device to two shipping containers despite being required to affix one device to every single container. The settlement was a result of a coordinated effort among a number of agencies including the Civil Division’s Commercial Litigation Branch, the U.S. Attorney’s Office, the DOD, and the Army’s Criminal Investigation Command.

Inland • Coastal • Offshore • Deepsea

Canada’s TSB to examine capsizing of whale watching vessel A 65 ft whale watching vessel, the Leviathan II, operated by Jamie’s Whaling Station, Tofino, BC, Canada, capsized off the west coast of Vancouver Island last month, with 27 on board. The accident claimed the lives of five victims. At press time one person was still unaccounted for. Preliminar y information from the Transportation Safety Board of Canada (TSB) stated that most of the passengers and crew were on the port side, top deck of the vessel when the incident occurred—the grouping of people in one area would have raised the center of gravity, affecting the vessel’s stability— so when a wave approached the vessel’s starboard side the vessel tilted up, rolled and then capsized. The Leviathan II’s skipper has over 20 years of whale watching experience. While the two crew members had three years and five years of experience, respectively. The company says, all three underwent rigorous training as well as biweekly safety drills. On October 26, the vessel operator posted a statement on its website saying it would be working closely with the TSB, assisting with the investigation, to determine what exactly happened. “...it appears that the incident happened so quickly, the crew didn’t have an opportunity to send out a mayday,” said the company in the statement. The crew “was able to access emergency flares that are a part of the safety equipment on board the boat, and deployed them from the water. Local Ahousant First Nations fisherman were the first to see this, and rushed to the scene to come to the assistance of our passengers and crew. As soon as the radio reports of an incident came in we immediately sent out all available vessels to assist in search and rescue efforts ...” During its investigation, the TSB will review stability information at the time of the vessel’s construction and any modifications done since. Additionally, the agency will examine the various weights and their position onboard the vessel to allow TSB naval architects to assess the vessel’s stability. The team will also look at the maintenance and inspection records of the vessel.

November 2015 MARINE LOG 17

inside washington

Department of Interior cancels Arctic offshore lease sales Last month, the U.S. Department of Interior (DOI) cancelled two potential Arctic offshore lease sales scheduled under the current five-year offshore oil and gas leasing program for 2012-2017, citing current market conditions and low industry interest. The DOI’s Bureau of Safety and Environmental Enforcement (BSEE) also denied requests from Shell and Statoil for lease suspensions, which would have extended the expiration date of their leases for the Beaufort Sea and Chukchi Sea in offshore Alaska. The cancellation by the DOI comes less than one month after Shell Alaska announced it was ceasing further exploration activity in offshore Alaska for the foreseeable future. Shell’s decision was based on what it termed the disappointing results from its Burger J well in the Chukchi Sea, the high costs associated with the project, and the challenging and unpredictable federal regulatory environment in offshore Alaska. “In light of Shell’s announcement, the amount of acreage already under lease

and current market conditions, it does not make sense to prepare for lease sales in the Arctic in the next year and a half,” says Interior Secretary Sally Jewell. Under the current Five-Year Program, Chukchi Sea Lease Sale 237 was scheduled for 2016. The Bureau of Ocean Energy Management (BOEM) issued a Call for Information and Nominations in September 2013. Industry has submitted no specific nominations. The Beaufort Sea Lease Sale 242 was tentatively set for the first half of 2017. BOEM published a Call for Information and Nominations in July 2014, but only received one nomination, raising concerns about the competitiveness of any such lease sale at this time. No more time for Shell, Statoil BSEE also denied requests from Shell and Statoil for lease suspensions, which would have allowed the companies to retain the leases beyond their primary terms of 10 years. The leases will expire in 2017 for the Beaufort Sea and 2020 for the

Chukchi Sea. Both Statoil and Shell were seeking grants that would have extended their leases five years beyond their current 10-year periods. BSEE says a Suspension of Operations (SOO) request must contain a reasonable schedule of resumption of work leading to the commencement or restoration of the suspended activity. In its request to BSEE, Statoil claimed that the SOO were warranted “to help ensure that Statoil and other leaseholders have sufficient time to develop these important energy resources in a safe, timely and cost effective manner.” In support of its request, Statoil cited reoccurring ice conditions and a host of other issue beyond its control, including various regulatory requirements and restrictions. Statoil made the initial request for SOO on all 16 of its leases in the Chukchi Sea. BSEE says, “Statoil failed to provide BSEE with a reasonable schedule of work and did not provide a factual basis sufficient to support an SOO under the applicable regulations.”

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OSV

When she is not landing fish, Christina E can be deployed for sophisticated offshore work

Norwegians Square Up to the offshore challenge

Used to the oil market’s peaks and valleys, Norwegian OSV operators proceed prudently and prepare for a rebound

growing number of laid-up OSVs and sweeping job cuts in Norway’s offshore sector present major challenges to the owners and operators of some of the most sophisticated offshore vessels in the world. Numbers change on a regular basis but, by mid-October, about 70 offshore vessels of various types were laid up, and more would be idle in the coming days, analysts predicted. The Norwegian economy is, of course, heavily dependent on offshore energy but in good times, the country has been prudent with proceeds. Its sovereign wealth fund is the largest in the world. And the Norwegians are used to riding the peaks and troughs of energy prices with pragmatism. Adjusting to downturns is painful in the short run, but part of life. Norway’s west coast offshore cluster, located around Aalesund and Fosnavåg, is home to a bevy of blue-chip names involved in every stage of servicing North Sea energy companies. According to Per Erik Dalen, Chief Executive of Campus Aalesund—an educational hub at the center of the cluster—the region is home to no fewer than 13 ship design firms, 20 ship operators and 169 equipment suppliers. Vessels currently under construction include a deep-sea mining vessel for De Beers at Kleven Shipyard in Ulsteinvik and what ABB claims to be the most sophisticated cable layer, also contracted

By Paul Bartlett

at Kleven, for high-voltage cable installation. Across the bay, ship design and offshore builder Ulstein has just launched the design for a new multi-function vessel specifically targeting energy firms seeking to cut CAPEX and OPEX. The company’s S182, a shallow vessel aimed at the South East Asia, Middle East and African markets, is designed as a platform that can be adapted for a range of offshore functions including cable laying, construction, shallow-water installation, pipe- and cablelaying and dive support. Without mission equipment, the vessel is likely to cost about $45 million, less than 40% of the company’s high-end HX102 unit designed for deep water and harsh conditions. Meanwhile, Island Offshore—another company within the cluster partly owned by Edison Chouest—lifted subjects on a contract with Kawasaki Heavy Industries earlier this year to build a RollsRoyce-designed combined well intervention and top-hole drilling vessel capable of a range of subsea and well functions. The UT 777 vessel has DP3, ice-class and the highest level of comfort notation. Some might question the decision to go ahead on such a vessel at this time, but Managing Director Håvard Ulstein is confident that the decision to proceed, despite the current market, is the right one. “This vessel will be a significant contributor to our service range and to Island Offshore as a company. We have great confidence in November 2015 MARINE LOG 21

OSV this project,” he says. Delivery will be 2018 or 2019 by which time many analysts believe oil prices will have rebounded. At a recent workboat conference in Abu Dhabi, Synergy Offshore’s Chief Executive Fazel Fazelbhoy went so far as to predict oil prices could bounce back far sooner than expected, perhaps even hitting $200 a barrel within the next two years. He proposed a number of arguments, including the fact that today’s 1.5 million b/d crude surplus could easily be offset by depletion rates and cutbacks in E&P spending much sooner than expected. Campus Aalesund’s Dalen is more cautious but nevertheless positive about the outlook, pointing out that the downturn has had little impact on innovation. The offshore energy sector may be having a tough time now, he concedes, but in a longer timeframe, about 70% of the earth’s surface is ocean, 80% of which is more than 800 meters deep, and roughly nine-tenths is unexplored. He concedes that low oil prices are having a greater impact on the North Sea and other regions of relatively high-cost production than, say, the shallow and benign waters of the Arabian Gulf. But when oil prices rebound—whenever that may be—tomorrow’s oil and gas lies in regions characterized by the “four d’s” – deep, distant, difficult and dangerous. Norwegian expertise will be in constant demand.

Bucking the trend Coming from two separate fishing families, life partners Rita Christina Sævik and Espen Ervik, have developed a unique business model in sharp contrast to those of offshore vessel operators nearby in Fosnavåg on Norway’s west coast. The small tight-knit community in and around the coastal town was traditionally reliant on fishing but has become a center for offshore innovation

focused on the harsh environment of the North Sea. Today, Aalesund, Fosnavåg and Ulsteinvik are key centers at the heart of the country’s west coast offshore cluster. The cluster includes OSV heavyweights such as Bourbon Offshore, Farstad, Hav ila, Oly mpic Shipping, Rem Of fshore, Remøy Shipping and Solstad. But the collapse in oil prices is having a dire impact on many companies’ operations. Although they believe the downturn is temporary, it means laying up boats and laying off seafarers. This is a major challenge in such an offshore-oriented community. While more OSVs head for lay-up, however, Rita and Espen’s business is thriving. Their antecedents were fishing folk, and both have fishing in their blood. When Rita became MD of her father’s company, Kings Cross AS, in 2005, the pair put their heads together to develop a new business. Eighteen months later, Ervik & Sævik was set up and work began on the design of an up-to-the-minute fishing vessel capable of working all year round, despite increasingly restrictive fishing quotas. Thus the Christina E took shape. She is a fishing vessel with a unique selling point. When she’s not landing catches of blue whiting, capelin, herring and mackerel from some of the world’s roughest seas during about five months of the year, the dynamically positioned vessel is deployed on sophisticated offshore operations including seismic work, subsea installation and ROV surveys. Designed by Vik & Sandvik, with input from SINTEF, equipment supplier MMC and Norwegian state energy firm Statoil, the Christina E was built in Denmark with support from Norway’s NOx Fund. The vessel incorporates the latest fishing technologies that enable large volumes of fish to be caught and kept in optimal

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OSV conditions on board to get the highest prices at auction. October was the middle of the mackerel fishing season. “We are happy with the prices and the feedback from buyers is very positive regarding quality,” says Rita. But she explains that the ship’s economics would not stack up without working in the offshore sector for up to seven months each year. Statoil is a repeat charterer, having taken the Christina E on hire in both 2012 and 2013, and for 19 days so far this year. For the rest of the offshore season this year, the vessel has been working for ORG Geophysical as she did exclusively in 2014. So how do Fosnavåg’s OSV owners view the Ervik & Sævik operation? “Fosnavåg is a little place and everybody knows each other,” Rita explains. “We have very good contact and a strong marine sector. Since we are a little company compared to the others, I don’t think they see me as a competitor.” With a strong fishing heritage, it is no surprise that Rita and Espen are diligent about working conditions. Tommy Nielsen, for example, is one of two chefs head-hunted by Rita from fine restaurants. Nielsen himself is a chef and a sommelier. “Usually, those who cook on board are called stewards,” says Rita. “We are proud to call them chefs.” Fine food and good living conditions are popular with charterers’ personnel. “All the charterers are very satisfied with the ship and the crew. We have ROV people who have been on board five times and charterers like Statoil and ORG Geophysical take the ship several times,” Rita comments. So will the Christina E have a sister? “Our pla n is to develop t he compa ny i n eit her of fshore (another ship) or in fishery (buy more quotas),” Rita explains.

“This will depend on how the market develops. Do not say never about something!”

Change is in the air Like Rita and Espen, other offshore support vessel owners are looking for every opportunity to keep their vessels working, even if it means converting them for other markets. A good example is the platform supply vessel Vestland Cygnus, which is poised to find a new life in the offshore wind market. Delivered this past April by the Fjellstrand Shipyard in Norway, the Vestland Cygnus went to work on a time charter to Apache North Sea Ltd. for work in the U.K. sector of the North Sea. Now, Norway’s Vestland Offshore says the Fjellstrand AS has been awarded a contract worth NOK 150 million (about $18 million) to convert the Vestland Cygnus into a wind farm support vessel. The PSV will be fitted with a 134-person accommodations module, a 100 tonne/40 m offshore crane and a new walkway system for boarding of wind turbines. Additionally 1.2 m sponsons will be added on either side of the vessel for stability. The converted vessel will have SPS (special purpose ship) class notation. Wärtsilä is supplying the design for the conversion and also supplied a complete electric propulsion system based on the Wärtsilä Low Loss concept with four Wärtsilä 20 engines, as well as an integrated automation system. “We have developed several concepts for wind farm service vessels, both for newbuilds and conversion projects, and our design is very suitable for this vessel’s new operational profile,” says Ove Wilhelmsen, Managing Director, Wärtsilä Ship Design, Norway. The conversion will be completed by June 2016. ■

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24 MARINE LOG November 2015

SSED

OSV

SURVIVAL MODE: Oil patch OSV operators enact cost controls By John R. Snyder, Publisher & Editor-in-Chief and patiently wait for the recovery

he current downturn in the offshore oil market is probably one of the most severe since the 1980s. Oil companies are deeply cutting E&P spending for 2016. During its midyear analysis of the oil market, investment banker Cowen & Company reported that it expected global E&P expenditures in 2015 are now estimated to be down by 22% from the 2014 level to $545 billion. The “Original E&P Spending Survey,” initiated by Cowen’s James Crandell, estimates a 13 percent decline in E&P spending by the super majors— ExxonMobil, Royal Dutch Shell, Chevron, BP, ENI, ConocoPhillips and Total—for next year. Offshore drillers are feeling the pinch—as are the shipyards that support them. Last month, another South Korean shipbuilding giant was hit with the cancellation of an offshore drilling unit order.

Pacific Drilling S.A. exercised its right to rescind the construction contract for the ultra-deepwater drillship Pacific Zonda “due to the failure by Samsung Heavy Industries (SHI) to timely deliver a vessel that substantially meets the criteria required for completion of the vessel in accordance with the construction contract and its specifications.” Pacific Drilling says it made advance payments totaling $181.1 million under the shipbuilding contract, and will be seeking a refund of the installment payments. The company inked a contract for the drillship with Samsung Heavy on January 25, 2013 that provided for a delivery date of March 31, 2015. The cancellation comes after the October 27 news that Fred Olsen Energy had cancelled a semisubmersible drilling rig order at Hyundai Heavy Industries and the October 26 announcement that Transocean, Shell and Daewoo Shipbuilding & Marine Engineering Co. (DSME) had agreed to push back the operating and delivery contracts of two newbuild ultra-deepwater drillships—the Deepwater Pontus and the Deepwater Poseidon—by 12 months each. Transocean is also scrapping rigs. Cowen & Company reports that the latest is GSF Rig 135, bringing the total number of scrapped rigs by company since October 2014 to 21, by far the largest number of retired units by any company this down cycle. Cowen and Company says, “With 14 rigs still cold stacked, we expect further rig retirements are likely.”

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OSV OSV operators hunker down To survive in such a challenging environment, offshore support vessel operators have been hunkering down, enacting cost controls, including cold stacking vessels and preserving cash. That was the strategy outlined last month by Hornbeck Offshore Services Chairman Todd Hornbeck on a conference call with investors discussing the company’s third quarter of 2015 results. Hornbeck Offshore

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26 MARINE LOG November 2015

Services (HOS), with a fleet of 66 offshore support vessels (OSVs) and Multi-purpose Support Vessels (MPSVs), currently has 27 vessels stacked and expects to stack another three by year’s end. CFO Jim Harp says that those 30 stacked vessels would save about $125 million in annualized costs. HOS had also delayed cash outlays of $10 million on regulatory dry dock costs in 2015 and expects to save $15 million in regulatory dry docking costs in

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2016 by stacking vessels. On a deadweight tonnage basis, the 30 stacked vessels represent 81,000 dwt or 28 percent of the company’s 295,000 dwt fleet. Hornbeck’s entire remaining operational fleet will be high spec 300 Class vessels and MPSVs, all 6,000 dwt and above, DP2 Jones Act vessels. Hornbeck believes that market conditions will continue to deteriorate and that the next two quarters are “going to be choppy.” HOS has taken delivery of 17 of the 24 vessels under its HOSMAX newbuild program and another three OSVs will be delivered before the end of this year. There are an additional four MPSVs under construction for delivery in 2016. HOS has newbuild programs at Eastern Shipbuilding in Panama City, FL, Leevac Shipyards in Jennings, LA, and VT Halter Marine at Moss Point, MS. “We are slowing the build process down to better align for the market recovery,” says Hornbeck, “and tweaking systems to make sure they are going to be the most optimal for the customer.” Hornbeck says the tweaks are based on the operational experience of the previously delivered HOSMAX vessels. A silver lining for HOS has been the sale of four 350 EDF Class OSVs to the Navy. During the quarter, HOS received $38 million for the sales of the fourth vessel to the U.S. Navy. As a result, HOS received $152 million for the purchase of the vessels and continues to operate them under contract. “It was a timely development during the industry downturn,” says Harp. Investment analyst J.B. Lowe of Cowen & Company rates HOS as an “outperform.” In his latest equity research, Lowe outlines some of the highs and lows for the company during the quarter. “Effective utilization across the 41.5 average vessels that were active during the quarter (i.e., excluding the 18.1 average stacked vessels) was 72.2%, below our forecast for 43.0 average vessels and 76.8% utilization. Average OSV dayrates of $25,699 fell 3% shy of our estimate of $26,428, while off-hire days were 17% higher than we had forecast. While the company continued to withhold data on its MPSV segment for competitive purposes, we note that our estimated MPSV segment revenue of $37.5mm was 7% below our $40mm forecast. The OSV segment was even weaker, by our estimate, with revenues of ~$71mm trailing our ~$80mm forecast by 12%.” Continues Lowe, “Although cost guidance for full-year 2015 was lowered by ~7% at the midpoint (to $223.9-$228.9mm from $238-$248mm), we do not expect it will be enough to alleviate investor concern over the weakness of the GOM market.

OSV Shares of publicly traded OSV operators have been under pressure and are now trading substantially lower than they were one year ago (see accompanying table). Last month, GulfMark Offshore, Inc., went so far as to part ways with its Senior Executive Vice President and COO David Rosenwasser. It would be no surprise during this downturn to see some consolidation among OSV operators as well as the shipyards that support them. Harvey Gulf International Marine, New Orleans, LA, which purchased the Gulf Coast Shipyard Group, in June, has put the Trinity Yachts business up for sale. The sale would include the New Orleans facility, 20 fully engineered designs and a partially built 168 ft megayacht.

Squeezing out old tonnage The current conditions are squeezing out older tonnage that might not ever return to the market. According to Clarksons Platou, there are currently 5,301 OSVs in service and another 602 on order. The average fleet growth over the last 10 years has been 7 percent. In its monthly blog examining the surplus of offshore support vessels in the market, Clarksons questions whether OSV operators will follow the lead of Mobile Offshore Drilling Unit (MODU) operators and begin to scrap vessels. “OSV demand has fallen—at least 11% of the total f leet was laid up at start September,” writes Clarksons. “So far in 2015, 23 removals have been recorded from the OSV fleet (18 AHTS/AHT and 5 PSV/Supply vessels). For AHTS/AHTs this is a 29% increase in 2014 on an annualized basis. PSV removals, however, are down by 46%. In either case, the number of removals seems below what might be expected given the challenging market conditions.” Clarksons says the “likely reason for the low uptake in OSV removals relative to the MODU sector is that there is comparatively more value in scrapping rigs (in particular, floaters), compared to OSVs, on account of their larger size and steel content. “Furthermore, it is relatively easy and cost-effective to lay-up or stack OSVs, which has been the preferred option for owners—at least 340 AHTSs and 254 PSVs are estimated to be laid up, although in reality this number may be even greater. Similarly, the sale of vessels for use in other sectors (e.g. utility support) provides some means of reducing active vessel numbers, although sales activity for OSVs in 2015 is currently down by 25% on an annualized basis.” ■

Table 1: Share prices for Leading Offshore Support Vessel Operators (as of October 29, 2015)

Company

Ticker

Closing

1 Yr. Ago

Bourbon SA

GBB

$13.35

$20.66

GulfMark Offshore

GLF

$6.06

$29.70

Hornbeck Offshore

HOS

$13.39

$30.66

Seacor Holdings

CKH

$58.09

$81.21

Tidewater Inc.

TDW

$12.38 $37.04

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For TAACCCT MRTDL federal grant info, call (504) 671-6632 / (504) 671-6655. For all other inquiries, call (504) 671-6620 or e-mail fireschool@dcc.edu. www.dcc.edu/academics/workforce/maritime-fire This notice is made possible through the federal Trade Adjustment Assistance Community College and Career Training (TAACCCT) grant program. 100% of the funds for this advertisement were provided by the US Dept. of Labor Round 3 TAACCCT grant. These programs are EOC programs. The solution was created by the grantee and does not necessarily reflect the official position of the US Dept. of Labor.

November 2015 MARINE LOG 27

OSV OSV DEMAND WILL GROW 75% BY END OF 2020 A NEW REPORT from Mordor Intelligence projects that the offshore support vessel market will grow from $39.4 billion in 2014 to $69.34 billion by the end of 2020 at a Compound Annual Rate Rate (CAGR) of 9.88 percent. That’s heartening news for Offshore Support Vessel (OSV) operators such as Tidewater, Edison Chouest, Bourbon, Hornbeck Offshore, Seabulk and Maersk, which are dealing with the current challenging offshore oil and gas market. In a presentation at the recent Johnson Rice 2015 Energy Conference, Tidewater reported it had 38 vessels stacked as of the end of June and planned to scrap 11 older vessels. In its monthly report for September, Baker Hughes reported that there were 29 drilling rigs operating in the Gulf of Mexico, down from 59 a year ago. Mordor Intelligence’s report, the “Global Offshore Support Vessel Market,” focuses on the market sectors by vessel type, including Anchor Handling Tug/Anchor Handling Towing Supply Vessels (AHT/ AHTSs), Multi-Purpose/Multi-Role Supply Vessels (MPSV), Platform Supply Vessels, Construction Support Vessel (CSV), Specialty Vessels and others. It also breaks down activity by region: North America, Europe, the Asia-Pacific (APAC), South America and Middle-East & Africa (MEA). The report analyzes and projects the market share of each region for the next 5 years. Most promising regions for OSV market are the Gulf of Mexico, Brazil, West Africa, the North Sea, South East Asia, the Middle East and Asia. Mordor Intelligence estimates that a major part of the demand will be for AHTS, PSVs, and seismic research vessels.

The move towards deep water exploration, explains Mordor Intelligence, requires multi-functional offshore support vessels to perform different tasks, creating various niches or categories within the market. Present day offshore support vessels are equipped with increased cargo capacity, panoramic navigation bridge visibility, large accommodation spaces, enhanced crew amenities and stateof-the-art propulsion and automation systems. According to Mordor Intelligence, AHTS vessels comprise a 56% of the market share, followed by PSVs. Inspection, Maintenance and Repair (IMR) Vessels are generally equipped with large accommodation spaces, heavy lift cranes, helidecks and streamlined bow forms for operation in harsh environments. Vessels specialized for multi-tasking carry out maintenance and repair operations on platform facilities, as well as subsea pipelines and equipment.

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November 2015 MARINE LOG 31

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Building the Future

There are six ways operators can increase efficiencies and lower operating costs

Driving the industry forward in today’s volatile market; increasing efficiencies By Tim Schweikert, Vice President, GE Marine and minimizing costs for future success

ver the past 18 months, f luctuations in oil prices have caused serious disruptions within the oil and gas marine sector. While some tanker operators received a boost earlier this year due to the fall in oil prices, other sectors are struggling to cover their operating costs, resulting in rigs standing idle and transport vessels being kept in dock. But it’s not just in oil and gas. Whether it’s exploring deep waters offshore, sailing in a luxury cruise liner, or transporting liquefied natural gas (LNG), marine operators are all seeking to lower their operating expenses. In this market, the two most important things for improving stability are strongly interlinked: minimizing costs and increasing efficiency. In my view, there are six things that should be considered to unlock the cost savings and efficiency in the marine sector in the years ahead.

is no easy task. Dynamic Positioning (DP) systems provide mariner-focused solutions to put operators back in control. They predict future motion and update a vessel’s thrust demands to prevent movement beyond the operator’s defined area. Among the various benefits of this technology is the ability to minimize fuel burn and machinery wear in situations where tight position holding isn’t essential through the use of a dedicated energy-efficient (EE) mode. Energy efficiency is improved because fewer corrections are required as thrusters, propellers and rudders control the vessel position, delivering expected fuel savings of up to 10 percent, reducing NOx emissions by up to 20 percent and lowering equipment maintenance requirements. It helps to deliver additional operational savings while meeting increasingly rigorous environmental regulations.

Reducing fuel consumption

Upgrading propulsion systems for reduced footprint, increased space for cargo and reduced fuel requirements

According to the 2015 “The New Climate Economy” report, fuel represents 50 percent or more of a ship’s operating costs. Being able to drive down fuel consumption is important for reducing costs within the industry while also reducing the environmental impact. Maintaining the position of a ship can be a fuel-hungry process. Many of today’s ships are the size of several football fields combined. To maintain a predetermined course or position, counteracting the effects of displacing forces such as wind, current, and wave action,

Bigger is not always better. A recent GE study revealed that careful system design could reduce the installed power requirement in a ship by up to 25% compared to the baseline, meaning the vessel requires fewer or smaller engines, translating into CAPEX savings, reduced fuel costs and increased payload within the hull. Gas turbine propulsion system solutions can also free up space to carry more revenue-generating cargo and meet current emissions limits. For offshore support vessels, modern electric propulsion November 2015 MARINE LOG 33

shipping systems can further generate fuel efficiency savings of 5 to 10 percent when compared to traditional mechanical systems. These fuel-f lexible gas turbines range from 4.5 megawatts to 52 megawatts and are excellent prime movers for mechanical drive, hybrid or all electric propulsion systems, all the while reducing operational costs. Electric propulsion systems have also been deployed in various merchant marine vessels. The first electrically propelled LNG carriers in China are being built with a dual-fuel, diesel-electric power plant. Set to be completed in 2016 and 2017, these vessels will benefit from using reliable and costefficient power and propulsion solutions combining induction-based technology with a Power pulse Width Modulation (PWM) converter. As new and innovative technology continues to hit the market, improved propulsion systems are reducing costs, increasing space available for cargo or other commercial activity, and reducing fuel consumption.

marine industry that a skill shortage is already upon us. There are two ways in which the sector is addressing this. First, better training and availability of engineering experts already in the industry. Training gives us confidence in handling whatever cha llenges are throw n at us. We have been extending the scope of our Marine Services Training Centers at locations around the world. Strategically placed global training centers are a requirement for building a strong knowledge base around vessel operators, and provide local support wherever it is needed. Indeed, drives, automation services and DP training take place worldwide to ensure that vessel operators are able to run equipment at the optimum level irrespective of the level of deep technical knowledge available across a fleet. Second, new Industrial-Internet powered predictive systems on board vessels can anticipate system failures, limiting the need for emergency maintenance as systems can be repaired before an issue emerges. Modern ships are designed to empower operators and give them a comprehensive Addressing the skills shortage through performance measurement of individual training and remote vessel monitoring assets, f leets or the business as a whole. Analytics and insight delivered via a single, As with many other technology and engiAnz_Marinelog_178x117_0615_SCHOTTEL 1 remote machine and unified 12:18 portalSeite makes neering sectors, there is a feeling in the 29.06.15

systems information available for live status and productivity support, saving time and cost, and are importantly reducing the need for on-board specialists as onshore teams are able to predict issues before they arise and deploy specialists only when necessary.

Meeting the requirements of more stringent environmental regulations W hile dealing with f luctuations in oil prices, operators have also had to tackle increasingly stringent environmental regulations and reduced emissions targets. The context of environmental regulations is increasingly stringent: we are seeing Emission Control Area (ECA) zones emerge with very strict requirements for emissions. These regulations are increasingly widespread and are part of the â&#x20AC;&#x153;new normalâ&#x20AC;? for the marine sector. As such, a whole range of innovations is needed here. For example, new engine technology eliminates the need for a selective catalytic reduction system (SCR) for exhaust gas after-treatment and for storing or using urea aboard a vessel. As a result it preserves valuable cargo and tank space and reduces emissions by an estimated 70 percent. Â A ne w appl ic at ion of a proven ga s

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shipping t u rbi ne-ba sed power a nd propu lsion system that’s been used in cruise ships— the Combined Gas turbine Electric and Steam (COGES) system—addresses the same issues of environmental regulatory compliance. This compact, lightweight combined c ycle power pla nt prov ides power for electric drive propulsion systems, leaves more room for cargo, and meets IMO Tier III and US EPA Tier 4 regulations today, with no exhaust treatment or methane slip. While methane slip is not regulated today, many operators are concerned that it will be in the future, since methane is 21 times as damaging as CO 2 from a greenhouse gas perspective. As increasing efficiencies becomes more important in today’s volatile market, vessel operators must look at every aspect of their operating model to ensure these are met to drive long term profitability.

Final Thoughts In conclusion, these six areas for driving cost savings and efficiency are crucial to the future of the marine industry. More efficient and effective propulsion, power and positioning systems are driving down costs and driving up productivity. The emergence of multi-fuel, low-emission vessels are giving operators flexibility, cost-control and helping them achieve compliance with environmental regulations. At

the same time, data analytics and vessel management software is giving operators better reliability and control over maintenance costs at sea and in dock, even as more sophisticated systems are reducing the environmental strain caused by the sector. What’s really important however is to realize that these issues can’t be solved in isolation: a whole-vessel strategy is necessary to compete and thrive in today’s global marine space. ■

A new approach to financing that will enable projects and strengthen operators’ financial capabilities Instead of taking on the full risk of vessel design and development costs themselves at the beginning of a project, operators are partnering with strategic suppliers to share the capital outlays needed to construct ships. To support vessel operators in this volatile market, a similar approach can also be taken beyond the initial construction of the ship to ensure that vessel operators have cash f lexibility for operating costs and strengthened long-term financial capability beyond construction. This new approach to financing, both at the initial construction phase and later during operations, will enable the project, as well as strengthen operators’ financial capabilities, to help deliver a more costeffective future.

Increasing innovative manufacturing techniques, cutting downtime in manufacturing docks It is not just system design that can reduce costs; the actual implementation time of a new system is also critical. For example, many modular offshore systems are now pre-assembled at the factory to reduce installation time when deployed in dock or at sea. In one case, everything, including all electronics, controls and other auxiliary skids come pre-assembled and tested, increasing installation speed by up to 30 percent. This means less time in dock for shipbuilding or upgrade, which helps cut costs further. November 2015 MARINE LOG 35

Workboats

Kvichak will build another RB-M C for the NYPD

Small but Mighty The workhorses of the industry keep coastal communities safe, By Shirley Del Valle, Managing Editor and the industry going forward

36 MARINE LOG November 2015

Currently, Metal Shark is producing boats for the U.S. Coast Guard’s RB-S and ATON-M program; and the U.S. Navy’s FPB-M and HSMST program. This past August, the U.S. Coast Guard awarded Metal Shark with a $17.45 million delivery contract for 48 Response Boat-Small II vessels. The 29-ft high-speed RB-S IIs can reach a top speed of 40 knots, and are designed and engineered to handle a wide range of coast guard missions near the shoreline. Among them: search and rescue; law enforcement; ports; waterways and coastal security; drug and migrant interdiction; and environmental protection and response.

New yard helps meet demand Metal Shark’s yard in Franklin, LA—acquired last year— enabled the company to expand the size of its vessel offerings, with the new yard supporting the construction of vessels up to 250 ft in length. Recently, Metal Shark’s Franklin yard delivered a 75 ft welded aluminum multipurpose port security vessel to the Port of South Louisiana. Based on Metal Shark’s Endurance-class catamaran design, the vessel features technology to support fire rescue missions, Command and Control (C2) operations, and around-the-clock port security efforts at the largest tonnage port in the western hemisphere. The Port of South Louisiana stretches 54 miles along the Mississippi River, and handled over 291 million short tons of cargo in 2014 alone. According to the port, 4,000 oceangoing vessels and 55,000 barges call at the Port of South Louisiana each year. “Our 75 Endurance is the most advanced fireboat design on the market, incorporating crew friendly features and advanced systems

John Fleck Photography

ts no secret that the oil and gas sector is having a major impact on the industry with orders down at the larger shipyards and operators stacking their OSVs. Small boat builders, however, are thriving, remaining busy, and producing the hardest working vessels on the water, patrol boats and workboats. Metal Shark, for example is in the midst of producing large work orders of patrol boats for a number of government agencies both in the U.S. and across the world. This year alone, Metal Shark, Jeanerette, LA, delivered multiple variants of its Endurance-class catamaran in the form of fireboats, multipurpose port security boats and Dive Support Vessels. Back in March, the U.S. Navy awarded a $15,309,410 firm-fixed, indefinite-delivery/indefinite-quantity contract to Metal Shark to build 7-meter rigid hull inflatable boats (RHIBs) in support of Foreign Military Sales (FMS) requirements. Options could increase the contract value to over $47 million. The RHIBs will support a variety of missions including personnel/ cargo transfer, search and rescue, open water patrol, vessel interdiction and boarding, and the insertion/extraction of forces. Metal Shark says the boats will be produced in a flexible baseline configuration that can quickly be adapted via minor post-delivery alterations and delivered to support specific FMS case requirements worldwide. At the time of the contract announcement, Chris Allard, President, Metal Shark said, “Large orders such as this one benefit Metal Shark customers large and small by way of increased production efficiencies and economies of scale that keep our pricing competitive, our workforce stable, and our technology on the leading edge.”

Workboats throughout,” says Allard. The vessel is powered by twin Cat C-18 diesel engines generating cruising speeds of 25 knots. To meet firefighting needs, the 75 Endurance can channel 6,000 total gallons per minute through an oversized water main where electronic valves divert water to three radio frequency-controlled monitors. Additionally, the vessel includes four hydrant connections and a 400-gallon foam reservoir. Its state-of-the-art Command and Control suite enables multiagency coordination during emergency response events, and a positive pressure Chemical, Biological, Radiological, Nuclear, and high-yield Explosive (CBRNE) ventilation system that can provide crew protection during disaster responses. Metal Shark has also delivered a number of FMS boats to government agencies worldwide, including 32 Defiant patrol boats to Uruguay, 38 Defiant patrol boats to Bangladesh, and 38 Defiant patrol boats to Senegal. The boat builder’s Defiant class is among its most popular models, and at this month’s International Workboat Show, Metal Shark will showcase its new 45 ft Defiant variant, which fills the gap between Metal Shark’s 38 ft and 55 ft Defiant class offerings. Metal Shark is currently producing multiple 45 Defiant vessels for Vietnam. The vessels are part of a larger FMS contract for Vietnam. Earlier this year, U.S. Secretary of Defense Ash Carter announced that the U.S. would provide $18 million to Vietnam to help the country acquire patrol boats specifically built by Metal Shark. At a press conference held during his trip to Vietnam, Carter said both countries are “committed to deepening our defense relationship, and laying the groundwork for the next 20 years of our partnership.” He further added that by working together, the two countries will “continue to strengthen the region’s security architecture so all our countries and others all around the region can continue to rise and prosper.” To say that Metal Shark is a little busy would be a gross understatement. The secret to its success is its willingness to be flexible and attentive with its customers. “Being able to simultaneously accommodate multiple markets is a significant factor in our success,” explains Allard. “There are some yards that focus on fireboats, others on pilot boats, or patrol boats. We’re active— and enjoying success— in all of those markets. More important than our product range, however, is having the ability to anticipate our customers’ needs by closely observing market trends, by maintaining relationships with existing customers, and by responding to their feedback. When a new client walks through the door we greet them with ready-made solutions, and we’re willing to work with them to modify our offerings if their needs require it. Our designs are constantly evolving, so having a large in–house design team is crucial, because it allows us to move far more quickly than yards relying solely on outside firms.”

Marine Group Boat Works stays busy For California’s Marine Group Boat Works, the key to flourishing during a rough market environment is the willingness to diversify its business. “Our vision was to bring custom boatbuilding back to California,” says Todd Roberts, President, Marine Group Boat Works. Roberts says the company’s extensive history with boats has given it a “360-degree perspective” on how it approaches a project, and because it offers both newbuild and repair services, it is with the customer from “cradle to grave.” The family-owned shipbuilding and repair company has three yards, two in Chula Vista and National City, San Diego, CA, and one in San Jose del Cabo, Mexico. Marine Group’s yard “is running at 95 to 100 percent capacity,” according to Roberts, with a full order log for its workboats and dive boats in the works, and delivery expected over the next five years.

Metal Shark recently delivered the multi-purpose 75 Endurance

That full order book is the result of a major U.S. Navy contract the yard won earlier this year for the construction of 27 new vessels worth over $45 million. The contracts were for five steel tugboats; six large steel workboats; 16 aluminum 60 ft diveboats. “Multi-year, multi-vessel contracts are what our economy needs,” says Roberts. According to Roberts, the first two of the smaller workboats for the Navy are near completion and will be delivered early 2016.

Kvichak constructing fourth RB-M C for NYPD In spring 2016, the New York City Police Department Harbor Unit will take delivery of the fourth in a series of 44.5 ft Response Boat Medium-C patrol vessels being built for the agency by Seattle-based Kvichak Marine Industries. Kvichak, now a Vigor Company following the two companies merger earlier this year, delivered the first three RB-M Cs in April 2010, August 2012 and April 2013, respectively. Originally, the Response Boat Medium class was designed by Camarc Design, UK for the U.S. Coast Guard’s new RB-M fleet. The RB-M class—which replaced the Coast Guard’s 41ft utility boats— featured a total of 174 boats built and delivered by the RB-M team, comprised of Kvichak and Wisconsin-based shipbuilder Marinette Marine. The final vessel in the 174-RB-M series, the RB-M 45774, was delivered to the U.S. Coast Guard this past March. Designed with speed in mind, the RB-M features an all aluminum construction; a deep V hull for balance and stability— helping improve and increase response time; and can travel at a speed up to 42.5 knots, and operate a 250 nautical mile range at 30 knots. The commercial spin off of the class, the RB-M C features the same high-speed flexibility and agility, but with additional customizable features. For example, the NYPD RB-M C features a heated deck, and the RB-M C delivered to Los Angeles County in 2013 has a roof mounted RS-700 Gamma/Neutron Radiation Detection System. The NYPD RB-M C will be powered by Tier 2-compliant Detroit Diesel 60 series engines. Its propulsion will be supplied by Rolls Royce Kamewa FF375S waterjets. The vessel will also come equipped with a Furuno Navnet system, SeaFLIR Voyager III system and Kohler 9kW genset for AC power. Its climate controlled pilot-house, cabin and heated windows offer the crew protection from the elements. Kvichak’s ability to produce high quality aluminum patrol and workboat vessels was one of the reasons Vigor hoped to merge with the small boat builder. At the time of the merger, Vigor CEO and owner Frank Foti said, “The Kvichak team builds the best aluminum workboats in the country, arguably the world. Infusing those fabrication genetics into our broader operations is what industrial evolution is all about.”

Silver Ships delivers rescue boat to Southampton East of New York City, the coastal town of Southampton, Long Island, will be safer thanks to the newest member in the NY/ November 2015 MARINE LOG 37

Workboats Southampton Bay Constables fleet. Alabama-based Silver Ships, Inc., recently delivered the 21-foot center console all-aluminum patrol/ rescue boat to the operator. The Freedom 21 vessel will be used for patrol, rescue, homeland security, and law enforcement purposes around the town of Southampton—the town is surrounded by a number of inland waterways, as well as Shinnecock Bay, and the Atlantic Ocean. “The Freedom 21 Law Enforcement Vessel is sure to be a tremendous long-term asset for the Southampton Bay Constables and will be available [for] year round operation,” said Silver Ships’ Malcolm Wisch. Designed by naval architect Lou Codega, PE, Smithfield, VA, the vessel features an all-aluminum hull and superstructure making it both durable and rugged. Freedom 21 was engineered specifically for one-man operation. It features an upholstered leaning post with gun and storage lockers, as well as an ergonomically-designed helm area with seat bench/storage box on the forward side of the console. Silver Ships will follow up the delivery of Freedom 21 with another vessel for Southampton Bay Constables, Freedom 25, which is currently under construction. Freedom 25 will feature a full pilothouse that is climate controlled, and will have CBRNE capabilities.

Gladding-Hearn delivers new generation of boats Colombia is making a come back. Tourism is on the rise for the South American country as its violent history fades and the country’s lands and vibrant culture take center stage. One way Colombia is making its lands safer is by putting patrol boats in its waters—the country borders the Pacific Ocean to the west and the Caribbean Sea to the northeast. To help meet that goal, in 2014 the Colombian Department of the Navy called upon Massachusetts-based Gladding-Hearn Shipbuilding, Duclos Corporation, to build and deliver

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www.marinegroupboatworks.com 38 MARINE LOG November 2015

Gladding-Hearn delivered a Tactical Response vessel to the NYPD

six Chesapeake Class pilot boats.The final vessel in the series was delivered to the Colombian Navy earlier this year. Designed by C. Raymond Hunt & Associates, the 56 ft boats, which are being used for coastal and offshore patrol operations and port security, feature an all-aluminum deep-V hull and are powered by twin MAN R6-800CRM diesel engines each delivering 800 Bhp at 2,300 rev/min, and capable of reaching a top speed of 27 knots. C. Raymond Hunt & Associates also provided the design for a new generation of pilot boats recently delivered by Gladding-Hearn to the Tampa Bay Pilot Association—the Chesapeake Class MKII. The vessels, a spinoff of the Chesapeake Class, feature improved performance thanks in part to the addition of Volvo Penta’s IPS 2 pod system. “This new generation of Chesapeake launches, named Chesapeake Class MKII, is equipped with the IPS 2 pods, which provide what pilots have been asking for: higher speeds, lower fuel consumption, and more comfort,” says Peter Duclos, President of Gladding-Hearn.

Workboats

Willard Marine recently unveilved the Sea Force 777 RHIB

The new generation boats are powered by twin Volvo Penta D11, six-cylinder, EPA Tier 3 diesel engines, each producing 503 Bhp at 2,250 rev/min. Volva Penta’s integrated EPS electronic steering and control system, along with the three-axis joystick increases the pilot boat’s overall maneuverability when docking alongside another vessel. The inclusion of a Humphree Interceptor automatic trim-optimization system gives the pilots higher speeds and improved comfort, while burning 25 percent less fuel than similar Chesapeake Class launches, says Duclos. Prior to its delivery of the Tampa Bay Pilot boats, Gladding-Hearn delivered the second in a series of 70 ft Tactical Response Vessels to New York City’s Harbor Patrol Unit. The vessels, says the yard, are designed and built to respond to terrorist activities on New York City’s waterways. The all-aluminum vessel’s superstructure includes a 360 degree wheelhouse, further enhanced by the fly-bridge which

has ballistic-resistant windows and panels. The vessels also feature two decontamination showers; an American Safe Room Nuclear, Biological and Chemical (NBC) filtration system to help pressurize the vessel’s accommodation spaces; and a 1,500 gallons/min remote control water cannon mounted on the pilot house roof. Powered by twin 12-cylinder MTU-12V2000M94 diesel engines, the vessel can reach a top speed of over 41 knots, and at 30 knots a range of about 225 miles. The MTU engines turn a pair of Hamilton HM571 waterjets through ZF3050 gearboxes. Meanwhile, a 30 kW Northern Lights/Alaska Diesel generator provides service power. Additionally, Gladding-Hearn completed the delivery of a fiveboat contract for the NYPD. The 61 ft high-speed dive boats were specifically engineered for the NYPD’s harbor unit dive team.

Willard unveils new Sea Force California-based Willard Marine, Inc. has debuted its new Sea Force 777. The 7.7 m long military-grade, fiberglass, rigid hull inflatable boat (RHIB) can be used for a number of blue water missions including rescue, patrol and visit/board/search and seizure. The RHIB is designed with a deep-V hull to maximize stability. Sea Force 777 will feature a UV-coated, 40-ounce polyurethane WING inflatable collar, with a 7-panel bow cover and rub-strakes to reduce damage during boarding and weight shifting. The Sea Force 777 is a larger version of Willard’s military-grade RHIBs. The vessel is customizable, and can be made in aluminum; additionally, Willard says it can accommodate a variety of seating configurations, law enforcement equipment, electrical packages, weather protection, and navigation devices. On the heels of the new Sea Force debut, Willard Marine won a contract from the National Oceanic Atmospheric Administration

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Workboats

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(NOAA) to build a modified version of its Sea Force 730 RHIB. The 20 ft RHIB will be operated by the Pacific Island Fisheries Science Center. The vessel will perform fisheries and marine mammal research, including collecting samples, remote sensing survey, and marine mammal population surveys throughout the Pacific region. Vessel delivery is scheduled for Summer 2016. Willard Marine was also tapped to construct three 28-ft aluminum Hydrographic Survey Launch Ships (HSLs) for NOAA. The HSLs are based on former SeaArk Marine’s commercial boat design—Willard Marine is the exclusive builder of SeaArk Marine designed commercial vessels—and the HSLs will add flexibility and autonomous capability to NOAA’s fleet. The HSLs will be used on waters off the U.S. coast to conduct oceanographic surveys with hull-mounted and towed sonar units. Power will be provided by a Cummins QSC8.3 engine capable of generating 510 hp with a ZF Marine 305-2 transmission. Two of the vessels will be built for NOAA’s 208 ft Thomas Jefferson; and the other boat will be built for the 231 ft NOAA ship Rainier. The two ships are used to conduct hydrographic surveys to update NOAA’s suite of nautical charts. The HSLs will be delivered to NOAA during the Fall of 2016.

Moose Boats delivers M2-32 Cat Moose Boats’ M2-35 catamaran design is often a popular choice for agencies looking to add speed to their fleet. One such operator is the Placer County Sheriff ’s office, Lake Tahoe, CA, which will soon take delivery of an M2-35 patrol catamaran. The M2-35 vessels are powered by twin Yamaha F350 outboards enabling the vessel to reach speeds up to 45 knots. Earlier this year, Moose Boats completed and delivered two M2-35 outboard catamarans to the Port Authority of NY/NJ. Those two vessels would be used in patrol and rescue missions. Beyond the M2-35, Moose Boats is expanding its monohull line up, making further developments to its M3-30. According to Moose Boats General Manager Stephen Dirkes, the design features a slightly narrower cabin that allows crew to walk around the cabin for easy access to the bow. The hull’s length was also reduced to under 30 ft, making it a perfect fit for oneman operation. The M3-30 has undergone rigorous testing by law enforcements in both coasts, where it topped speeds of over 45 knots. ■

Software

GHENOVA is using AVEVA Marine to design a fleet of LPG carriers

Designs on EXPANSION Spanish engineering firm GHENOVA uses AVEVA to engineer LPG tankers for Brazil’s Transpetro

o mitigate the shipping industry’s contraction, Spanish engineering firm GHENOVA Ingeniería, Seville, Spain, has seized opportunities in the high-growth markets of Latin America. A key project enabling them to establish a strong foothold is the design of a fleet of LPG tankers for Transpetro, using AVEVA Marine. According to Ignacio Grau, GHENOVA’s Head of Marketing and Communication, the naval sector has been GHENOVA’s core market since the company’s founding. However, several projects signed in Brazil, both for naval engineering and energy, are now expanding the company’s client base. As a Spanish company, GHENOVA has a head start. “For us, expansion into Latin America was a natural choice,” says Julián Fontela, GHENOVA’s Manager of Business Development. “We have fewer linguistic or cultural barriers to entry than equivalent North American or other Anglophone companies.” The depressed shipping market following the slump in 2008 especially impacted GHENOVA’s customer base in Europe and in the naval sector; the company recognized the need to pursue new opportunities in high-growth markets. “Our main office in Latin America is in Brazil, and from there we are orchestrating our expansion into the rest of Latin America,” explains Julián. “Projects executed from the Brazilian office are of strategic importance for us, because each one demonstrates both the high quality of our work and our long-term commitment to our customers in the region as a whole. This strategy really represents a key ingredient for the growth of the company.” Adds Ignacio, “The focus on both Europe and Latin America has meant intensified activities and a resulting notable staff increment, which are cornerstones of a longer-term growth strategy: we want to reach EURO 50 million in annual revenue and significantly increase our workforce by 2018.”

Marine Log Exclusive

LPG tanker engineering In September 2011, a year after GHENOVA first entered Brazil, success came with the signing of a EURO 7 million contract with the STX Promar shipyard (now Vard, part of the Fincantieri group) to carry out the engineering of eight LPG tankers for Transpetro. A subsidiary of Petrobras, Transpetro is Brazil’s largest oil & gas distribution company. It stores and transports oil, ethanol, biofuels and natural gas, and has a network of more than 11,000 kilometers (7,000 miles) of pipelines. “Our Brazil office is very strong on the marine side and the LPG project is a great reference case,” says Julián. “It clearly demonstrates our capabilities to neighboring countries who are also important oil & gas players on the global stage. We hope that this project will be a springboard for GHENOVA to foster relationships with other oil & gas producers in the region.” The project consists of the detailed engineering and purchasing support for the prototypes of three LPG carrier designs. A design for four vessels with a pressurized capacity of 7,000 m3 has already been delivered. The first three are already in fabrication. The first vessel in the series has been christened Oscar Niemeyer and will be delivered in December 2014. A further vessel design for two LPGs with a smaller pressurized capacity of 4,000m 3 is also complete; at the time of writing, both vessels are being constructed and will be delivered soon. GHENOVA is now working on a design for two semi-pressurized vessels that will each have a capacity of 12,000 m 3. GHENOVA is responsible for all the detailed engineering of the structures, piping, equipment and outfitting, the electrical, instrumentation and electronics systems, and HVAC and accommodation. The Brazilian team are using AVEVA Hull, AVEVA Outfitting, and AVEVA Cable Design, collaborating with their colleagues at the Spanish headquarters with the help of AVEVA Global. November 2015 MARINE LOG 41

Software The business opportunity This high-profile project provided an excellent opportunity for GHENOVA to establish a reputation with Petrobras. A link to Petrobras is an endorsement of GHENOVA’s capabilities and sends a strong message to other organizations in the region. Furthermore, GHENOVA has established a connection with this Brazilian oil & gas giant at a crucial time in Petrobras’s history. The offshore Santos Basin discovery means that Petrobras will invest in f leet expansion and renewal to support its future increase in E&P activities and, as a result, there will be opportunities for further projects. Another key factor that will push forward growth in this market is the Certificado de Registro e Classificação Cadastral (CRCC) certificate, which is awarded by Petrobras to companies that meet all the requirements to become an approved services provider. The CRCC specifically certifies GHENOVA’s ability to carry out comprehensive shipbuilding and tanker-ship projects. This document allows GHENOVA to tender and participate in bids for work from Petrobras and, combined with the LPG project, marks a significant step forward. GHENOVA describes it as its “passport” into the Brazilian market.

Selecting the tool for the job To make the most of this business opportunity, GHENOVA needed the best tool for the job. With previous experience with Tribon, GHENOVA had successfully adapted to AVEVA Marine several years ago and is very happy with the result; their designers and engineers were able to adjust quickly and smoothly to the new system. Their AVEVA deployment forms part of a suite of applications that enables GHENOVA to meet a wide range of client- and project-specific requirements. As a result, GHENOVA selects the design software

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on a case-by-case basis. “Our business is engineering, first and foremost,” says Julián. “Each of the different types of software that we use is one system within a diverse toolkit. Every client has different requirements and meeting those requirements is key. We don’t only design ships; among other things we also design thermal power plants, so our choice of software for any particular project is usually dictated by the nature of the project and the client’s requirements.” As a result, AVEVA Marine was chosen specifically for this project because it best matched Transpetro’s needs and was consequently mandated by Vard Brazil. “This is an entirely new project for us, so it was essential to select a 3D engineering and design tool that could deliver true strategic value,” explains Francisco Cuervas, General Director of GHENOVA. “AVEVA Marine met all the requirements that the client set out, making it the ideal choice for such an important project. The integrated AVEVA Marine applications have helped us to save many hours during the design phase, allowing an efficient and accurate model to be delivered to our customer.” Rui Miguel de Sousa, GHENOVA Brazil’s Branch Director, says, “The AVEVA solution was subjected to a rigorous tender process and its integrated hull and outfitting design capability stood out against the competition. It will enable us to efficiently create clashfree, production-oriented design. We are confident this will help us achieve reduced rework and deliver the highest quality designs. With concurrent global project execution we can also ensure that all sites and users have access to the latest approved data, right down to attribute details.” “We will continue to use AVEVA Marine as part of an overall service offering as we continue to seek out opportunities in both our European client base, and our expanding new client base in Latin America,” says Julián. ■

Software

Big Data: Connecting and merging the dots from yard, to ship, to shore

By Esa Henttinen, Executive Vice President, NAPA

h ippi ng is made up of a huge va r iet y of sec tors a nd sub-sectors. To effectively navigate the commercial and environmental pressures impacting today’s industry, it is essential that—from cradle to grave—they must all work together for collective gain. Yet, the requirements and demands put upon naval architects and shipyards can sometimes feel worlds away from the day-to-day operation of vessels. The challenge of crews having different priorities and needs from their shore-based counterparts has also been well documented. So what can be done to draw these different groups together?

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Years of experience in providing both ship design software to yards and onboard performance monitoring solutions that report in real-time to shore based offices, gives NAPA an interesting umbrella perspective. We have seen how sometimes the day-to-day demands on each of these industry segments, and regulations they are working to, can pull them each in different directions. But we can also see that, on the whole, their end goal is fundamentally the same—safe, efficient and productive vessels that serve both their owner and the wider supply chain. Increasing visibility and understanding between each of these vital functions and helping each to understand their own contribution to the whole, and how it impacts and relates to work in other sectors, will be increasingly vital as the industry evolves technologically and comes under greater environmental scrutiny. With the advent of big data, better tools to analyze it and improved systems to share it, this is quickly becoming more feasible. Tools and data interfaces are rapidly developing to make this a streamlined part of the vessel design process and deliver an easy shift from design terminals to construction plans for yards. But, by far the most interesting progress that data can help deliver is designing for real-world vessel performance. Until recently, yards designed vessels to meet the required sea-trial performance parameters – and sea-trial data confirming whether or not that aim was achieved was the only performance information they were provided with. However, sea trial conditions rarely ref lect those faced during real-world vessel transits and expected performance often doesn’t match with real experiences. Until now, that real world information never got back to the yard. The sea trial data was all they had to go on, so they were never able to identify these anomalies and correct

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Software them to deliver high-performance vessels for real conditions. Performance monitoring tools have been in use for many years to collect this data for ship owners and operators. With an added layer of analysis it is now turned it into usable information for both shore-based offices and vessel crews to manage vessels in real time. More advanced performance monitoring and optimization tools like ClassNK-NAPA GREEN provide further big

data analytics, combining weather, speed positioning and route data with measured vessel data to enable a true view of efficiency. It presents users with actionable information about each vessel and the fleet as a whole. Our question was: Why could access to this data not be extended to the yard that designed and built the vessel? This is one of the things we have been trialling as we enhance and continue to build on the success of ClassNK-NAPA GREEN. With

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agreement from all parties, designers are being given access to efficiency data from the ships that are now in operation. This joined up approach to data sharing will help to drive the entire industry towards common goals. That is just one example of how big data can change the way we work and how greater transparency could open up pathways for improvement across the industry. But big data is only relevant when it responds to a businesses specific needs. This business intelligence can be anything a business needs to know to improve or develop its operations, but ultimately you can’t manage what you don’t measure. Since 2005, Stena Line’s Energ y Saving Program (ESP) has been adjusting vessel operations as well as testing other efficiency solutions using data analytics to evaluate fuel-saving effectiveness and ROI. In that time Stena has adopted changes ranging from bulbous-bow removal to energy-conserving window films. With ClassNK-NAPA GREEN installed on 24 vessels for day-to-day performance optimization, the ESP has resulted in $17 million in savings to date. Ongoing storage for historical big data analysis can also be beneficial. For example, one major cruise line had been collecting data with onboard performance management and optimization systems since 2006 but it was only fairly recently that they wanted to ascertain the cost-benefit relationship of waiting for late passengers. After analysis on the waiting time and period of increased speed to the next destination held in the existing data it was discovered that the current policies were costing millions of dollars every year. This resulted in a policy change across the cruise line’s business. Sometimes it’s a combination of the two that results in the greatest benefit. Realtime measurement of current performance when compared against data benchmarks of normal vessel operation allows easy identification of underperforming systems. For example, after minutes reviewing the real-time analytics for a container vessel, Class NK-NAPA Green identified that the hull needed cleaning. Once actioned, this cleaning reduced the vessel’s monthly fuel expenditure by $60,000. The common element to each of these examples and ways of working is big data and a willingness to share that data to reach a common goal. Applied wisely, transparently and collectively, big data can better connect us and support us all in delivering a more productive, efficient and safer future for shipping. ■

Software

First Vessel launched at Eastern Shipbuilding using FORAN

a rlier t his mont h, Easter n Shipbuilding Group, Panama City, FL, was expected to launch the 103.7m x 22.3m Multi-Purpose Support Vessel Harvey Sub-Sea, the first vessel successfully detailed designed in the shipyard using the FORAN CAD/CAM System. The Harvey Sub-Sea is the first of two MPSVs being built for New Orleans-based Harvey Gulf International Marine. The FOR AN CAD/CA M system was developed by Spanish engineering firm Sener. Back in June 2013, Sener and Eastern Shipbuilding inked a deal for the complete implementation of FORAN. The goal of the implementation was to improve the overall design and production processes at the shipyard. FORAN was implemented in all design and production disciplines and was adapted to fulfill the U.S. shipbuilding practices. Using FOR AN on several vessel construction projects, Eastern Shipbuilding has improved its production time and quality. Eastern Shipbuilding VP of Engineering, Fernando Malabet, says, “Eastern Shipbuilding Group received a regulatory design package with minimal details and extensive areas to be defined and refined during the 3D development of the model. This task needed to be accomplished not only with experienced 3D modelers, but also allowing the Naval Architect to be part of the modeling process, this way filling in the blanks and properly complete the design of the vessel. This can only be achieved by using a Software like FORAN.” Malabet says, “FORAN not only cut the modeling time by 50 % as compared to other software packages, but allowed different disciplines and people with different levels of training in modeling ability, to become part of the process, which made it more efficient, exact, and we had time to receive feedback from Owners and Production. Once the output presentation and process was agreed with the Production side of the yard, with Sener’s help we automated as much as possible the creation of Nests and Assemblies, creating a full package with a time reduction of about 25% in comparison with the time that it took with other software packages.” “Since the original packages from both design firms for Hull 249 and 234 were ‘Regulatory’ only, ESG was able to complete the design and detailed sufficiently for production purposes with the use of FORAN, for all areas, Structure, Piping, Electrical and Outfitting, involving from

Modelers, 2D Designers to Engineers of various disciplines. From t his Model, Structural As-Builds will be developed showing a higher level of detail and accuracy than the original package contained. Finally ESG can say: Basic Regulator y Design by VARD (vessel 249) or ROBERT ALLAN (vessel 234) and Detail Production design by ESG, thanks to the use of a fully

integrated Software like FORAN,” he says. Sener, who is col laborat i ng closely with Eastern Shipbuilding to fulf ill its demands, is ma king a strong ef fort to improve FORAN in order to help the shipbuilding stakeholders to develop better vessel construction projects and to be more competitive. FORAN celebrated its 50th anniversary in 2015. ■

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Software

Leveraging IT to support SMS and comply with Subchapter M regulations

he key to successful compliance with Subchapter M lies in the capture and management of data for eff icient reporting with minimal impact on operations. As f inalization of Subchapter M nears, many tug and tow boat operators are faced with the enormous task of deciding

how they will choose to comply. Leveraging IT to facilitate this is critical. The scope and size of the operation, t he compl ia nce opt ion chosen by t he operator, as well as the skill set of the crew and off ice staff will contribute to the IT decision. Whether implementing

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a Tow i ng Sa fet y Ma nagement System (TSMS) or ISM with third party inspections, or directly undergoing Coast Guard Inspections, new data-driven processes and procedures will be required: a large amount of data will need to be captured, managed and reported. There are several sof tware solutions claiming to support Safety Management Systems and fleet operations, but operators must consider these factors: • Completeness of solution – Compliance touches every aspect of your business process. Check that your chosen solution covers all necessary areas. • Simplicity – Remember that you are not only taking on a new technology, but new processes and procedures; Change management will be required. Consider solutions that offer the basic functionality and reporting required to support both Subchapter M Compliance and standard marine work processes. Avoid complicated solutions. • Consulting – Consulting may be required to adapt new processes and procedures to your company. Make sure your vendor can support successful adoption. • Integration – Make sure the software is integrated across critical functional areas to minimize redundant data entry. • Quick adoption – Look for options that require minimal training. Tools like wizards will simplify key compliance tasks. • Support – Access to responsive technical support will be critical, particularly in the beginning. • Reliability – The software should be easily accessible to crew and office personnel without undue burden on administrative or technical resources. Cloud-based solutions are easy to deploy and require very little administrative support. • Cost – Some experts estimate operators will incur significant costs bringing their vessels into compliance regardless of the method. Subscription based solutions can reduce capital expenditures. A BS Naut ic a l Sy stem s mee t s t he se needs with NS Core, a software solution optimized for the workboat sector that leverages all of the power of NS Enterprise. NS Core is specifically designed with Subchapter M dashboards and reporting, and fully supports ISM. This streamlined version of NS unifies all core operational and compliance activities in a single workspace. Critical in the NS Core design is ease of use, turnkey implementation, and utilization of ABS resources to ensure the minimum compliance requirements for any operator are supported, regardless of the path the operator chooses. ■

Software

Managing the complex business of containership operations

dministering a containership operation is a complex business. Multiple vessels require tight scheduling; tariffs and bookings must be managed through a network of agents; boxes need to be positioned, loaded, discharged and repaired; cargo must be recorded and reported; and customers must be invoiced and monies collected. In the early days of containerization these processes were performed manually. Later, only the very large carriers had the wherewithal to commission customized IT systems, but today IT reaches into all corners of almost every containership operation to deliver streamlined and more accurate back-office and customer facing processes. While IT is now commonplace, it is the clever operator who installs intelligent applications that marry-up the many functions to ensure commonality across the organization and its outstations. Softship has been pioneering containerrelated software for more than 25 years and its applications are active in over 120 companies. Although its applications suit all sizes of operations, its software tends to be found in medium-sized carriers seeking to generate competitive parity with the larger players. Often, Softship finds that these carriers are running a variety of software applications on a number of different platforms installed at their HQ and agency offices. These usually work in isolation meaning that data exchange is unformatted. Information has to be manua lly re-entered many times and the lack of integration hinders the production of any useful business information or analysis. Most small- and medium-sized carriers reject the option of creating a new company-wide IT system from scratch (on the grounds of prohibitive cost and time constraints) in favor of a “packaged” solution. Packaged software is a tried and tested solution that is bought “off-the-shelf” and then fully customized using a series of inbuilt “switches” to suit individual operators. Applications sit on up-to-date technology platforms and are regularly migrated to ensure the user always benefits from the most powerful technology. And since the underlying software is used by many, it is much cheaper to purchase and install than commissioning a customized application. Carriers are able to create a modular solution from the many options available. These are able to manage vessel scheduling, commercial operations, cost control, logistics, claims & insurance, and more.

Once installed, head office and its agency network can use a single, fully integrated platform that delivers easy and reliable communication and information transfer. Internal processes are standardized to drive a range of efficiencies. The company is able to extract vital management information to provide a greater transparency throughout the business. Staff can easily analyze and

control manifests, invoices, voyage results and many accounting activities. In addition, income and costs associated with a variety of activities can be readily identified and assessed—this saves an enormous amount of time and gives much more confidence and reliability to the financials. Because staff spend less time inputting data, they are able to refocus their attention

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Software to business analysis and getting relevant information such as manifests and bills of lading to clients more quickly. Automat ion t h roug h soph ist ic ated software brings many advantages to containership operators in terms of efficiency, accuracy and customer service improvement s. A nd, i n t he cu r rent age of IT accessibility, it needn’t be expensive to achieve. – Lars Fischer, Managing Director, Softship Data Processing Ltd. ■

FINCANTIERI Selects Intergraph

FENDERS ON THE GO

48 MARINE LOG November 2015

Italy’s Fincantieri selected Intergraph Smart Yard to improve the execution of its international large-scale cruise, militar y and merchant shipbuilding projects. Smart Yard is Intergraph’s flagship solution for a single, integrated, collaborative design and fabrication knowledge management environment for shipyards. Fincantieri will use Smar t Yard in its upcoming shipbuilding projects for cruise, merchant and naval vessels. “We aim to optimize design efficiency and ensure Fincantieri a competitive advantage in the global shipbuilding market,” said the shipbuilder’s CIO, Federico Gentili. “This is the reason why we opted for a new software suite covering the full project life cycle from engineering, procurement and project planning to fabrication, construction and project completion. We are confident that Intergraph will strongly help us in this process of improvement.” G e r h a r d S a l l i n g e r, I n t e r g r a p h Process, Power & Marine president, said, “Fincantieri is an esteemed global leader in the shipbuilding industry, and we are proud to support their success. It is a priority for Intergraph PP&M to provide our clients with technology that enables them to optimize performance.” Intergraph says that Smar t Yard “leverages the engineering design basis to provide an extensive portfolio of integrated, preconfigured solutions addressing shipyards’ key work processes across the project life cycle. It covers from the design phase to fabrication and construction through final handover. Users can manage collaboration with materials availability, Bill of Materials (BOM) management, scheduling and simulation of the actual module assembly construction process.”

Software

POSSE/HECSALV Software Monitors Aircraft Carrier Block Heavy Lifts

he UK Queen Elizabeth Class Aircraft Carrier is being built in multiple shipyards throughout the United Kingdom. These blocks are being transported by barge to the assembly yard in Rosyth using a variety of heavy lift methods. POSSE, the naval version of the HECSALV naval architecture software package from Herbert-ABS Software Solutions LLC, is being used by the UK MoD Salvage & Marine Operations Team for Heavy Lift to monitor these complex heavy lift operations and ensure the blocks arrive safely at the assembly yard. MoD and the U.S. Navy Supervisor of Salvage have supported the development of new POSSE tools for drydocking and heavy lift analysis for a number of years, and the new features have proven their value on these complex block movements around the UK. Lower Block 04 (LB04), a large aft block weighing 11,200 tonnes and measuring 86m x 38m x 23m, was rolled onto a barge in Govan, Glasgow using 498 SPMT (Self Propelled Modular Transporter) axles. A detailed POSSE model that included both the barge and the roll-on loads was used to evaluate the heavy lift plan and to monitor

the on board operation every step of the way. This lift was in a tidal zone, so the timing of ballast operations, roll-on, and the tide were critical. MoD needed a tool to evaluate the lift if the planned timing could not be maintained because of tide prediction errors, SPMT problems, pump failures, and other unforeseen issues. As axles of the SPMTs came aboard during a rising tide the team quickly evaluated the current state of the operation by entering the current ballast, roll-on position, and observed drafts into the POSSE system to make sure the operation was on schedule and working within a safe zone. The MoD team also used POSSE’s recent time sequence tool enhancements to quickly look ahead to make sure the operation would be safe until completion. T he ba rge w it h t he block fa stened securely was then towed to the float-off site near the Rosyth assembly yard. The barge had to ballast down, ground the stern for stability, and fully submerge its deck to a draft deep enough to f loat the large block off. Stability becomes very critical in these operations as the heavy lift barge’s main deck submerges and the barge loses waterplane area. POSSE was used once again

by the MoD team to evaluate and monitor the operation. The f loat off procedure was analyzed using POSSE’s new 2-body heavy lift tools using a model that included detailed LB04 geometry, detailed barge geometry, and a simplified model of the support blocks and the ground. The pumping sequences to ground the barge were pre-modeled, and the on-site team was able to rapidly rerun the sequence during all stages of the operation to evaluate any last minute changes to the plan and react to unforeseen problems. Herbert-ABS sets the standard for leading edge stability, load management and emergency response software solutions for the marine and offshore industries. A joint venture between Herbert Engineering Corporation and the American Bureau of Shipping, Herbert-ABS supplies marine and offshore software products that include LMP-Offshore (offshore load management), CargoMax (shipboard trim, stability and loading) and HECSALV (salvage engineering and design). Herbert-ABS is headquartered in San Francisco, with offices in Glasgow, Shanghai, Singapore and Busan. ■

Photo: Courtesy Havyard Rijeka

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16/10/15 13:55

November 2015 MARINE LOG 49

newsmakers

LR names Mark Darley President of its North America business Classif ication Societ y Lloyd’s Register has named Mark Darley its new Americas Regional Marine Manager and President of Lloyd’s Register North America (LRNA). In this new role, Darley will oversee commercial and business planning and strategy development to improve the company’s competitive position in North America. Matthew W. Hahne has been named General Manager, New Orleans, of the Coastal Cargo Company, LLC. The privatelyowned and operated company is located in three major ports of the Gulf South, including Texas, Louisiana, and Florida. To keep up with the growth of the organization, Harley Marine Services has expanded its management team. Don Martin has been named Vice President and General Counsel. In addition, Steve Carlson has joined the company as Vice President of Engineering.

Seaspan ha s named three new leaders to it C o r p o r a te E xe c u t i v e Te a m l i n e u p . T h e appointments include the naming of Paul Thomas (pictured) as Vice President, Engineering, Vancouver Shipyards; Mat t Boydston as Vice President, Finance, Seaspan Shipyards; and Billy Garton as General Counsel for Seaspan ULC. Bibby Ship Management has named Sanjiv Wagh Deputy Managing Director of its India offices. Wagh, who joins the company from Kongsberg, will handle the support functions and operational areas within the local businesses. The Shearer Group, Inc. has named Harrison Brann as Naval Architect on its Seabrook, TX-team. Brann previously worked with ABS in its ship engineering department analyzing stability calculations for engineering firms, shipyards, and vessel owners.

Schot tel Group ha s announced the appointment of Dr. Christian Strahberger as the Managing Director of SCHOTTEL GmbH. He will officially replace longtime Managing Director, Professor Dr.-Ing. Gerhard Jensen in 2016. Anthony Teo has been named DNV GL’s new Technology and LNG Business Development Manager, Region Nor th America, Maritime. The Liberian Registry has named Dodge Kenyon VP of its Investigations Division. He joins the shipping register from Holland America Group where he was Manager of Technical Operations, Auditing and Compliance, as well as Chairman of the Fleet Health, Environmental, Safety and Security Committee. His experience also includes 12 years as a vessel inspector and investigator with the State of Washington Department of Ecology Spills Prevention Program.

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50 MARINE LOG November 2015

• Seawater/Bilge Water Systems

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EFFICIENT AT HEART: Schottel’s new factory is world’s most efficient

Rudderpropeller plant and increases company’s production capacity by 30 percent emphasis on creating a healthy, motivating working environment. “Optimum working conditions,” notes Jensen, “are provided to employees in terms of ergonomics and the illumination of the workspaces. The combination of daylight and an automatically controlled lighting system also ensures energy efficiency.”

While Schottel has been a well-known brand in the marine propulsion market for over six decades, the company has no intention of resting on its laurels. As proof, the German propulsion specialist recently invited a group of international journalists to tour its new state-of-the-art EURO 45 million Rudderpropeller plant in Dörth, Germany. Built over a period of two years, the impressive facility is one of the largest thruster production plants in the world, representing a strong commitment by Schottel to maintaining its technical edge in the highly competitive marine propulsion market. Situated on 9 hectares, the factory has four production shops (the largest is 270 meters long and 18 meters high) fully outfitted with overhead cranes, thermal cutting equipment, and two welding robots. The location also houses a three-story administration and technical building. Overall, Schottel Dörth has 290 production and

administrative workers and a total of 23,000 m3 of production and office space. T h e n e w f a c i l i t y c a n m a nu f a c tu re between 400 to 450 Rudderpropellers annually, increasing the company’s production capacity by 30 percent. Schottel develops and manufactures azimuth propulsion and maneuvering systems, complete propulsion systems with power ratings of up to 30 MW. The new facility is also “the most efficient Rudderpropeller factory in the world,” says Schottel Group CEO Dr.-Ing. Gerhard Jensen. Efficiency, product quality, and environmental responsibility were core ideas when Schottel began planning the new factory in the second quarter of 2012. Another core idea was creating a positive work environment. It’s well known that workplace stress, low morale and a poor working environment translate into low productivity, and an increase in errors. With that in mind, Schottel placed a strong

Quality control Schottel is able to produce all of the essential parts of the Rudderpropeller in-house. The largest multi-axis turning/milling center for the machining of structural support tubes (with a diameter of up to 5 meters) and gearbox housings (with a machining height of 5 meters) offers a payload of 120 tonnes. Schottel has always stood out for its range of manufacture. New machine tools increase the amount of manufacturing in-house. “This safeguards our know-how while ensuring availability and consistently high quality,” says Dr. Gerhard Jensen. Besides the plant in Dörth, Schottel has additional manufacturing facilities in Wismar, Germany, and Suzhou, China. Added to this, the new site of Schottel subsidiary, HW Elektrotechnik, will open January 2016. This facility will produce the electrical equipment for the Schottel marine propulsion systems and controllers. Meanwhile, the former production plant at Spay will serve as a service warehouse, offering a larger repair area with separate mechanical production facilities, a paint shop and a test and development shop. Schottel is also rolling out a new Rudder prop e l l er in mid 2 0 16 c al le d t he EcoPeller that has been optimized using CFD and model tests. The EcoPeller will be offered in sizes ranging from 1,000 to 5,000 kW in both fixed pitch and controllable pitch configurations. www.schottel.de

November 2015 MARINE LOG 51

techNews

LNG Bunkering: GTT puts the pressure on

LNG containment system specialist GTT has developed a concept for a 4,000 m3 LNG bunkering vessel. The bunker tanker will use tanks fitted with a GTT Mark III Flex Cargo Containment system. By combining the membrane containment system with the ability to store liquefied natural gas (LNG) at pressures up to 2 barg, the bunker vessel will have a higher capacity and increased operational flexibility. The bunker tanks have been granted approval in principle by classification society Bureau Veritas. “Practical LNG bunker tankers are the key to building a viable LNG supply chain on which to develop LNG as a ship’s fuel,” says Philippe DoncheGay, Executive Vice President and head of BV’s Marine and Offshore Division. “This

pressurized membrane tank concept from GTT means LNG bunker tankers can manage Boil Off Gas (BOG) better and increase loading and delivery flow rates. Our studies show it is both safe and practical.” With the GTT system, the BOG management during loading and bunkering operations is made more flexible because of the wide vapor pressure operating range. The higher pressure also means that during voyage and stand-by-mode, the duration before gas pressure is in the bunker tanker’s tanks reaches the upper limit is longer—improving the holding time when BOG is not being consumed; and also reduces the use of reliquefaction plant, diminishing costs. Meanwhile, this past September saw the keel laying for the first LNG bunker barge built in the U.S. The barge, under construction at Conrad Shipyard’s Conrad Orange Shipyard, Orange, TX, features an innovative bunker mast design, REACH4 (Refueling Equipment Arm , Methane [CH4]) developed by GTT, and will be fitted with GTT’s MARK III Flex Cargo containment technology. Delivery of the 2,200 m3 capacity barge to TOTE is expected early 2016. www.gtt.fr

Wärtsilä sets out to find next Marine Mastermind Wärtsilä is on the quest to find the next game changer in the industry via its Marine Mastermind contest. Targeted towards start-up businesses, existing companies and entrepreneurs, the Marine Mastermind innovation contest sets out to find a new and unique digital service for the marine industry. The winner of the of contest will get to fur ther develop the concept with Wärtsilä’s experts and business coaching specialists Shift Actions Oy, which specializes in agile concept and product development. Shift Actions will assist the contest winner by focusing on the challenges of innovation, development of the concept for commercialization, its prototyping as well as the business plan and its implementation plan. The ultimate goal is to bring the idea to fruition with Wärtsilä. Wärtsilä will begin accepting submissions this month through December 31, 2015. The winner of the contest will be chosen March 2016.

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52 MARINE LOG November 2015

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techNews

Cat to provide Harley with Tier 4 engines

Harley Marine Services wants to run a clean, green fleet, and with the help of Caterpillar Marine the operator will be doing

just that with the newest member of its fleet, the new line haul boat Earl W. Redd. Next April, Caterpillar will deliver two 3516 Tier 4 engines to Diversified Marine. The Portland, OR-based shipyard ordered the U.S. EPA Tier 4 engines on behalf of Harley Marine. The vessel will be the first to be powered by these Tier 4 engines. “Harley Marine should save over $1 million across a 15-year lifecycle on total fluid consumption (diesel plus diesel exhaust fluid (DEF) costs for this newbuild compared to an equivalent Tier 2 powered vessel,” says Caterpillar’s Ryan Darnell. “They are able to deliver an increased level of performance due to the higher power rating with

increased efficiency. That’s a direct result of engine fuel efficiency improvements that our SCR technology allows us to make by reducing NOx downstream of the engine combustion process.” The two 3516E engines, each rated with a 10% horsepower increase of 2,682 hp at 1,600 rev/min, will be paired with a selective catalytic reduction (SCR) after-treatment system, using DEF a urea-based solution, to reduce NOx emissions in the exhaust. Construction on the Earl W. Redd will be completed October 2016. Once in service, the vessel will be used for towing operations up and down the U.S. Pacific Coast. www.cat.com

Panasia ballast water treatment system chosen for Crowley retrofits Jacksonville, FL-based Crowley Maritime Corporation has signed a strategic partnership agreement with South Korean green technology provider Panasia for ballast water treatment systems. The agreement, which will see the Panasia GloEn-Patrol treatment system installed during the retrofitting of Crowley vessels, will also include technical services, engineering, integration, commissioning, training, scheduled delivery and spare parts.

Panasia GloEn-Patrol treats anywhere from 50 to 6,000 cubic meters of ballast water per hour. The IMO-type approved system uses a filter to remove 50 micron or larger size organisms and medium-pressure UV lamps to disinfect smaller organisms. “We found Panasia ballast water treatment systems to be a good operational and functional fit for our vessels, backed with a level of commitment and service we require,” says Bill Metcalf, Crowley Vice

President, Strategic Engineering. The system has been certified by ABS, DNV GL, and U.S. Coast Guard Alternate Management Systems for non-hazardous areas, and explosion proof models for installation in areas such as the main decks of ATBs and tankers. DNV GL is currently completing the required tasks for Panasia to secure U.S. Coast Guard type approval. The report will be provided to the USCG by October 2016. www.crowley.com

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November 2015 MARINE LOG 53

techNews

Proving the Performance of EALs through Field Testing

The marine industry continues to evolve. In addition to changing equipment needs and trends, thanks to VGP and other regulatory actions, there is an increasing need to utilize safer, more environmentally friendly products to meet industry regulations. In addition to their positive impact on the environment, readily biodegradable fluids and lubricants can result in lower cleanup costs, fewer fines and less downtime—meaning that they can help to lower overall cost of operation while making them an attractive choice for many marine operations. Operators can utilize a variety of environmentally friendly products, yet, in a world where everything is labeled “green,” they may be unable to determine the best products from an environmental and performance standpoint. True proof of environmental sustainability and performance, however, is found in the field. It is important to partner with a lubricant supplier with enough field and technical experience to provide an Environmentally Acceptable Lubricant (EAL) and then to support and document the performance of the EAL through an oil-monitoring program. For example, RSC Bio Solutions, a leading provider of EALs, offers its customers routine oil analysis conducted through independent laboratories as a value-added service. Through the range of marine equipment the EnviroLogic products are used in and the extensive monitoring periods, this program has resulted in an expansive demonstration of the products’ performance in the marine industry. RSC Bio Solutions has oil analysis data from 203 systems on 42 vessels representing 14 OEMs totaling approximately 690 total combined years of service. Additionally, the use of 11 different EnviroLogic lubricants and gear oils is represented in this data. Performance and Financial Benefits Since the start of the analysis in July 2004, there has never been an equipment failure related to EnviroLogic lubricant performance in any of these units or in any other application. Through the analysis of hours of real-world fluid performance, RSC Bio Solutions can conclude that the products provide excellent oxidative stability, meaning they are durable and can contribute to the extended life of equipment. Additionally, due to their stable viscosity and the low levels of wear metals, the products offer continuous system protection. The EnviroLogic products have been widely proven across a range of applications and OEMs and demonstrate equal or superior performance to petroleum based products, making them an ideal choice for a variety of marine systems. Companies using EALs also realize cost savings in several key areas, including fewer and less severe regulatory fines and lower maintenance, repair and operations (MRO) costs. In addition to the possibility of reduced fines, post conversion, companies often experience a significant reduction in downtime, which can have a major impact. In fact, according to a 2014 industry article, one hour of downtime equates to a cost of more than $15,000 for an average floating rig operation. In conclusion, in addition to regulatory compliance, EAL use can have a major impact on performance and the bottom line for marine applications, but it is important to choose the type of EAL based on specific application needs and to actively measure key performance indicators to ensure optimum performance. For more information on the benefits of EALs or setting up an effective oil analysis program, please visit www.rscbio.com. —Lisa Clark 54 MARINE LOG November 2015

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

Location

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

RECENT CONTRACTS Austal USA

Mobile, AL

EPF

337 ft 11 in x 93 ft 6 in

U.S. Navy

Willard Marine

Anaheim, CA

Survey Boats

28 ft

NOAA

78.4 2018 2016-4Q

Aker Philadelphia

Philadelphia, PA

Tanker

50,000 dwt, LNG ready

Crowley Maritime

2015-4Q

Bollinger Shipyards

Lockport, LA

FRC

154 ft

U.S. Coast Guard

2015-4Q

GD NASSCO

San Diego, CA

Containership

3,100 TEU, LNG-powered

TOTE

2015-4Q

Gladding-Hearn

Somerset, MA

Pilot Boat

53 ft x 16.8 ft

Tampa Bay Pilots

2015-4Q

DELIVERIES

PENDING CONTRACTS

NOTES

Aker Philadelphia

Philadelphia, PA

Tankers

50,000 dwt

Crowley Maritime

BAE Systems Southeast

Mobile, AL

Dump Scows

7,700 cu. ft.

Great Lakes Dredge

Options

BAE Systems Southeast

Jacksonville, FL

Tug

141 ft x 46 ft, 12,000 bhp

Seabulk Tankers Inc.

Option

Bay Shipbuilding

Sturgeon Bay, WI

ATB

8,000 hp/155,000 bbl

Plains All American Pipeline

Option

Kvichak Marine

Seattle, WA

Skimmers

30 ft 3 in x 9 ft 8 in

U.S. Navy

Opt. to 2019

LTBD

Double-end ferry

70-car similar to Pocohontas

VDOT

2018-2020

TBD

Car ferries

1,200 PAX (convert to LNG)

Washington State Ferries

RFP issued

TBD

Double-end ferries

4,500 PAX

NYCDOT

$309

EBDG design

TBD

Pass./vehicle ferries

1,000 PAX/100 vehicles

DRBA

$101

2018-2021

TBD

School ship

National Security Multi-Miss.

U.S. DOT

TBD

Research Vessel

93 ft x 28 ft

VA Institute of Marine Sci.

SAVE THE DATE!

$500

$25

2017

Design Bids 2015

CONGRESS HELSINKI | JUNE 6 –10, 2016

Meeting the future of combustion engines 28th CIMAC WORLD CONGRESS Combustion Engine Technology forShip Propulsion | Power Generation | Rail Traction

HIGHLIGHTS TECHNICAL PROGRAMME · Over 200 lectures and papers

TECHNICAL TOURS · Visits to local industry

EXHIBITION · Presentation of new technologies and products

SOCIAL EVENTS · Ofﬁcial Reception and Gala Dinner

NETWORKING · More than 1,000 international experts

Learn more about the 28th CIMAC World Congress! www.cimaccongress.com

November 2015 MARINE LOG 55

ad index Index of Advertisers Company Page # ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Blount Boats, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 BMT Fleet Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 BOK Financial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Burger Boat Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 CENTA Corporation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Christie & Grey Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 CIMAC Congress 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Clark Cooper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ClassNK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Coastal Marine Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Conrad Shipyards LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4 Delgado Community College . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 DNV-GL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Eastern Shipbuilding Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Electric & Hybrid Marine World Expo. . . . . . . . . . . . . . . . . . . . . . . 19 Everblast Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 FCI Watermakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Fincantieri Marine Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 FloScan Instrument Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Foam Supplies, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Furuno . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Great American Insurance Group . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Honeywell Hermetic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Inmarsat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Japan Radio Co., Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Company Page # KVH Industries, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3 Marine Art of J. Clary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Marine Group Boat Works. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Maritime Professional Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Metal Shark Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Nautican. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2 Omnithruster Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Pivotal LNG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 R.W. Fernstrum & Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Rapp Marine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Regions Financial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Renishaw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Renk AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Scania USA, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Schottel GMBH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Schuyler Rubber Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Sener . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Sika Corporation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Smith Berger Marine Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Steel of West Virginia, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Thrustmaster of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Vard Marine Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Viega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Vigor Industrial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 VT Halter Marine, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Western Fire & Safety Co., Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Zodiac of North America, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

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56 MARINE LOG November 2015

SHIP REGISTRIES advertisement

Vanuatu Maritime Services: Offshore’s flag of choice Vanuatu Maritime Services Ltd (“VMSL”) is a privately held company operating under contract to the Vanuatu government. VMSL handles ship registration, mortgage recordation, crew documentation and regulatory compliance. Currently its Central Registry Office has about 700 vessels and over 3 Mgt operating worldwide. Its corporate office is in Port Vila with offices in New York, Tokyo, Pusan, Istanbul, Bangkok, Singapore, Hong Kong, Shanghai and London. The Vanuatu international ship registry is open to owners of any nationality. Vessels flying the Vanuatu flag receive friendly treatment in ports throughout the world. VMSL is concerned with maintaining high standards of safety for its fleet and to this end Vanuatu has adopted all appropriate IMO conventions. VMSL’s goal is to provide quality service at low cost. It uses the services and expertise of the IACS classification societies and respected surveyors. www.vanuatumaritimeships.com

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November 2015 MARINE LOG 57

marketplace ENGINEERS & ARCHITECTS

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Our latest design in the JMS Coastal Fisheries/Research Vessel Series is a 93 foot Research Vessel for Virginia Institute of Marine Science. Look for the shipyard solicitation by the end of the year.

58 MARINE LOG November 2015

marketplace products & services

employment

HARLEY MARINE SERVICES Open Positions: Vice President/Senior Director

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of HSQ – Seattle, WA General Manager – Alameda, CA Operations Manager – Alameda, CA Offshore Fleet Manager – U.S. Gulf Coast Port Engineer – Seattle, WA; Brooklyn, NY Port Captain – Seattle, WA Training Manager – Seattle, WA Regional Marine Safety Advisor – San Pedro, CA Nighttime Dispatch Assistant – Seattle, WA Port Mechanic – San Pedro, CA For a list of all open crew positions or to apply online, please visit our Careers page at www.harleymarine.com

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FLEET ENGINEER Andrie Inc., a Michigan based marine transportation company is seeking a highly motivated individual to fill the position of Fleet Engineer to assist in the development of equipment and repair budgets, direct the repair of equipment, prepare cost estimates for repairs, retrofits, shipyard work, and perform scheduled machinery and vessel inspections to assure proper operation and maintenance. Must be available on short notice to attend fleet emergencies as required. Job requires travel up to 60% of the time performing vessel visits, extended stays on projects at shipyards, repair facilities, etc. Potential relocation to the Chicago, Illinois area is possible. We offer excellent pay, bonus program, profit sharing, 401k, medical, dental, vision, flexible spending account, paid vacation, education assistance, life and long term disability. Salary commensurate with experience. For a complete job description and position requirements please contact: Michelle Burke Human Resources Coordinator Andrie Inc. (231) 332-9234 mburke@andrie.com

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November 2015 MARINE LOG 59

Marine salvage

The critical importance of the salvage industry The American Salvage Association (ASA) in partnership with Marine Log recently concluded the National Maritime Salvage Conference in Stamford, CT in late September. Extremely engaging speakers presented and discussed the most relevant of salvage, firefighting, and casualty response topics including recent major case studies, responder immunity, places of refuge, salvage law, and environmental response. What reverberated throughout the three day event was how critically important the salvage industry continues to be to the shipping community, the environment, and to the public good. Despite significant advances in technology and shipping safety, major marine disasters and vessel casualties continue to happen. The tragic loss of the US flag cargo ship El Faro in the midst of Hurricane Joaquin underscores this point. Shipping accidents will continue to happen and salvors will be called to respond under the most challenging conditions to save lives, minimize environmental damage and prevent the loss of valuable ships and cargo. Throughout history, the industry has sustained itself on the business revenue it generates, not on federal grants, retainer fees or other subsidies. It is an amazing testament to our industry, but at the same time the traditional model is being tested in our modern times.

With the proliferation of mega container ships, LNG vessels and mega passenger ships along with a rapidly growing worldwide shipping fleet, the potential consequences of a major casualty have never been higher. Ships are now transiting Arctic routes with increasing regularity, elevating the risks and demands placed on responders. Professional salvors are faced with the dilemma of meeting these extreme new challenges in a marketplace of increasing liabilities and decreasing emergency response revenues. The proven Lloyd’s Open Forum (LOF) salvage contract that effectively balances the salvor’s risk and reward is under pressure by owners and underwriters, and impacting the salvors’ bottom line. The ultimate result may be the dilution of worldwide response capability. Emergency towing vessels (ETV’s) are a good example. In the past, it was normal for salvors to position large salvage tugs on speculation in high traffic/risk areas on the chance that LOF income would result in yearend profits. In modern times, the stationing of dedicated salvage tugs is only possible on a long term basis via subsidized ETV contracts which are few and far between. Additional challenges to salvors involve responder immunity and harbors of safe refuge. Salvors are exposed to increasing liabilities when they respond to larger and more complex incidents. Responders were drawn

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Americas New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast & Mexico Jeff Sutley National Sales Director T: (212) 620-7233 F: (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest, West Coast & Canada Ian Littauer Regional Sales Manager T: (212) 620-7225 F: (212) 633-1165 E-mail: ilittauer@sbpub.com

60 MARINE LOG November 2015

Todd Schauer, ASA President

into frivolous and unwarranted personal injury lawsuits after the Deepwater Horizon response and the consequences threaten not only the livelihood of responders but their willingness to respond to a major calamity scenario. The good news is that the problem can be fixed with legislation. The bad news is that corrective legislation involves politics. Regarding harbors of safe refuge, there are continuing problems around the globe. The damaged chemical tanker Maritime Maisie was kept offshore and denied harbor entry for nearly 100 days following a severe collision and fire while salvors sought and were repeatedly denied a port of safe refuge to complete salvage operations. Improving this problem will require a long term focused effort of outreach and education of port states around the world. In summary, the salvage industry represents an incredibly valuable and cost effective resource to the shipping community and the public. But current challenges are squeezing salvors from many directions. If we are to rise to the demands of the future, industry and government stakeholders must meet to discuss and consider proactive solutions. The ASA will continue to promote forums to discuss the issues and possible solutions as we expand our influence throughout North and South America.

EUROPE Neil Levett Managing Director Alad Ltd. T: + 44 (0) 1732 459683 Email: neil@aladltd.co.uk SCANDINAVIA Brenda Homewood Alad Ltd. T: +44 (0) 1732 459683 E-mail: Brenda@aladltd.co.uk FRANCE Paul Thornhill Alad Ltd. T: +44 (0) 1732 459683 E-mail: Paul@aladltd.co.uk

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kvh.com/one_ml Visit us at booth #1441 *KVH is the world’s No. 1 maritime VSAT supplier as measured by vessels equipped with mini-VSAT Broadband service, according to Comsys, March 2015; Euroconsult, March 2014; and NSR, May 2012. ©2015 KVH Industries, Inc.

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