October 2014 Marine Log

U.S. PACIFIC MARITIME: SHIPYARD INVESTMENT

ARINE OG M L

N R DE CTIO N U RU T NS

CO

Reporting on Marine Business & Technology since 1878

www.marinelog.com

OCTOBER 2014

ICONIC

TIDEWATER BARGE LINES

THREE TUGS

WE’RE BUILDING

QUALITY VESSELS

UPDATE

Funding for ferries from Staten Island to Alaska

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T H E

W O R L D

L E A D E R

I N

G Y R O

S T A B I L I Z A T I O N

CONTENTS

Vigor’s new dry dock, the 960 ft x 186 ft Vigorous, has a lifting capacity of 80,000 long tons and will allow the shipbuilder to service Military Sealift Command ships, cruise ships and post-Panamax vessels

features 15 FERRIES

New class from coast to coast

North American ferry operators, including the Staten Island Ferry and the Alaska Marine Highway System, are investing big to revamp their fleets

18 SHOW PREVIEW

Marine Log’s Ferries Conference & Expo

A look this years event highlights and exhibitors

22 SAFETY

Safe passage

Could providing an estimated time frame between an accident occurring and the ship’s capsizing/sinking help save lives?

24 PACIFIC REGION

Reinvigorated

The largest dry dock in the U.S. has finally made its way to Vigor Industrial’s Portland, OR shipyard, signaling a resurgence of the maritime industry in the Pacific Northwest

2 MARINE LOG October 2014

29 LNG

Plenty of LNG for marine fuel The Energy Information Administration (EIA) and the Potential Gas Committee have estimated that there is a 100-year supply of natural gas in the U.S

32 POWER & PROPULSION

Power switch

Offshore transportation and support services provider Cape Coastal Marine repowered its 150 ft supply boat Gulf Ranger to boost its muscle and make it more efficient

departments 4 EDITORIAL

• K-Line pleads guilty in price-fixing scheme • U.S. Coast Guard orders additional patrol boats • Judge finds BP grossly negligent in Deepwater Horizon disaster • MarAd awards Title XI loan for TOTE containerships

14 WASHINGTON BSEE takes aim at improving offshore helicopter safety

34 NEWSMAKERS Bollinger Shipyards Vice President Dave Marmillion to retire

35 TECH NEWS

Ferries are an intricate part of our lives

DNV GL looks to revolutionize the shipping industry with Revolt

8 WATERWAYS COLUMN

36 CONTRACTS

The potential of Public Private Partnerships

Gladding Hearn delivers patrol boat to NYPD

9 UPDATE

40 FINAL THOUGHTS

• Bollinger delivers the first in a series of PSVs to Edison Chouest

Estonia 20 years later: What have we learned?

Cover: Leonard Zhukovsky / Shutterstock.com

24

OCTOBER 2014 VOL. 119, NO. 10

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ENGINEERING

EDITORIAL

FERRIES ARE AN INTRICATE PART OF OUR LIVES FOR PEOPLE THAT LIVE in seaside cities and coastal communities, ferries are an intricate part of the fabric of their lives. Just looking around New York Harbor, publicly and privately operated ferries take high school students to and from classes on Governors Island, connect Manhattan hipsters with trendy lounges in Williamsburg, Brooklyn, and white-collared workers from suburban New Jersey to their office jobs on Wall Street. This scenario not only plays out around New York, but in other cities around the world. In some cases, ferries may be the only links islanders have with the mainland or with each other.

If you think of cities and towns as living organisms, then it’s easy to imagine ferry routes, rail lines, roads, and highways as their circulatory system, bringing vital socio-economic “nutrients” in the form of people, goods and equipment to keep communities and businesses thriving and healthy.

According to Interferry, the international association for ferry owners and operators, ferries transport about 2.1 billion passengers annually worldwide—that’s comparable to the airline industry. That’s not including 250 million vehicles and 32 million trailers.

But more investments in ferries are needed—and they are coming both from the public and private sectors. The Steamship Authority, Mashapee, MA, for example, just issued an RFP to shipyards for the construction of a 235 ft passenger/vehicle ferry, while NY Waterway, Weehawken, NJ is building two 350-passenger ferries for its fleet at Yank Marine, Inc., Tuckahoe, NJ. Associate editor Shirley Del Valle writes about some of the latest investments being made by Staten Island Ferry, Alaska Marine Highway System, and BC Ferries in “New Class from Coast to Coast.”

What’s really eye-opening in Shirley’s story is BC Ferries conversion of its two

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

Spirit Class ferries to LNG. The ferry operator says that during the last fiscal year alone, it spent $126 million on fuel, with the two Spirit Class vessels slurping 15% of that total. The switch over to LNG is expected to save about $9.2 million per year over each of the remaining 27-year life cycle for each vessel—that’s almost $500 million.

This year also marks 20 years since the tragic sinking of the MV Estonia. You should read Dr. Robert Latorre’s insightful piece, “Safe passage,” on estimating the time to capsize of RO/RO ferry in the event of an accident, as well as our Final Thoughts column, “Estonia 20 years later: What have we learned?”

We’ll talk more about the ferry market at FERRIES Conference & Expo in Delray Beach, FL, Nov. 11-13, 2014. The event includes a special LNG Fueling for Ferries workshop jointly produced with SNAME on Nov. 13. I hope that you’ll be able to join us.

MARITIME TRIVIA Trivia Question #19: What was the slang term for sailors who left a ship without any notice?

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

Answer to last month’s trivia question, “In the days of sail, what precaution was taken to counter sabotage or stabbings?” Sailors were not allowed to carry pointed knives. Last month’s winning answer was submitted by Mike Schroeder, Technical Support Manager, SunSource.

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MARINELOG

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

OCTOBER 2014 VOL. 119, NO. 10

NOAA is the premiere scientific agency of the Federal Government. We offer a variety of seagoing positions aboard our fleet of scientific research and survey vessels. As a Federal employee for the Department of Commerce, you will be eligible for Federal benefits, paid training, excellent pay and job security. Work for NOAA as a Wage Mariner, your career will have an endless horizon.

ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

INTERNATIONAL SALES DIRECTOR Louise Cooper lcooper@sbpub.com

PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com

NATIONAL SALES DIRECTOR Jeff Sutley jsutley@sbpub.com

ASSOCIATE EDITOR Shirley Del Valle sdelvalle@sbpub.com

REGIONAL SALES MANAGER Ian Littauer ilittauer@sbpub.com

ENGINEERING, DECK, STEWARD, AND SURVEY OPPORTUNITIES ARE AVAILABLE.

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6 MARINE LOG October 2014 SS-83mm x 117mm.indd 1

6/30/14 12:12 PM

INLAND WATERWAYS

THE POTENTIAL OF P3S NOW THAT THE PROCESS IS UNDERWAY

to implement the important policy changes in the Water Resources Reform and Development Act (WRRDA) of 2014, much discussion is taking place about the potential of Public Private Partnerships (P3s). Section 5014 of WRRDA authorizes the Secretary of the Army to create a Water Infrastructure Public-Private Partnership Pilot Program to help identify cost-saving project delivery alternatives to help reduce the Corps’ backlog of authorized projects, and to evaluate the technical, financial and organizational benefits of allowing a non-Federal applicant to carry out design and construction of projects.

Senators Dick Durbin and Mark Kirk of Illinois are very supportive of P3s. Last March, Senator Durbin introduced the “Water Infrastructure Now Public-Private Partnership Act” or “WIN P3” Act (S.566) that directs the Corps’ Chief of Engineers to establish a pilot program to evaluate the costeffectiveness and project delivery efficiency of allowing non-federal interests to carry out authorized flood damage reduction, hurricane and storm damage reduction, and navigation projects. A companion measure

Under WRRDA, the Secretary of the Army can create a Water Infrastructure Public-Private Partrnership Pilot Program

8 MARINE LOG October 2014

was authored in the House by Illinois Members Reps. Rodney Davis and Cheri Bustos.

In the House, Transportation and Infrastructure Committee Chairman Bill Shuster and Ranking Member Nick J. Rahall, II established a special panel to “focus on the use of and opportunities for P3s across all modes of transportation, economic development, public buildings, water, and maritime infrastructure and equipment.” The full committee’s Vice Chairman, Rep. John J. Duncan, Jr., and Rep. Michael Capuano, chair and serve as ranking member of, respectively, the P3 special panel. In fact, on September 17 the panel released its final report on P3s. The Transportation and Infrastructure Committee will use the panel’s recommendations as a resource when considering legislation. Read the report here: http://transportation.house.gov/uploadedfiles/p3_panel_report.pdf But can P3s work for navigation projects?

The Corps of Engineers has no authority to charge tolls or user fees for projects and so the costs would need to be spread among stakeholders. The question of P3 project investment recoupment is a serious and

Michael J. Toohey, President/CEO, Waterways Council, Inc.

unanswered one. How does the private sector investor recoup sunk costs for a new lock?

I testified to the P3 special panel in July, and I said, “We approach the P3 opportunity as another way to get toward those other lock and dam improvements that will wait 20 to 30 years under the current program to get going.” We have met with a number of contractors and organizations keenly interested in using the P3 model to construct locks, but we have continued to say that economic analysis is needed in order to see if this is a viable option for shippers. Back-ofenvelope calculations indicate that it could cost an additional $7,000 per barge to transit a P3 lock. That would be cost-prohibitive and appears to be close to a lockage fee, which WCI, the waterways industry, shippers, and Congress have long rejected.

But Thomas Edison said, “We often miss opportunity because it’s dressed in overalls and looks like work.” So we remain open to the opportunities that may lie within P3s, and we look forward to a future in which navigation projects can be completed as efficiently as possible. America drives forward when its transportation systems thrive. ■

UPDATE BIZ NOTES Siem acquires FSG German shipyard Flensburger Schiffbau- Gesellschaf t (FSG) has a new owner: Norwegian-controlled, Cayman Islands-registered Siem Industries, Inc. The take-over is expected to strengthen FSG’s position in the offshore market.

“Siem Industries is a successful, globally expanding and financially strong family-owned enterprise. It allows us— the Flensburger Shipyard—to continue our successful developments in the global offshore-market,” says Peter Sierk and Frank Bywater, Managing Directors at the shipyard.

The Siem Group of companies operates 145 vessels and has a controlling interest in Siem Offshore and oil service company SubSea 7.

Over the past 14 years, FSG has established itself as a leader in the construction of specialized RO/RO and ROPax ships. However, for the last three years it has targeted the offshore industry. The shift has enabled the group to set up, what Sierk and Bywater call “the proper foundation for the sustainable development.” And the group is clearly on the right track. This past February it received an order for two well-intervention-vessels from Siem Offshore. As part of an arrangement with Helix Energy Solutions Group, Inc., the vessels will be chartered to Petrobras to provide services for offshore Brazil.

MS. CHARLOTTE HAS ARRIVED Bollinger delivers first in series of deepwater platform supply vessels to Edison Chouest BOLLINGER SHIPYARDS, Lockport, LA, has delivered the Ms. Charlotte, the first in a series of four 300 Class deepwater platform supply vessels for Edison Chouest Offshore (ECO), Galliano, LA. The 4,999 dwt Ms. Charlotte is one of seven vessels—four 300 ft Class and three 270 ft Class platform supply vessels (PSVs)—acquired by ECO from Bee Mar, LLC, Broussard, LA, a vessel operating unit of Bollinger Shipyards.

When MARINE LOG broke the news on Bee Mar’s acquisition back in February, the deepwater support vessels were on order at Bollinger Marine Fabricators (BMF), Amelia, LA, in various stages of production.

The last of the seven vessels will be completed by BMF in 2015. At the time of the acquisition, Ben Bordelon, Bollinger Shipyards’ Chief Operating Officer, said that Bee

Mar was not expected to build any additional vessels on spec.

Ms. Charlotte is classed by ABS as +A1, Fire Fighting Vessel Class 1, Offshore Support Vessel, Oil Recovery Capability Class 2, E, +AMS, + ACCU, +DPS2, POT, UWILD. The 84.1 m long PSV is fitted with two GE 3,125 hp 8L250 main propulsion engines.

Additionally, the DP2 vessel has extensive electrical requirements. To help meet these requirements, Ms. Charlotte is fitted with two Cummins QSK19-powered 525-kW generator sets and two Stamford PM734F 1,500 kW shaft generators. Its emergency generator set is powered by a Cummins 6CTA8.3-DM. ECO operates a fleet of 200 and provides a number of services in the industry, including deepwater marine transportation. It also owns its own group of shipyards.

K-LINE PLEADS GUILTY in price-fixing scheme, fined $67.7 million THE U.S. D EPARTMEN T OF J UST ICE reports that Kawasaki Kisen Kaisha Ltd. (K-Line), has agreed to plead guilty and pay a $67.7 million criminal fine for its involvement in a conspiracy to fix prices, allocate customers, and rig bids of international ocean shipping services for roll-on, roll-off cargo.

According to a one-count felony charge filed at the U.S. District Court for the District of Maryland in Baltimore, K-Line conspired to suppress and eliminate competition by allocating customers and routes, rigging bids and fixing prices for the sale of international ocean shipments of roll-on/ roll-off cargo to and from the U.S. and elsewhere, including the Port of Baltimore.

K-Line is charged with price fixing in violation of the Sherman Act, which carries a maximum penalty of a $100 million

criminal fine for corporations. The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.

According to the filing, the company participated in the conspiracy from as early as February 1997 until at least September 2012. K-Line has agreed to cooperate with the Department’s ongoing antitrust investigation.

“Our efforts exposed a long-running global conspiracy that operated globally, affecting the shipping costs of staggering numbers of cars, into and out of the Port of Baltimore, and other ports in the United States and across the globe, said Bill Baer, Assistant Attorney General in charge of the Department of Justice’s Antitrust Division.

“We are continuing our efforts to ensure that both the corporations and individuals involved in this cartel are held accountable for their acts.”

According to the charge, K-Line and its co-conspirators conspired by, among other things, agreeing on prices, allocating customers, agreeing to refrain from bidding against one another and exchanging customer pricing information. The department said the companies then charged rates in accordance with those agreements at collusive and non-competitive prices.

The investigation was conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.

October 2014 MARINE LOG 9

UPDATE

JUDGE FINDS BP grossly negligent in Deepwater Horizon disaster www.steerprop.com

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BP could face a potential liability of $18 billion in the Deepwater Horizon disaster, according to industry analysts

BP WAS GROSSLY NEGLIGENT in the 2010 Deepwater Horizon disaster, U.S. District Judge Carl Barbier ruled last month in a federal court in New Orleans, LA. The finding of gross negligence rather than simple negligence means that BP could face a penalty of up to $4,300 for each barrel of oil spilled in the disaster—a potential liability of up to $18 billion, according to analysts.

“The Court concludes that the discharge of oil ‘was the result of gross negligence or willful misconduct’ by BP,” Judge Barbier said in his written ruling. “BP’s conduct was reckless.”

Judge Barbier apportioned 67 percent of the blame for the spill to BP, 30 percent to Transocean and 3 percent to Halliburton. Though both Transocean and Halliburton were found negligent, only BP was found grossly negligent.

Following the ruling, all three companies issued statements. BP said it strongly disagreed with the decision and would immediately appeal. Meanwhile, Transocean called it “a welcome and favorable ruling,” a sentiment echoed by Halliburton which said it was “pleased” with the ruling.

BP believes that the evidence at trial does not support the finding that it was grossly negligent with respect to the accident and that its activities at the Macondo well amounted to willful misconduct.

Additionally, BP says that an impartial view of the record does not support the erroneous conclusion reached by the District Court.

The Court has not yet ruled on the number of barrels spilled and no penalty has yet been determined. The District Court will hold additional proceedings, which are currently scheduled to begin in January 2015, to consider the application of statutory penalty factors in assessing a per-barrel Clean Water Act penalty. The Clean Water Act requires the District Court to consider a number of factors in determining an appropriate penalty. The statutory maximum penalty is $1,100 per barrel where the court finds simple negligence and $4,300 per barrel where the court finds gross negligence or willful misconduct. During the penalty proceedings, BP will seek to show that its conduct merits a penalty that is less than the applicable maximum after application of the statutory factors.

10 MARINE LOG October 2014

Inland • Coastal • offshore • deepsea

BALTIC FEEDER SHIPS TO USE Wärtsilä dual fuel engines A SERIES OF NEW 1,400 TEU BALTIC FEEDER VESSELS will be the first containerships equipped with Wärtsilä’s two-stroke, low pressure, dual-fuel technology—the 7 cylinder Wärtsilä RT-flex50DF engines.

The ships are being built at China’s Yangzhou Guoyu Shipbuilding yard for GNS Shipping GmbH & Co K and will be managed by Nordic Hamburg. The vessels will enter service in 2016 and operate on a long-term charter contract for Containerships OY of Finland.

The technology behind the Wärtsilä RT-flex50DF engine enables the low pressure, dual-fuel benefits that are already available to fourstroke engines, to be applied to two-stroke engines—broadening the technology’s availability across the merchant shipping market, along with the dual economic and environmental advantages that it offers.

Firm orders have been made for four vessels and more ships are likely to be built as part of the same series.

“When our two-stroke, low pressure, DF technology was introduced we knew that we had gone beyond merely extending our DF engine portfolio,” says Rolf Stiefel, Director, Two Stroke Sales, Wärtsilä Ship Power. “This is an engine that really makes a positive difference to the global shipping sector. It not only meets the Tier III requirements when operating with gas fuel, but it also offers considerable CAPEX and OPEX savings. It is truly an engine that fits the needs of today’s market.”

“When we selected the engines we looked at two factors; the economics and the environmental footprint,” says Dr. Rowil Ponta, Managing Partner of Nordic Hamburg Group. “On both counts we found the Wärtsilä RT-flex DF type engine to be the best solution for the specific vessels and trade patterns. ”

USCG orders additional TPSBs INCREASING SECURITY ALONG US PORTS has always been of vital importance. To that end, the U.S. Coast Guard upped its ante, and ordered an additional seven Transportable Port Security Boats (TPSB), under a current five-year contract, from Seattle-based Kvichak Marine Industries, Inc. To date, Kvichak has delivered 52 TPSBs to the Coast Guard.

The all-aluminum 32 ft TPSB is designed as a multi-mission capable boat and provides security, maritime law enforcement, and search and rescue operations in coastal areas. According to the U.S. Coast Guard the vessel’s primary missions include “landside security” and “waterside security” operations. The TPSB, operated by a crew of four, features Dyneema ballistic armor protection and up to four mounted weapons. The craft can maneuver in as little as 24 inches of water and can operate safely in 8 ft seas and up to 30 knots of wind.

Kvichak will deliver the seven latest vessels in early 2015.

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October 2014 MARINE LOG 11

UPDATE

SEASPAN KICKS OFF CABLE FERRY CONSTRUCTION FOR BC FERRIES CONSTRUCTION HAS OFFICIALLY BEGUN on BC Ferries’ new (and first ever) cable ferry.

After ten months of detailed design development and months of RFP reviews, the project, which was awarded to Seaspan’s Vancouver Shipyards back in February, in now underway. The $15 million contract will see the North Vancouver-based shipyard build the 78.5 m, 150 passenger/50 car, RO/RO ferry.

Including construction and acceptance trials, the entire project will be completed in under eight months, and will employ up to 100 workers in the region.

BC Ferries’ Vice President of Engineering, Mark Wilson says, the ferry will provide “cost savings of over $80 million over the 40-year life of the project” when compared to current service. This translates to roughly

$2 million per year in cost savings.

The cable ferry—which features no propellers and yet, will provide an equal level of service from the current self-propelled vessel on the route—will operate with one drive cable and two guide cables along a crossing of 1,900 meters at 7.5 to 8.5 knots.

The ferry will begin operations on the Buckley Bay-Denman Island route Summer 2015.

EASTERN delivers seventh HOSMAX OSV EASTERN SHIPBUILDING GROUP, Panama City, FL, has delivered the seventh in a series of 10 HOSMAX 310 offshore support vessels to Hornbeck Offshore Services, LLC. The HOS Black Rock (Hull 207) was delivered 11 days ahead of schedule and on-budget.

Each OSV in the diesel-electric powered, twin z-drive HOSMAX 310 series is fitted with four Caterpillar 3516C 16-cylinder turbo-charged Tier III diesel generator engines, each rated at 1,825 kW at 1,800 rev/min. The complete system integrated diesel electric package—this includes propulsion and thruster drives, motors, control systems, DP system, switchboards, motor control centers, automation and navigation/communication electronics—is provided by GE Energy Power Conversions. Main propulsion is provided by two GE Energy furnished Hyundai 2,500 kW 690VAC electric motors driving two Schottel SRP 2020 FP Z-drives with nozzles rated at 2,500 kW at 1,025 rev/min.

The vessels in the HOSMAX 310 OSV series are 302 ft x 64 ft x 26 ft. All the vessels in the series are SOLAS/IMO certified and are USCG, ABS Classed +A1, Offshore Support Vessel and Ocean Service, Loadline, +AMS, +ACCU, +Circle, +DPS-2, UWILD, ENVIRO, FFV-1.

The remaining three vessels in the HOSMA X 310 series, the HOS Black Watch, HOS Brass Ring—which was recently launched—and HOS Briarwood, are scheduled for delivery later this year and early 2015.

Eastern is also building two HOSMAX 310ES Multi-Purpose Supply Vessels (MPSV’s) for Hornbeck. The MPSVs will each have accommodations for 73, and feature a 250MT subsea crane, moon pool, helideck and two ROV/LARS units.

The MPSVs will be launched mid-2015.

12 MARINE LOG October 2014

Inland • Coastal • offshore • deepsea

MARAD AWARDS TITLE XI LOAN for TOTE containerships A PAIR OF DUAL-FUEL 3,100-TEU containerships, currently under construction at General Dynamics NASSCO, San Diego, CA, for TOTE, Inc., will receive a $324.6 million Title XI loan guarantee from the U.S. Maritime Administration (MarAd).

The announcement was made by U.S. Department of Transportation Secretary Anthony Foxx.

The ships will be the most environmentally friendly vessels of their kind—being the first containerships to operate primarily on LNG. The vessels will be equipped with MAN Diesel & Turbo ME-GI engines that reduce particulates emissions well below the levels mandated by the U.S. Environmental Protection Agency for operation in the North American Emissions Control Area (ECA).

“This is proof-positive that when we work to build America’s green energy economy, we can directly support the creation of meaningful jobs, supporting the President’s goal to strengthen America’s middle class,” says Secretary Foxx. “This one action decreases emissions, supports jobs from one coast to the other, bolsters the Nation’s manufacturing base, and continues growing our economy.”

NASSCO will deliver the first ship in 2015 and second in 2016. The ships will operate between the Port of Jacksonville, FL, and Puerto Rico, transporting containers, automobiles and other cargoes. The ships will provide greater efficiencies and increase the available volume of refrigeration equipment used for shipping, which is critical to ensuring pharmaceuticals, produce, and other products vital to the residents of Puerto Rico are delivered in the best possible condition.

The Title XI Loan Guarantee program promotes the growth and modernization of U.S. shipyards and the U.S. merchant marine by ensuring the U.S. vessels are manufactured in U.S shipyards by U.S. workers.

“The shipbuilding industry contributes more than $36 billion to our national economy,” says Maritime Administrator Paul “Chip” Jaenichen. “The Obama Administration remains committed to our shipping industry, which does more than just create jobs and new opportunities, but also strengthens local economies.”

The Title XI program guarantees the repayment of loans for the construction reconstruction, or reconditioning of vessels in U.S. shipyards. MARAD currently guarantees approximately $1.7 billion in U.S. shipyard projects.

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S E E U S AT PA C I F I C M A R I N E E X P O B O O T H 6 3 3 October 2014 MARINE LOG 13

INSIDE WASHINGTON

BSEE takes aim at improving offshore helicopter safety WORKING ON AN OFFSHORE oil platform is a tough, demanding job, and just getting to work can be dangerous. The leading cause of death for offshore oil and gas extraction workers from 2003 to 2010 was transportation to and from work sites, according to a 2013 report by the U.S. Centers for Disease Control (CDC).

In its analysis, CDC says that of the 128 fatalities recorded in offshore oil and gas operations in the Outer Continental Shelf (OCS), 49 workers died during 17 incidents involving helicopters.

Additionally, there were 21 offshore helicopter accidents in the Gulf of Mexico between 2009 and 2013, resulting in 11 deaths and 15 injuries, according to the Helicopter Safety and Advisory Conference (HSAC). HSAC is a group made up of petroleum companies, drilling and oil service companies, and helicopter operators and manufacturers focused on offshore helicopter safety in the Gulf of Mexico.

In the wake of these sobering numbers, the U.S. Interior’s Bureau of Safety and Environmental Enforcement (BSEE) is

taking a hard look at improving safety for helicopter operation and helidecks on offshore fixed platforms.

BSEE is responsible for the regulation of offshore facilities engaged in oil and gas operations, including the safety of helidecks and aviation fuel storage and handling on fixed offshore facilities. The agency’s own numbers show that from 1998 to mid this year, there were almost 100 incidents involving helicopters, helidecks, or aviation fuel on or near OCS facilities in the GOM and Pacific regions.

Many of these incidents involved helicopters crashing or ditching into the water before or after landing on OCS facilities for reasons such as fuel contamination, striking part of the platform, bad weather, mechanical failure or pilot error.

“We know that transportation accidents account for the majority of fatalities on the OCS, and that helicopter-related accidents are a significant concern,” says the BSEE Director Brian Salerno. “We are looking at our regulations to ensure that the aviation related areas over which we

have jurisdiction have the benefit of rigorous safety standards.”

As a result, BSEE published an Advanced Notice of Proposed Rulemaking in the Federal Register late last month, seeking public comments on improving the safety of helideck and aviation fuel operations on fixed offshore facilities.

Specifically, BSEE is seeking comments on whether to incorporate in its regulations certain industry and international standards for the design, construction and maintenance of offshore helidecks, as well as standards for aviation fuel quality, storage and handling. The bureau is also soliciting information on past accidents or other incidents involving helidecks, helicopters or aviation fuel on or near fixed OCS facilities.

The notice is the first step in the process of addressing any additional safety issues through new regulations.

Comments on the “Advanced Notice of Proposed Rulemaking: Helideck and Aviation Fuel Safety for Fixed Offshore Facilities,” are due by November 24, 2014.

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www.rolls-royce.com 14 MARINE LOG October 2014

Compared to diesel engines that meet IMO Tier 2 emission levels, Bergen gas engines give E2 weighted emission reductions of 92% NOx, close to 22% in CO2 and virtually eliminate SOx and particulates, already meeting enforced and future IMO Tier 3 requirements. Clean efficiency by Rolls-Royce.

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FERRIES

The iconic orange Staten Island Ferry fleet will get a shot in the arm with a new class of 4,500-passenger boats

NEW CLASS

By Shirley Del Valle, Associate Editor

from Coast to Coast Staten Island Ferry and Alaska Marine Highway System modernize the fleet

S

ome of North America’s largest ferry operators are going full-speed ahead with plans to invest millions of dollars to revamp and modernize their fleets.

For instance, one public ferry system is the Staten Island Ferry.

Operated by the New York City Department of Transportation (NYC DOT), the Staten Island Ferry is a must-see, and must-ride, for tourists visiting the Big Apple. Every year, the iconic orange f loating giants take 22 million passengers across New York Harbor—providing tourists a free look at the Statue of Liberty and the New York City skyline.

But as picturesque as the ride may be for tourists, New Yorkers who ride the ferries everyday are well versed in the aging f leet’s troubles.

In order to provide passengers with better service, the NYC DOT has ordered a design for a new class of ferries. The much needed upgrade to the f leet will come courtesy of naval architect and marine engineering firm Elliott Bay Design Group (EBDG), which has offices in Seattle, WA, New Orleans, LA and Ketchikan, AK. EBDG was selected due to its “extensive and proven ferry boat design experience,” says Captain James C. DeSimone, Deputy Commissioner and COO, Staten Island Ferry. In its 26-year history, the firm has designed more ferries than any other in the U.S. Under

the Staten Island Ferry contract, EBDG will provide the complete design package. In addition, the firm will also modify the existing Molinari Class ferries for a propulsion upgrade.

Commenting on the new class of ferries, EBDG Project Manager, Matt Williamson says the new vessel design will be “economical to construct, efficient to operate and provide safe and reliable service to the people of New York.”

The new double-ended ferries will have a passenger capacity of 4,500, four Voith Schneider cycloidal propellers offering exceptional maneuverability, and side doors that will enable the vessels to operate and dock in extreme weather conditions and other terminals. Additionally, the new ferries will be greener—improving on fuel consumption, reducing emissions and using LED lighting.

The new class will replace the vessels remaining in the Kennedy and Barberi class. The 297 ft x 69 ft John F. Kennedy was built in 1965, carries 3,000+ passengers and is the only vessel from the class still in operation today. The two ferries in the Barberi Class—the Andrew J. Barberi (1981) and the Samuel I. Newhouse (1982)— each carry 5,200 passengers at 16 knots across New York Harbor.

The 3,335 gt ferries measure 310 ft x 69 ft.

To ensure these much-needed ferries get built Senator Charles Schumer (D-NY) and Senator Kristen Gillibrand (D-NY) urged October 2014 MARINE LOG 15

FERRIES the U.S. DOT to provide federal funding for new “storm-resilient” ferries, as well as upgrades to both the St. George and Whitehall terminal through the Federal Transit Authority’s Sandy Relief bill.

The Emergency Relief program was put in place to help transit operators affected by the storm.

The funds are essential to keeping the ferries (and terminals) in top form should an emergency occur. When Hurricane Sandy hit the region in 2012, it cut off coastal areas in Lower Manhattan and Staten Island, and rendered the ferries inoperable for five days after the storm severely damaged the terminals and piers.

“After Sandy, we were again reminded how important ferries are to our transit system during emergencies,” says Senator Schumer.

The Staten Island Ferry also played a role in bringing first responders from Staten Island to Manhattan during 9-11.

The $191 million in funding will be used to fund three different aspects of ferry operations. For starters, money will go toward building two new EBDG-designed ferries. Second, funds will be used to upgrade the St. George and Whitehall terminals against f looding. And finally, funding will help modify the facilities and enhance landings at “critical locations” around the city to allow the new ferries to dock at several different locations during an emergency.

New ferries for Alaska Marine Highway The “largest ships ever built in Alaska” will soon come to fruition.

That’s because the state of Alaska has taken a giant leap closer to the completion of its highly anticipated Alaska Class Ferries. Last month, the state and Vigor Industrial reached an agreement under which Vigor Alaska, which operates the Ketchikan Shipyard in Ketchikan, would build the two ferries.

The state worked with Vigor to negotiate a guaranteed maximum price to construct both vessels in Alaska. By employing the Construction Manager General Contractor (CMGC) process, the costs to build both vessels will be at most $120 million. Vigor says the cost would be $101 million to construct—well under the independent government price estimate.

Building the vessels in-state was vital for Alaska. According to Alaska’s Governor Sean Parnell, building the vessels in Ketchikan will serve as a major boost for Alaska’s economy, and “create hundreds of new year-round jobs at the Ketchikan shipyard, while helping Ketchikan develop a highly capable workforce, not only for the growing marine economy of Southeast Alaska, but with skills that can translate into work across the state.”

Adam Beck, President of Vigor Alaska, says the project will put “Ketchikan and this shipyard on the map as a major maritime industry competitor,” he adds The design of the Alaska Class ferry has been an ever-evolving one. EBDG began working on the design in 2006—and was responsible for design development of the vessel, working closely with AMHS and Vigor under the terms of a CMGC contract.

“EBDG is pleased to have been part of a project where the objectives are aligned between the designer, owner and shipyard. We feel this will result in a superior vessel for the state of Alaska and a smooth construction process,” says EBDG’s John Waterhouse.

During the final design, Vigor made suggestions that, according to AMHS, would enhance construction and lower costs.

The Day ferries will be 280 ft long and carry 300 passengers, 53 cars on the Juneau to Haines route at a cruising speed of 15.5 knots. Each ferry features a modified hull to improve travel comfort during rough weather. The ferries will also feature bow and

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16 MARINE LOG October 2014

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FERRIES stern doors—for quicker loading and unloading, fully enclosed cars decks and controllable pitch propellers to maximize maneuverability and efficiency.

The new Alaska Class Ferries are expected to be classed by ABS and will meet Tier 3 emission requirements.

Construction on both vessels is scheduled to begin this month.

Delivery of the ferries is set for 2018 with the first vessel being delivered six months ahead of the second.

BC Ferries gets into the “spirit” of LNG Earlier this year, Vancouver, BC, Canada-based ferry operator, BC Ferries awarded a $165 million contract for three new intermediate class ferries that would run on Liquefied Natural Gas. Under the contract, Poland-based Remontowa Shipbuilding S.A. will design, construct and deliver the ferries.

The new ferries will measure 105 meters in length and carry 600 passengers and 145 vehicles. According to BC Ferries, two of the new vessels will replace the 49-year old Queen of Burnaby on the Comox and Powell River route; and the Queen of Nanaimo on the Tsawwassen to Southern Gulf Islands route. The third vessel, says BC, will be used during peak and shoulder season to provide service on the Southern Gulf Islands route. Additionally, the third vessel will provide refit relief for other members of the fleet.

The first ferry will be delivered August 2016, the second in October 2016 and the final vessel in February 2017.

The move to greener (and cheaper) alternative energy is part of BC Ferries’ overall future plans which involve taking the f leet from 17 classes down to five. “As we begin the next phase of our newbuild program, a key objective is to achieve capital and operating cost savings and efficiencies through an overall class and

standardization strategy,” explains Mark Wilson, BC Ferries’ Vice President of Engineering. Standardization, adds Wilson, offers greater interoperability, enhances safety and reduces maintenance costs.

Those maintenance costs can become exuberant when you take into account the size of BC Ferries’ fleet. With 35 vessels in its operation, BC Ferries says it spends about $45 million a year on refits and in-service maintenance.

Beyond building new LNG ferries, BC Ferries is also considering the alternative fuels’ benefits on some of its current vessels.

The operator has submitted its plans to the BC Ferries Commissioner for approval to convert two of its largest ferries, the Spirit of Vancouver Island and the Spirit of British Columbia, to LNG-dual fuel operation—each ferry is capable of carrying 2,100 passengers and 410 cars.

The decision, which should take no longer than 60 days to be made, will come by mid November. Conversion would be completed by 2018.

The ferry operator says that during the last fiscal year alone, it spent $126 million on fuel, with the two Spirit Class vessels consuming 15 percent of that total—making them the largest fuel guzzlers in the fleet. The switch over to dual fuel is expected to save approximately $9.2 million per year over each of the remaining 27-year life cycle for each vessel—that’s almost $500 million.

The upgrade will include modifications to the hull—including changes to the bow and stern to reduce drag; upgrades to the electrical system and passenger areas; additionally, fuel consumption will be further reduced by implementing the use of a low-friction underwater coating. The coating will reduce hull drag, further reducing consumption by 2.9%. ■

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October 2014 MARINE LOG 17

Steering Toward the Future THE LONGEST RUNNING ANNUAL CONFERENCE in North America for ferry owners, operators, builders, designers and suppliers, the FERRIES Conference & Expo will meet this year at the Delray Beach Marriott in Delray Beach, FL, November 11–13, 2014.

Kicking off the conference at 9 AM on November 11 will be the Honorable Christopher A. Hart, Acting Chairman of the U.S. National Transportation Safety Board (NTSB). An attorney and a licensed commercial pilot, Hart has been serving as Acting Chairman since April 26, 2014 and was nominated by President Obama to serve as Chairman this past July. In the wake of the Sewol incident and recent ferry accidents, Chairman Hart is expected to focus his keynote address on passenger vessel safety.

Other presenters and panelists on November 11 will address recent regulatory and legislative issues, financing, environmental challenges, new ferry services, and recent ferry technological developments.

Greg Dronkert, President and Chief Operating Officer of HMS Ferries, Inc., will open day two of the conference, discussing the economic impact of ferries in North America. HMS Ferries is part of HMS Global Maritime—the largest private operator of high-speed passenger and vehicle ferries in the U.S. Two presentations on November 12 will focus on the development of a new class of 4,500-passenger vehicle ferries for the iconic Staten Island Ferry. Elliott Bay Design Group’s Chief Concept Engineer John Waterhouse will provide a sneak peek into the thinking and design process behind the development of the Staten Island Ferry’s new class of people movers.

www.marinelog.com/ferries

18 MARINE LOG October 2014

In a separate presentation, Voith Turbo’s Lee Erdman will discuss the Voith Schneider Propellers that will be incorporated into the new ferries, as well as hull optimization and fuel efficiency.

LNG Fueling for Ferries workshop For the third day of FERRIES, Marine Log has partnered with SNAME—the preeminent society for naval architects, marine engineers, shipbuilders, and suppliers—to produce a half-day workshop on LNG bunkering and training for ferries. The workshop will feature a practical program crafted by some of the foremost experts in the field of LNG. Workshop attendees will also tour Wärtsilä Land & Sea Academy in nearby Fort Lauderdale. The tour will include a walkthrough of the academy’s LNG Bunkering simulator, which features the famous LNG-fueled Viking Grace ferry. Attendees will also eat lunch at the academy before returning by bus to the Delray Beach Marriott. Space on the tour is limited, so sign up early to secure your spot.

Ferries Expo A critical element of the FERRIES Conference & Expo are the table top displays showing recent product, equipment, service and technology developments for ferry operators, designers, and builders. You can find out more about the agenda, workshop and expo by visiting www.marinelog.com/ferries. The accompanying preview are the table top exhibitors that have signed up for displays as of press time.

NOVEMBER 11–13, 2014 | DELRAY BEACH, FL

Exhibitor Preview ABS

Rigidized Metals Corporation

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.

Rigidized Metals Corporation, celebrating 75 years of architectural and design expertise, manufactures lightweight, Certified C-Class IMO Honeycomb Panels for marine bulkhead, ceiling, deck and sanitary applications.

www.eagle.org

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

Elliott Bay Design Group Elliott Bay Design Group’s (EBDG) team of naval architecture and marine engineering experts provides passenger vessel and ferry operators with a full spectrum of services. www.ebdg.com

HATTON Marine HATTON Marine is a specialist in marine propulsion and power generation engines. Our skilled service and sales professionals are experts in their fields.

Distributors for GE engines.

www.rigidized.com

W&O Supply Founded in 1975, W&O is one of the world’s largest suppliers of pipe, valves, and fittings, as well as actuation and engineered solutions to the maritime and upstream oil & gas industries. Serving a variety of customers, W&O operates a worldwide network of strategically located branches from its corporate headquarters in Jacksonville, Florida. www.wosupply.com

Wärtsilä Wärtsilä provides environmentally and economically sound integrated solutions across a broad spectrum of vessels including ferries, offshore, inland, coastwise, and ocean merchant ships. Our LNG expertise and leadership in short sea shipping gas-fueled vessels is migrating rapidly from Europe into the Americas. www.wartsila.com

www.hattonmarine.com

October 2014 MARINE LOG 19

STEERING TOWARD THE FUTURE

{

NOV. 11-13

}

DELRAY BEACH, FL Delray Beach Marriott

Agenda Highlights: • Regulatory and environmental compliance • New propulsion systems and optimization • New hull designs • Developing new commuter and tourist routes

www.marinelog.com/ferries HOTEL RESERVATIONS: (561) 274-3200 • Group Code: Ferries Book at the oceanfront Delray Beach Marriott for $179/night.

Reservations depend upon availability.

KEYNOTE ADDRESS: FOCUS ON SAFETY

Christopher Hart, Acting Chairman, National Transportation Safety Board

Safety will be the watchword for NTSB Acting Chairman Christopher Hart as he kicks off the conference with remarks on the benefit of safety management systems and recommendations on how to mitigate human error. With ferry safety under increased scrutiny following high profile incidents in the U.S. and abroad, the NTSB and the U.S. Coast Guard are working hand-in-hand to determine the root causes of passenger vessel accidents and to make recommendations on how to improve vessel operations.

SNAME WORKSHOP: LNG FUELING FOR FERRIES For professionals, operators, designers, and shipbuilders looking to keep their finger on the pulse of an emergent technology, Marine Log has partnered with SNAME—the preeminent association for shipbuilding and naval architectural professionals—to produce a special half-day workshop, “LNG Fueling for Ferries.” The November 13 workshop features a practical program crafted by some of the foremost experts in the field of LNG. Attendees will also tour the Wärtsilä Land & Sea Academy in Fort Lauderdale.

Space is limited to 30, so sign up early to secure your spot.

REGISTER NOW: www.marinelog.com/ferries

SPONSORSHIPS & EXHIBITS: 212-620-7208 • conferences@sbpub.com Corporate sponsor

Energy break

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Workshop

FERRY SAFETY

The Princess of the Stars capsized in a typhoon in 2008, resulting in more than 800 deaths

SAFE PASSAGE Estimating RO/RO Ferry time between the accident and capsize/sinking

By Dr. Robert Latorre, Life Member Fellow SNAME, Fellow RINA

I

n the future it may be possible for ferry passengers to read a sign, “Attention: In case of a collision or serious accident you have 35 minutes to evacuate to the lifeboats.” Boarding passengers will also be individually informed of this when their wrist ID band is attached by the ferry crewmember. We can only wonder how this information would have helped the children aboard the M/V Sewol.

Over the past century, there has been significant improvements in ferry and passenger ship safety. When the Titanic hit an iceberg at 11:40 pm on April 14, 1912, it took the ship 2 hours and 40 minutes to sink.

Forty-four years later in 1956, the 29,100 ton SS Andrea Doria sank 11 hours after its collision with the MS Stockholm. The additional eight hours afloat reflects improvements in ship safety design and better damage control response.

This article is focused on the safety of Roll-On Roll-Off (RO/RO) ferries. Although RO/RO ferries have safely transported thousands of vehicles and passengers, their vehicle deck can contribute to rapid sinking. It is important to understand what this rapid sinking means: 1. It is dangerous to sail a RO/RO ferry in heavy storms. Storms can cause cargo to shift and failure of the cargo doors.

22 MARINE LOG October 2014

2. The crew and passengers have a very short period of 20-30 minutes to evacuate to the lifeboats.

3. Short evacuation times have resulted in large losses of life.

RO/RO Ferry Capsize To discuss the ferry safety problem better, we start with an overview of the RO-RO ferry capsize and sinking. It occurs in three parts: PART I: After the accident water floods into the RO/RO ferry hull. PART II: The water then reaches the vehicle deck causing loss in stability. The RO/RO ferry rolls on its side. PART III: More water flows into the RO/RO ferry. It capsizes turning upside down. If the RO/RO ferry has a bow entrance this may open and the flooding sinks the ferry, otherwise it floats bow up like the M/V Sewol.

To address our main concern of saving lives and avoiding injuries, we must insure that the passengers and crew evacuate to the lifeboats before the RO/RO turns on its side (Estimated Time to Capsize between Part I to II).

Estimating the RO/RO Ferry Time to Capsize The key to obtaining an Estimated Time to Capsize (ETC) for RO/RO ferries is to have a

good estimate of rate at which the sea flows into the damaged ferry.

A simple example is estimating the fill time for a bucket by first measuring the time to fill a cup, say 6 seconds, and using the 6 sec per cup to estimate when the bucket is filled. If the bucket capacity is 30 cups, then the bucket fills in 3 minutes (180 sec = 6 sec/cup x 30 cups).

For ships one can convert the water volume into tons of water displaced (displacement) following Archimedes. This makes it possible to estimate the hull fill time or Estimated Time to Capsize (ETC) for different RO/RO ferries. As a start, the ETC is based on the Titanic’s fill rate of 327 ton water/min (=52,310 tons/160 minutes).

Sadly over the past 40 years, there have been several RO/RO ferry capsizes that allow us to check the ETC with accident records. The results are summarized in the table on p. 23.

Good Comparison of ETC with RO/RO Ferry Accident Records As explained above each estimate was based on the RO/RO Ferry displacement divided by the Titanic’s fill rate of 327 ton water/min.

Example 1–Calculation of the ETC for the M/S Estonia: The M/S Estonia has a displacement of 12,050 tons, so the Estimated Time to Capsize ETC = 37 minutes

FERRY SAFETY (= 12,050 tons divided by 327 ton water/ minute). This compares well with the 35 minute capsize time in the accident report.

Unfortunately, several ships in the accompanying table do not have their displacement, making it difficult to calculate their Estimated Time to Capsize value.

Summary of Roll-On Roll-Off Passenger Accidents and Estimated Time to Capsize (ETC) SHIP

TYPETONNAGE [REFERENCE]

DEATHS/ TOTAL (% )

CAPSIZE DATE ACCIDENT TYPE

CAPSIZE TIME

ESTIMATED TIME TO CAPSIZE: ETC @ 327 TON MIN

SS TITANIC

LINER 52,310 TONS 42,328 GROSS TONS

1514 / 2224 (68%)

15/4/1912 I-ICEBERG

2 HRS. 40 MIN

REFERENCE 160 MINUTES

SS HERAKLION

RO-PAX FERRY [1] 7,447 TONS EST

217 / 264 (82%)

8/12/1966 II-SIDE DOOR III-34TON TRUCK

1:10-2:00 AM 15-20 MIN AFTER SIDE DOOR OPENED

22.7 MINUTES

M/V JAN HEWELIUSZ

RO-PAX FERRY [C] 3,015 BRT

55 / 63 (87.3%)

14/1/1993 II-6 M WAVES

4:10-5:12 60 MINUTES

NA

M/S ESTONIA

RO-PAX FERRY [3] 12,050 TONS

28/9/1994 II-BOW DOOR

1:15-1:50AM 35 MINUTES

37 MINUTES

M/V PRINCESS OF THE ORIENT

RO-PAX FERRY [C] 13,935-TON

150 / 388 (38.66%)

18/9/1998 II- TYPHOON

12:55 PM SANK

M/S EXPRESS SAMINA

RO-PAX FERRY [C] 4,455 GROSS TONS

82 / 533 (15.38%)

26/9/2000 I-REEF AEGEAN SEA

M/V PRINCESS OF THE STARS

RO-PAX FERRY 23,824-TON

814 / 862 (94.4%)

21/6/2008 II-TYPHOON PHILIPPINE SEA

11:30 LIFE JACKET 11:45 HEELED

72.85 MINUTES

Dr. Latorre is a Professor of Naval Architecture RO-PAX TIME M/V SEWOL 6,825 TONS University of New Orleans. rlatorre@uno.edu this study was completed as a Guest Professor at the University of Osaka.

AD Hydrex Keeping ships 178x126mm_Opmaak 1 2/09/14 10:07 Pagina 1

284 /459 (62%)

16/4/2014 III CARGO SHIFT

8:49 HARD TURN 9:18 50 DEG HEEL (20 MINUTES) 2 HRS ROLL OVER

20.87 MINUTES

Achieving a Safe Passage With this relatively simple method to estimate the time between the accident and capsize, the RO/RO ferry operators and crew can be proactive in planning for the rapid evacuation of the passengers and crew to the lifeboats. Some may take the position that informing the passengers they have only 20 to 30 minutes to evacuate the ferry would cause panic. I disagree. I think making passengers aware of the limited time there is to evacuate the vessel will insure the evacuation to the lifeboats occurs in a timely fashion, with minimal delay.

A posted ETC along with well-marked evacuation routes and practice evacuation drill(s) could insure a safe passage. ■

852 / 989 (86.15%)

42.51 MINUTES

22:12-23:02

50 MIN AFTER COLLISION

16.79 MINUTES

Type of Accident: I- Collision and Flooding, II- Flooding from door opening, III- Cargo shifting

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Hydrex’s multidisciplinary team will help you find the best solution for any problem encountered with your ship below the water line. We will immediately mobilize our diver/technicians to carry out necessary repair work without the need to drydock.

Hydrex has a long track record of performing complex permanent underwater repairs to thrusters, propellers, rudders, stern tube seals and damaged or corroded hulls.

By creating drydock-like conditions around the affected area, our diver/technicians can carry out these operations in port or at anchor.

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www.hydrex.be October 2014 MARINE LOG 23

PACIFIC REGION

Vigor Industrial’s new dry dock, Vigorous, was recently delivered in three sections aboard the heavy lift ship Blue Marlin

REINVIGORATED Resurgence in Pacific Northwest, interest in LNG fuel shipyard activity

V

igor Industrial is betting big—about $50 million—on an upswing in ship repair and maintenance activity in the Pacific Northwest. That bet took the shape of a massive new floating dry dock, which recently arrived in sections aboard the Dockwise heavy lift ship Blue Marlin. Built in China, the dry dock is for Vigor’s Portland, OR, shipyard.

Named the Vigorous, the 960 ft dry dock, with an inside width of 186 feet and a lifting capacity of 80,000 long tons, will be the largest in the U.S. and will allow Vigor to service Military Sealift Command ships, cruise ships, and post-Panamax vessels. According to Vigor CEO Frank Foti it is “a symbol of the resurgence of the maritime industry in Portland and the wider Pacific Northwest.”

The Vigorous is about the same size as a dry dock Foti sold in 2001, when, he says, the shipyard was struggling. It was sold in order to repay millions of dollars that the company owed lenders. The sale of the 24 MARINE LOG October 2014

shipyard’s largest asset led some to speculate it was the end of shipbuilding in Portland.

However, since then the company has grown from a single shipyard to nine locations from Portland to Seward, AK, employing more than 2,000 people.

Gunderson Marine has a barge backlog at $112 million and extends into 2016. It is building two 185,000 bbl ocean tank barges for Kirby and a 360 ft long deck barge for Foss Maritime.

Alaskan ferries built in Alaska Further north, Vigor Alaska’s Ketchikan shipyard has just finalized a contract to build two 280 ft Alaska Class Ferries that will be the first Alaska Marine Highway System ferries built in Alaska and the largest ships thus far built in the state. The state has put the budget at $120 million to construct the RollOn/Roll-Off ferries, but Vigor says the two boats will cost $101 million to construct—a reduction in the original price.

By Nick Blenkey

The ferries will be day boats, seating up to 300 passengers and carrying 53 standard vehicles. Each will have bow and stern doors for quicker loading and unloading, fully enclosed car decks, and controllable pitch propellers to maximize maneuverability and efficiency.

Constructing the big ferries will pose a challenge for the shipyard, but will provide “a major boost for Alaska’s economy,” says Alaska Governor Sean Parnell.

Vigor Alaska shipyards now also includes the former Seward Ship’s Drydock, acquired

by Vigor earlier this year. According to Foti, the acquisition of the Seward yard is part of a larger plan to improve the company’s service offerings in Alaska for existing customers in the fishing, oil and gas and marine transportation sectors as well as increase overall capacity to meet expected increases in demand from arctic drilling and the revitalization of the commercial fishing fleets in the area.

Arctic drilling is a controversial area. U.S. territory in the Chukchi Sea is believed to

PACIFIC REGION hold large quantities of untapped oil and gas.

However, Shell’s exploratory program in 2012 ran into a series of problems, culminating in the grounding of the drilling vessel Kulluk, which subsequently proved so damaged it could not be brought back into service. All this caused Shell to put its plans on hold for the 2013 and 2014 seasons. This past August, however, the oil giant filed a revised drilling plan with Bureau of Ocean Energy Management (BOEM) “in order to keep our options open for the 2015 season.” BOEM can’t give the nod to the new Shell plan until several legal and regulatory hurdles have been cleared, including completion by the agency of a new environmental study of exploration impacts to the Chukchi.

Shell is proposing an exploration program lasting “over several years,” with multiple drilling seasons. It would involve two drillships, the Noble Discoverer and Polar Pioneer, doing exploratory drilling in parallel—with each acting as the other’s back up should a relief well have to be drilled.

Boost from fishing?

Another area seen as having potential for growth is Alaskan fisheries. The aging U.S. fleet of long liners is desperately in need of renewal. Should anyone figure out a way of funding that renewal, it would prove a bonanza for shipyards able to build this kind of sophisticated vessel.

Currently, Anacortes, WA, shipbuilder Dakota Creek Industries is building an example of the kind of environmentally friendly and technologically advanced fishing vessel that’s needed. Set for delivery this year to Seattleheadquartered Blue North Fisheries, it has been specifically developed for the Alaska cod hook-and-line fishery. Designed by Norway’s Skipsteknisk AS based on its ST 155L design, the 58.35 m vessel will haul long line through a moon pool in the center line.

When the order for the vessel was announce d, Senator Mar ia Cantwe l l (D-WA) called it “great news for our fishing and shipbuilding industries,” and said she was “proud to write and help pass legislation into law in 2010 that gave freezer longliners the stability they needed to invest in new vessels and grow their businesses.”

One shipyard closes, another looks to expand The jury is still out on whether that legislation will actually produce more orders. And another impressive fishing vessel building contract recently had a sad aftermath when the Tacoma, WA, shipyard of J.M. Martinac Shipbuilding Corporation was sold at a foreclosure auction July 18.

The first slow-speed MAN ME-GI dual fuel engine is lowered into the hull of TOTE’s first LNG-powered, 3,100-TEU containership at GD-NASSCO

The yard had won no new contracts since its last newbuilding, the 184 ft fishing vessel Northern Leader, left the yard a year previously. That vessel was built for Alaska Leader Fisheries.

During the course of construction, Alaskan Leader loaned Martinac $5,479,000. It moved forward with the foreclosure action when the shipbuilder failed to make overdue payments on the loan. The shipbuilder also owed Pierce County some $13,429 in property taxes for the last three years.

With no other bidder appearing at the auction, Alaska Leader appears to have bought the shipyard itself, through a proxy company. The yard’s likely fate will be development as a real estate site.

One Pacific Northwest player looking for a new shipyard is Foss Maritime. Work at its Rainier, OR, yard currently includes three 152 ft Arctic tugs while its Seattle shipyard has been building two fireboats for the Port of Long Beach. The Seattle yard, located inside the Ballard Locks, is not accessible to larger ships and is too small for future expansion leading Foss to explore an alternative site in Everett, WA, that was formerly home to Kimberly-Clark’s pulp mill and tissue plant.

Negotiations fell through over who would pay for environmental clean up at the site.

Elsewhere in Washington State, Nichols Brothers has seen its order book boosted with the addition of two ATB tugs for Kirby (the corresponding barge units are being built at Gunderson). The yard’s versatility is demonstrated by other projects that include a 150 ft x 50 ft landing craft that will serve Arctic coastal villages of the North Slope of

Alaska and a 115 ft x 47 ft 6 in 23-car, 100 passenger ferry for Wahkiakum County, WA.

NASSCO builds for Navy, commercial customers Non-nuclear Navy ship repair work is a staple of the U.S. shipyard industry and that is certainly the case in California, which is home to BAE Ship Repair facilities in San Francisco and San Diego, as well as Huntington Ingalls Industries’ Continental Maritime of San Francisco.

However, California’s major league shipyard is General Dynamics NASSCO in San Diego. It has proven to be one of the few shipyards in the world capable of satisfying the needs of naval and commercial customers. This is born out of its current order book which includes the world’s first LNG fueled containerships for TOTE, a series of Jones Act tankers for commercial customers, and the third ship in the Navy’s Mobile Landing Platform (MLP) class.

The MLP-3 is the first ship of the class to be configured as an Afloat Forward Staging Base (AFSB). Delivery is scheduled for the second quarter of 2015.

The MLP is based on an existing commercial design, NASSCO’s Alaska class tanker, ensuring design stability and lower development costs. With a maximum speed of 15 knots and range of 9,500 nautical miles, the 785 feet long, MLP displaces over 80,000 tons when loaded.

Impressive as the MLPs are, Navy work alone is not enough to sustain NASSCO, which is a major job creator in its region.

When San Diego Mayor Kevin Faulconer October 2014 MARINE LOG 25

PACIFIC REGION recently pushed a button signaling the start of construction of APT-1, the first of five LNG-ready 50,000 dwt product tankers for Kinder Morgan subsidiary American Petroleum Tankers (APT), he hailed the event as “a great opportunity to create hundreds of jobs in our burgeoning blue-tech industry.”

“By adding these good-paying jobs,” he said, “NASSCO expands its role as a pillar of San Diego’s defense and innovation economies.” NASSCO’s workforce is expected to grow to about 3,500.

The TOTE Marlin class containership program is making good progress and engineers at NASSCO have already placed the world’s first dual-fuel slow speed engine into the first ship, which will, of course, be the world’s first Liquefied Natural Gas (LNG) fueled containership.

The 539-ton ME-GI engine is next generation technology. “This large slow speed (two-stroke) dual fuel engine is the first of its kind in the world,” says Phil Morrell, Vice President of Commercial Marine Operations for TOTE Services, the division of TOTE that is responsible for ship’s technical management and crewing.

Doosan Engine, South Korea, built the 8L70ME-C8.2GI under license from designer MAN Diesel & Turbo.

Hull 495, the first of the two Marlin-Class vessels will be completed in early 2015.

While NASSCO is the dominant large yard on the California coast, there are several other players specializing in somewhat smaller tonnage.

Breathing new life into an older ferry Marine Group Boat Works recently injected new life into the 250-passenger catamaran ferry Bay Breeze. The ferry was refurbished for the California Water Emergency Transportation Authority’s (WETA) San Francisco Bay Ferry fleet.

Though commuters were likely most impressed by the vessel’s bright new paint scheme and enhancements that include new upholstered seating, 32 bike racks, convenient work spaces, an expanded head and a fully equipped snack bar, the $4.2-million project also involved converting the catamaran from a waterjet propulsion system to a propeller system.

With a return to standard propeller drives powered by Tier 2-compliant MTU engines and the addition of shore power connectivity, says WETA’s technical representative Charlie Walther, comes a 10 to 15% increase in speed, greater fuel economy

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Covert operations What is now Bay Ship & Yacht’s covered floating dry dock, was once a CIA asset.

The “Hughes Mining Barge 1” was built in the 1970’s, ostensibly for manganese nodule mining operations, but, in truth, was a vital element of the Cold War covert operation that saw the U.S. secretly salvage the remains of the Soviet submarine K-129 from the ocean floor. As a dry dock, the unit can accommodate vessels displacing up to 6,300long tons with a maximum beam of 76 feet.

It can be fully enclosed by a retractable roof, giving benefits in terms of weather protection and an improved ambience for paint and coatings application.

Work at the yard this year has included repairs to a succession of Coast Guard vessels with, at one time, three 87 ft patrol craft drydocked at the facility. And Bay Ship seems to have lost none of its penchant for involvement with covert activities. An outside customer for its blast shed this year was Google—which was in the headlines last year as the owner of several “mystery barges.”

Pacific Northwest brainpower

www.kvichak.com 26 MARINE LOG October 2014

and a reduction in emissions.

Refurbishing passenger vessels is nothing new to Marine Group. Marine Group is a fullservice boatbuilder and repair company with two facilities on San Diego Bay and one in Los Cabos.

President Todd Roberts notes, “Marine Group started out working on passenger vessels. Our sister company Flagship Cruises and Events [formerly San Diego Harbor Excursion] owns and operates San Diego’s oldest fleet of ferries, water taxis and private charter yachts. It’s from that experience that our philosophy as a shipyard evolved to approach each vessel not only from the standpoint of the customer but the passenger as well.”

Maybe it’s the climate, maybe it’s the caffeine in the Starbucks, but there’s something about Washington State that seems to stimulate naval architectural creativity.

The area’s naval architect firms are playing an important role in the move to LNG fueling. Seattle based Elliott Bay Design Group recently received approval in principle (AIP) from ABS for the design of a 2,000 m3 LNG combination bunkering barge.

“We are excited to obtain ABS approval in principal on our bunkering barge design,” says EBDG Project Manager Curt Leffers. “Our 2,000 cubic meter design is the basic platform that can be customized to meet our customer’s operational and cargo capacity requirements.”

PACIFIC REGION RISING FORTUNES FOR B.C. SHIPBUILDING INDUSTRY and health benefits such as improving the capture of ground water, bolstering environmental controls during blasting and paint operations, and increasing the amount of work performed inside, reducing noise and dust.

Meantime, as the modernization moves ahead, work has continued at the shipyard, which in September started construction of a new cable ferry for BC Ferries (see “Seaspan kicks off cable ferry construction” in this month’s Update section).

A GIANT NEW 300-TON capacity gantry crane that towers 80 meters above Seaspan’s Vancouver Shipyards is symbolic of the rising fortunes of shipbuilding in British Columbia. Its erection marks a major milestone in the implementation of Canada’s National Shipbuilding Procurement Strategy (NSPS), which is set to boost revenues in the region from $265 million annually to over $1.4 billion by 2018, according to the B.C. Shipbuilding and Ship Repair Board.

The board estimates that $9.9 billion will be invested from 2012 to 2020 in preparation for the new orders, with additional investments of $825 million between 2020 and 2025, and another $1.025 billion between 2025 and 2030.

Seaspan Marine’s shipyards will be one of the major beneficiaries of Canada’s NSPS. It was selected under the NSPS RFP process to be Canada’s long-term partner for the building of non-combatant vessels for the Royal Canadian Navy and the Coast Guard. This will eventually see the award of $8 billion in shipbuilding contracts over the next 10 years.

Another $2 billion will go towards the construction of vessels in the federal fleets that are less than 1,000 tonnes: these shipbuilding contracts are being made accessible to shipyards other than the NSPS yards.

Under the NSPS, Seaspan Marine will build: • 3 Offshore Fisheries and Science Vessels • Offshore Oceanographic Science Vessels • Joint Support Ships • Polar Icebreaker • 5 Medium Endurance Multi-Tasked Vessels • 5 Offshore Patrol Vessels The main design and construction activities relating to these ships will take place at Vancouver Shipyards, while tests and trials will occur at Victoria Shipyards.

Seaspan is investing $200 million to upgrade and modernize the facilities, equipment and processes at the two yards.

Beyond the production efficiency gains, the modernization will have environmental

GLOBAL DESIGNS FROM BC B.C. is also home to two of the world’s most renowned naval architects, namely Vard Marine, Inc., and Robert Allan Ltd. Vard Mar ine, headquar tered in Vancouver, with branch offices in Ottawa and Houston, TX, is a wholly owned subsidiary of Vard Group AS, a Fincantieri company, with a workforce of over 20,000 worldwide supporting 21 shipyards.

Formerly STX Marine, Vard Marine has grabbed a lion’s share of the OSV design market in the U.S., with a list of clients that include Aries Marine, Hornbeck Offshore, Bravante Group, LaBorde, and Harvey Gulf International Marine (HGIM).

And speaking of HGIM, Vard Marine has been awarded a U.S. Patent for its design and engineering of a Dual Fuel Vessel.

Due for delivery later this year, the Harvey Energy will be the first of six 5,100 dwt Dual Fuel Platform Supply Vessels to be built under this patent. The PSVs are designed by Vard Marine and being built by Gulf Coast Shipyard Group, Gulfport, MS. The PSVs will be the first U.S.-flag vessels capable of operating exclusively on natural gas or diesel fuel oil.

U.S. Patent No. 8,690,622 B2, filed Sept.

13, 2011 applies to: a small size, self-propelled floating vessel having a dual fuel system, monohull or catamaran hull shape with an overall length ranging from 60 meters to 170 meters, azimuthing thrusters, and with LNG tank capacities between 100 m3 and 1,200 m3 .

Vard Marine established the Ottawa office to support its work on the Canada NSPS project.

Robert Allan Ltd. (RAL) is well known for its tug, fireboat, ferry and workboat designs.

RAL is also part of the team selected to construct $8 billion worth of non-combatant vessels under the Canada’s NSPS program. Robert Allan Ltd. is teamed with Alion Canada and Seaspan Marine.

October 2014 MARINE LOG 27

PACIFIC REGION

FINALLY, THE SECRET OF THE HMB-1 CAN BE TOLD.

Yes, it’s true that the HMB-1 has a cloakand-dagger history. First, as part of a topsecret effort mounted by the CIA to salvage the remains of the Soviet submarine K-129 from the ocean floor. Then, as a floating drydock for the construction and sea trials of the Sea Shadow, an experimental stealth ship being tested by the Navy.

But the real secret is now out in the open.

The HMB-1 has been converted by Bay Ship & Yacht into a 6,000 ton commercial drydock, with a 76 feet vessel beam capacity.

Which means that we can now provide service to wider vessels. In fact, the HMB-1 is

18 feet wider than our current capacity, and we can now offer lifting capacity in the 28 ton per lineal foot range.

It’s no secret that customers come to Bay Ship & Yacht for price, quality and service. The HMB-1 delivers all of that, and more. Its 90foot high retractable roof means that weather is no longer a factor in scheduling services of mid-size vessels. We have also achieved QP-1 certification for the HMB-1, which is what you’d expect from Bay Ship & Yacht.

So come take a look at the HMB-1 in our Alameda yard. Freshly painted inside and out, she’s ready for your next scheduled service.

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28 MARINE LOG October 2014

The EB-2000 LNG is one of several LNG barge designs developed by EBDG for clients to meet growing demand for efficient and cost-effective refueling of LNG powered vessels.

EBDG also continues to rack up ferry references. It has been closely involved with Washington State Ferries’ plans to convert four Issaquah class vessels to LNG propulsion, and is the designer of the AMHS ferries just ordered at Vigor Alaska and a new class of ferries to be built for New York’s Staten Island Ferry service.

Crowley Maritime’s Seattle-headquartered Jensen Maritime also has LNG bunker barge work under way with a contract to design a unit for LNG America.

Jensen first produced prototype designs for LNG vessels in 2008 and has developed designs for a 100 ft x 40 ft LNG tugboat and is currently working on several other prototype designs of LNG bunker vessels, harbor tugs, ATBs, containerships and tankers, along with inland vessels for a variety of customers in the U.S. It has also been involved with the design of the LNG fueled ConRo ships being built for parent Crowley Maritime at VT Halter Marine.

Since its establishment in 1979, when its first design was a 300-ton-capacity tuna seiner, Seattle-headquartered Guido Perla Associates, Inc. has grown to become a naval architectural and marine engineering firm with a global presence, with offices in China, Germany, Chile and Brazil.

Its design credits include over 200 offshore vessels, workboats, passenger vessels and fishing vessels constructed for commercial and government customers. Over 130 GPA-designed offshore vessels are currently in service or under construction—and the firm keeps adding to its credits. One of its most recent orders is for the design package and class approval package of two GPA 150M design Fast Supply Vessels (FSVs) for Mexico.

Other Washington state firms include Bremerton-based Art Anderson Associates, a multi-discipline engineering services firm, with a heritage in naval architecture and marine engineering that it combines with other disciplines to solve unique shoreline challenges, including floating breakwaters, ferry terminals and fish collection barges. Recent projects have included designing a new bridge tender workboat for inspections and maintenance on the I-90 floating bridge in Seattle and designing a next generation of multi-mission-capable aluminum amphibious craft for the Navy employing an innovative hybrid-electric propulsion system. ■

LNG

Artist’s rendering of the Cameron LNG liquefaction facility currently under construction in Cameron Parish, LA

PLENTY OF LNG

FOR MARINE FUEL

By William Doyle, Federal Maritime Commissioner, Federal Maritime Commission

T

he U.S. is now the world’s largest producer of natural gas.

Highlighting shale basins such as the Marcellus, Utica and Barnett, the Energy Information Administration (IEA) and the Potential Gas Committee have estimated that there is a 100year supply of natural gas. Thus, it appears there is plenty of space for the maritime industry to use LNG as a marine fuel.

MARPOL Annex VI—Environmental Utilizing natural gas as a marine fuel would help ship owners and operators comply with international requirements to reduce air pollution from oceangoing vessels.

MARPOL Annex VI is an agreement covering pollution from ships and developed through the International Maritime Organization (IMO), which has resulted in Emission Control Areas.

Effective January 1, 2015, the maximum sulfur (SOx) content in bunker fuel permitted inside Emission Control Area (ECA) zones of the U.S., North Europe and the Baltic Sea will be reduced from 1% to 0.1%. When transiting ECAs, ship operators will be required to switch to a more expensive distillate fuel (i.e. marine gas oil) or install relatively expensive exhaust filters, known as scrubbers.

LNG is also an option. However, in June, the IEA said that scrubbers and LNG cannot easily be deployed by January 2015. This is not stopping some owners and operators in the U.S.-flag domestic fleet from taking advantage of LNG for its fueling needs.

For waters outside the ECAs, effective 2020, sulfur content in

Originally presented at Marine Log’s All About Marine Conference

marine fuels will be cut to 0.5%. There will be, however, a feasibility review on the practicalities of reaching the 0.5% benchmark, scheduled for completion no later than 2018. Based on this review, a group of experts from the IMO’s Marine Environment Protection Committee will decide whether it is feasible for ships to comply with the 2020 date, or if the emissions standard should be deferred until January 1, 2025.

On the international front, ship owners are taking the requirements of MARPOL Annex VI very seriously. On July 7, 2014, a group of 11 international carriers announced the formation of the Trident Alliance. According to Wallenius Wilhelmsen Logistics (WWL), one of the member companies, the Trident Alliance is a coalition of ship owners and operators who share a common interest in robust enforcement of maritime sulfur regulation and are willing to collaborate to help bring it about. WWL’s VP of Environmental stated: Robust enforcement of sulfur regulation is needed for health and the environment and, from the perspective of maintaining a level playing field, it is a business imperative. Already during its formation the Trident Alliance has raised awareness of the current shortcomings of enforcement and related consequences, particularly in the European ECA. The U.S. is also taking ANNEX VI very seriously. For the North American ECA, the U.S. Coast Guard and Environmental Protection Agency (EPA) have examined records and documents such as bunker delivery receipts during their port state control inspections.

October 2014 MARINE LOG 29

LNG According to the UK P&I Club, authorities in the U.S. have boarded vessels to collect bunker samples and are experimenting with vessel flyovers to test smokestack plumes. In another sign of more rigorous enforcement, it is reported that authorities have also issued administrative subpoenas to several large ship operators.

Seabulk Tankers and American Petroleum Tankers (now Kinder Morgan Tankers). And, just last month, Kinder Morgan Tankers announced that it would build an additional LNG- conversionready product tanker at NASSCO.

Driving Factors for LNG as a Marine Fuel

Over the past few years much attention has been paid to the export of LNG from North America. In the United States, LNG import facilities are now adding liquefaction and other associated machinery and equipment for loading of LNG tankers for export. Clearly, and if possible, using some of our domestically produced natural gas (which is aimed for export) for the domestic maritime fleet would be considered good stewardship of this national and natural resource.

The LNG America Company is latching on to the concept of using an LNG export facility as a supplier on LNG for bunkering operations. LNG America is working with Cheniere Energy to secure LNG from the Sabine Pass LNG export facility currently under construction in Cameron Parish, LA. Two weeks ago the company announced that it selected Taylor-Wharton to commence the front-end engineering (FEED) and design work for the cryogenic topside of the company’s 3,000m3 Gemini Class LNG bunker barge scheduled for delivery at the end of 2015. Earlier this year LNG America announced the selection of Jensen Maritime as the naval architect for the project and ABS as the class society. This is moving along quickly.

There are two primary factors that experts evaluate when considering the use of LNG as a marine fuel: 1. ECONOMICS: LNG is expected to be less costly than marine gas oil which will be required to be used within the ECAs if no other technical measures (scrubbers) are implemented to reduce SOx emissions. Based on current forecasts, natural gas delivered for production of LNG in the U.S. is now more than 50 percent less expensive on an energy-equivalent basis than marine residual fuel and marine distillate fuel. It is projected that this relative price advantage will continue. We know that MGO is currently running about $300 per ton more than heavy fuel oil (HFO) and the International Chamber of Shipping has estimated that it will increase the industry’s total fuel bill by $50 billion per year.

2. ENVIRONMENTAL: The use of LNG as a marine fuel allows for a significant reduction in SOx and NOx emissions. LNG reduces SOx emissions by between 90 percent and 99 percent; and NOx emissions by upwards of 90 percent.

The major challenges for wide acceptance of LNG as a marine fuel are linked to LNG logistics and infrastructure. There needs to be accessible LNG bunkering options—whether shore side or through barge operations. In addition, a larger LNG fuel tank is required to travel the same distance as a diesel-fueled ship. This means there is a reduced amount of space available for commercial cargo or passengers.

That said, the U.S. is moving for ward with construction of offshore supply vessels, oceangoing LNG-fueled ships and bunkering operations.

The gates have opened for LNG as marine fuel. New Orleansba sed Ha r ve y Gu l f I nter nat iona l Ma r i ne i s bu i ld i ng si x U.S.-flag offshore vessels (OSV), to be operated primarily on U.S.f lag natural gas. Harvey Gulf estimated that the use of LNG would potentially save as much as $2.4 million per ship per year on fuel costs alone.

To keep things moving along, it was announced last week that Wärtsilä signed a five-year technical management agreement with Harvey Gulf covering maintenance of the six LNG fueled platform supply vessels. I want to acknowledge John Hatley of Wärtsilä who is a tireless advocate of LNG as a marine fuel.

In February, General Dynamics NASSCO shipyard in San Diego, CA, held a ceremony marking the first cut of steel for the construction of Totem Ocean Trailer Express’ (TOTE’s) new Marlin Class container ship. TOTE expects to build two of these LNG-powered vessels and homeport them in Jacksonville, FL, and operate them in the U.S. mainland to Puerto Rico trade. TOTE is also currently in the process of converting its two Roll- On/Roll-Off (RO/RO) vessels to mostly LNG operation. These vessels operate in the Tacoma, WA to Anchorage, AK trade.

On the East Coast, Aker Philadelphia Shipyard is building eight LNG-ready product tankers and two LNG ready container ships.

This summer the formation of Philly Tankers AS was announced.

Philly Tankers will own two eco-design product tanker newbuilds (LNG ready) expected to be delivered in the first quarter of 2017.

On the West Coast, General Dynamics NASSCO shipyard currently has contracts and options to construct seven LNG conversion-ready U.S.-flagged tankers. NASSCO has agreements with 30 MARINE LOG October 2014

LNG Terminals in the U.S.

Federal Government’s Role The federal government is doing a good job with respect to the development of LNG as a marine fuel. The U.S. Coast Guard is seeking private sector input on draft guidance for LNG bunkering operations. The draft guidance is not a regulation. Industry participation is a must.

The United States Department of Transportation’s Maritime Administration (MarAd) released the results of the study recently that showed that the use of natural gas as a propulsion fuel can reduce air quality pollutants and reduce major greenhouse gas emissions when compared to conventional fuels. The research was conducted through a cooperative partnership with the Maritime Administration, the University of Delaware and The Rochester Institute of Technology. In addition, MarAd is sponsoring a program for two projects supporting the increased use of LNG fuel and technology in the maritime industry. One project is a public-private partnership between the Maritime Administration and U.S. flagged carrier Horizon Lines for the conversion and monitoring of one of its vessels to operate on LNG fuel. The second project includes a study being conducted by DNV GL to analyze the issues and challenges associated with bunkering of LNG-powered vessels.

Coordination with regulators is important. TOTE states that its vessel conversion program for the RO/ROs is the product of a successful public-private partnership among TOTE, the U.S. Environmental Protection Agency, and the U.S. Coast Guard. We can all learn by TOTE’s example on how to cooperate and work with regulators. ■ William P. Doyle is a Commissioner with the U.S. Federal Maritime Commission, which among other things regulates liner companies, shippers and marine terminal operators, all of whom are affected by the implementation of emission control areas. The thoughts and comments he expresses here are his own and should not be construed to represent the position of the Commission or his fellow Commissioners.

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POWER & PROPULSION

POWER SWITCH Cape Coastal Marine repowers supply vessel with mechanical, Tier 3 Mitsubishi marine engines

By Mike Crummy

F

rom clothing to breakfast cereal to cars, most people have a strong tendency to stick to a particular company’s products. Marketers often refer to this as brand loyalty, although buying a product from the same manufacturer is often more about familiarity or comfort than any true sense of being loyal to a logo or label. And then there’s the functional side of things—obviously we are all more apt to purchase things that fit well, taste good or work better.

Jim Spalt understands the feeling of being loyal to a brand. He worked in commercial fishing for 25 years, mostly on 110-foot boats that were always powered by engines from the same manufacturer. Spalt and his colleagues trusted and swore by those engines. “To ever imagine making a change to something else, it would have to be a special engine,” he says.

32 MARINE LOG October 2014

Spalt is now a consultant for Cape Coastal Marine, a provider of offshore transportation and support services to the energy industry in the Gulf of Mexico. Founded in 2010 and based in Raceland, LA, Cape Coastal Marine offers seismic, construction and drilling support, among other services.

A new entrant into the offshore oil service business, Cape Coastal Marine gradually built its fleet by acquiring four existing vessels, ranging in length from 110 to 185 feet.

Two of the supply boats were powered by Spalt’s long-standing favorite engine brand, while two others— including the 150-foot mini supply boat Gulf Ranger—had engines from another manufacturer. It wasn’t long before the company determined that the original engines on the Gulf Ranger needed to be upgraded.

“The boat was grossly underpowered,”

Spalt says of the Gulf Ranger, which was originally built in 1985. “The type of work being done required ample power for that hull, and she didn’t have it. And the lack of power created many costly problems, primarily because the vessel was often banging up against the oil rigs. It required all the power that the engines had to stay away from the rigs, and that still wasn’t enough.

They were constantly running her at the pin to stay clear of the rig, and then would have to stick it in reverse and do the same thing.

The engines were outdated for the work, and it was extremely hard on that boat.”

Deciding on a repower Cape Coastal Marine briefly considered building a new vessel, but instead opted to repower the Gulf Ranger to boost its muscle and make it more efficient. The initial

POWER & PROPULSION inclination was to go with what was familiar and had worked so well in the past. But even with as much success as Spalt had experienced with his favorite engine brand, he suggested that the company at least explore the idea of doing something different.

“I really liked the idea of trying a mechanical engine that would allow Cape Coastal to perform its own service,” says Spalt. “In my experience, electronic engines do a very nice job, but if the engine does go down and you need service, you can’t do any of it yourself.

You have to call the manufacturer because they need to bring their computers, and only they can do it. It shouldn’t be a big issue for the first few years, but if it’s a long-term engine for the boat, you’re going to pay considerably more for maintenance and repair on complex electronics.”

Spalt spoke with Laborde Products, Inc., a distributor of marine and industrial engines based in Covington, LA, and learned about a new engine model being offered by Mitsubishi, the fully mechanical, six-cylinder S6R2-Y3MPTAW. Having never worked with Mitsubishi engines, Cape Coastal Marine set out to do its homework before committing to a change. That homework included speaking with several experienced users of Mitsubishi engines, from pushboat operators to those running vessels with larger, 12-cylinder engines. After a number of discussions with Laborde and hearing from several satisfied customers, Cape Coastal Marine decided to repower the Gulf Ranger with new Mitsubishi engines.

After being repowered with two six-cylinder Mitsubishi engines, the Gulf Ranger returned to service in early June 2014,

making Cape Coastal Marine the first user of the S6R2-Y3MPTAW. Each unit weighs 6,395 pounds and offers a displacement of 1,828 cubic inches. With 803 horsepower at 1,400 rev/min per engine, the vessel now offered a total of just more than 1,600 maximum horsepower, providing ample performance to haul the Gulf Ranger’s maximum supply load capacities— including about 350,000 pounds on the deck, 1,192 bbl of liquid mud, 89,570 gal. of ballast water, and 31,000 gal. of fuel.

Tier 3 compliant and compact “It’s a great, no-nonsense engine that develops plenty of horsepower for the application,” says Spalt. “They were able to bring the wheel diameter from about 62 inches up to 70, which seems to be the correct size for it. The specified max running RPM is 1,400, and when they took it out on sea trial they got 1,430 out of it. So it wasn’t over-wheeled, which is good. It’s a good match between engine and boat—true 800-horsepower is about right.

Had the horsepower gone considerably higher to 900 or 1,000, I think they would have had to change the shafts and the clutches, too. Instead they were able to re-use the gears and shaft. It was an economical changeout.”

In addition to being fully mechanical and offering the necessary performance specifications, the new Mitsubishi engine is also EPA Tier 3 compliant. “The fuel economy is very good, especially considering how well it delivers the needed power,” says Spalt.

“We don’t have to run these engines at nearly the capacity that we had to run the old engines to get the necessary power and speed,” he adds. “Just 1,100 RPM when going to rotation and coming back is plenty to get

9.5 to 10 knots out of it. The previous engines on the Gulf Ranger were 1,800 RPM and you had to run that thing almost wide open all the time. Now, just the fact that it’s delivering true horsepower is helping enormously. The boat is burning considerably less fuel.”

Spalt has also observed that the new water-cooled engines run significantly cooler than the boat’s original engines, typically around 150º F now, compared to about 175 to 180º before. “There’s an after-cooler on it that keeps them very cool,” says Spalt.

“And I suspect that cooler running temperature is further contributing to the engine running very efficiently thus far.”

Even the size of the new Mitsubishi engine—71 inches long by 44 wide by 63.5 inches high— was appealing to Cape Coastal Marine when evaluating its overall fit within the Gulf Ranger. “This engine is pretty compact,” notes Spalt. “It’s a very simple, straight six-cylinder engine. It doesn’t take up much space in the engine room—fits right in.

Really it’s just a nice, small package that produces a lot of horsepower.”

Cape Coastal Marine prides itself on providing premium offshore support services in a safe and environmentally sound manner, using high-performing and well-maintained equipment to ensure a consistently high level of performance in an application that is often very challenging. By looking outside the box of their previous experience with engines, the company was able to do more than simply bring a badly needed repower to a struggling vessel … they were able to get everything they wanted (and more) from an engine with characteristics that fit perfectly with its own ideals. Says Spalt, “There’s no question at all it was the right move.” ■

MARINE JET POWER UNVEILS HYBRID WATERJET AT SMM

TRADITIONALLY, THE BIENNIAL TRADE show SMM in Hamburg, Germany, serves as a backdrop for unveiling the next evolution in marine technology, particularly in the area of power and propulsion. This year’s event was no exception. Over the next few months, we’ll be discussing much of this new technology in the pages of Marine Log. For example, at this year’s show Sweden’s Marine Jet Power (MJP) took the opportunity to unveil the MJP Hybrid waterjet, which it

says combines the very best characteristics of its revolutionary MJP DRB series with the highly respected MJP Ultrajet series for highspeed applications.

Marine Jet Power (MJP) is the result of a 2012 merger of Sweden’s MJP Waterjets and U.S.-based Ultra Dynamics. MJP has been utilizing that collective waterjet over the last two years to refine its offerings for the highspeed propulsion applications, such as ferries, yachts, patrol boats, wind farm service vessels, and crewboats. MJP recently made in-roads in the U.S. Gulf of Mexico with the debut of two 175 ft crewboats operated by Rodi Marine. Each of the ABS-classed DP2 crewboats are outfitted with four MJP 650 CSU waterjets. The first of the two crewboats,

Riley Claire, reached a top speed of 30.3 knots in lightship conditions on sea trials.

MJP says the concept behind its latest offering, the MJP Hybrid, originated with what it believes “is the best duplex stainless steel jet pump on the market. It’s been proven, over and over again, in our DRB products and shows superior wear strengths and performance, so we started building the new concept from there. Then we added mixed-flow technology with minimum tip clearance and inboard hydraulics mounted in an aluminum frame, and there it is—an attractive package suitable for all high-speed applications.”

The MJP Hybrid has four sizes, 350 (1,000 kW), 400 (1,250 kW), 450 (1,500 kW), and 500 (2,000 kW).

October 2014 MARINE LOG 33

NEWSMAKERS

Bollinger Shipyards Vice President Dave Marmillion to retire Vice President, Repair, E a s ter n Di v ision, for Lockpor t, L A-based Bollinger Shipyards, DAVE MARMILLION will retire af ter 46 years in the industry. Marmillion began his marine industr y career with Avondale Shipyards at their Harvey Quick Repair yard in 1968—which was purchased

by Bollinger in 1993.

Texas-based Zentech Incorporated has announced the retirement of its Director of Business Development, ROBERT “SONNY” FOGAL. Fogal’s career, which spans 57 years, includes working at shipyards and major designers both in the U.S. and abroad.

Ship and r ig repair y ard A SRY ha s appointed JOS GORIS as the new General Manager of it s Oper ations Division.

Goris brings more than 20 years of shipping experience with him—with 12 of those years being in ship repair yards across Asia and the Americas.

BMT Reliability Consultants has appointed DAN OAKLEY a s it s Sales Direc tor.

Oakley has over 20 years’ experience in systems engineering, primarily in the defense and aerospace domain.

PAUL GALLAGHER will rejoin the Foss Maritime, Seattle, WA, team. Gallagher, who began his run at Foss in 1991, will now work in the commercial services group on major transportation project opportunities.

ALEX IMPERIAL has been named Regional Manager for DNV GL’s Oil & Gas Division in South America. Imperial was previously the Director for DNV GL’s Deepwater Technology Center.

FAY CATSIBA has been appointed Business Development Manager for the Liberian International Ship & Corporate Registry (LISCR). Catsiba will be based in Dubai, U.A.E., and represent the Middle East region.

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Elliott Bay Design Group’s (EBDG) Seattle, WA, office has welcomed naval architect RACHEL WA LK ER to it s team.

Additionally, the f ir m al s o announce d that marine designer PAUL H A R M AN has joined its New Orleans staff. Harman brings with him 15 years of piping design experience, as well as extensive knowledge in the design of tank barges and commercial newbuilds. Meanwhile, the f irm’s of f ice in Ketchikan, AK, named JEFF KELTON as its Field Liaison Engineer.

Registered professional engineer NICHOLAS BARCZAK has joined naval architecture and marine engineering firm Alan C. McClure Associates, Houston, TX, as Naval Architect. Barczak’s design experience, and technical prowess in leading-edge analysis programs makes him a welcomed addition to the ACMA team.

Prior to joining the ACMA, he worked for Art Anderson Associates and EBDG.

TECHNEWS

DNV GL looks to revolutionize the shipping industry with Revolt CLASSIFICATION SOCIETY DNV GL has developed a concept vessel that it says could quite possibly revolutionize short sea shipping. The autonomous, fully batterypowered, Revolt is “greener, smarter and safer” than conventionally fueled operated vessels and could be the answer to the growing need for transport capacity .

Currently being tested, the concept-ship will be powered by a 3,000 kWh battery, travel at a speed of 6 knots, have a range of 100 nautical miles (before the battery needs to be recharged) and would not require a crew—thus eliminating one of the industry’s greatest weak links: Human Error. According to DNV GL there are, on average, 900 fatalities a year in shipping,

making the mortality rate in shipping 90 percent higher when compared to landbased industries.

With an estimated lifetime of 30 years, Revolt could save up to $34 million in operating and maintenance costs when compared to a diesel-run ship. And because it will require no crew, loading capacity is increased.Additionally, Revolt will feature a straight vertical bow that will reduce water resistance along the ship’s profile, conserving energy.

“Revolt is intended to serve as inspiration for equipment makers, shipyards and shipowners to develop new solutions on the path to a safe and sustainable future,” says Hans Anton Tyete, Senior Researcher, DNV GL. www.dnvgl.com

JONRIE EQUIPS DOCKING ISRAELI TUGS WITH WINCHES WHEN TWO NEW NAVY SHIP Docking tugs were delivered from Israel Shipyards Ltd.’s Haifa Shipyard this past summer, they included some New Jersey spirit in them. That’s because the compact 17m tugs feature equipment from Manahawkin, NJbased JonRie InterTech.

Each tug has JonRie Series 200 hawser winches on the bow, complete with windlass and gypsy heads. The winches have a line pull of five tons, a line speed of 45

meters, and a brake capacity of 60 tons.

Additionally, each tug has a JonRie Series 416 capstan with a line pull of 3 tons and line speed of 30 m.

JonRie also supported Pine Hill Equipment, Westport, MA, with the design of the controls and hydraulics for all of the deck equipment. The system includes a proportional control for winch speed and a render system for safety, with a an abort system for the tow line. www.marinewinch.com

HOT “ICY” demand for PPG hull coatings A GROWING DEMAND for ice class marine coatings is keeping PPG Industries busy.

Developed for very high abrasion and impact applications on decks and hulls, PPG’s Sigmashield 1200 coating has seen more than ten years of service on several ships operating in areas where heavy ice formation is the norm—such as the Baltic Sea. The coating protects the hull against ice impact and gouging.

The coating’s “combination of a top-quality

epoxy matrix and extremely hard pigment” provides superior protection, according to PPG Product Manager, Christophe Cheikh.

The coating has “performed very well,” says Mathias Sundberg, Bore Ltd., Technical Superintendent. Bore’s RO-RO/container vessel Seagard has featured the coating on its hull for the last two winter seasons. Upon recent inspection of the hull, Seagard, which operates year round in icy waters was found to be in perfection condition. www.ppg.com

CAT tapped to power fast ferries for Rio Olympic Games FRESH OFF THE HEELS of its success as host country of the 2014 FIFA World Cup, Brazil now begins its final preparations for the 2016 Summer Olympics.

One step towards achieving a successful Olympic games is to provide fast, safe and efficient transportation options.

Caterpillar Marine has been tapped to help Brazil achieve that goal.

The power supplier w ill provide a total of 28 Cat generator sets to be installed on seven aluminum-hull fast ferries that will be operated by Assessoria Transporte Aquaviaro. The sets will be comprised of 14 Cat 3512 generator sets and 14 Cat 9 generator sets that will provide prime and auxiliary power. One ferry will run on Compressed Natural Gas (CNG) and be equipped with Cat’s marine dual fuel solution.

The use of the Cat 3512 gensets will mark the solution’s debut. “We’re pleased to unveil our first Cat Marine 3500 dual fuel solutions with Dynamic Gas Blending for such a significant global event,” says Chris Chenette, Caterpillar Marine Product Value Manager. He adds that the use of the Cat gensets will help the operator optimize the efficiency of its vessles.

The Cat 3512 DGB generator set features a low pressure gas system with an approximately 70% maximum gas substitution rate across a wide load range. It provides 1,550 eKW at 60 Hz of rated power.

Designed by Coco Yachts Holland B.V., The Netherlands, and built by Afai Southern Shipyards, China, the ferries will be 257 ft long. Each will feature diesel electric propulsion (DEP) with azimuth thrusters and identical engine rooms.

Marine.cat.com

October 2014 MARINE LOG 35

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

SHIPYARD

LOCATION

QTY

TYPE

PARTICULARS

OWNER/OPERATOR

EST. $ MIL

EST. DEL.

$101

1Q15 2018

RECENT CONTRACTS Kvichak Marine Vigor Alaska

Seattle, WA Ketchikan, AK

7 2

security boats ROPAX ferries

32 ft 9 in x 8 ft 6 in 280 ft, 450 PAX

U.S. Coast Guard AMHS

Austal USA Eastern Shipbuilding

Mobile, AL Panama City, FL

1 1

JHSV PSV

338 ft USNS Fall River 284 ft x 60 ft Bravante VIII

U.S. Navy Bravante Group

Eastern Shipbuilding Gladding-Hearn

Panama City, FL Somerset, MA

1 1

PSV patrol boat

302 ft HOS Black Rock 61 ft x 17 ft

Hornbeck Offshore NYPD

HII-Ingalls Shipbuilding

Pascagoula, MS

1

NSC

418 ft USCGC Hamilton

U.S. Coast Guard

DELIVERIES $152

SEP14 SEP14 SEP14 SEP14

$482

PENDING CONTRACTS

SEP14 NOTES

Aker Philadelphia BAE Systems Southeast

Philadelphia, PA Mobile, AL

4 2

Options dump scows

50,000 dwt 7,700 ft3

Crowley Great Lakes Dredge

BAE Systems Southeast Candies Shipbuilders

Jacksonville, FL Houma, LA

1 1

tug subsea vessel

141 ft x 46 ft, 12,000 bhp 108m x 22m, MT6022

Seabulk Tankers Inc. Otto Candies LLC

Option Option

Gulf Coast Shipyard Leevac Shipyards

Gulfport, MS Jennings, LA

4 2

PSVs PSVs

dual fuel, 302 ft x 64 ft 300 ft x 62 ft

Harvey Gulf Intl. Marine Tidewater

Options Options

TBD TBD

2

OPCs LASH carriers

Offshore Patrol Cutters convert steam to LNG

U.S. Coast Guard Horizon Lines

RFP/Phase I RFP

TBD TBD

1 6

double-end ferry car ferries

70-car 1,200 PAX (convert to LNG)

VDOT Washington State Ferries

$27

RFP RFP issued

TBD TBD

3 1

double-end ferries pass./vehicle ferry

4,500 PAX 235 ft

NYCDOT The Steamship Authority

$309

Proposed RFP issued

1

Roll-On/Roll-Off

692 ft, 26,600 dwt

Pasha Hawaii Transport

$137

Option

VT Halter Marine

Pascagoula, MS

$500

2017 Options

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To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com 36 MARINE LOG October 2014

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INDEX OF ADVERTISERS COMPANY

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ABS . . . . . . . . . . . . . . . . . . . . . . . . . 7 American Vulkan Corporation . . . C4 Baier Marine . . . . . . . . . . . . . . . . . 27 Baker Marine Solutions . . . . . . . . C3 Bay Ship & Yacht Co. . . . . . . . . . . 28 Christie & Grey Inc. . . . . . . . . . . . . 28 Coastal Marine Equipment, Inc. . 34 DNV GL . . . . . . . . . . . . . . . . . . . . . 16 Global Subsea Solutions . . . . . . . . 6 Great American Insurance Co . . . 11 Hydrex NV . . . . . . . . . . . . . . . . . . . 23 Kvichak Marine Industries . . . . . . 26 Lufkin . . . . . . . . . . . . . . . . . . . . . . . 5

COMPANY

PAGE #

National Maintenance & Repair . . 4 National Oceanic and Atmospheric Administration . . . . . . . . . . . 6 Noble Denton Assurance . . . . . . . .31 Pivotal LNG/AGL Resources . . . . . . . 1 Rolls-Royce Marine . . . . . . . . . . . . .14 Scania USA Inc. . . . . . . . . . . . . . . .12 Seakeeper Inc. . . . . . . . . . . . . . . . C2 Smith Berger Marine . . . . . . . . . . 34 Steerprop Ltd . . . . . . . . . . . . . . . . .10 Vigor Industrial . . . . . . . . . . . . . . . . 13 Yank Marine . . . . . . . . . . . . . . . . . . 17

October 2014 MARINE LOG 39

FINAL THOUGHTS

ESTONIA 20 years later: What have we learned?

TWENTY YEARS AGO, the RO/RO ferry MS Estonia turned on its side and sank in the Baltic Sea with 803 passengers and 186 crew aboard. Those on board needed to be rescued quickly in dangerous and dark conditions.

But what went wrong on September 28, 1994? The catastrophic listing of the Estonia meant that many of those on board never had a chance of evacuating—the investigating commission found that 310 may have done so. About half made it into life rafts—many of which failed to inflate properly. There had been no time to launch the ship’s boats.

The water was cold (50–52°F) and many people were poorly dressed or had no lifejackets. It was an “uncontrolled abandonment.” The first ship arrived on the scene about 20 minutes after the Estonia sank.

Four more passenger ferries followed.

The first rescue helicopter did not arrive until about 70 minutes after the sinking.

During the next three hours, six more vessels and six more helicopters arrived. Of the 138 people rescued, 104 were picked up by helicopters and only 34 by ships, although the ships were on scene long before the helicopters. The ships were not prepared for rescue.

Their “rescue boats” could not be launched in the conditions. They had to improvise.

So, what have we learned and improved in the last two decades?

In many ways, safety has improved on ships on international voyages. For example, ship design and damage stability, crew training in crisis, and crowd management have been addressed. Search

and rescue cooperation plans have been developed between passenger ships, their operators and SAR services.

RO/RO passenger ships of the type that responded to the Estonia disaster were quickly required to be fitted with the means of rescue and, after long and difficult debate, all ships on international voyages are now required to have ship-specific plans and procedures for recovery of people from the water—although this regulation only came into force this past July 1.

But more work is needed. Mass rescue operations are rare events, and maintaining enough dedicated capability to respond to them is impractical. There is consequently a “capability gap” that needs to be filled when such an event occurs.

“The IMRF has played its part in helping to improve readiness, and to fill that ‘capability gap,’” says International Maritime Rescue Foundation CEO Bruce Reid. “We took a leading role in the debate on the recovery regulation, for example, and helped prepare detailed guidance when the International Maritime Organization (IMO) conducted a full review of passenger ship safety some years after the Estonia went down.”

Accredited by the IMO, the U.K.-based IMRF brings together the world’s maritime search and rescue organizations—including the U.S. Coast Guard. Its goal is simple: Preventing the loss of life in the world’s waters.

Continues Reid, “Now, with our mass rescue operations (MRO) project, we are seeking to improve things still further, providing a focus on the subject and a forum

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40 MARINE LOG October 2014

for discussion. We have run three maritime mass rescue conferences, seeking to learn the lessons of such high consequence incidents.”

IMRF’s first conference was in 2010, and was addressed by Esa Mäkelä, master in 1994 of the ferry Silja Europa and on-scene commander (as the role was then called) for the response to the Estonia disaster. “Astonishingly,” says Reid, “we were the first to ask him to speak about his experience, nearly 16 years after the event. Learning lessons can be a difficult process.”

From its conferences, and guided by a subject-matter expert group, the IMRF is developing mass rescue guidance covering all the main aspects of such events so that planners and responders can better prepare.

Filling that “capability gap,” for instance, can be a matter of sharing resources internationally; of identifying and utilizing additional resources such as shipping in the area; or of extending survival times by providing onscene support.

“Disasters like that that befell Estonia,” adds Reid “are thankfully rare. But their rarity is part of the problem; it is difficult to maintain readiness. The IMRF’s MRO project—getting the right people talking together and providing them with guidance based on accumulated experience—helps to overcome that difficulty.

“It is 20 years since Estonia—and yes, things have improved. But there are still improvements to be made, and we need to focus on them. For, with mass rescue operations, it’s not really a matter of if, but a matter of when.”

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

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