COmmERCIAL FIShING: Renewing the fleet
arine oG M L Reporting on Marine Business & Technology since 1878
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ocToBeR 2013
BACK TO OUR ROUTES Ferry operators look to revive services
Eastern Shipbuilding adds FORAN IT at sea DNV, GL merge approved
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contents
OCTOBER 2013 VOL. VOl. 118, NO. 10
departments 2 ediToriaL Flying start for LNG
6 waTerways CoLuMN Numbers tell a thousand words
8 uPdaTe • Green light for mega merger • USCG exercises option for six more FRCs • Jones Act shipyards filling up • Elliott Bay Design Group opens up Ketchikan office • Time to invest and develop more salvage capability 15 washiNgToN Legislation focuses on waterway, ports and competitiveness
38 NewsMakers Brent Barker named to Bollinger Shipyard team 39 TeCh News ABB and Statoil join forces to develop subsea power
19
STM Quest will initiate a new ferry service between Yarmouth, NS, and Portland, ME, using the Nova Star
Nova star heads north
After a four-year absence, international ferry service returns to the Nova Scotia region
24 Ferries Preview
Marine Log Ferries 2013 Conference & expo
A look at this year’s Marine Log Ferries Conference & Expo exhibitors
25 FishiNg vesseLs
watch out cod, here comes the Northern Leader
J.M. Martinac Shipbuilding has delivered the Alaskan Leader Fisheries’ new flagship, and one of the largest longliners on the Bering Sea, the 184 ft Northern Leader
visit us at MarineLoG.coM
NASSCO lands LNG-ready tanker order
44 shiPbuiLdiNg hisTory
features 19 Ferries
40 CoNTraCTs
The Coast Guard’s Six-Bitters
29 iT aT sea
The nerve center of a well stimulation vessel
Winston Custom Division has designed a one-of-a-kind console for Baker Hughes’ well stimulation vessel Blue Tarpon built to withstand extreme weather conditions and allow operators to do their jobs efficiently
34 soFTware
in hard times, shipowners turn to software Software solutions help cut operating and repair cost, all the while improving a vessel’s environmental footprint Plus: Can your iPhone save whales?
On the cover: Seattle is home to Washington State Ferries
October 2013 MARINE LOG 1
editorial
Flying start For lng Flying from Chicago to Newark should be fairly straightforward. People do it all the time. Somehow, however, I wound up landing at Logan Airport in Boston just as the Red Sox were clinching the American League East division title. Believe me, it was nothing planned—I’m a diehard Yankee fan from way back (does anyone remember Horace Clarke and the Alou brothers, Matty and Felipe?). But Mother Nature and Chicago’s O’Hare Airport would have it their way— leading me to miss the last connecting flight that evening from Boston to Newark. With the help of my little droid, however, I was able to reserve a room at a hotel about 3 miles from the airport and grab dinner— a Philly cheese steak sandwich—from a late night deli. I wound up climbing into bed at about 2 AM for a 6 AM flight home. While my travel plans may have been blown off course, LNG as a marine fuel has a flying start. The reason I was in Chicago was to moderate a panel on LNG Marine Bunkering at the HHP Summit. The panel included Bill Hutchins, Project Engineer, Shell Trading US, Per Egil Vedlog, Design Manager, Ship Technology—Merchant, Rolls-Royce Marine AS, Alexander HarsemaMensonides, Sales Director, Marine Service GmbH, Captain Randolph Helland, retired USCG and Regulatory Consultant, Great Lakes Maritime Research Institute, and Keith Meyer, Chief Executive Officer, LNG America. Based on the discussions among panelists and attendees at the HHP Summit, as well as Marine Log’s Global Greenship
Conference held the following week in Washington, DC, liquefied natural gas as marine fuel is very much on vessel operators’ radar. It’s a clear choice for vessel operators in North America, where abundant, cheap natural gas is available and the world’s largest Emission Control Area is in force. Certainly, Seabulk Tankers agrees. It signed a contract last month to construct two 50,000 dwt product tankers that will be “LNG ready” at General Dynamics’ NASSCO. The San Diego shipyard is quickly filling up with Jones Act tonnage. Kevin Mooney, NASSCO Vice President of Programs, told delegates during his luncheon address at Global Greenship that the shipyard was exploring ways to increase the capacity of the shipyard with its Korean partner Daewoo Shipbuilding & Marine Engineering. Stay tuned. Besides coverage on the Seabulk Tanker order in our Update section, this month Mike Toohey discusses the important role the inland waterways and ports play in the economic health of the U.S. and its competitiveness in the global marketplace cannot be understated. Toohey, President and CEO of the Waterways Council, points out that “…failing to invest in inland waterways and ports will jeopardize the United States’ ability to provide low-cost transportation required to remain competitive in a global marketplace to the tune of $270 billion in exports by 2020 and nearly $2 trillion in exports between 2012-2040.” Congress needs to act on the passage of H.R. 3080,
John R. Snyder, Publisher & Editor jsnyder@sbpub.com
the Water Resources Reform and Development Act, which would help put the wheels in motion for many critical waterway infrastructure projects. It has already received approval from members of the House Committee on Transportation and Infrastructure. Of course, getting Congress to do anything is a lot to ask. As I write this, we are experiencing Day 2 of the government shutdown, which forced government workers to stay home, national parks to close and some government websites to become unavailable. Special thanks to two readers, Brett Snow of Snow & Company, and Jennifer Montgomery, Pacific Rim Shipbrokers, who commented on the editorial in the August 2013 issue, “Pirates and the Approaching Green Storm.” Both alerted me to the movie, “A Hijacking,” which somehow I missed during its limited run in theatres this past summer. The movie looks powerful and intense, putting a human face on the issue of piracy. Released by Magnolia Pictures, the movie depicts the hijacking of the cargo ship MV Rozen by Somali pirates in the Indian Ocean and the subsequent tense ransom negotiations between the pirates and the shipping company’s CEO. You can check out the trailer for the movie on www.magpictures. com/ahijacking. And, besides numerous awards, the film also received a 97% rating on rottentomatoes.com. In limited release this past summer, the movie will be available on DVD on October 15.
MaritiMe trivia Trivia Question #7 What is considered the oldest known marine chart? 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
There was no winning answer submitted for last month’s trivia question, “What BIRD feathers did fishermen believe could ward off disaster and storm?” Answer: The wren, which was long esteemed as a sacred bird in England. An old tradition was to hunt the wren on a special day, with feathers of the birds bagged during the hunt used as a charm to ward off shipwrecks.
2 MARINE LOG October 2013
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4 MARINE LOG October 2013
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inland waterways
At WAterWAys CounCil, inC., and many other trade groups, we use data and studies to help tell the story about the critical value of the inland waterways to the nation. The National Waterways Foundation’s 2012 study with Texas Transportation Institute’s Center for Ports and Waterways, underscored the vast capacity of barges to move bulk cargoes: 15 barges = 1,050 trucks = 216 rail cars and six locomotives. HDR Decision Economics’ study reports that $34 billion is the projected societal cost of delays of inland waterways navigation projects at current funding levels. The American Society of Civil Engineers’ 2012 study, “Failure to Act: The Economic Impact of Current Investment Trends in Airports, Inland Waterways and Marine Ports Infrastructure,” tells us that failing to invest in inland waterways and ports will jeopardize the United States’ ability to provide low-cost transportation required to remain
Waterways and ports are vital to each state’s economy
6 MARINE LOG October 2013
competitive in a global marketplace to the tune of $270 billion in exports by 2020 and nearly $2 trillion in exports between 2012-2040. The U.S. Chamber of Commerce released a series of state profiles on the economic and jobs impact of the inland waterways and ports. The state of Alabama profile, for example, shows that 80,100 jobs in the state are supported by the waterways and ports, directly contributing $9.8 billion to the state’s economy. Some of the essential commodities that are shipped to and from Alabama through waterways and ports include petroleum products and crude petroleum that is refined into gasoline and sold at neighborhood gas stations valued at $9.6 billion; metal ore, including building materials like re-bar, structural I-beams and steel pipe valued at $8.7 billion; and manufactured goods including computers and electronic products,
Michael J. Toohey, President/CEO, Waterways Council, Inc.
appliances, machinery, electrical equipment and clothing valued at $7 billion. Looking at the Indiana profile, nearly 88,000 Indiana jobs are waterways and port related, with a total of $14 billion total revenue impact on the state. Texas has a whopping 207,970 jobs supported by the waterways and ports, with $206 billion of petroleum related products moving on and through Texas waterways and ports. All of the Chamber’s state profiles can be found at: www.uschamber.com/lra/ waterways-work-america. These economic impact numbers tell the story about the value our waterways and ports hold for each state and the nation as a whole. Its time our lawmakers act to sustain and grow these figures by investing properly in our critically important inland waterways and ports system. The Water Resources Reform Development Act (WRRDA)—H.R. 3080—in the House is just the time to do so.
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UPDATE
GREEN LIGht fOR mega merger
DNV GL Group Now the worLD’s LarGest cLass
Henrik O. Madsen, Group CEO of DNV GL
The merger beTween Oslo-based DNV and Hamburg-Based GL Group is now a reality, creating the world’s largest classification society. Last month, one of the final hurdles was completed when competition authorities in South Korea, the U.S., the EU and China cleared the merger between the two organizations. The companies started operating as one entity on September 12. The new company, formally called DNV GL Group, will have 17,000 employees across 300 sites in more than 100 countries, and revenues of EUR 2,500 million per year. The merger leapfrogs DNV GL to the top spot in the world based on gross tonnage in class, ahead of ClassNK and ABS. All three classification societies have registered fleets in excess of 200 million gross tons. DNV GL will be the world’s largest ship and offshore classification society to the maritime industry, a leading provider of
technical assurance and risk management services to the oil & gas industry and a leading expert in wind and power transmission and distribution. DNV GL – the first consolidation of two leading classification societies – will be the world’s leading risk management service provider to the industries it serves. “It is with great pride that we can now inform that this vision-driven merger for growth has been cleared by the competition authorities in all four required jurisdictions. The merging companies both represent leading market positions, complementary commercial positions and an acknowledged reputation for advanced technology and high quality and integrity,” says Henrik O. Madsen, Group CEO of DNV GL. “DNV GL will be uniquely positioned to offer a broader set of products and services, more in-depth expertise and a denser global network of sites second to none,” he says. “Importantly, there is a strong commitment by both DNV and GL to the merged company continuing to invest heavily in technology, research and innovation.” Adds Madsen, “In today’s risk-sensitive environment, a company’s failure to manage risk properly may lead to adverse events, loss of life, damage to the environment or critical business consequences, putting trust and credibility at risk. I firmly believe that DNV GL will be in a stronger position to help companies manage their challenges in the new risk reality and enable them to advance the safety and sustainability of their operations.”
biz notes USCG exercises option for six more FRCs lasT monTh, the U.S. Coast Guard exercised a contract option worth $250.7 million with Bollinger Shipyards of Lockport, LA, to build six more Sentinel-class fast Response Cutters (fRCs) and deep insurance spares. the six fRCs delivered under this option will be delivered in 2016. the option brings the total number of fRCs under contract with Bollinger to 24 and the total value of the contract (to date) to $1.1 billion. to date, the Coast Guard has taken delivery of seven fRCs from the shipbuilder. Six have been commissioned into service. the seventh, Charles David Jr, will be commissioned into service this November in Key West, fL. the fRC uses a proven, in-service parent craft design based on the Damen Stan Patrol Boat 4708. It has a flank speed of 28+ knots and a 2,500 hours per year operational employment target.
One of the FRCs, the USCGC Robert Yered, supported a narcotics interdiction resulting in the seizure of $35 million worth of cocaine
NaVy officer, Ncis aGeNt aND DefeNse firm ceo accuseD iN bribery schemes In crImInal complaInTs unsealed September 17, a commander in the United States Navy, a special agent for the Naval Criminal Investigative Service (NCIS) and the CEO of a multinational defense contractor have been charged with two separate bribery schemes. According to the U.S. Department of Justice, the complaints allege that Leonard Glenn Francis, CEO, Glenn Defense Marine Asia Ltd. (GDMA), paid U.S. Navy Commander Michael Vannak Khem Misiewicz and NCIS Supervisory Special Agent John Bertrand Beliveau II with luxury travel and prostitutes in exchange for confidential information and other assistance in relation to hundreds of millions of dollars in Navy contracts. 8 MARINE LOG October 2013
All three men were arrested on September 16, Francis in San Diego and Misiewicz and Beliveau in Colorado and Virginia, respectively. Francis is a Malaysian national who resides in Singapore. A multi-national company with headquarters in Singapore, GDMA provides hundreds of millions of dollars in “husbanding” services to the U.S. Navy, including procurement of items and services for ships and submarines when they arrive at port. Misiewicz, a commander and captain-select in the U.S. Navy is assigned to U.S. Northern Command located at Peterson Air Force Base in Colorado Springs, CO. He previously served as the deputy operations officer for the U.S. Commander, Seventh Fleet aboard
the USS Blue Ridge, where he had high-level exposure to the operational planning for ships in the Seventh Fleet and for any U.S. Navy ship traveling through the Seventh Fleet’s area of responsibility. He also held influence in determining or modifying the schedule of port visits for U.S. Navy vessels. As a supervisory special agent for NCIS at Quantico, VA, Beliveau had access to the internal NCIS database containing investigative reporting, including reports into an investigation by NCIS into possible fraud committed by GDMA in billing the U.S. Navy under its contracts. Each defendant was charged with conspiring to commit bribery, which carries a maximum penalty of five years in prison.
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UPDATE
New scrubber techNology exempts 32 Carnival cruise ships from ECA requirements carnIval corporaTIon & plc has reached an agreement with the U.S. Environmental Protection Agency (EPA) and U.S. Coast Guard to develop advanced emission control technology for the cruise operator to use in waters surrounding the U.S. coast—exempting its ships from the
requirements of the North American and Caribbean Emission Control Areas (ECAs). Carnival will develop a new exhaust gas cleaning system as part of a trial program, and implement the systems on up to 32 of the its cruise ships that operate in the North American and Caribbean ECAs over the next
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three years. The system is expected to help the vessels meet or exceed the 2015 ECA fuel sulfur requirements, by removing sulfur, reducing particulate matter and black carbon. Carnival says it will also limit the sulfur content of heavy fuel oil on the ships, and that it intends to use shore power, or marine gas oil with a fuel sulfur content no greater than 0.1 percent for each ship while at berth. “These new controls combine the use of sulfur oxide (SOx) scrubbers with diesel particulate filters—thus combining technologies well known in the power plant and automotive sectors, but not previously used together on a marine vessel,” says the EPA. Under the agreement, nine ships will have the system installed in 2014, followed by 16 ships in 2015 and seven ships in the first half of 2016. The cruise operator says it has committed over $180 million for installing the technology on the 32 ships, which include vessels from Carnival Cruise Lines, Holland America Line, Princess Cruises and Cunard. “This is a significant accomplishment as well as important milestone for our company,” said Carnival Corporation & plc CEO Arnold Donald. “Working together with the EPA, U.S. Coast Guard and Transport Canada, we have developed a breakthrough solution for cleaner air that will set a new course in environmental protection for years to come.” Carnival says it also plans to explore the possibility of expanding the installation of the technology beyond the initial 32 ships. Carnival won’t be the first operator to use scrubbers on its ships in the North American ECA. Early last month, the M/V Balder, a handymax bulker ship, arrived in the Port of Baltimore, becoming what is believed to be the first ship to operate with an exhaust gas scrubber in the North American ECA. The Balder, owned by Torvald Klaveness, is outfitted with a Clean Marine Exhaust Gas Cleaning System. Clean Marine CEO Nils Høy Petersen says, “Meeting the U.S. Coast Guard’s stringent requirements proves that our unique and competitive multi-stream EGCS solution id a sound technology that enables vessels of all types to transit through a U.S. ECA.” The Clean Marine EGCS onboard the Balder cleans the exhaust from one main engine, three auxiliary engines and one boiler. The Clean Marine EGCS is a hybrid type system, which can operate in both open and closed loop.
Update
JoNes Act shipyards filling up with product tankers If you are an operaTor looking to build a Jones Act tanker or containership you’d better think fast. That’s because the slots at available shipyards are filling up. The latest announcement comes from General Dynamics NASSCO, San Diego, CA, a wholly owned subsidiary of General Dynamics (GD), which inked a deal with Seabulk Tankers, Inc., a wholly owned subsidiary of SEACOR Holdings Inc. (CKH), for the design and construction of two 50,000 deadweight ton LNG-conversionready product carriers each with a 330,000 barrel cargo capacity. The ships are of the same ECO MR design as the four ordered in May by an affiliate of American Petroleum Tankers (APT), a company majority owned by funds managed by Blackstone on behalf of its investors. With Seabulk’s order, NASSCO is now under contract to build six ECO MR tankers, along with two LNG-fuelled 3,100 TEU containerships for TOTE. Orders at Aker Philadelphia Shipyard include four 46,000 dwt product tankers for Crowley and two 115,000 dwt crude carriers for SeaRiver Maritime.
Kevin Mooney, NASSCO’s Vice President, Programs, told delegates at Marine Log’s Global Greenship Conference, that the shipyard was exploring ways with its partner Daewoo Shipbuilding & Marine Engineering (DSME) to increase its capacity. Meanwhile, construction of the first Seabulk product tanker is set to begin in late 2014, with deliveries from the shipbuilder scheduled for the second quarter of 2016 and first quarter of 2017. The ships will be designed by DSEC, a subsidiary of DSME. DSEC’s ECO design achieves improved fuel efficiency through
several features, including a G-series MAN ME slow-speed main engine and an optimized hull form. The tankers will have conversion capable dual-fuel auxiliary engines and the ability to accommodate the future installation of an LNG fuel-gas system and Type C LNG tanks. Fred Harris, President of General Dynamics NASSCO, says the Seabulk Tanker order for two ECO designs “is an indication that NASSCO remains fully committed to continuing to bring the most economical and environmentally sound technology to Jones Act owners and operators. ”
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UPDATE
ulsteiN delivers Blue Protector PSV
ulsTeIn verfT has delivered Blue Protector, the final newbuild in a series of six platform supply vessels (PSV) of the PX121 design. Blue Protector is owned by Blue Ship Invest, a wholly-owned company in the Ulstein Group, and managed by Atlantic Offshore. Adapted to meet requirements for work in the Norwegian sector, the ship, along with the latest vessels in the series, is equipped with more power, enabling it to keep position in foul weather at rig, and NOx reduction for the exhaust emissions. The 83 m Blue Protector also carries the light ice class (ICE-C),
biz notes
allowing it to work further north. With a load capacity of 4,100 dwt, Blue Protector has an 850 m2 cargo deck, that can carry a deck load of 2,200 tonnes. The vessel has accommodation for 23, is equipped with a dynamic positioning system IMO class II and meets DNV’s Clean Design notation requirements. Blue Ship Invest chose to invest in the construction of a series of newly developed medium-sized PSV designs to introduce them to the market. Ulstein has sold design and equipment packages for eight of these vessels for construction at several yards in Southeast Asia and China. The design, says Ulstein, provides and optimal combination of fuel-efficiency and deadweight—giving the medium-sized PSV the capacity and performance ability of a larger PSV. The vessel’s X-Bow hull design offers efficiency over a wide draft range, which is important for PSVs operating with varying loads. The Blue Protector will be working in the North Sea, following the tradition set by its predecessors who have all entered into firm contracts in the North Sea.
EBDG opens Ketchikan office Elliott Bay Design Group (EBDG) continues its steady growth. the Seattlebased naval architecture and marine engineering firm, which has an office in New Orleans, LA, has opened a new office in Ketchikan, AK to meet growing customer demand in the region. t he new of f ice is located in Ketchikan’s Ward Cove community at 7559 North tongass highway and will ser ve as EBDG’s base of operations within the state. “ this move enables us to bet ter serve our Alaska clients and to establish new relationships and deepen existing ones,” says VP of Engineering Brian King. the office’s opening occurs in alignment with the company’s stated goals to provide support to clients operating within Alaska and to ser ve as a regional resource for quick reaction field engineering.
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Update
time to iNvest and develop more salvage capability “I ThInk we have To be less dependent on luck when it comes to salvage and be more prepared,” Robert Grool told delegates during his luncheon address at the National Maritime Salvage Conference & Expo, recently held in Arlington, VA. “Luck plays a big role in how expensive salvage is going to be,” said Grool. Grool is President of Seaspan Ship Management, one of the largest independent providers of modern containerships in the world. Seaspan has 26 containerships in the range of 10,000 to 14,000 TEU on order in Korea, China and Taiwan. Andrew Bardot, the Executive Officer of the International Group of P&I Clubs, presented the findings of a study into the cost drivers of 20 big casualties at the Swedish Club AGM in June: the location of the casualty plays a large role in the final wreckremoval price tag.” Salvage costs often escalate to unreasonable levels—the Costa Concordia comes to mind—when a contentious relationship develops between state and local authorities, salvors, shipping lines, flag states, environmentalists and regulators.
Continued Grool, “Let’s face it: most governments and local authorities have no salvage expertise and in many areas where ships trade there is no equipment available to effectively deal with a large casualty. If there is confidence between the parties involved that this casualty will be competently dealt with, the costs can be controlled. If the situation becomes adversarial, costs will explode.” He cited that the recent influx of ever larger ships—cruise liners, containerships, bulkers, etc.—into the world fleet have made salvage response even more challenging. For example, Grool said the average 13,000 TEU containership is as large as an aircraft carrier, but is manned much like a 2,500 TEU ship, with emergency response equipment for a much smaller ship. He outlined steps taken by Seaspan to improve the safety and marine firefighting capability of its new containerships: • Adding larger foam and water guns and developing better fire-fighting agents; • Building ships to one class society and have a second class society double check the main drawings and perform strength
Rob Grool, President, Seaspan Ship Management
calculations as a confirmation; • Build ships stronger than Class Rules, adding an extra ton of steel amidships to allow more cargo at the fore and aft end; • Rethinking manning levels “We want to partner with a salvage company,” said Grool, “that understands that a long-term relationship with a major shipowner is more profitable than a one-off salvage job award. We want the salvage company to think with us on how we can manage problems of getting equipment and expertise to all the places where our ships trade.”
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October 2013 MARINE LOG 13
UPDATE austaL usa wins shipyard safety award
uscG orDers more rb-s iis The u.s. coasT guard has ordered more Response Boats-Small IIs (RB-S II). Metal Shark Aluminum Boats, Jeanerette, LA, received a $5 million order for 15 RB-S IIs, bringing the total number of RB-S II orders to 99 boats. the RB-S II replaces the Defender-class RB-S fleet. the Coast Guard currently operates over 400 Defender-class RB-S, making it the largest vessel class in the Coast Guard fleet. the RB-S II is a multi-mission platform craft that can be used for a full range of
Coast Guard missions, including: search and rescue, vessel boarding team deployment and law enforcement missions, port security, drug and migrant interdiction and environmental response operations. At 29 ft, the RB-S II can reach a top speed of 45 knots and has a minimum range of 150 nautical miles. to date, 56 RB-S IIs have been delivered to the Coast Guard. Back in 2011, the Coast Guard awarded a delivery order valued at about $13 million to Metal Shark for the production of 38 RB-S II.
14 MARINE LOG October 2013
amerIcan equITy underwrITers, Inc. (AEU), awarded Austal USA, Mobile, AL, a member of the American Longshore Mutual Association (ALMA), with its 2012 Safety and Health Award for a large shipyard. The award, given annually to the best performing ALMA members, is based on the number of accidents, and the severity of accidents, for the calendar year. Jimmy Burgin, AEU Senior Vice President and Director of Loss Control, presented Austal USA President, Craig Perciavalle, with the award. “We are extremely proud of this award as the safety and health of our employees is our top priority,” said Perciavalle. Earlier this year, the Shipbuilders Council of America (SCA) honored Austal with its Award for Excellence in Safety for the fourth consecutive year. The honor is awarded to the shipyard members of the SCA with the lowest total recordable incidence rates (TRIR) based on quarterly injury and illness reports submitted to the SCA. This year, Austal contributed to the SCA’s lowest TRIR averages ever—65% below the industry average.
inside washington
Legislation focuses on waterways, ports and competitiveness Co n g r e ss i s Co n s i d e r i n g t wo pieces of legislation that would boost the economic health of ports and inland waterways—promoting job creation and U.S. trade. The first is H.R. 3080, the Water Resources Reform and Development Act of 2013 (WRRDA), which was unanimously approved by the House Committee on Transportation and Infrastructure during a markup session last month. The bill aims to streamline the process for lock, dam and waterway infrastructure improvement projects overseen by the U.S. Army Corps of Engineers (USACE). Through WRRDA, Congress authorizes the USACE to develop, maintain, and support U.S. port and waterways infrastructure needs, as well as address flood protection and environmental restoration requirements. Historically, Congress has passed such legislation every two years to provide clear direction to the Administration and the USACE, but no bill has been signed into law since 2007.
Following the committee markup, the legislation now goes to the full House for a vote. WRRDA was introduced through a bipartisan effort—no that’s not a misprint—in the House by Transportation and Infrastructure Committee by Committee Chairman Bill Shuster (R-PA), Committee Ranking Member Nick J. Rahall, II (D-WV), Water Resources and Environment Subcommittee Chairman Bob Gibbs (R-OH), and Subcommittee Ranking Member Tim Bishop (D-NY). Lawmakers highlight that the WRRDA deauthorizes $12 billion of old, inactive projects that were authorized prior to the current law, and fully offsets new authorizations. Additionally, it sunsets new authorizations to prevent future backlogs. W R R DA a l s o r e f o r m s a n d p r e serves the Harbor Maintenance Trust Fund and the Inland Waterways Trust Fund, to better ensure that the fees collected from users of these systems are utilized for their intended purpose.
rePLACing THe HMT The second piece of legislation, Maritime Goods Movement Act for the 21st Century, was introduced by U.S. Senators Patty Murray (D-WA) and Maria Cantwell (D-WA). The bill’s main focus is the repeal of the Harbor Maintenance Tax (HMT). Senators say that while the HMT was designed to fund the operation and maintenance of American ports, it incentivizes shippers to bypass American ports and move U.S. bound goods through Canada and Mexico instead. The legislation would replace the HMT with the Maritime Goods Movement User Fee. All of the proceeds from the user fee will be spent annually for port operation and maintenance. Currently, only half of the tax revenue collected through the HMT each year is actually spent on port upkeep. The legislation would also set aside portions of the user fee to support critical low-use ports and to create a competitive grant program to improve the U.S. intermodal transportation system.
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October 2013 MARINE LOG 15
FERRIES 2013 M L CONFERENCE & EXPO arine oG
November 4 & 5, 2013 Grand Hyatt Seattle Seattle, WA
CONFERENCE TOPICS • Saving money & increasing profits through proper maintenance • Show me the money: Financing your fleet • LNG for new and existing vessels • Does hybrid propulsion make sense? • Focusing on safety & crew training
EXHIBIT AND SPONSORSHIP OPPORTUNITIES AVAILABLE For details, contact Jane Poterala, Conference Director, Marine Log. Email: jpoterala@sbpub.com Phone: (212) 620-7209 www.marinelog.com/events
Moderator: Stan Stumbo, PE, Principal, Stumbo Associates
NOVEMBER 4, 2013
NOVEMBER 5, 2013
Continental breakfast—Sponsored by ABS | Expo open
Continental breakfast—Sponsored by ABS | Expo open
Keynote address
Regulatory policy on operational bunkering and training aspects for LNG
What’s happening in Washington? Jonathan K. Waldron, Esq., Partner, Practice Group Leader Maritime, International Trade, and Public Contracts, Blank Rome LLP
Beyond the basics of LNG as a fuel: A regulator’s perspective Roy Bleiberg, Director of Engineering, ABS, Americas Division
Overview of the ferry market Gregory A. Dronkert, President & COO, HMS Ferries, Inc.
LNG fuel risk assessment Per Sollie, Principal Engineer, DNV
Coffee break—Sponsored by HMS Global Maritime | Expo open
Alaska Class Ferry design study Matt Williamson, Project Manager, Elliott Bay Design Group
Marine financing panel Moderator: Richard Paine, Sr. H. Clayton Cook, Jr., Esq., of Counsel, Seward & Kissel LLP Steve Isaacson, New Equipment Leasing Manager, Fifth Third Bank Luncheon—Cosponsored by Rolls-Royce Marine North America Cosponsorship available | Expo open Experience operating gas-fuelled ferries in Scandinavia Finn Arne Rognstad, VP - Cruise, Ferries & Yachts, Rolls-Royce Marine AS Propulsion integration and optimization in a double-ended ferry Lee Erdman, Northeast Regional Sales, Voith Turbo Inc. Hybrid vessels Brent Perry, Chief Executive Officer, Corvus Energy Energy break—Sponsored by DNV | Expo open Innovative planned inspection & maintenance program Ches King, Business Development Manager, RINA USA Inc.
Restarting a ferry service between Maine and Canada Luncheon | Sponsorship Available | Expo Open SEEMP & energy efficiency improvements at Washington State Ferries Endicott “Cotty” M. Fay, MSE, PE, CEng, Chief Naval Architect & Mgr. Vessel Design, Washington State Ferries Willem Van Doorn, Sr. Marine Mechanical Engineer, Washington State Ferries Washington State Ferries terminal design standards Colleen Fischer, Senior Civil Engineer, Moffatt & Nichol The build process for Washington’s new Olympic Class ferries Brian Evert, Director of Project Management, VIGOR FAB Adjourn Shipyard tour at VIGOR FAB (advanced registration required)
Crew training for LNG as fuel John Hatley, PE, LNG Initiatives, Americas VP Ship Power, Wärtsilä
Program subject to change
Building new ferries for Quebec
Cocktail reception | Sponsorship available | Expo open
CONFERENCE UPDATES www.marinelog.com/events
twitter: @MarineLogEvents
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FERRIES
The cruise ferry Nova Star will bring international ferry service back between Portland and Nova Scotia
Nova Star headS North After a four-year absence, international ferry service returns to Nova Scotia By Shirley Del Valle, Associate Editor
T
here’s an old adage that says “you don’t know what you have until its gone.” Appreciation is often born only after something or someone is taken from us. Friends. Family. Twinkies. Ferry services. Up in the Nova Scotia region, that feeling is all too familiar. The last four years, the area’s economy has been crippled by the absence of an international ferry—with tourism and job creation down in both Yarmouth, Nova Scotia, Canada and Portland, ME. Last month, however, the region got good news when Nova Scotia Economic and Rural Development Minster Graham Steele announced that a deal had been struck with STM Quest, Inc. to operate the cruise ferry Nova Star between Yarmouth and Portland. STM Quest, Inc., a joint venture between Maine-based Quest Navigation and ST Marine, Singapore, will receive a $21 million fully forgivable loan over the course of seven years, to run the ferry. Of those funds, which are being provided by the province of Nova Scotia, $10.5 million will go to start-up costs, and $1.5 million will be dedicated to marketing the service for each of the seven years. The new venture, STM Quest, Inc., will be led by Mark Amundsen—the current President and CEO of Quest Navigation—and Steve Durrell, former head of Irving Shipbuilding Inc., who has been named COO. Ferry service on the route was established back in 1956—and was up and running until 2009. That’s when Bay Ferries Ltd., who operated
service across the Gulf of Maine with its 319 ft, high-speed ferry The Cat between 1997 and 2009, decided to pull the ferry from service. The reasoning behind Bay Ferries’ decision was economic—the economy was heading south, tourism was down and government subsidies dried up. At the time, Bay Ferries said in a statement, “The financial viability of the service has been impacted by reduced passenger traffic due to a series of factors including new U.S. Passport rules, a strong Canadian dollar and the weak U.S. economy in key U.S. markets.” But with the economy picking up, tourism on the rise, and jobs in high demand, the time is right for a re-launch of the service. According to a study conducted for the Yarmouth Area Industrial Commission by Nova Scotia-based Gardner Pinfold (GP) Consultants Inc, a marketing analysis firm, the restoration of the service could potentially generate $16.3 million in tourism spending— reversing the negative impact sustained by the region during the ferry’s absence and contributing to provincial and municipal tax revenues. GP also projects that an estimated 355 jobs could be created in the Nova Scotia region as a result of the ferry service.
Right ferry for the job According to the GP study, the “right ferry” would essentially reboot the region’s economy, rebuilding traffic and increasing tourism. In its analysis, GP noted “the collapse in ferry traffic was not due just October 2013 MARINE LOG 19
FERRIES
The high-speed Provincetown IV was built by Gladding-Hearn
to the economic climate but also the ferry itself,” pointing out that the “drop in traffic on the ferry was much steeper than the decline in U.S. tourism to Atlantic Canada and Nova Scotia” providing evidence that tourists and visitors alike were “avoiding The Cat” entirely. A 2012 Export Review Panel on Yarmouth-US Ferry Service found that between 2002 and 2009, visitors arriving to Nova Scotia via Yarmouth dropped by nearly 73%, from 95,000 to 26,000. While The Cat’s speed provided a distinct advantage—cutting the nearly nine to ten hour trip by almost half—it was very much a service that was focused solely on transporting passengers from point A to B. The Cat featured limited number of amenities and complaints about passenger discomfort rendered it a least favorable method of transportation on the route. The key then to rejuvenating interest in the Yarmouth-Portland ferry is to pick a vessel type that would appeal to the masses. In both GP and the Export Review Panel’s report, a cruise ferry was selected as the best option. In observing trends, GP found that the cruise travel industry to the region had increased between 2006 and 2010 from 170,000 to 260,000. The cruise industry is notable for its passenger focus business model—providing an optimized passenger experience with amenities, lodging arrangements, entertainment venues and eateries on board. A cruise ferry would also likely be the most economically viable option in the long run since it makes the trip a tourist experience in and of itself—enticing passengers to return. The right ferry for the job, as it turns out, is a cruise ferry originally built—but never used—for operation on the English Channel. STM Quest, Inc. will lease the 161 m Nova Star from JV partner ST Marine, who built the vessel. Among its amenities, the Nova Star features 162 cabins, three restaurants, a 300 m2 casino, a fitness center, spa and theater. It has capacity for 1,215 passengers, 336 cars and has a cruising speed of 21 knots. The cruise ferry also features one bow ramp; one stern ramp and one tiltable ramp. The Nova Star is expected to begin operations May 2014—with operations set to run from May 1 to October 31 on the route.
Still work to be done But before the Nova Star can set sail on her maiden voyage, a number of things must fall into place, according to Steele. “We will continue to work with our partners to create the conditions needed for a viable and successful ferry between Yarmouth and Portland.” One of those conditions is preparing the terminals to make way for the Nova Star—this includes the repairing, refurbishing and 20 MARINE LOG October 2013
The 100 ft Wabanaki under construction at Blount Boats’ shipyard
possible dredging of the Yarmouth terminal, which is owned by the Government of Canada. Marketing will also play an integral role in the renewed services’ success, especially to revamp interest and awareness of the service on both sides of the border. As the Export Review Panel noted, the overriding issue will be whether the service can “attract enough passengers in a relatively short season” to offset costs. According to GP, one possible way to peak interest is to launch and market creative tour packages along with the service. Another way, according to the Export Review Panel, is to use the voyage itself as an opportunity to promote Nova Scotia as a tourist destination. The end goal will ultimately be to create jobs on both sides of the border and bring the region’s economy back to its feet. And if stars line up just right, and all the puzzle pieces fall in place, the Nova Star will be doing just that beginning 2014.
High-Speed ferry for Boston Another ferry making its debut is the Provincetown IV. Built by Gladding-Hearn Shipbuilding, a Duclos Corporation, Somerset, MA, for Boston’s Bay State Cruise Company, the 98 ft Provincetown IV will operate daily on the 90 minute-run between Boston and Provincetown, MA. The all-aluminum, 150-passenger ferry, designed by Incat Crowther, is based on the Provincetown III, a ferry delivered by Gladding-Hearn Shipbuilding back in 2004. While similar to its predecessor, the Provincetown IV features an updated propulsion package, improving the vessel’s performance and efficiency. Its “S” bow hull provides excellent seakeeping capabilities, directional stability and a high tolerance to shifts in trim and displacement according to Gladding-Hearn. Provincetown IV is powered by twin MTU-16V2000M72 diesel engines, each delivering 1,503 bhp at 2,150 rev/min and turning ZF Marine, five-blade, Ni-Br-Al propellers. The ferry is also equipped with a Cummins/Onan 40 kW generator and a Naiad Dynamics hydraulic trim tab motion-control system to reduce vessel motions. Its isolated superstructure reduces the transmission of noise and vibration to the passenger cabin. The ferry features 108 interior seats on the main deck and 83 exterior seats on the upper deck. Meanwhile, for those riding their bikes to the ferry, bike racks are fitted on to the foredeck. The vessel has a service speed of 30 knots and a cruising speed of 32 knots. Its classed USCG Subchapter T. The introduction of the Provincetown IV will enable operator Bay State Cruises to meet peak demands during the short summer
FERRIES
Tokitae’s 1,100-ton superstructure was built by Nichol Brothers
season, and also extend the off-peak seasons while the sister ferry, Provincetown III, serves other markets.
Blount newbuilds Not too far from the shores of Beantown, in Warren, RI, Blount Boats is building a 110 ft passenger ferry for the Casco Bay Island Transit District. The contract was awarded by the Maine Department of Transportation and is funded by the American Recovery and Reinvestment Act. The Sub-Chapter K, 399-passenger M/V Wabanaki is designed by Seaworthy Systems, Essex, CT, part of Rolls-Royce, and is based on the Aucocisco III. The vessel is equipped with Caterpillar diesel engines. The Wabanaki will replace the 40 year-old Island Romance—also built by Blount Boats bay in 1973—and will operate year-round ferry service to various islands in Casco Bay, Portland, ME. The vessel is to be delivered Fall 2013. Blount Boats is also in the process of constructing an 85 ft aluminum ferry for Fire Island Ferries. The vessel will provide service between Bay Shore and Fire Island on Long Island, NY’s Great South Bay. The triple-screw vessel will be powered by Detroit Series 60 Tier II diesel engines each producing 600 hp at 2,100 rev/min. Upon its delivery next June the vessel will become the ninth boat built by Blount Boats for Fire Island Ferries.
WSF Olympic Class coming along Out with the old, in with the new. Washington State Ferries’ Evergreen State Class ferries will soon be ending their more that 50-year service for the nation’s largest ferry operator. Taking its place will be the new, highly-anticipated, 144-car ferry Olympic Class. Vigor Industrial’s US Fab Division is fabricating two, of what could be four, Olympic Class ferries for WSF. The group is just one part of the “Build-in-Washington” team subcontracted to build the new fleet members. US Fab is in charge of building the vessel’s hull; Whidbey Island-based Nichols Brothers Boat Builders is building the superstructure from the car deck level-up; Jesse Engineering, Tacoma, WA, is constructing the drive-on and drive-off ends; and all the pieces will come together at Vigor Marine, Everett, WA. Based on WSF’s versatile Issaquah Class, the new ferries are expected to improve safety and efficiency. They’re also expected to increase passenger comfort as well as capacity at a minimal cost; its improved vessel design makes way for more efficient loading and improved passenger access; and the new ferries will be environmentally friendly—with a hull design that reduces wake; a quieter operation; and running on cleaner burning engines, producing low fuel emissions.
Tokitae, the first Olympic Class ferry, will enter service in 2014
The new Olympic Class is 362 ft x 83 ft x 24 ft. It has capacity for 1,500 passengers. The first vessel, the Tokitae, had its keel laid March 2012. It took the US Fab team five hours to transport the 1,100-ton, Nichols Brothers-built superstructure onto the hull. The module was placed using two drydocks, precise buoyancy controls, 600 feet of track and 24 hydraulic lifts. Tokitae is expected to enter service Summer 2014. Construction of the second vessel, the Samish, began late 2012. It is expected to enter service in early 2015. While new ferries will soon grace the WSF fleet with their presence, an older ferry is about to get a facelift. The 1967-built, 382 ft Hyak is expected to be converted over to hybrid power. The vessel is the only member in the Super Class to have its original power plant, with the sister class ferries all having undergone major revisions in the past. The hybridization of the Hyak is expected to enable the vessel to serve until 2031—when its expected to retire. The project will call for four existing direct current (DC) diesel generators to be replaced with four alternating current (AC) diesel generators. Two main DC propulsion motors will also be replaced. WSF says a power management system and battery bank will be installed to further enable the most efficient use of power. With the new hybrid system in place, the Hyak is expected to have a fuel savings of about $21.5 million over the vessel’s remaining operating life; maintenance savings of $1.2 million over the remaining life of the vessel; and emission reductions across the board. The hope is to have the vessel converted between October 2014 and May 2015, and to have the vessel back in service Fall 2015. According to WSF, at press time, the proposals for the Hyak’s hybridization are still being reviewed.
LNG ferries for Canada Société des traversiers du Québec (STQ) has ordered two dual-fuel ferries from Canada’s Davie Shipyard. The LNG Ro-Pax ferries, the first dual-fuel LNG ferries to be built for operation in North America, will be 92 m long and will include 625 lane meters across two decks, making way for 110 vehicles. The ferries will enter service in 2015 and operate on the St. Lawrence River on the Tadoussac-Baie-Sainte-Catherine route. STQ has also ordered a ferry from Italian shipbuilder Fincantieri. Scheduled for delivery in late 2014, the ferry, being built at Fincantieri’s Castellammare de Stabia (Naples) shipyard, will be dual-fuel, running on either LNG or marine diesel oil . It will be in Ice class 1 A and propulsion class 1 AS, according to the shipbuilder. The ferry will operate on the Matane-Baie-Comeau-Godbout route in the Québec province. ■ October 2013 MARINE LOG 21
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FERRIES 2013 M L CONFERENCE & EXPO arine oG
Seattle, WA | Nov. 4-5, 2013 EXhibitOR PREviEW
ABS Global reach. Local Response. From its headquarters in Houston, TX, ABS delivers services and solutions to clients worldwide through a network of offices in more than 70 countries. www.eagle.org C.C. JENSEN, INC. Improve machinery reliability and life of oil. CJC purification systems are suitable for all types of oil, removing particles, water and varnish. www.cjc.dk CAvotEC USA Cavotec is a global engineering group supplying innovative systems to the port industry such as our automated mooring technology, MoorMaster, shore power systems, Panzerbelt cable protection, and Cable Management solutions. www.cavotec.com CENtA CorporAtIoN CENTA Corporation is the global leader in the supply and manufacture of torsional couplings and composite shafting systems for marine propulsion applications. www.centa.info DomEtIC mArINE With 50 years building rugged A/C, engine ventilation and sanitation systems, we put reliability into products designed for the commercial marine industry. Custom designs available. www.dometic.com HAttoN mArINE Specialist in marine propulsion and power generation engines. Our skilled service and sales professionals are experts in their fields. Distributors for GE engines. www.hattonmarine.com KlüBEr lUBrICAtIoN NortH AmErICA Klüber Lubrication develops lubricants versatile enough to endure arctic cold, tropical heat and salt spray, while keeping your critical machine components running smoothly and complying with environmental regulations. www.klueber.com 24 MARINE LOG October 2013
lUfKIN INDUStrIES Lufkin Industries designs and manufactures heavy-duty, precision gear drives that deliver reliable performance for unrestricted continuous marine service certified to ABS or international classification societies. www.lufkin.com mtU Tognum America markets MTU engines from 206 to 13,405 bhp (156 to 10,000 kW) for propulsion and auxiliary power in inland and offshore commercial vessels. www.mtu-online.com NAIAD DyNAmICS US, INC. World leader in Active Ride Control for ferries, naval ships & luxury yachts. Stabilizers, Interceptors, T-Foils, Lifting Foils, Trim Tabs, Yaw Fins; Thrusters & Hydraulics. www.naiad.com NortHErN lIgHtS, INC. Northern Lights, Inc. is a major manufacturer of marine power generation, HVAC and hybrid solutions. NLI products are supported by a global sales and service network. www.northern-lights.com SUrvItEC groUp (DBC mArINE SAfEty SyStEmS) Survitec Group is a world-leading manufacturer of USCG SOLAS-approved liferafts, IBA’s, Marine Evacuation Systems and rescue boats. In addition, we manufacture and distribute Imperial Immersion suits, McMurdo & Kannad EPIRBs, Pains Wessex pyrotechnics and Crewsaver lifesaving products for the North American market. www.survitecgroup.com WÄrtSIlÄ NortH AmErICA INC. Wärtsilä is a global leader in complete lifecycle power solutions for the marine and energy markets. By emphasizing technological innovation and total efficiency, Wärtsilä maximizes the environmental and economic performance of the vessels and power plants of its customers. www.wartsila.com
fishing vessels
When the Northern Leader is completed, it will be one of the largest longliners on the Bering Sea
WAtch out cod, here comes the NortherN Leader New big Alaska longliner delivered by J.M. Martinac By Dan Vastyan
T
he Bering Sea is a billion dollar fishery for the U.S. But the haul doesn’t come easy. It takes strong men and stronger boats. The technology available today has ushered in a new breed of fishing vessel. It takes a bigger, safer and more efficient vessel to meet the demand for fresh seafood—while at the same time keeping environmental stewardship in pace with output. Over the past 26 months, J.M. Martinac Shipbuilding Corp., a 90-year-old, family-owned Union Shipyard in Tacoma, WA, has been bustling with activity on the latest project, a new state-of-the-art longliner named the Northern Leader. At home port in Kodiak, AK, the $25 million, 184-foot, long-line fishing boat is the largest of its kind on the Bering Sea. And it’s the new flagship for Alaskan Leader Fisheries. Alaska Leader Fisheries is one of the largest Alaskan longline companies, now with five freezerlongliners, a seafood marketing company, a vessel management company and a marine equipment fabricating enterprise. J.M. Martinac typically builds one or two vessels a year, depending on the level of complexity. The Northern Leader airs on the side of complex, with more freezer capacity and fishing capability than any other longliner on the Bering Sea today. A propulsion system typically reserved for much larger vessels pushes the envelope on what’s generally used for this type of ship. “We’ve built ships up to 250 feet long,” said Bob Stonack, purchasing manager for J.M. Martinac. “Tuna seiners, fireboats, naval tugs;
we build them from scratch right here in Tacoma.” But the Northern Leader has one purpose in life—harvesting Alaska Cod, Sablefish, and other groundfish species with amazing efficiency.” Jensen Maritime —a naval architect and marine engineering firm—put half a century’s worth of experience into the ship’s design. At 184 ft by 42 ft by 18.75 ft, it’s the largest fishing vessel built in the Pacific Northwest in two decades.
Sipping diesel Arguably the most innovative components onboard the Northern Leader are below the water line. “The vessel is powered by six Caterpillar generators in a diesel-electric configuration,” says Jonathan Platt, VP at J.M. Martinac. “The Cats power dual 360° Schottel Z-Drive rudder propellers, and a tunnel thruster on the bow. The Northern Leader is the first longliner to feature this type of propulsion system.” A total shipboard output of 3,710 kW is provided by four, C-32 generators, one C-18 and a C-9 generator for emergency/ harbor use. This system not only provides unrivalled position control, but also a fuel savings of up to 35 percent over traditional designs. The ship’s array of generators also handles all other electrical demands onboard. In the engine room, the vessel’s power management system matches electrical output with demand on an ever-changing basis, accounting for the fuel savings. October 2013 MARINE LOG 25
fishing vessels Freezing in a hurry
Plumbing under pressure
Five DSI plate-freezers are the heart of the ship’s ammonia refrigeration system. All told, the 26-man crew can freeze up to 153,000 lbs each day. It boasts over 38,000 ft3 of refrigerated fishhold with an estimated capacity of 1,867,025 lbs. The main fish hold is 31,000 ft 3 , with two secondar y freezers holding 7,000 ft 3 . A fin-coil piping system is installed in both the main and secondary holds.
Everything onboard the vessel is robust, and no exceptions were made for the plumbing system. With potentially over 1.5 million pounds of freshly-caught fish onboard, Alaskan Leader Fisheries can’t tolerate any contamination risk from leaking pipe. “From past experiences, we prefer Blücher pipe for black and grey water systems onboard our boats,” says Stonack. “It’s lighter than steel and lasts much longer. To my
knowledge, we’ve never had an issue with it.” The Northern Leader accounts for hundreds of lineal feet of stainless pipe, mostly fastened to mounts welded to the underside of the deck. The pipe runs back and forth overhead, taking fluid where it needs to go. Blücher pipe and fittings are assembled through a gasket push-fit mechanism and a joint clamp to secure the connections. Consequently, no additional field welding and acid pickling is required. The 316L system maintains its factory passivation and intact Chromium Oxide film after assembly. Schedule 10 stainless steel piping should be acid pickled after welding to allow the proper formation of the Chromium Oxide film on the surface of the material. The stainless pipe is just one critical component of the ship that allows crew members to focus on catching cod, and for the ship to better handle the rigors of the sea.
Bigger, better, more sustainable The Mustad Deep Sea System onboard— which is capable of paying out 45 miles of line and nearly 77,000 hooks—makes the ship a force to be reckoned with on the Bering Sea. But more notably, the designers built in the capacity to make better use of the catch once it’s onboard. The Northern Leader will be the first freezer-long-liner out of Alaska to utilize up to 100% of targeted species. Currently, 40% of cod body weight is discarded during processing. The ships larger capacity means more room to keep the entire catch. Keeping heads and offal adds up to 20% of the market value of the harvest, but the bigger benefit comes from smarter use of environmental resources. “The days of wasting our resources are coming to an end,” says Shaun Andrew, Captain of the Northern Leader. “It’s both a privilege and a responsibility to be a fisherman. To me, the greatest challenge and satisfaction is to leave our resources in better shape than we found them by fully utilizing what we catch.” To ensure smooth transition from hook to hold, the vessel was designed with a Marel Seattle processing system. “We’re glad the new vessel was built by J.M. Martinac,” said Robert J. Wurm, CEO and managing director of Alaskan Leader Fisheries. “They represent the finest traditions of Northwest shipbuilding, with the some of the best craftsmen anywhere.” Although plenty of people saw the vessel at port in Seattle before delivery, only those involved with its design and construction will see it as more than a big, sky-blue fishing boat. The Northern Leader is that, but also sets the bar high for longliners yet to come. ■ 26 MARINE LOG October 2013
fishing vessels AlAskAn through And through: First large longliner built in Alaska christened at Alaska Ship & Drydock Anyone who hAs wAtched “Deadliest Catch” on the Discovery Channel has a good idea of some of the harsh conditions that Alaska fishermen and their vessels face on a daily basis during the frigid winter fishing season in the Bering Sea. The Hansen brothers and their crew on the M/V Northwestern must haul in their crab pots while they work on wet, icy decks while they are tossed by heavy seas and bone-chilling winds. The work’s not for the faint of heart. While the fleet of the Alaska Longline Company doesn’t fish for crab like the Northwestern, they face much the same severe weather conditions. Boats have to be built tough and reliable. Early this month, the newest addition to the company’s fleet, the F/V Arctic Prowler, will be christened at Alaska Ship & Drydock in Ketchikan, AK. Specially designed and built to catch Pacific Cod, Sable Fish and Turbot and perform processing at sea, the 136 ft x 40 ft longliner is the first large commercial fishing vessel built in Alaska. The Arctic Prowler has 16,300 ft3 of freezer space and the capability of fishing 56,000 hooks per day. The U.S.-flag F/V Arctic Prowler is Load Lined and classed by DNV. Its designed to comply with all applicable U.S. Coast Guard and Class Society stability requirements. The Arctic Prowler will have a cruising speed of 12 knots, with propulsion power supplied by two Tier 2-compliant MTU 8V4000 M53R, rated at 1,000 bhp each at 1,600 rev/min. Three MTU Series 60 generators produce 333 kW each at 1,800 rev/min. “We are proud to christen the Arctic Prowler in Ketchikan. This is a beautiful and efficient vessel, and a wonderful addition to our fleet As an Alaska-based company with significant Alaskan ownership, it is fitting that this vessel was built in Alaska, by Alaskans,” said Larry Cotter, President of Alaska Longline and CEO of Aleutian Pribilof Island Community Development Association (APICDA). APICDA is a partner in the Alaska Longline Company, which is the primary harvester of APICDA’s community development quota cod allocation. Designed by Jensen Maritime Consultants, Seattle, WA, part of Crowley Maritime, the Arctic Prowler is also the first vessel to be constructed in the Ketchikan Shipyard’s new 70,000-ft 2 assembly and adjacent five-story tall production hall. John Winther, a well-known leader in the Alaska fishing industry, spearheaded the planning and commitment to construct the
Arctic Prowler in Alaska at the Ketchikan Shipyard and was present during the start of the vessel’s construction just prior to his passing in October 2012. Jerry Kennedy, a partner in Alaska Longline managed construction of the Arctic Prowler in Ketchikan. The sponsor for the christening of Arctic Prowler is John Winther’s granddaughter
Stella LeeAnne Asplund accompanied by her mother, John’s daughter, Theresa Winther. “John would have been proud of his decision to build the Arctic Prowler in Alaska. He loved Alaska, Alaskans, and fishing boats, now he has the first ‘made in Alaska’ fishing boat,” said Bert Winther, John Winther’s widow.
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IT aT sea
Baker Hughes’ state-of-theart Blue Tarpon will feature a custom designed console built to withstand extreme conditions
The nerve cenTer of a well stimulation vessel Winsted Consoles take to the sea with Baker Hughes Exclusive to Marine Log
B
aker Hughes’ Blue Tarpon is one of the largest deepwater fracturing and stimulation vessels of its kind. Built by North American Shipbuilding, Larose, LA, the 300- by 60-foot ship improves completion efficiency by performing multiple well completions on a single voyage without docking to re-supply. The stimulation vessel offers fracturing, sand control, acidizing, and pressure pumping with three blenders—the most in the industry—which offer maximum backup. Its capabilities include 80 bbl/ min [0.21 m3/s] frac-pack pumping; 80 bbl/min [0.21 m3/s] continuous-mix frac fluid rate; 20 bbl/min [0.05 m3/s] continuous-mix acid rate; and 80 bbl/min [0.21 m3/s] fluid filtration. The Blue Tarpon is just of one of several state-of-the-art well stimulation vessels in Baker Hughes’ fleet. Its designed to provide high-rate, high-volume stimulation treatments for demanding offshore operations in the U.S. Gulf of Mexico. The vessel provides fracturing, sand management, acidizing and pressure pumping operations with three blenders, which offer maximum backup. All of these processes are monitored and regulated from a state-of-the-art Control Room onboard the vessel.
CONTROL ROOM IS THE NERVE CENTER “The Control Room is the highlight of the vessel. It’s where the customer can observe their job,” says Mike DeRosso, Senior Engineering Technologist.
It is the nerve center of the vessel—where all of the ship’s mixing and pumping systems are managed. It’s also where data is acquired and analyzed to ensure that operations are flowing smoothly. Baker Hughes worked with Winsted Custom Division to design a one-of-a-kind console that was built to withstand the extreme weather conditions of the sea, would allow operators to do their jobs efficiently, and serve as a showcase for clients who routinely visit the vessel to check on the progress of their job. “We wanted to make the best control room environment that we possibly could,” says DeRosso. “We needed high-quality furniture to tie our state-of-the-art Control Room together. That’s why we chose Winsted equipment.” At the outset of the design process DeRosso looked at some of the standard, off-the-shelf technical furniture that Winsted offers but it was quickly determined that it would make more sense to design a custom solution that would be tailored to the unique size and shape of the room. The installation includes three rows of consoles. In order to fit the compact dimensions of the vessel’s Control Room, the depth of the work surfaces on the front and middle consoles were shortened by 11 inches. The front console has 12 monitors that allow operators to view process instrumentation for directing pumping, blending and adding chemicals during completion operations. October 2013 MARINE LOG 29
IT aT sea The middle workstation is where the Baker Hughes supervisors and engineers acquire, process, record and display real-time pumping data, which can be viewed locally on the console’s seven monitors. The vessel also has the capability to transmit data remotely to shore. The back console has four monitors where customers are able to observe the job. There are also 16 CCTV cameras installed throughout the vessel to monitor different areas, which customers can watch from the Control Room. A large work surface and task lighting enables the customers to read notes and complete documentation. This workstation utilizes Winsted’s Adapt-a-Track horizontal track system inlaid into the work surface for mounting the monitors. It is a universal mount system that offers the same flexibility of a slat track system while improving the clients’ line of sight to additional monitors and giving the console a cleaner appearance. The track system allows clients to comfortably view the eight 52-inch monitors that are strategically placed around the Control Room, as well as giving a clear view of the Control Room windows. The furniture bases are constructed of EIA 19-inch racks, which are sturdy enough to withstand the movement of the vessel and have the capacity for computers and other equipment to be mounted directly into the consoles. Corian work surfaces were selected for the consoles. Winsted designers worked closely with the audio/visual company on the project to find a unique solution for mounting several Fostex radio transmitters directly into the Corian work surface. The Fostex units are recessed into the work surface at a slight angle that makes the equipment easier for operators to access. Many of the jobs the Blue Tarpon embarks on will take place at night. During these jobs the main lighting in the Control Room is
Winsted designed a one-of-a-kind console for Blue Tarpon
turned off and blackout lighting is used. For this reason, task lighting was installed at each of the console workstations. In addition to consoles for the Control Room, Winsted Custom Division provided a table for the adjacent conference room using the same Corian work surface that was used for the consoles. “Working with Winsted to design the console was fun. You don’t say that very often,” says DeRosso of the project. “It turned out well and everyone was pleased with the result.” Baker Hughes selected naval architectural firm Elliott Bay Design Group, Seattle, WA, to provide the owner’s design for the vessel and integrate the company’s stimulation equipment. The DP-2 Class vessel is certified by ABS A1 Hull, AMS Machinery, SOLAS Class, Marpol and ABS-WS. ■
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OFFSHORE
ENERGY CHALLENGE
CONFERENCE + EXPOSITION
December 3-4, 2013 Washington Marriott Washington, DC
The world energy picture is changing.
Are you changing with it? Increased offshore oil production in deepwater waters and in harsher environments, fracking and a diverse set of renewables are creating new opportunities for marine companies. ExplorE those opportunities at this executive-level conference & expo and position your company for growth. Get proGram updates & reGIster onlIne www.marinelog.com/events Twitter: @MarinelogEvents
tabletops & sponsorships Contact Jane poterala at jpoterala@sbpub.com (212) 620-7209
Event Program
Moderators: Jon Waldron, Esq., Partner, Blank Rome LLP Joan Bondareff, Esq., Of Counsel, Blank Rome LLP
December 3
December 4
Continental breakfast | Expo open | Sponsorship available
Continental breakfast | Expo open | Sponsorship available
Keynote Address Dr. Lorry Wagner, President, Lake Erie Energy Development Corp. (LEEDCo)
Offshore Wind Development and the Jones Act Jon Waldron, Esq., Partner, Blank Rome LLP
The Global and U.S. Offshore Wind Markets Michael W. Drunsic, Sr. Consultant - Offshore Lead, DNV KEMA Energy & Sustainability Bringing Offshore Wind to U.S. Shores—Why Can’t the U.S. Be More Like Europe? Joan Bondareff, Esq., Of Counsel, BlankRome LLP Coffee break | Expo open | Sponsored by Det Norske Veritas What’s the Outlook for Global Offshore Oil & Gas? Developing Offshore Wind Farms: Lessons Learned Larry Kiern, Esq., Partner, Winston & Strawn LLP
Government Policies to Promote Energy Development State of the U.S. Marine and Hydrokinetic (MHK) Renewable Energy Industry and Government Support Damian Kunko, Vice President, SMI/Helios Strategies Coffee break | Expo open | Sponsorship available Panel Presentations: Tidal Energy Development Luncheon | Expo open | Sponsorship available A Forensic Analysis of the Deepwater Horizon Incident Offshore Wind Platform Maintenance & Safety
Luncheon | Expo open | Sponsorship available
The Challenges of Drilling in the Arctic
Financing Offshore Vessels for Traditional & Alternative Energies H. Clayton Cook, Jr., Esq., Of Counsel, Seward & Kissel LLP
Adjourn
What’s the Market for Deepwater & Ultra Deepwater Equipment? New Opportunities for Oil & Gas Development on the East Coast
Online proceedings sponsored by Blank Rome LLP Program subject to change/augmentation.
Energy break | Expo open | Sponsored by Martin, Ottaway, van Hemmen & Dolan, Inc. Panel Presentations: What Vessels Will Be Needed to Support Ocean Renewable Energy Development? Moderator: Charlie Papavizas, Esq., Partner, Winston & Strawn LLP • Christopher Barry, P.E., Chair, SNAME Technical and Research Panel EC-12, Ocean Renewable Energy
Supporting Organizations
Cocktail reception | Expo open | Sponsorship available
Registration
Please register me for Offshore Energy Challenge on December 3-4, 2013 in Washington, D.C. Registration fee is $925 per participant.
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REGISTRATION: Your confirmation and invoice/receipt will be sent via email. Registration fee includes all conference sessions and social functions, plus available conference presentations (sent via email post-event). CANCELLATION POLICY: Confirmed registrants canceling less than a week prior are subject to a $250 service charge. Registrants who fail to attend are liable for entire fee unless they notify Marine Log in writing prior to the event. HOTEL: The Washington Marriott Hotel (1221 22nd Street NW, Washington, DC 20037) has set aside a block of rooms at $249 single/double for conference attendees. These will be held until 30 days prior to the conference. Please contact the hotel directly at (202) 872-1500 for room reservations (group code: “Marine Log”). You will receive room confirmation from the hotel.
software
German shipowner Hapag-Lloyd is using GL HullManager to help reduce repair costs and demonstrate regulatory compliance
In hard tImes, shIpowners turn to software Solutions help cut operating, repair cost, improve environmental footprint
T
he recent global economic downturn put intense pressure on shipowners to cut costs. A recent report by international account and shipping consultant Moore Stephens says total annual operating costs in the shipping industry fell by an average 1.8 percent in 2012. This compares with an average rise of 2.1 percent in costs recorded in 2011. Moore Stephens says there was a significant reduction in costs across all categories—crew, repair and maintenance, fuel and stores—and it was clear that shipowners had been focusing on managing costs and conserving cash in 2012. Shipowners have been using a variety of methods to cut costs—most notably slow steaming. Another perhaps less obvious tool is ship management software. Ta k e f o r e x a m p l e G e r m a n s h i p owner Hapag-Lloyd, one of the largest container shipping lines in the world, which is implementing GL HullManager as it central monitoring and reporting tool for hull maintenance activities. GL HullManager is a part of DNV GL’s fleet management software portfolio and provides shipowners, 34 MARINE LOG October 2013
managers and operators hull inspection and thickness measurement support. Shipowners can use the system to plan, track and implement the inspection strategies for their fleet. It provides significant benefits by reducing repair costs, demonstrating regulatory compliance and streamlining internal processes. “We are convinced we can get an easier and faster overview of hull conditions across the fleet and much better preparation for dry dockings with GL HullManager,” says LutzMichael Dyck, Director of Technical Fleet Management. The system is expected to be implemented on the first ships this year. Ship owners can use GL HullManager to keep track of the condition of their vessel’s hull, on a ship specific 3D model complete with all of the ship’s structural details. It supports the complete hull integrity process, from inspections to reporting and condition assessments of tanks, cargo holds and coatings, throughout its entire lifecycle by means of crew inspections and thickness measurements. The use of the vessel-specific 3D model enables visualization and assessment of the hull’s structural condition. The
Compiled by Marine Log Staff
crew can mark any coating or structural failures on the 3D model, such as marking an individual finding or adding a photo and descriptions, which can then be assessed by superintendents onshore. The system can make information on the condition of hull structures available to any employee across the company, once the inspection results have been approved and synchronized. Stored in a lifecycle database, hull condition data for each individual vessel can be traced over time. Sister ships from the same fleet can be compared easily. A dashboard overview of the entire ship makes it easy to pinpoint any critical findings by crew or third-party inspectors. Shipowners, ship operators and ship managers report similar success utilizing the NS5 Enterprise software from ABS Nautical Systems, Houston, TX. ABS Nautical Systems recently signed new contracts with three separate European vessel operators for use of its NS5 Enterprise software. Athens, Greece-based, Central Mare Inc. plans to utilize the Energy & Environmental Manager, Maintenance Manager
software optimizing ballast water management,” says Dr. Karsten Hochkirch, Head of Fluid Engineering, FutureShip.
Fuel Calculator
TrimOptimizer: The easy-to-use interface, a trademark of ECO-Assistant, enables vessels to sail with optimal trim at all times.
and Hull Inspection modules on two of its ABS-classed newbuilds. Consolidated Marine Management Inc., based in Piraeus, Greece, will implement the Energy & Environmental Manager and Hull Inspection modules on four of its ABSclassed newbuilds, as well as an additional vessel that transferred its class to ABS. C Transport Maritime S.A.M., based in Monte Carlo, Monaco, will implement the Energy & Environmental Manager and Hull Inspection modules on seven of its ABSclassed newbuilds. All three companies have taken advantage of the ABS Newbuild Program, which offers complimentary software to ABS-classed vessels built after January 1, 2009. The NS5 Enterprise software gives owners and operators the ability to streamline processes and efficiencies while providing a more cost-efficient and effective method to monitoring long-term maintenance and integrity.
efficiency as it offers benefits which have been verified in sea trials, can be easily implemented on existing tonnage and has a payback time which can be measured in months. Managing energy more efficiently has become a key area in shipping with the new SEEMP (Ship Energy Efficiency Management Plan) regulations requiring greater monitoring and documentation, also an increasing point of emphasis from maritime authorities and contractual partners. “ECO-Assistant can achieve efficiency improvements of up to 6%. A typical 7,500 TEU container vessel operating at a slow steaming speed can reduce its CO2 emission by 2,740 tons per year by using the system. Additionally, ECO-Assistant can be integrated with a vessel’s cargo planning system to realize even greater fuel saving potential, Fuel Calculator: The Fuel Calculator predicts fuel consumption for actual load condition, speed and ambient conditions.
Reliable data on vessel fuel consumption is becoming increasingly vital, not only to benchmark and assess vessel and fleet performance but to fulfil charter agreements. Developed in partnership with Hamburg based ship operator NSC the new fuel consumption calculator in ECO-Assistant responds to these needs by providing the fuel consumption for an arbitrary sailing condition with a single click. This new function re-uses the hydrodynamic knowledge base behind the system’s trim optimization to generate this information, while performance data and semi-empirical corrections are utilized to provide fuel consumption curves that reflect individual hull fouling, ambient conditions, fuel quality and engine characteristics. Björn Eichhorn, Fleet Director of NSC Schifffahrtsgesellschaft, says, “The ECOAssistant data gave us the capability to reliably compute fuel consumption at draft and speed conditions not covered by model tests or sea trials.”
Automated Reporting The new reporting feature generates automated PDF reports for periods or voyages, stating usage and achieved savings, at the push of a button. These reports can be used as a way to demonstrate energy efficient operation for SEEMP documentation, national and port authorities, and between contract partners. The process connects on-shore and on-board staff with a common view on usage and benefits of the system and this effectively results in regular and consistent usage.
Optimizing fuel consumption, trim The latest version of ECO-Assistant, the trim optimization tool from FutureShip, the maritime consulting arm of DNV GL, incorporates a number of new features, including a fuel consumption calculator, system usage monitoring, benefit reporting and an E-learning module to speed familiarity with the system. With some 600 installations since its introduction three years ago, ECO-Assistant has been proven to deliver significant energy fuel savings to its users and the new features will enhance the functionality and usability of the system. Trim optimization is one of the most effective tools for enhancing ship fuel October 2013 MARINE LOG 35
software E-Learning Building on the experience gained from working with customers on about 600 installations over the last three years, FutureShip rolled out the new E-Learning module to provide new users with the ability to familiarize themselves with ECOAssistant anytime, anywhere, at their own speed, whether for an initial introduction, or for a brush up on a certain feature. The module ensures easy initial implementation
and allows new crew members to familiarize themselves with the system, both quickly and smoothly. These new features have been driven by feedback from FutureShip customers. By cultivating an ongoing dialogue with its customers, FutureShip has formed the basis for the strategies used in the system’s development, with users defining how the system can better reflect their needs and help them to perform better.
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36 MARINE LOG October 2013
New licenses for FORAN Software is not only an important tool in the operation and management of vessels, but in the design and construction process as well. Spain’s Sener Ingeniería y Sistemas, S.A. (SENER) recently secured two important contracts from major players in the North American offshore vessel design and shipbuilding market. The naval architectural and marine engineering firm STX Canada Marine, Vancouver, BC, Canada, recently signed a contract for the license to use the FORAN Computer-Aided Design/Computer-Aided Manufacturing (CAD/CAM) System. STX Marine, of course, has been responsible for some of the most innovative designs in the offshore support vessel market, including Harvey Gulf International Marine’s dual SV310DF fuel series of platform supply vessels under construction at TY Offshore, Gulfport, MS, and CV310 deep sea construction vessel being built by Eastern Shipbuilding Group, Panama City, FL, as well as SV300 and SV310 series marketed as HOSMAX vessels by Hornbeck Offshore Services (HOS), Covington, LA. After the implementation of FORAN in its headquarters in Vancouver, STX Marine will conduct training focused on the early design process in 3D. STX Marine has FORAN licenses covering modules for Hull Forms, General Arrangement & Naval Architecture, Hull Structure, Machinery & Outfitting, and Drafting and Drawing. STX Marine is part of STX Offshore and Shipbuilding, with extensive experience in ship design, covering a wide range of projects for shipyards and shipowners worldwide. FORAN will enable STX Marine to cover the total process of the ship design in 3D, which is fundamental to improve both productivity and quality. STX Marine’s partner on the Hornbeck Marine and Harvey Gulf projects, Eastern Shipbuilding has inked a deal with Sener for the license to use the FORAN CAD/CAM System in its shipbuilding activities. Eastern plans to expand its ship design office at its shipyards in Panama City, FL. The contract covers the implementation of the complete FORAN System comprising: Forms Generation, General Arrangement & Naval Architecture, Hull Structure, Machinery & Outfitting, Electrical Design and Advanced Design & Drafting. Eastern Shipbuilding engineers and designers will receive on-site training in all the disciplines of the FORAN System. After that, Eastern will start a new project in FORAN, a multipurpose supply vessel of 340 feet, with the objective of improving the quality of the design to mitigate costly errors during production. ■
software CAN yOuR iPhONE sAvE whALEs? Can your iPhone save whales? The answer just might well be “yes” if you’ve downloaded the app called Whale Spot ter. That’s because collisions between whales and ships are much more common than most people are aware. Estimates are that as many as 50 whales—including the world’s largest living creature, the blue whale—are killed annually in the busy shipping lanes off of the California coast. As part of its Whale Aware Program, PRBO Conservation Science, a non-profit based in the San Francisco Bay area, has developed the Whale Spotter app for iPhone and iPad for use by commercial ships, whale watchers and recreational boaters. The app allows NOAA’s Office of National Marine Sanctuaries and the U.S. Coast Guard to collect data on whale pod locations, which can then be used to manage shipping traffic and minimize potential collisions with whales. With more “real time” data on where whales are gathering, the National Marine Sanctuaries (NMS) and the Coast Guard can alert ships to reduce speed or select alternative routes.
Whale Spotter uses GPS to record locations where whales and other marine wildlife have been spotted by mariners. The information is automatically loaded into an interactive map that can be used by mariners and the U.S. Coast Guard. A Whale Spotter app for the Android platform is under development. The introduction of Whale Spotter on the U.S. West Coast follows the roll out last year of the Whale Alert app, which provides up to date information about the NOAA’s right whale management initiatives and regulations for the Atlantic Coast. The Whale Alert app uses GPS, AIS and web technology to alert mariners to right whale conservation measures, such as Seasonal Management Areas where 10-mile-per-hour vessel speed restrictions are imposed. Fines for violating vessel speed restriction zones can be hefty—NOAA has issued penalties of $11,500 to $92,000 to ships violating speed restrictions in designated Seasonal Management Areas. Whale Alert also uses a passive acoustic right whale detection system to warn
New iPhone and iPad apps are being used to help mitigate the risk of collisions between ships and whales
commercial ships of the presence of right whales in shipping lanes that pass through NOAA’s Stellwagen Bank National Marine Sanctuar y heading to Boston, MA. The acoustic alert system uses sound-detecting buoys to detect right whale vocalizations within a five-mile radius. No such system yet exists on the West Coast. Both the Whale Aware and Whale Spotter apps are available on iTunes for free.
Winner of the 3rd Photo FORAN Award. Babcock
www.foran.es AF_PagFORANV70-Marine Log(178x126)eng.indd 1
The most suitable CAD/CAM for shipbuilding October 2013 03/10/13 MARINE LOG 19:4037
newsmakers
Brent Barker named to Bollinger Shipyards team B r e n t B a r k e r ha s been named Sales Representative for Bollinger Shipyards, Inc.’s ten shipyards and support services. Barker, who has been in the industry for over a decade, will focus on quality construction, repair, and conversion products and services to the marine industry. After the completion of the Fall semester, SUNY Maritime College President rear admiral Wendi B. Carpenter, USn (ret.) will step down from the position. Admiral Carpenter has served as President since August 2011. In the meantime, SUNY’s Board of Trustees has named dr. miChael a. Cappeto as interim president. Cappeto has served as provost and vice president for academic affairs at SUNY Maritime since 2012. dr. anne-marie WarriS, an expert in the fields of sustainable shipping, climate
change and environmental management, has been chosen as Personality of the Year 2013 by WISTA-UK. Cargo transportation ser vices provider Trailer Bridge, Inc., Jacksonville, FL, has appointed Chad SWitzer to the position of Director of Financial Planning & Analysis. Switzer has over 15 years of experience in Finance and Operations Management and will be responsible for planning, budgeting, forecasting and analysis processes. Arabian Gulf-based ship and rig repair yard, ASRY, has announced the appointment of nilS kriStian Berge as Acting Chief Executive. He succeeds Chris Potter who leaves the company at the end of the month. Berge, who currently holds the position of Commercial General Manager, has over 25 years of international maritime experience.
Provider of ship routing ser vices and onboard voyage optimization systems, Applied Weather Technology, Inc., (AWT ), Sunnyvale, CA, named haydn JoneS its Chief Executive Officer. Prior to joining AWT, Jones was marketing director and business development manager for Oslo’s Fugro Satellite Positioning. The American Maritime P a r t n e r sh i p ( A M P ), h a s h o n o r e d r e p. p e t e r k i n g (r- n y ) with its 2013 Champion of Maritime Award. The award, given out annually, recognizes an individual who has displayed extraordinary dedication to—and consistent support for— the American maritime industry. Jeffrey S. geiger, president of General Dynamics Bath Iron Works, has been named President of General Dynamics Electric Boat effective November 4, 2013, following the retirement of kevin J. poitraS.
4th Annual
Featured Speakers • Michael Smith, Chairman, CEO & Founder, Freeport LNG • Martin Houston, COO & Executive Director, BG Group • Barry Smitherman, Chairman, Texas Railroad Commission • Jamie Welch, Group CFO, Head of Business Development, Energy Transfer • Mead Treadwell, Lt. Governor, State of Alaska • Ken Medlock, Sr. Director, Energy and Resource Economics, James A. Baker Institute • Keith Meyer, Chairman & CEO, LNG Central
DECEMBER 11-12, 2013 FOUR SEASONS, HOUSTON, TX | WWW.NORTHAMERICANLNGEXPORTS.COM
38 MARINE LOG October 2013
techNews
Miko patches save sinking ship
abb and statoil join forces to
develop subsea power Power and automation technology group, ABB, has entered a joint industry program (JIP) with Norway-based oil and gas company Statoil. The total value of the venture is $100 million. The goal of the program is to develop solutions for transmission, distribution and power conversion systems designed to power and control subsea pumps and gas compressors at depths of 3,000 meters or more, and over large distances. ABB will be responsible for developing the new technology. The five-year program, ABB says, is pivotal to the development of technologies required to power and control large-scale subsea pumping and gas-compression projects, which are planned for places like the Norwegian continental shelf and the Gulf of Mexico. The subsea technolog y w ill enable se ver al elec t r ic loads to be supplied through a single power cable, reducing
investment costs. ABB says the equipment will be enclosed in liquid filled, pressure compensated tanks, with components tested extensively under the full pressure they will experience at the target water depth. azipod system for russian newbuilds ABB has also won an order to supply its Azipod marine propulsion system and complete electric power plants to two new rescue and salvage icebreakers under construction at German shipbuilder Nordic Yards GmbH. The new vessels, owned by Russia’s State Maritime Rescue Coordination Centre (SMRCC), will be used for patrols and rescue operations in offshore oil-and-gas fields. Under the contract ABB will supply 3.5 megawatt (MW) Azipod VI units, main switchboards, drives, bow thrusters and generators. Total power per vessel will be 7 MW. www.abb.com
miko to the rescue. A quick application of the Miko magnetic patches were the saving grace for a 38-year-old, mothballed platform supply vessel, that was awaiting disposal at a Saudi Arabian port. The PSV was on the verge of sinking after a leak occurred in the ship’s engine room, flooding the engine space. An investigation revealed a 12 mm hole in the hull plating directly beneath a generator bed. The hole, which increased in size by 5mm after it was initially found, was covered by a Miko magnetic patch. Hours later, however, a second hole was discovered, as well as a crack along the hull plating. The holes and the crack were sealed with Denzo tape and fitted with larger Miko patches. Two Miko magnetic patches were reinforced by four high power Miko permanent magnets that provided additional adhesion to the hull. www.miko.no
Hayata introduces new Hammerhead StainleSS Steel banding and cable tie producer, Hayata, Dallas, T X, has introduced its new Hammerhead CT-7. Designed to make stainless steel cable tie installation more efficient, all the while lowering total cost of ownership, the CT-7 is lightweight, reducing overall installer fatigue. It also enables easy loading and unloading, while its heavyduty zinc-plated construction provides maximum corrosion resistance. Installers often use their ratchet tools to awkwardly hammer down ties. “The CT-7,” says Hayata President Tom Crouch. “reduces awkward motion and premature wear on the tool.” www.hayata.com
sieMens installs first of four North Sea platforms SiemenS has successfully installed the HelWin1, the first offshore platform in the North Sea connecting two offshore wind farms—Nordsee Ost and Meerwind—to the mainland. The project’s completion marks a significant step in German grid connection projects. Beginning next year, the power generated by the wind turbines will be transformed into low-loss direct current. This will enable network operator and purchaser TenneT to supply 500,000 German households with electricity.
Fabricated by Nordic Yard, the 12,000-ton HelWin1 platform features a 75 m x 50 m surface area and has seven decks spanning a total height of 27 meters. The platform, which has a capacity of 576 megawatts, is completely automated. The systems on board can be monitored and controlled from land with cameras and sensors providing an overview of operating status. In total, four North Sea grid connection projects will be implemented for TenneT. HelWin1 is scheduled to be commissioned the second half of 2014. www.siemens.com October 2013 MARINE LOG 39
contracts Shipyard ContraCtS While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about September 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com. Shipyard
Location
RECENT CONTRACTS Bollinger Shipyards GD-NASSCO
Lockport, LA San Diego, CA
Metal Shark
Qty
type
particuLarS
owner/operator
eSt. $ MiL
6 2
FRCs product tankers
154 ft, 28 knots 50,000 dwt, 330,000 bbl
U.S. Coast Guard Seabulk Tankers
$250.7
EST. DEl. 2016 1Q2017
Jeanerette, LA
15
Response Boats
29 ft, 45 knots
U.S. Coast Guard
$5.0
2014
DElIVERIES Alaska Ship & Drydock Austal USA
Ketchikan, AK Mobile, AL
1 1
longliner LCS
136 ft 127m
Alaska Longline U.S. Navy
$152.3
OCT13 SEP13
Gladding-Hearn Kvichak Marine
Somerset, MA Seattle, WA
1 1
ferry pilot boat
98 ft, 150 PAX 64 ft x 19 ft, 35 knots
Bay State Cruises Savannah Pilots
SEP13 SEP13
Signet International
Orange, TX
1
deck barge
300 ft x 100 ft
McDonough Marine
SEP13
PENDING CONTRACTS Aker Philadelphia BAE Systems Southeast
Philadelphia, PA Mobile, AL
4 2
Options dump scows
50,000 dwt 7,700 ft3
Crowley Great Lakes Dredge
2
OPCs LASH carriers
Offshore Patrol Cutters convert steam to LNG
U.S. Coast Guard Horizon Lines
TBD TBD
$500
NOTES 2017 Options RFP/Phase I RFP
TBD TY Offshore
1 4
double-end ferry PSVs
70-car dual fuel, 302 ft x 64 ft
VDOT Harvey Gulf Intl. Marine
$27
New Orleans, LA
RFP Options
VT Halter Marine Candies Shipbuilders
Pascagoula, MS Houma, LA
1 1
Roll-On/Roll-Off subsea vessel
692 ft, 26,600 dwt 108m x 22m, MT6022
Pasha Hawaii Transport Otto Candies LLC
$137
Option Option
Leevac Shipyards TBD
Jennings, LA
2 3
PSVs vehicle ferries
300 ft x 62 ft two 145 vehicle, 600 PAX
Tidewater BC Ferries
6
car ferries
1,200 PAX (convert to LNG)
Washington State Ferries
TBD
Options Award JAN14
MARINELOG RFP issued
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40 MARINE LOG October 2013
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contracts Shipyard ContraCtS While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about July 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major Company page #contractsCompany page # conversion, overhaul or refit. Additional commercial and government are listed on our website, www.marinelog.com.
Index of AdvertIsers
JMS Naval Architects . . . . . . . . . . . . . . . . . . 2 ABS Americas . . . . . . . . . . . . . . . . . . . . . . . G8 Qty type particuLarS owner/operator eSt. $ .MiL . . . . . . . . . . . . . . 26 Kobelt Manufacturing JRC North America . . . . CO . . . .LTD . . . . . . . . . . . . . . . . . .15 . 7 ABS Americas . . . . . . . . . . . . . . . . . . . . . . . 10 RECENT CONTRACTS EST. DEl. KVH Industries, Inc . C3 ABS Nautical Systems . . . . . . -- . . .TAO(X) . . . . . . . . . . . . .GC4 American Corp .MS 40 KVH Industries, Inc . . . . . . . . . . . . .$1.7 . . . . . . . . . .2014 . . . . . . .18 Huntington IngallsVulkan Pascagoula, study--replace TAO tankers U.S. Navy GD-NASSCO San Diego, CA -TAO(X) study--replace TAO tankers U.S. Navy $1.7 2014 Kvichak Marine Industries . . . . . . . . . . . . . . .2014 . . . . . . . 30 25 Austal USA . . . .Gulfport, . . . . . .MS . . . . . . . . . . . . . . G11 Centa Corporation . . . . . . . . . .-- . . . . . .TAO(X) . 11 Kvichak VT Halter Marine study--replace TAO tankersMarine U.S. Navy . . . . . . . . . .$1.7 Platypus Marine Port Angeles, .WA 58 ft Lufkin Industries . . . . . . . . . . . . . . . . . 2013 . . . . G2 Baker Marine Solutions . . .1 . . .fishing . . . .vessel . . . . 16 Electronic PowerCo/Fincantieri Design . . . . . . . . . . . . . . . . . . . . .10 LufkinIndustries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Lufkin 26 Bay Shipbuilding . 9 DElIVERIES Eastern Shipbuilding Panama City, FL . 1 . . .LCV 302 ft x 64 ftMarine ArtHarvey Gulf International JUL13 Elliott Bay Design Group . . . . . . . . 4 Of J . Clary . . . . . . . . . . . . . . . 4 Metal SharkDelta Boats . . . . . . . . . . . . . . . .JUL13 . . G10 Bok Financial . .Somerset, . . . . . MA . . . . .1 . . .pilot . . .boat . . . . . G4 Gladding Hearn 52.6 ft x 16.11 ft Launch Services . . Marine .Pages . . .Services . . Website . . . . . . . . . . . . . . . . .JUL13 .14 Bollinger . . . . . . 1 . . .tug . . . . . . . . . . . . . . 28 G3 Nichols BrothersShipyards 100 ft x 40 ft,Monti Z-drive Power Harley Europort 2013 .Whidbey . . . . . .Isl., . . .WA Marine Yellow . . . . . . .31 National Maritime Salvage Conference . G6,G7 Centa Corporation . . . . . . . . . . . . . . . . . . . G9 PENDING CONTRACTS ExxonMobil Global Lubricants . . . . . 22,23 Namjet LLCGreat . .Lakes . . .Dredge . . . . . . . . . . . . . .NOTES . . . .14 BAE Systems Southeast Mobile, AL 2 dump scows 7,700 ft3 Offshore Energy Challenge . . . . . . . . .Options . . . 28 Coastal Marine Equipment . . . . . . . . . . . . G5 GD-NASSCO San Diego, CA 3 containerships 764 ft x 106 ft TOTE Opts ex. 2013 Ferries Conference . . . . . . . . . . . . . . 16,17 Offshore Energy . . . . . . . . . . . . . . . . Omnithruster . . . .State . . .Ferries . . . . . . . . . . . . .RFP .32,33 .issued . . 11 Conrad Shipyard . . . . . . . . . .6 . . .car . .ferries . . . . . . G5 TBD 1,200 PAX (Convert to LNG) Washington TBD OPCs Offshore Patrol Cutters U.S. Coast Guard RFP/Phase I Great American Insurance Co . . . . . . . .13 North American LNG Exports . . . . . . Senesco Marine . . . . . . . . . . . . . . . . . . . . . 38 18 Det Norske Veritas . . . . . . . .2 . . .LASH . . .carriers . . . . . . convert 8 steam to LNG TBD Horizon Lines RFP TBD double-end 70-car VDOT Signal International Elliott Design Group . . . . . . . . . . .ferry 27 Great Bay Lakes Group . . . . . . . . .41 . . . . . .PSVs . . . . C3 Regions Bank . . . . . . . . . . . . . . . . . $27.0 . . . . . . . . . . . . . . .RFP . . . . .GC2 C4 TY Offshore New Orleans, LA dual fuel, 302 ft x 64 ft Harvey Gulf Intl. Marine Options Silverships . . . . . . . . . . . . . . . . . . . . . . . . . .15 Ferries Conference . . . . . . . . . . . . . . . . . . . . 5 VT Halter Marine Roll-On/Roll-Off 692 ft, 26,600 dwt Hawaii Transport Hayata . . . . . . .Pascagoula, . . . .LA . .MS . . . 11 . . .subsea . . . . . . . . .7 Rolls RoycePasha Marine . . . . . . $137.0 . . . . . . . Option . . . C2 Candies Shipbuilders Houma, 108m x 22m,Smith MT6022 Berger OttoMarine Candies LLC . . . . . . . . . . . . . .Option . . . 27 Global Greenship Conference . . . . . .vessel . 20, 21 Leevac Shipyards Jennings, LA 2 PSVs 300 ft x 62 ft Tidewater Options Hydrex NV . . . . . . . . . . . . . . . . . . . . . . . .12 Sener . . . . . . . . . . . . . . . . . . . . . . . . . .37 VT Halter Marine, Inc . . . . . . . . . . . . . . . . . . . . JAN14 C2 Great American Insurance Co . .vehicle . . . .ferries . . . . 23 TBD 3 two 145 vehicles, 600 PAX BC Ferries Award one 125 vehicle, 600 PAX W&O 12 Hempel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4 IMO Publishing .5 SmithSupply Berger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 Wortelboer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 24 Herbert-ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G10 JLG Industries . .3 Vigor Industrial Hydrex NV . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Shipyard ABS Americas .Location . . . . .
OFFSHORE
ENERGY CHALLENGE
December 3-4, 2013 Washington Marriott Washington, DC
CONFERENCE + EXPOSITION
The world energy picture is changing.
Are you changing with it? 28 MARINE MARINELOG LOG July August 2013 28 2013
Tabletops & Sponsorships Contact Jane Poterala at jpoterala@sbpub.com (212) 620-7209 www.marinelog.com/events
October 2013 MARINE LOG 41
marketplace pROducTS & SERvicES
SOFTWARE
Specializing In Barges • Single or Double Hull, Inland or Ocean-Going • Design, Construction & Modification • Chartering & Sales
503-228-8691 1-800-547-9259 3121 SW Moody Avenue, Portland, Oregon 97239
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WATERFRONT LEASE PORT OF MOBILE, AL Two Prime Waterfront Properties Contact William Harrison 251-232-3810 or visit www.harrisonbrothers.com/land *Subject to mutually agreed upon terms and conditions of a written lease. All Real Estate Brokers or Agents shall be considered agent of, and sole responsibility of, theTenant.
The Leader in Vibration Analysis and Control, Laser Alignment, and Machinery Problem Solving www.bolandindustrial.com
ENGiNEERS & ARcHiTEcTS
FOR SALE: 2 drydocks, shift boats, cranes, pollution recovery barge. Contact William Harrison 251-232-3810
42 MARINE LOG October 2013
Marketplace SaleS
contact: Jeanine Acquart Phone: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com
marketplace ENGiNEERS & ARcHiTEcTS
Marine
Industry
M.A.C.E. Inc.
FT. LAUDERDALE - USA - WORLDWIDE PhOne: (954) 563-7071 FaX (954) 493-9559
KEEL DESIGN CORPORATION
Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements
naval architects & marine engineers Quality technical services 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917
BOKSA
Marine Design
EMpLOYMENT DEGREED NAVAL ARCHITECT CORN ISLAND SHIPYARD Located in Southern Indiana, Corn Island is a premier builder of custom offshore and inland commercial vessels. We design most of the vessels that we build and offer our Customers a unique integration of sales, engineering and production. This process has produced a variety of high quality vessels that now operate on all four U.S. coasts and throughout the inland waterway system. This position offers a unique opportunity for the right individual to perform and grow in all phases of modern shipbuilding.
Corn Island Shipyard Inc. P.O. Box 125 Lamar, IN www.cornislandshipyard.com Phone: 812-326-8808 Contact: Bud Johnson
Naval Architecture Conceptual Designs Marine Engineering Production Engineering Lofting & Nesting Tooling Design
BoksaMarineDesign.com
813.654.9800
EMpLOYMENT
GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers
HARLEY MARINE SERVICES
Open Positions: General Manager - Alameda/San Francisco Harbor, CA Port Captain – Seattle, WA and U.S. Gulf Coast Barge Operations Supervisor – U.S. Gulf Coast Marine Operations Manager – Anchorage, AK Port Engineer – L.A./Long Beach Harbor, CA Assistant Port Engineer - U.S. Gulf Coast Captain – Seattle, WA and U.S. Gulf Coast River Pilot – U.S. Gulf Coast Tankerman – U. S. Gulf Coast Engineer (licensed engineer preferred) – All Locations Apply online at: www.harleymarine.com
350 Lincoln St. Suite 2501 Hingham, MA 02043 Telephone: 781 740-8193 April 2013 MARINE Facsimile: 781 740-8197 E-mail address: Website www.jwgainc.com inbox@jwgainc.com
October 2013 MARINE LOG 43
Shipbuilding hiStory
The CoasT Guard’s six-BiTTers
MarineLoG ISSN 08970491
USPS 576-910
A Simmons-Boardman Publication 55 Broad Street, 26th Floor New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com
It’s hard to imagine, given today’s procurement practices, that the Coast Guard could complete the design of this boat by the Spring of 1924, execute 17 separate construction contracts and take delivery of all 203 boats over the course of only ten months, from October 1924 through July 1925. But they did. The boat’s designer, Mathis Yachts, led the way in the construction, building 30 boats, followed by Gibbs Gas Engine, Jacksonville, FL, who built 20, and Defoe Machine & Boat Works, Bay City, MI, and Lake Union Dry Dock, Seattle, WA, each of which built 15. Thirteen other yards built ten boats each: Crowninshield Shipbuilding, Fall River, MA, DachelCarter Boatbuilding, Benton Harbor, MI, T. H. Soule, Freeport, ME, New York Yacht, Launch & Engine Co., Morris Heights, NY, Rice Brothers, East Boothbay, ME, Southern
Advertising Sales UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast, West Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest and Canada Vanessa Di Stefano Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: vdistefano@sbpub.com
44 MARINE LOG October 2013
Shipyard, Newport News, VA, Chance Marine,Annapolis, MD, Kingston Dr y Dock, Kingston NY, Vinyard Shipbuilding, Milford, DE, Colonna’s Shipyard, Norfolk, VA, Luders Marine, Stamford CT, and A. W. De Young, Alameda, CA. And, oddly, the Portsmouth Naval Ship Yard built three. Prohibition ended in December 1933, when the Six-Bitters were still less than ten years old. It’s not entirely clear what happened to them. At least 50 were transferred to the Navy, becoming the first boats designated as YPs, and most of these were sold or disposed of after World War II. At least another 14 were transferred to other government agencies, while four are known to have been lost while in Coast Guard service. Many continued to serve in the Coast Guard through World War II, the last few being sold in 1946. None are active today.
Courtesy of United States Coast Guard
The eighTeenTh AmendmenT became law in January 1920 and the U.S. Coast Guard was instantly behind the eight-ball. Its force of oceangoing cutters numbered only 45, of varying utility: 19 were classified as cruising cutters and 26 as inshore cutters, but few were up to the task of intercepting the hundreds of high-speed boats deployed by the rum-runners. Amazingly, nothing much was done about this imbalance until 1923, when 20 ex-Navy destroyers of preWorld War I vintage, hopelessly unsuited to the mission, were assigned to the Coast Guard. Not long afterwards, however, the service initiated what would be one of the largest classes of cutter ever built— the “SixBitters.” In total, 203 Six-Bitters were built, by 17 boatbuilders, and all were delivered within two years. The standard design was a 75 ft long, wooden-hulled boat that could do 17-18 knots and patrol just outside the 12-mile limit—known as the “Rum Line,” because that was where the smugglers transferred their cargoes from big ships to small boats— for at least a week at a time. The concept was developed by the Coast Guard’s Office of Construction and Repair, with the contract design coming from Mathis Yachts, in Gloucester, NJ, where the now legendary John Trumpy was then Chief Naval Architect. They were 74 ft 11 inches in length, with a beam of 13 ft 7 inches and had a draft of 3 ft 9 inches, giving a displacement of just 37 tons. They were powered by two 220-hp Sterling gasoline engines and had accommodation for a crew of eight.
By Tim Colton
WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com
China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: jesmedia@unitel.co.kr CLASSIFIED SALES Jeanine Acquart Classified Advertising Sales 55 Broad Street, 26th Fl New York, NY 10004 Tel: (212) 620-7211 Fax: (212) 633-1165 E-mail: jacquart@sbpub.com
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