New OFFSHORE VESSELS make a splash
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contents
sEptEMbER 2013 VOL. 118, NO. 9
8 departments 4 eDitOriaL
29
Building beyond the Jones Act The Connor Bordelon is the first in a new class of PSVs being built by Bordelon Marine at its Houma, LA, shipyard
features 29 OSVs
New generation offshore vessels make a splash in the deepwater market The demand for larger, more sophisticated vessels that can operate in deeper waters and support oil and gas exploration has spawned an OSV evolution
36 MaritiMe bergeN
into the limelight
An initiative funded by local shipping companies is hoping to make Bergen, Norway an industrial shipping capital
38 SubSea
island Offshore Subsea rides surge in subsea work
The company has long-term contracts with both Statoil and BP
41 eNVirONMeNt
ballast water treatment systems: beating the bottleneck
Planning ahead could save ship owners both time and money 2 MARINE LOG September 2013
44 WOrkbOatS
Small boat builders dream big
Innovative jet boat builders from the Pacific Northwest have joined forces to market their unique products to the world
49 traiNiNg
LNg as shipping’s fuel of choice—evolution not revolution
8 upDate • Bay Ship adds drydock with a “shadowy” past • HHI wins $1.4 billion boxship order • Hornbeck closes sale of tugs and barges • Demand for deepwater rigs • Weeks Marine wins contract for Superstorm Sandy work • Nichols Brothers to build Z-drive tug for Baydelta • Austal holds keel-ceremony for Cape Class patrol boat • Seventh FRC delivered to USCG
The development of the LNG bunkering infrastructure will advance over the coming years
26 WaShiNgtON
55 Ferry techNOLOgy
61 NeWSMakerS
Danish ferry operators move ahead on LNg The first Danish ferry to burn LNG will begin operating in 2014
58 Deck MachiNery
all-electric winches for new fishing trawler
A new freezer-trawler for O’Hara Corporation gets equipped by Rapp Hydema
Senators look to repeal HMT to boost U.S. ports VADM Brian Salerno named the new director of BSEE
62 tech NeWS JonRie’s new ATS
64 cONtractS
Bisso Towboats orders ASD tug
68 MariNe SaLVage The silver lining: How the new salvage regulations benefit you
Natural Gas A new direction for America
Good for the economy. Better for our environment. Natural Gas is the clear choice of fuel to power an energyefficient, sustainable America. Rolls-Royce gas engines reduce fuel costs and cut emissions to levels that comply with future environmental regulations.
Rolls-Royce has a proven track record of delivering marine gas propulsion systems to forward-thinking ship operators worldwide. Their investment will yield significant financial and environmental dividends for years to come. Now is a great time to chart a new course towards a cleaner, more sustainable future. Now is the time to switch to gas powered propulsion systems.
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editorial
building beyond the Jones Act With Crowley’s recent $500 million deal with Aker Philadelphia for the construction of four 50,000 dwt product tankers—which could potentially expand to eight—it’s hard not to be excited about what’s going on in the Jones Act market. The tankers will be built with the idea of possibly using Liquefied Natural Gas (LNG) as fuel in the future. Of course, NASSCO already has orders for two LNG-fuelled 3,100-TEU containerships for TOTE. With what’s going on in the shale gas market, the U.S. could possibly emerge as a leader in LNG fuelled ships. This begs the question, “Can U.S. shipbuilders export their expertise to international owners?” In any given year, there are only a handful of commercial vessels built by U.S. shipyards for export. In the last five years, I can only recall two shipyards building for commercial export; Kvichak Marine, Seattle, WA,
delivered a series of pilot boats for the Dutch; and Gladding-Hearn Shipbuilding, a Duclos Corporation, Somerset, MA, has built several fast ferries and pilot boats for Bermuda and the Caribbean. If there were other commercial export orders out in the last five years that I missed, please let me know. In this issue, we highlight two commercial export newbuild programs. One is unfolding at Eastern Shipbuilding Group, which is constructing a series of five Platform Supply Vessels for Brazil’s Boldini S.A., part of the Bravante Group. Eastern Shipbuilding teamed up once again with naval architects STX Marine Inc. to design a vessel specifically for the Brazilian deepwater market. To meet the demands of oilfield developers, operators are ordering more sophisticated vessels that focus on superior station keeping, more crew comfort, higher cargo capacity and
John R. Snyder, Publisher & Editor jsnyder@sbpub.com
improved fuel consumption. We take a closer look at these developments in “New generation offshore vessels make a splash in the deepwater market.” And, part of our cover story, “Small boat builders dream big,” associate editor Shirley Del Valle highlights the success of the Snake River Boat Builders Export Initiative, a program created to help promote welded aluminum boats manufactured by a group of eight boat yards and one boat trailer manufacturer to the European market. The initiative leveraged the collective expertise of a cluster of small aluminum jet boat manufacturers in Washington and Idaho—who often competed with each other—allowing them to more readily and cost effectively penetrate the European market with export sales and distributorships. You can read more starting on page 44.
MaritiMe trivia Trivia Question #6 What BIRD feathers did fishermen believe could ward off disaster and storm? 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
Laszio Mayer, Canal Marine, St. Catharines, Ontario, Canada, was first to guess the winner of last month’s trivia question, “What male fish bears its young?” Answer: The MALE seahorse (which is a fish) bears its young.
4 MARINE LOG September 2013
Better solutions based on experience We have been providing the marine industry with technically-sound and cost-effective consultancy solutions for over 60 years. Every piece of advice we give is underpinned by a wealth of technical and operational experience, helping you find the best solution, whatever your project. To find out more, visit us on stand 2354 at the International WorkBoat Show or go to www.lr.org/marine
Lloyd’s Register is a trading name of Lloyd’s Register Group Limited and its subsidiaries. For further details please see www.lr.org/entities
MarineLoG
NEED SHIP REPAIR? BAY SHIP & YACHT’S GOT YOU COVERED.
Introducing our new dry dock, the HMB-1 -- the only dry dock on the West Coast to feature a retractable roof. The HMB-1 has been converted by Bay Ship & Yacht into a 6,000-ton commercial dry dock, with a 76-foot vessel beam capacity, which means that we can now provide service to wider vessels, and we can now offer lifting capacity in the 20-ton per lineal foot range. With its 69-foot-high retractable roof, the HMB-1 offers a controlled
SEPTEMBER 2013 VOL. 118, NO. 9 iSSn 08970491 USPS 576-910
environment for mid-size vessels and luxury yachts. Weather is no longer a factor in scheduling services of our QP-1 certified coatings work. The HMB-1’s 30,000-lb capacity bridge crane, a full suite of service connections, and 22,000-square feet of enclosed work area enhance the efficiency of all other in-dock work as well.
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ProDUCTion DireCTor Mary Conyers mconyers@sbpub.com
PUBLiSHer & eDiTor-in-CHieF John r. Snyder jsnyder@sbpub.com
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naTionaL SaLeS DireCTor Jeff Sutley jsutley@sbpub.com
ConTriBUTing eDiTor William B. ebersold wbeber@comcast.net
regionaL SaLeS Manager vanessa Di Stefano vdistefano@sbpub.com
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arT DireCTor Sarah vogwill svogwill@sbpub.com
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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UPDATE Bay Ship & Yacht has converted a former CIA-operated barge into the only covered floating dry dock on the U.S. West Coast
bay Ship Adds dRy dOck wIth A “shAdOwy” pAst RemembeR the “Hughes Mining Barge,” HMB-1? It is now serving at Bay Ship & Yacht’s Alameda, CA, shipyard as a covered floating dry dock. That’s a pretty peaceable retirement job for a one-time CIA asset that was built in the 1970’s, ostensibly for manganese nodule mining operations, but, in truth, as a vital element of Project Azorian— the Cold War covert operation that saw the U.S. secretly salvage the remains of the Soviet submarine K-129 from the ocean floor. After the conclusion of Project Azorian, the HMB-1 was mothballed at the Todd Shipyard in San Francisco until November 1982. The Navy then towed it to Redwood City, where it became a floating dock for the construction and sea trials of the stealth ship Sea Shadow. The Sea Shadow trials continued until 1986 and the General Services Administration
subsequently offered the HMB-1 and Sea Shadow for sale as scrap. They were bought by Bay Ship & Yacht for $2.5 million in June 2012. Under the terms of the sale Sea Shadow was required to be scrapped, but Bay Ship has refurbished the barge to use as an enclosed dry dock. In its new role, the unit can accommodate vessels displacing up to 6,300-long tons with a maximum beam of 76 feet. It is the only dry dock on the West Coast to be fully enclosed by a retractable roof, preventing loss of workdays due to inclement weather, helping projects stay on time and on budget. The HMB-1 facility has expanded the yard’s dry dock capacity by 18 ft in width, while its lifting capability has more than doubled. This allows the yard to service commercial and pleasure vessels that are much larger and heavier than ever before.
Diana Shipping ServiceS fineD in “magic pipe” inciDent GReece-headquaRteRed Diana Shipping Services S.A., along with Greek citizens Ioannis Prokakis and Antonios Boumpoutelos were convicted on charges related to the illegal discharge of waste oil and oil-contaminated waste water from the cargo vessel M/V Thetis. Prokakis was the Chief Engineer and Boumpoutelos, Second Engineer on the Thetis. All the defendants were convicted of conspiracy, failure to fully maintain an oil record book, falsification of records and concealing tangible objects in a federal investigation. In addition, Prokakis was 8 MARINE LOG September 2013
also convicted of obstruction of justice for ordering crewmembers to lie to U.S. Coast Guard inspectors on board the ship. Diana Shipping Services, S.A. faces a maximum fine of $5.5 million and five years of probation. Prokakis and Boumpoutelos face a maximum sentence of five years for the conspiracy conviction, six years per failure to maintain an oil record book conviction, and 20 years per falsification of record conviction. Prokakis faces an additional five-year sentence for obstruction of justice. All three defendants will be sentenced on Nov. 8, 2013.
biz notes Net profit improves at American Shipping ameRican ShippinG company AsA had a net profit for the second quarter of 2013 of $13.1 million versus $11.8 million in second quarter of 2012. the company owns ten Jones Act product tankers that are chartered to OsG. It says that although OsG remains in chapter 11 bankruptcy it continues to make all monthly charter payments to AMsc on time and that during the quarter, OsG and AMsc agreed on the conversion of one of AMsc’s vessels to a shuttle tanker for a long term time charter to shell. AMsc says that trade fundamentals that impact the U.s. Jones Act product tanker fleet continue to improve and that industry expectations are that the positive trends will continue. to date, no profits have been generated under AMsc’s profit share agreement with OsG. however, with increasing time charter rates, prospects for profit share are improving. the risks facing AMsc relate to the operational and financial performance of OsG as well as overall market risk. during Q1 2013, the U.s. Bankruptcy court approved OsG’s motion to continue to perform all of its obligations under the bareboat charters and attendant agreements with AMsc. Under U.s. bankruptcy laws, OsG may take one of the following actions: (i) assume the vessel charters, meaning it would agree to continue to perform under the terms of the charters, (ii) reject the vessel charters and return the vessels to the company, or (iii) assume and assign the vessel charters to a third party, in which case the third party would replace OsG and assume all of the rights and obligations under the assigned charters and related transaction documents. AMsc believes that the least likely outcome is the rejection of the charters by OsG since the terms of the charters are favorable to OsG in the current market. In the event that OsG chooses to reject the bareboat charters, AMsc anticipates that, considering that all vessels are working under time charters and markets are improving, it would be able to re-charter the vessels to another Jones Act operator on equal or better terms on relatively short notice.
INTRODUCING THE NEW HOSMAX FLEET 300
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Learn more about the HOSMAX fleet of DP-2 300 class OSVs and employment opportunities by visiting us online at www.hornbeckoffshore.com or calling us at (985) 727-2000.
HORNBECK OFFSHORE Service with Energy 速
速
UPDATE biz notes
HHI wIns $1.4 bIllIon boxsHIp order
Hornbeck closes sale of tugs and barges Hornbeck offsHore services, Inc, Covington, LA, has closed the sale of the assets and business of its Downstream segment’s tug and tank barge fleet—made up of nine ocean-going tugs and nine double-hulled tank barges— to Genesis Marine, LLC, an affiliate of Genesis Energy L.P. The downstream segment was sold for cash consideration of $230 million. Hornbeck reports it received approximately $224 million in proceeds, net of expenses and estimated cash taxes from the transaction. The money will be used for corporate purposes that may include retirement of debt or funding for the acquisition, construction or retrofit of vessels. In connection with the closing, Hornbeck and Genesis entered into transition service agreements in order to ensure a smooth transition of operations and services for both employees and customers.
korea’s Hyundai Heavy Industries (HHI) has won a $1.4 billion order to build five 18,000 TEU class and five 14,000 TEU class containerships for the United Arab Shipping Company (UASC). The 18,000 TEU class boxships and 14,000 TEU class boxships are scheduled to be delivered from late 2014 and the first half of 2015, respectively. The contract also includes options exercisable by UASC to order an additional 18,000 TEU class containership and six additional 14,000 TEU class boxships. When delivered, the UASC ships will
signing ceremony: dr. abdul aziz al-ohaly, uasc board director (third from left) and Mr. kim oi-hyun, President and coo of Hyundai Heavy industries (third from right)
each be fitted with an electronically controlled main engine to maximize fuel efficiency, and reduce noise, vibrations, and carbon emissions. HHIs history of building quality containerships and its ability to deliver the ships in a short period, in cooperation with its affiliate Hyundai Samho Heavy Industries played a key role in winning the contract.
SEA READY SEA TOUGH SEE SILVERSHIPS.COM
251-973-0000 • silverships.com DESIGNERS AND BUILDERS OF ALUMINUM BOATS 10 MARINE LOG September 2013
Meeting aggressive schedules. Whether it’s ship repair or new construction, vessel owners rely on the delivery timeline we provide to set their schedule. We excel at meeting demanding schedules and minimizing project risk. Applying lean manufacturing processes has systematically boosted operational performance on a continual basis to facilitate building and repair of world-class vessels more efficiently. Our customers value the cost-effectiveness, higher standard of quality, and our industryleading safety record. From management to highly skilled craftsmen, the entire Signal team embraces a zero defect quality control program to put your vessel back to work when promised. Our capability is demonstrated time and again through repeat business. We specialize in new construction, repair, and conversion of ships, workboats, rigs, specialty barges, modules for refinery expansion and offshore wind farm components.
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UPDATE biz notes New lender for maritime industry A new finance company is hoping to fill the void left behind by the departure of traditional lenders. Global private equity investment firm kkR (kohlberg, kravis and Roberts) has formed a new specialty finance company, Maritime Finance company. the new company, an asset-based lender, will focus on the offshore oil field services and traditional shipping sectors. It will originate, structure, underwrite, invest in and distribute debt financings secured by high-quality maritime assets—this can include, among others, subsea construction and drilling rigs. Maritime Finance will be led by former helios Advisors partners kristan Bodden and Gabriel tolchinsky. Maritime Finance will initially be capitalized with $580 million of equity, over 45% of which has been provided by kkR, kkR Financial holdings LLc and Merchcap solutions.
12 MARINE LOG September 2013
demand foR deepwateR RiGS tO REMAIN stRONG the dRillinG RiG Supply/demand outlook for the deepwater market (less than 7,500 ft water depth) appears to be healthy for at least the next six quarters, according to a recent equity research report by Cowen & Company. Cowen & Company says the report, “Navigating the UDW Market Bifurcation,” examines the effect that 74 ultra deepwater (UDW) newbuild rig deliveries through 2016 will have on the dayrates for older, existing UDW and deepwater (DW) rigs. According to Cowen & Company’s analysis, West Africa (after a short period of oversupply), Southeast Asia and Australia will be the strongest deepwater regions over the next 12 months, while rigs are expected to leave both South America and the Gulf of Mexico. According to weekly data published by IHS Petrodata, as of the week of August 30, the worldwide fleet of mobile offshore drilling units (MODUs) is 860, of which 733 were under contract. The new global fleet utilization rate fell slightly to 85.2 percent. The U.S. Gulf of Mexico drilling rig supply is 109 MODUs, with 76 units under
contract. The regional fleet utilization remains at 69.7 percent. Off South America, the drilling rig supply increased by one to 135, and the contracted count also rose by one to 107—resulting in an increase in the fleet utilization rate to 79.3 percent. The Europe/Mediterranean Sea market has a supply of 117 and a contracted count of 109, with fleet utilization for the region at 93.2 percent. Within the West African offshore drilling rig market, the supply remains at 70 units, while the contracted count has fallen by one to 65 units. The adjusted fleet utilization rate is 92.9 percent. The Middle East MODU market has 123 out of 142 rigs under contract. The regional fleet utilization rate continues at 86.6 percent. Likewise, in Asian and Australian waters, both the supply and contracted counts are holding steady. With 133 out of 156 units under contract, the fleet utilization rate for the region is 85.3 percent. So what type of rigs are oilfield operators looking for when it comes to UDW projects? Cowen & Company says the trend is toward rigs with greater water depth capability, variable deck load (VDL) and quarters capacity.
The shipbuilding expertise of Fincantieri is unrivaled. With 21 shipyards on three different continents, nearly 20,000 employees, and a rich history of building more than 7,000 ships, Fincantieri ranks as the industry leader in technological innovation. Fincantieri’s impressive resume is a perfect fit with Bay Shipbuilding Company’s expansive facility, their computer controlled manufacturing equipment, and the BSC team of shipbuilding’s finest master craftsmen. Please contact us to learn how Bay Shipbuilding Company can provide cost-effective solutions for the new construction, repair, or conversion needs of your fleet.
Bay Shipbuilding Company is the proud builder of the Polar Class 7 Platform Supply Vessels for Tidewater Marine LLC.
UPDATE HigH-speed crew vessel for Caspian sea
AtlAntic OffsHOre’s FSV launched at SpaniSh yard sPanIsh shIPbuILder Zamakona Yards Group has launched the 67 m Field Support Vessel Ocean Osprey at its facilities in Pasajes. Based on an HY820 Havyard design, the Ocean Osprey is the first of three Field Suppor t Vessels (FSVs) being built by Zamakona for Norway’s Atlantic Offshore AS. The ship’s main mission will be emergency response for offshore oil rigs operating in the North Sea and will have the ability to rescue up to 300 people.
Incat tasmanIa Pty Ltd has won a contract to build a high-speed 70 m crew support vessel for Caspian Marine Services. The vessel will perform operations in the Caspian Sea oil industry in Azerbaijan. “At 70 meters length and 30 knot speed we expect this will be the largest fast crew transport vessel operating in the global oil industry and Incat envisage an expanding market for this type of vessel,” said Incat Chariman Robert Clifford. D e l iver y is exp e c te d to take p la ce September 2014.
The Ocean Osprey is expected to begin operations in the North Sea for Shell UK in early 2014 under a contract that will last five years. It will have a pulling capacity of 65 tons and power is supplied by two 1,930 kW MAN Diesel main engines. The shipbuilding contract is part of a modernization program at Atlantic Offshore. The company recently signed agreements for a total of nine new vessels, four of which have been delivered. Overall, it has invested $365.4 million in fleet renewal.
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14 MARINE LOG September 2013
UPDATE
Dual fuel offshore patrol vessel chRIstENEd At stX FINLANd the finniSh boRdeR GuaRd dual fuel offshore patrol vessel UVL10, currently being built at STX Finland Oy’s Rauma shipyard, was christened Turva at a naming and launching ceremony. The Finnish Minister of the Interior Päivi Räsänen acted as godmother for the ship. In her speech as the ship’s godmother, Minister Räsänen stated that taking delivery of the ship is an important part of the preparation for the risks of increasing maritime transport and prevention of environmental damage, written down in the Government Program. According to the Minister, the vessel represents the collaborative thinking promoted by the government, since it has been designed by a team of various experts and it supports various authorities and their work. The dual fuel vessel—the ship uses liquefied natural gas (LNG) and diesel oil—is scheduled for delivery at the end of this year. Turva will be used for the purposes of frontier supervision, maritime search and rescue (SAR), environmental protection, monitoring of natural resources, oil spill
response on the open sea and cooperation with other authorities. The vessel will also provide support for the operations of auxiliary ships and helicopters. Additionally, the ship can be used under any weather and visibility conditions on the Baltic Sea and it is capable of independent long-term operation at extended ranges. The 96 m vessel features a large working deck and an oil recovery system and highcapacity tanks for recovered oil, facilitating long operating times. If necessary, open sea oil spill response activities can be performed on rough seas and in winter conditions. The ship also features capability to respond in case of serious chemical accidents. The offshore patrol vessel has versatile search and rescue (SAR) capability and is capable of operating under difficult conditions and it can function as an on-scene command post in the event of multimodal accidents requiring multiple response capabilities. The ship has extensive fire fighting capacity for extinguishing ship fires and the capability to rescue large numbers of people from
the sea or from another vessel. In addition, the ship features sickbays and a helicopter deck for potential evacuation of passengers. The ship’s 100-tonne emergency towing capability is also an excellent feature in situations where large ships in trouble need to be towed. The offshore patrol vessel is also designed to have high tolerance for damage in case of stranding, fire, engine failure or any other problem situation. The vessel features a double hull and double engine rooms for redundancy and separate systems for maintaining functioning capacity. The ship can also be used for provision of assistance in minor and major maritime accidents within and beyond Finland’s maritime SAR area of responsibility.
The leader in LNG fuel Benefit from our extensive experience, from Feasibility Studies to Port Risk Assessments and Ship Classification in the value chain of LNG fuel.
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16 MARINE LOG September 2013
Regions Maritime Banking – Commitment that goes deeper than deals. INTERNATIONAL SHIPHOLDING CORPORATION
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UPDATE biz notes Newport News to power NASA One man’s trash is another man’s treasure or, in this case, power. Navy shipbuilder Newpor t News Shipbuilding (NNS), Newport News, VA, a division of Huntington Ingalls Industries, has partnered with the City of Hampton, VA, to convert its shipyard trash into steam power. The project is the latest in the group’s Go Green Challenge, a longterm plan for environmental responsibility at NNS. Under the par tnership, the shipyard’s solid waste is incinerated at Hampton’s steam plant facilit y and converted to steam through a process known as “waste-to-energy.” The energy is then used to power NASA Langley Research Center (NASA LaRC) facilities, Hampton, VA. The steam plant has been converting local trash into energy for 33 years. Hampton’s steam plant burns up to 240 tons of trash per day.
Harkand Group cHristens Harmony The harkand Group has its eye on the prize. The group is one step closer to becoming a global name in the subsea inspection, repair and maintenance market with the christening of its newest ROV support vessel, the 65 m Harkand Harmony. The vessel has been secured on a threeyear hire purchase that will see Harkand extend its inspection, repair and maintenance (IRM) services in the growing Asia Pacific region. Built by ASL Marine Holdings at Batam near Singapore, the Harkand Harmony will be fitted with one Comanche WROV and a complete survey spread. Able to accommodate 60 crew, it boasts a 580 m main deck, a Kongsberg DP2 system, 20 ton man-riding knuckle boom crane and a 4.5 m moon pool. The Harmony’s addition to the Harkand fleet, along with two new Triton XLX ROV’s, which will be delivered in August, marks an important step forward in the company’s Asia Pacific development plan. “The investment we are making in our business both in terms of our people and our assets underlines our commitment to the Asia Pacific energy industry and our
continued desire to create a modern, safe and efficient fleet that meets the expectations of our customers,” says Frederic Fumey, managing director for Harkand Africa and APAC. Martin Watts, General Manager for Harkand Asia Pacific adds, “The addition of this purpose-built vessel to our fleet is a momentous day for Harkand and marks the start of a new chapter for our operations in the region. I’m delighted that so many of our customers have shared the day with us and look forward to the Harmony becoming an integral part of the industry in the coming months.” The group also announced the acquisition of Veolia Marine Services based in Houston, which will further expand the group’s geographical reach, asset base and staff.
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UPDATE Halifax SHipyard layoffS on tHe way While the Halifax Shipyard Modernization Program is a go, media reports say lay offs at the yard are imminent. Despite the fact that it has awarded several contracts to Nova Scotia and Canadian suppliers as part of the $300 million modernization program, Canadian media says that Canada’s Irving Shipbuilding will lay off workers this fall. According S cot t Jamie son, V ice President of Programs at the shipyard, Irving hopes to lessen the numbers of layoffs by attracting more business. He did not comment on how many layoffs are expected. The layoffs are expected to be completed by the end of September “followed by normal fluctuations,” Canadian media quote Mr. Jamieson as saying. Media reports claim that until the yard begins working on the first ships awarded under the National Ship Procurement Program—work is expected to begin in 2015—the yard lacks the work to keep its current workforce of 900.
reSolve Marine Group acquires alaska’s Magone Marine
Resolve MaRine GRoup, Fort Lauderdale, FL, has acquired Magone Marine Services, Dutch Harbor, AK. The newlyformed business, named Resolve-Magone Marine Services (Alaska), is expected to expand the emergency response and marine services available in the area. The partnership will couple Magone’s long-standing local expertise with Resolve’s extensive resources, personnel, and vast salvage and wreck removal experience. Resolve-Magone Marine Services (Alaska) will be based in Dutch Harbor, where Dan Magone, founder of Magone Marine, will
oversee operations. “With Resolve’s added capabilities of personnel and equipment, it will now allow us to handle the increased potential of environmental threats to our region created by the significant rise in maritime activity,” says Dan Magone. On its end, Resolve Marine Group has added two vessels to Magone’s fleet, relocating the salvage tug, Resolve Pioneer and the salvage barge RMG 300. The ABS class Resolve Pioneer has an 80-ton bollard pull capability and most recently took part in the towing of the crippled Carnival Triumph to Mobile, AL.
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Weathered Deck-hand Seeks 20 MARINE LOG September 2013
UPDATE
NIchOlS BROThERS to build Z-drive tug for baydelta WAShingTon-bASed Nichols Brothers Boat Builders has signed a contract to construct a new 100 ft x 40 ft Z-drive tractor tug for Baydelta Maritime, LLC, San Francisco, CA. The tug, which is ABS load line certif ied, is based on the Delta Class Tug Design created by naval architects Jensen Mar itime Consult ant s , S eat tle, WA , Baydelta Navigation and Nichols Brothers Boat Builders. The tug will be equipped with t wo Caterpillar 3516C diesel engines coupled to the Rolls Royce US 255 FP Z-drive system. Additionally it features two C6.6 CAT generators. The tug’s pulling power and maneuverability can be attributed to its propulsion package, which will produce over 90 tons of bollard pull with a combined horsepower of 6,800. The tug will also be outfitted with two Markey winches, Smith Berger tow pin aft, SSR Marine fenders, Mackay Marine
22 MARINE LOG September 2013
WEEKS MARINE TO SUPPORT SUPERSTORM SANDY WORK The U.S. Army CorpS of Engineers, New York District, recently awarded a firm-fixedprice, no option, non-multi-year, award with a maximum value of $26.4 million to Weeks Marine, Inc., Cranford, NJ, for the dredging of the Federal Navigations Channel and deposition basins at East Rockaway Inlet at Jamaica Bay. The contract supports Hurricane Sandy repair work.
BISSO ORDERS ASD TUg fROM MAIN IRON WORKS nichols brothers has built six delta Class tugs for baydelta maritime
Electronics and a Technicold by Northern Lights HVAC system. This will be the tenth vessel in the Delta Class tug series. Since 2006 Nichols Brothers has built nine tugs in the series, six of which have gone to Baydelta.
mAin iron WorkS, LLC, Houma, LA, has won a contract to build a 4,480 HP ASD ship-assist tug for Bisso Towboat Co., Inc., Luling, LA. The 100 ft tug will be powered by two Caterpillar 3516C Tier 3 main engines each producing 2,240 hp at 1,600 rev/min. Propulsion will be supplied by two RollsRoyce US 205 fixed pitch Z-drives. It will be delivered in early 2015.
Update superstorm sAndy ferry service extended for seAstreAk
With Work on the R subway line expected to disrupt train service between Manhattan and Brooklyn for up to 14 months, a new ferry service between the two boroughs that was inaugurated last year has been extended until the end of January 2014, according to an announcement by NYC Mayor Michael R. Bloomberg. The route was added to an existing temporary ferry service operated by Seastreak between the Rockaways, Pier 11 at Wall Street in Lower Manhattan and East 34th Street in Midtown. For the new service, the ferry began making stops on August 5 at the
Brooklyn Army Terminal Pier (58th Street in Sunset Park) in Brooklyn. One-way fares on the ferry are $2. The R subway line service is being disrupted by the closure of the Montague Street Tunnel that connects Brooklyn and Manhattan. The tunnel sustained damage during Superstorm Sandy and repairs will keep it closed until October 2014. The repairs from the seawater damage could reportedly cost $100 million to repair. While everyone is familiar with the iconic Staten Island Ferry, operated by the New York City Department of Transportation, privately operated ferries provide important commuter links for area residents. About 60,000 daily commuters ride the Staten Island Ferry and another 26,000 commute via private ferry operators. The new ferry service is helping to ease commuter congestion for the estimated 65,000 subway riders a day that would normally use the R train between the two boroughs. “Ferry service has proven to be popular and effective mode of transportation for Rockaways and Brooklyn residents,” says Mayor Bloomberg.
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AustAl holds keelceremony for Cape Class patrol boat A u s t r A l i A n s h i p b u i l d e r Au s t a l recently held a keel-ceremony at its Henderson facility for the Cape Nelson (CCPB 03), the third in a series of eight 56m patrol boats being built under the Cape Class Patrol Boat Program. The patrol boats are being built for the Australian Customs and Border Protection Service. Keel-laying traditionally marks the first significant milestone in a ship’s construction. Historically this was the “laying down” of the main timber making up the backbone of a vessel. Austal’s advanced shipbuilding techniques means fabrication of ship modules begins well before they are actually joined. So today Austal celebrates keel-laying when modules are brought together for final assembly. Although Austal’s design and manufacturing approach is thoroughly modern, the ceremony retained long held shipbuilding traditions. This included placing three specially minted coins under a keel block as a symbol of good fortune and to bless the ship. These coins will be removed just prior to the patrol boat’s launch. Austal was awarded the contract for the design, construction and through-life
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September 2013 MARINE LOG 23
UPDATE ReseaRch vessel coming together at dakota creek Seattle-baSed naval architectural and marine engineering firm Guido Perla & Associates, Inc. (GPA) reports that construction of the oceanographic research ship AGOR 27 R/V Neil Armstrong is progressing according to plan at Dakota Creek Industries (DCI) in Anacortes, WA. A major milestone was achieved recently with the completion of the hull assembly after the stern block was set, followed by the installation of the pilot house. DCI is building both the AGOR 27 along with its sister vessel, AGOR 28 R/V Sally Ride, which will comply with the highest safety standards and provide unprecedented capabilities for advanced oceanographic research. After developing the Basic Design, Regulatory Design and Detail/Production Engineering for the Navy-owned, advanced oceanographic research vessel, GPA is now supporting DCI onsite throughout the construction and delivery of the 238-foot vessels. GPA’s track record of construction projects together with DCI provides a solid foundation based on competence, practicality and understanding of government contracts and procedures coupled with well-coordinated teamwork.
“Working closely with DCI and equipment suppliers is the key to moving through this advanced project the way we are and achieving each milestone within the given parameters. DCI is producing vessels of outstanding quality and together, we are meeting our timelines and are on schedule for the launch of AGOR-27 in the first quarter of 2014.” says GPA’s Eric Engelbrecht. The delivery of the AGOR 27 is scheduled for late 2014 and the AGOR 28 in early 2015. AGOR 27 will be operated by the Woods Hole Oceanographic Institution, Woods Hole, MA, and AGOR 28 will be managed by the Scripps Institution of Oceanography, LaJolla, CA.
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bollinGeR ShipyaRdS, inc., Lockport, LA, has delivered the seventh Fast Response cutter (FRc) in the sentinel class to the U.s. coast Guard. Under the current contract Bollinger will build 18 FRcs. the coast Guard says it plans to acquire 58 FRcs in total to replace the 110 ft Island class fleet. As a sentinel class FRc, the 154 f t charles david Jr., was built using a proven, in-service parent craft design based on the damen stan patrol Boat 4708. with a flank speed of 28 knots, the vessel will provide support operations in the seventh coast Guard district, an area, that the coast Guard says, is comprised of 1.8 million square nautical miles from the south carolina coast to the caribbean. the charles david Jr. will be homeported in key west, FL and will be commissioned November 2013. As is the tradition with the FRcs, the charles david Jr. was named af ter an enlisted coast Guard hero who distinguished him/herself while in the line of duty, stewards-Mate First class charles w. david Jr. On the night of February 3, 1943, the U.s. Army transport Uss dorchester was torpedoed by a U-Boat off the coast of Greenland in the North Atlantic. the cGc comanche was on the scene and its crew desperately searched for survivors in the frigid waters. david fearlessly volunteered to leave the safe haven of the comanche to dive overboard to help rescue the dorchester’s crew. As other crewmen also volunteered to dive in, 93 survivors were rescued out of the freezing waters. After the last of the survivors were safely aboard, david began to climb the cargo net to the ship’s deck. One of david’s shipmates, Richard swanson, was having trouble climbing the net due to his freezing limbs. david descended the net with the help of another crewman and pulled swanson to the deck out of harm’s way. tragically, david died a few days later from pneumonia. he was posthumously awarded the Navy and Marine corps Medal for his bravery.
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Senators look to repeal HMT to boost U.S. ports When Congress returns to session this month, U.S. Senators Patty Murray (D-WA) and Maria Cantwell (D-WA) plan to introduce legislation that would repeal the Harbor Maintenance Tax (HMT) and replace it with a new user fee. The idea behind the legislation is to make it more attractive for shippers to move their U.S.bound container cargo directly through U.S. ports instead of those in Canada and Mexico. Those goods are then moved by rail or truck to the U.S., thus avoiding the HMT. Under the Maritime Goods Movement Act for the 21st Century, the Senators propose to assess a user fee on all containers being shipped to the U.S. whether they arrived in Canada or Mexico first. The Senators rolled out their plans for the legislation at a press conference on August 15 in Seattle. here’s What the aCt Would do: • Repeal the Harbor Maintenance Tax and replace it with a user fee that would be assessed on container cargo entering
the U.S. The proceeds of user fee provide funds for port operation and maintenance; • Set aside a portion of the user fee for low-use, remote, and subsistence harbors that are at a competitive disadvantage for federal funding; • Create a competitive grant program using part of the collected user fees to make the U.S. intermodal transportation system more efficient; • Pay for expanded infrastructure investments by removing investment incentives to oil and gas companies. “Currently, the Harbor Maintenance Tax is diverting U.S.-bound sea cargo, which should enter our country through the Port of Seattle, the Port of Tacoma, or other ports along our shores,” says Senator Murray. “Instead, shippers have decided it’s more cost-efficient to send those U.S.bound goods to Canada and Mexico first—only to ship them to the United States by truck or rail. In recent years, container volumes have
grown substantially at British Columbia ports such as The Port of Prince Ruppert and Vancouver. Since 2007, for example, container volume has grown from zero to 564,000 TEU at the Port of Prince Ruppert. About 60 percent of that cargo is for import. It’s not clear whether the growth is due to HMT avoidance or successful Canadian government policy. Either way, Senator Cantwell sees the trend as a real threat to her state’s ports. “The threat is real. The Federal Maritime Commission found that up to 27 percent of container volume moving through West Coast ports is at risk of diverting to Prince Rupert. “Here in the Puget Sound, that cargo diversion threatens the employment of about 10,000 American workers. Cantwell says a diversion of 10,000 containers from ports in the Puget Sound could cost businesses $1.3 billion, reduce income for workers by $833 million, cut local purchases by $192 million, and slash state and local taxes by $75 million.
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offshore support vessels
The Bravante VI, the second in a series of five platform supply vessels being built for Brazil by Eastern Shipbuilding
New geNeratioN offshore vessels make a splash in the deepwater market
Compiled by Marine Log Staff
O
ver the last decade, offshore support vessels have become increasingly more sophisticated, larger and more flexible, with more complex hull shapes—such as the X-Bow—more cargo and deck space, and more efficient propulsion systems. Operators are even more seriously considering and opting for alternative fuels such as Liquefied Natural Gas (LNG). This OSV evolution has been spurred by the demand for vessels that can operate hundreds of miles offshore and support oil and gas exploration in deep and ultra deep waters (more than 7,500 ft water depth). It’s been 10 years since the Bourbon Orca made its debut in the North Sea as the first X-Bow and diesel-electric-propelled Anchor Handling Tug Supply (AHTS) vessel. Now, dozens of Ulstein’s X-Bow design vessels are in operation and have been or are being constructed in shipyards in Europe, China and Korea. In mid-August, for example, the Chinese shipbuilder Zhejiang delivered the Sea Forth, the third in a series of 12 platform supply vessels based on Ulstein’s PX105 design to Seatankers. Ulstein is supplying 12 design, engineering and equipment
packages to the Ningbo shipyard, where all the PSVs for Seatankers Group will be constructed. The PSVs will comply with the DNV requirements of the Clean or Clean Design standards. Ulstein says the distinctive X-Bow design PSVs will have low vibration levels, resulting in increased comfort, and no speed loss due to the elimination of bow wave impact. The PX105 PSVs can maintain higher speeds even in harsh offshore weather conditions, thus increasing their operational window. The Platform Supply Vessels are a good example of an international effort. “In this project, Ulstein employees in Norway, Poland, Croatia as well as on site in Ningbo have teamed up for designing, engineering, commissioning and completion of the vessel,” comments Project Manager in Ulstein Design & Solutions, Johannes Røren. Sea Forth measures 88.9 m by 19 m, with a deadweight of 4,500 tonnes and a loading deck area of approximately 1,000 m2. The Sea Forth is equipped with a diesel-electric propulsion system, with Rolls-Royce Marine Azipull 100 propellers, and can reach speeds of 15.5 knots. September 2013 MARINE LOG 29
offshore support vessels is reflected by using the inclined line at the back of the accommodation—like a swan she will be proud to be on the sea to fulfill her duty and tasks.” A more functional description is provided by Mark Couwenberg, Design & Proposal Engineer Offshore & Transport Damen Shipyards, who describes “a sleek bow, slender hull lines, and diesel-electric propulsion with azimuth stern drives, all leading to a high cargo intake combined with low fuel consumption, not only in calm water but also in rough seas. The vessel features DP2 capability as well as newly designed anti-roll tanks and an optimized superstructure for crew comfort.”
Diamond debut Sea Forth has a comprehensive electrical and automation package delivered by Ulstein Power & Control, an integrated com p l e te s o lut i on t h a t i n clu de s t h e propulsion system, main switchboards, distribution switchboards, the communication system Ulstein Com, the bridge solution Ulstein Bridge and the automation system ULSTEIN IAS. Also in mid-August, China’s ROC shipyard w il l b e g in const r uc t ion of two ULSTEIN PX121 PSVs for the ITG Group. Plans are for the two PSVs to operate in the European market, with delivery in the first half of 2015. The contract includes an option for two more vessels. It’s the first time ROC will build an X-Bow design. The ships have a length of 83.4 m x 18 m, and meet the requirements of DNV’s Clean Design notation. They have a load capacity of approximately 4,000 tonnes and a cargo deck of 840 m2. This version of the medium-sized PX121 platform accommodates a total of 30 persons. The vessels will be prepared for an ROV mezzanine deck and a subsea crane for future installation. They will be built in accordance to IMO’s SPS Code (Special Purpose Ships) for carrying specialized personnel, and will have OILREC class notation for oil recovery in emergency situations.
Damen throws its hat into the ring The delivery of World Diamond, the first of six newly designed PSV 3300 platform supply vessels to Norwegian owner World Wide Supply opens a new era in offshore for Damen Shipyards. One of five PSV variants available by Damen, the range is just one of six vessel types now being offered by the shipbuilder, which form the yard group’s new “Offshore Series.” 30 MARINE LOG September 2013
The World Diamond was built in Romania by Damen Galati
The global group’s strategic ambition is to challenge traditional offshore yards across a range of vessel types in this specialized market. The platform supply vessel was constructed at Damen Galati (Romania) and entered service under Remøy Management operation in July. Creative Designer Gijs Lokker describes the PSV 3300 as “an elegant truck on the sea which has to be tough as well. The eye-catching, edgy lines and the distinctive yellow color make the ship stand out from others at sea. The two nose holes on both sides at the front gives the PSV a tough and selfconfident look. The pride of the company The Connor Bordelon, built by Bordelon Marine Shipbuilders in Houma, LA
The 80.1 m long World Diamond itself is a diesel-electric PSV, built to the Damen “E3” formula of Economy, Efficiency and Environmental optimization. Drawing a draft of 6.15 m, the vessel can carry loads of up to 1,500 tons on deck and is designed for challenging weather conditions. The versatile vessel can be adapted for oil spill response, construction, ROV and diving support activities, and for many other functions. Jan van Os, Damen Product Director Offshore, says, “We have already supplied 20 PSVs of various types and sizes into the market. With the PSV 3300 we’ve aimed for a ‘workhorse’—a PSV with excellent seakeeping qualities, low maintenance and fuel consumption and in line with the latest Clean Design and Environmental Protection requirements of the major classification societies.” Slamming has been minimized through the new design, which results in improved comfort and safety for the crew, vessel and cargo. “The vessel provides a very safe
offshore support vessels working environment, especially on deck, but also in all other working areas,” says Couwenberg. “Additionally, there is a safe, sheltered foredeck. Particular attention has been paid to accommodation—designed in line with the 24/7 offshore industry; outfitting is according to high comfort standards, using warm, modern colors for interiors. Each cabin has access to the Internet, radio and television.”
Extensive range “The starting point for all of the vessels in the new Offshore Series has been conceiving the right hull because this is vital in reducing fuel consumption,” says Couwenberg. “Hull shape, coatings, the location of oil tanks, refrigerants, recovery of waste heat and engine emissions— all of these are part of the E3 concept.”
“With the PSV 3300, we’ve aimed for a ‘workhorse’ —a PSV with excellent seakeeping qualities ...” Explains Couwenberg, “We spent considerable time on CFD studies to investigate and simulate ship behavior and optimize the hull shape. A model of the resulting hull has been tested at Maritime Research Institute Netherlands (MARIN) to verify the results. The slender hull reduces fuel oil consumption, not only in calm water, but especially in rough seas. Smooth surfaces and a distinct lack of angles, lines and recesses also have a positive effect on the durability of coatings.” Damen’s five PSV designs extend from vessels of 1,500 dwt to 6,500 dwt. Additionally, Damen’s Offshore Series include designs for Construction Support Vessels, Well Stimulation Vessels, AHTS, fast crew boats, the Damen Offshore Carrier—a 7,500 dwt multi-purpose vessel with heavy-lift, Ro-Ro and offshore installation capabilities—and an Offshore Heavy Lift Vessel 1800: a DP2 ship with two 900 ton mast cranes, 3,100 m2 of free deck space and 20,000 m2 of adjustable cargo hold. It can work in water depths of up to 3,000 m.
LNG-fuelled vessels pile up There are now at least 18 LNG-powered vessels that are operating, under construction or on order, following Wärtsilä’s latest contract to supply the design and an integrated solution for a new large platform supply vessel (PSV). The ship will operate primarily on liquefied natural gas (LNG) and is owned by Siem Offshore, the Norway based provider of marine services to the oil and gas industry. It
will be operated under charter by A/S Norske Shell. The PSV is being built at Remontowa Shipbuilding’s yard in Poland. The contract’s scope of supply includes the Wärtsilä VS 4411 LNG PSV initial, basic, and detailed ship design, as well as the complete diesel electric system with dual-fuel generating systems, its LNGPac gas storage and handling system, and complete electrical and automation system, including a four-split Wärtsilä LLC (Low Loss Concept)
solution. The Wärtsilä LLC will help the vessel fulfill the highest possible Environmental Regularity Number (ERN) of 99.99.99.99., which represents the vessel’s capability for maintaining its position and normal operations under certain weather conditions. The 89.2 m long vessel is scheduled to commence operations in 2015 and will be used to support offshore drilling and production activities in the North Sea. It can accommodate a crew of 25.
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offshore support vessels “... by facilitating the use of LNG as a clean and economically competitive marine fuel, we have created a paradigm shift that benefits our customers and the industry as a whole. Our success in supplying major oil companies with LNG fuelled PSVs is testament to this.”
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alaska
This latest order emphasizes Wärtsilä’s frontrunner status in the LNG PSV design market. During the past year, for example, three major oil companies have chosen Wärtsilä’s well-proven LNG PSV design and integrated solution for their North Sea tenders. This line of success dates back 10 years, when the first two LNG PSVs designed by Wärtsilä for operations in the North Sea were chartered by Norwegian oil company Statoil. This order follows a similar one placed in November 2012 with the same scope of supply for another Siem Offshore owned PSV. Almost half of the vessels in Siem Offshore’s fleet already feature Wärtsilä ship designs and Wärtsilä equipment. Magnus Miemois, Vice President, Wärtsilä Solutions, says that by facilitating the use of LNG “as a clean and economically competitive marine fuel, we have created a paradigm shift that benefits our customers and the industry as a whole. Our success in supplying major oil companies with LNG fuelled PSVs is testament to this.” Six of the LNG-fuelled PSVs are under construction in the U.S. at TY Offshore, Gulfport, MS, for Harvey Gulf International Marine, Inc. The first of the six LNG-powered PSVs, the Harvey Energy, is due for delivery this November. While Wärtsilä is supplying the complete LNG package, including the propulsion, auxiliaries and controls, for six PSVs., the vessels are being built to designs by STX Marine, Inc., which has offices in Vancouver, BC, Canada, and Houston, TX. STX Marine Inc. is working extensively with the Eastern Shipbuilding Group, one of the busiest builders of offshore service vessels in the U.S. Eastern Shipbuilding Group, Inc., Panama City, FL, recently launched the 284 ft x 60 ft M/V Bravante VI for Boldini S.A., Bravante Group of Brazil. The second of five Marshall Island-flagged
offshore support vessels vessels, the Bravante VI is based on a design supplied by STX Marine Inc., which has emerged as a leading designer of new offshore tonnage for the Gulf of Mexico. STX Marine Inc., with offices in Vancouver, BC, Canada, and Houston, TX, is also working with Eastern Shipbuilding on these vessels, as well as a series for Harvey Gulf International Marine, Inc., New Orleans, LA, and Hornbeck Offshore Sevices (HOS), Covington, LA. Eastern Shipbuilding has contracts to build 12 OSV and Multipurpose Vessels for HOS. It recently launched the HOS Renaissance, the third of four HOSMAX 300 OSVs for HOS. Diesel-Electric powered, twin Z-drive propelled OSV’s measuring 292 ft x 64 ft x 24 ft 6 in. Six other OSVs under contract are 302 ft x 64 ft x 26 ft, and are designated HOSMAX 310 Offshore Support Vessels. All ten of the HOSMAX Offshore Supply Vessels under contract are USCG, ABS Classed A1, Offshore Support Vessel and Ocean Service, Loadline, AMS, ACCU, Circle E, DPS-2 with additional ABS Class notations UWILD, ENVIRO, FFV-1 and certified under SOLAS/IMO. Additionally, HOS has contracted with Eastern two HOSMAX 310ES MPSVs, with accommodations for 73 persons, a 250MT subsea crane, moon pool, helideck and two ROV/LARS units. HOS, of course, also has a series of 10 larger 320 ft PSVs on order at VT Halter Marine, Inc., Pascagoula, MS, based on a design from that firm. The Bravante VI and its sisters, however, aren’t destined for the U.S. Gulf, but rather the deep waters off of Brazil. The series of Bravante PSVs represent the only offshore vessels being built in the U.S. for export. The vessels are being built to comply with IMO/ SOLAS, ABS Classed A1, Offshore Support Vessel Ocean Service, Loadline, AMS, ACCU, Circle E, with additional ABS Class notations UWILD, ENVIRO, DPS-2. Each of the DPS-2 platform supply vessels will have four Cummins 16-cylinder, turbo-charged IMO Tier II diesel generator engines, rated at 1,825 kW at 1,800 rev/ min, along with four Marathon Model 744 690VAC main generators. The main propulsion power for each PSV consists of two 690VAC electric motors that drive two Schottel Combi-Drives fixed-pitch propellers with nozzles rated at 2,500 kW at 750 rev/min each for a total of 6,700 hp. Schottel is also supplying two STT 4 fixed pitch reversing tunnel thrusters rated at 1,180 kW at 1,170 rev/min, each with directcoupled Hyundai 690VAC electric motors.
GE Energy is the system integrator for the diesel electric package, including the thruster drives, motors, control systems, DP system, switchboards, motor control centers, automation and navigation/communication electronics. These vessels are capable of a maximum speed of 14 knots with a cruising speed of 12 knots. The Connor Bordelon, the first of a new class of PSVs from Bordelon Marine built at its Houma, LA, shipyard, was due to go on
sea trials this month. The 257 ft x 52 ft vessel—marketed as the Stringray Series 260 ft Class DP2—has a large cargo deck, 185 ft x 44 ft, and is certified ABS(E) +A1 +AMS, DPS-2, ACCU, FiFi 1, SOLAS, and USCG Subchapter L & I. The Connor Bordelon is due to go to work for Baker Hughes. The fully integrated bridge is arranged for increased visibility and features the latest technology in navigation and communication equipment. ■
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September 2013 MARINE LOG 33
Regulations change. Your deadlines don’t. Introducing Mobil SHC Aware™ — the marine lubricant that’s better for ships. A shipping company’s major concern is protecting equipment; now EPA regulations require this is done while minimizing impact to the environment. Mobil SHC Aware offers the protection of a synthetic while meeting new EPA requirements for biodegradability. Which is good for the environment. And good for business.
© 2013 Exxon Mobil Corporation. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries.
Go to exxonmobil.com/marine to find out how to avoid the costs of noncompliance.
MaritiMe Bergen
Maritime Bergen is looking to make Bergen, Norway the industrial shipping capital of the world
Into the lImelIght Bergen vies be to recognized as maritime capital
36 MARINE LOG September 2013
gross tonnage controlled by Bergen-based owners makes it the leading Norwegian shipping center. Bergen boasts around 500 vessels sailing under the Norwegian flag, compared to around 200 each in Ålesund and Oslo. It also controls a further 500 registered in foreign territories—all of which are above 100 gross tons.” But she added that it was not just the sheer numbers that made the Bergen maritime cluster unique. “It is not just quantity but quality, with many world-class companies leading the market it their segments. We also have variety—everything you need to build and operate vessels of different size and types can be found in this region,” she said. To prove that its claims were not just the result of parochial bias, Maritime Bergen commissioned economic research outfit Menon to do a study on the maritime sector in the wider Bergen region.
Having always believed that the Bergen region had “The strongest, most complete and most dynamic maritime cluster in Norway,” Hans Olav Lindal, Chairman Bergen Shipowners Association, said the report vindicated his position. “The report showed that the Bergen cluster is not driven by short-term speculation in shipping investment. Rather, that the companies that emerge from this region tend to focus on long-term value creation, based on customer focus, innovation, knowledge and quality of organization, technical management and operation of vessels,” he said. Lindal is also Chairman of Viken Shipping AS, a privately owned company based in Bergen. Viken Shipping’s fleet includes Suezmax crude oil tankers, Aframax ice class tankers, LR2 product tankers, ice class lakers, LPG carriers and DP2 shuttle tankers. Lindal is also Vice Chairman of the board for another Bergen-based shipping
Bergen Tourist Board / Willy Haraldsen
A
nyone who has been to Norway knows about the competitive spirit that exists between the country’s two largest cities— not least when it comes to shipping clout. Last year, Oslo took bragging rights when it was ranked second to Singapore in Menon’s 2012 report on global maritime capitals. But Bergen is now staking its claim as the country’s real maritime hub. Maritime Bergen, an initiative funded by several local shipping companies is aiming to bring Bergen out from under the radar, by launching a campaign which brands Bergen as “The Industrial Shipping Capital.” The campaign was launched at the Oslo shipping cluster’s pride and joy, NorShipping, which brought 35,000 people from around the world to Oslo in June. Managing Director of Maritime Bergen, Susanne Rislå Andersen, said that Bergen had the numbers to back up such a claim. “The number of vessels as well as the
By Damien Devlin
MaritiMe Bergen company, GC Rieber Shipping, which operates 15 specialized vessels for subsea, ice/ support and marine seismic services. It is also building two others, one for subsea work and the other for seismic operations. The subsea vessel is based on an Ulstein X-Bow design. The high-capacity newbuild is a Construction Support Vessel (CSV) designed for operations in harsh and deep waters, with a length of 130 meters and a 25 meter beam. The vessel is DP-3, and is equipped with a 250 tonne AHC offshore crane. The ship is designed to operate in the SURF market, with capacity for pipe loads below deck and on main deck, and a vertical pipe laying system above the moon pool. The vessel w ill commence working for Ceona, London, U.K., immediately upon delivery from Ulstein Verft, Ulsteinvik, Norway. CEONA will equip the vessel with a 270 tonne VLS which is capable of installing flexible pipe and u m b i l i c a l s to 3 , 0 0 0 m w a t e r d e p t h . The vessel’s hull is currently in construction in the Ukraine, and will be towed for outfitting by Ulstein Verft. Once outfitted with the VLS, the vessel will be available for work in the first quarter of 2014. The advanced seismic vessel will have iceclass 1A, which enables it to navigate in and out of ice-infested areas. The vessel will be 113 meters long and 21.5 meters wide, and will have the capacity to accommodate 70 people. The vessel will be equipped with the capacity to tow 22 streamers. The Bergen-based seismic company Dolphin Geophysical has contracted the vessel for a fixed period of five years, and the highend vessel will enter this contract directly upon delivery from the yard in March 2015. According to Menon’s findings, the local maritime cluster employs a total of 20,184 people and produces a turnover of $13.9 billion. In terms of ‘wealth creation’ for the region—calculated by adding the operating profits of the companies and the wages of the individuals they employ—the cluster generated $4.7 billion for the local area. Bergen is the largest port for handling oil cargo volumes in the entire Nordic region, and Norway’s largest for cruise ship calls (with 338 scheduled for 2013) and domestic and international cargo. Representing one of the Bergen Maritime partners at Nor-Shipping, Linda Frederich of Rederiet Stenersen said that the branding of Bergen as the industrial shipping capital was aimed at helping Bergen get the recognition it deserved. “It will also encourage even closer collaboration between the individual cluster players, leading to further innovations and combined strength, while
helping with the recruitment of fresh talent and investment.” An area in which the Bergen cluster is working together to leverage its combined know-how is in Arctic shipping, which was a hot topic at this year’s Nor-Shipping. Estimations that the Arctic may contain up to a quarter of the world’s hydrocarbons have led to much interest from both countries and oil companies. In just two years, Dolphin Geophysical has burst onto the marine seismic
scene and established itself as the fifth biggest player in the segment. Now it is pushing into the Arctic in order to provide a better idea of what resources are actually there. So far the company has undertaken several initial investigations and reached 350 nautical miles north of Longyearbyen. Andersen concluded that Dolphin is a great example of how Bergen does not just have an impressive maritime history, but is also carving out a successful future. ■
September 2013 MARINE LOG 37
SubSea
Island Offshore’s Subsea can use its fleet of DP vessels to install subsea Xmas trees
ISLAND OFFSHORE SUBSEA rides surge in subsea work
B
y 2020, the number of subsea wells in operation is expected to double to over 11,000—with many located in water depths of 3,000 meters or more. In its Global Perspectives Subsea Market Report To 2017, energy analyst Infield Systems Ltd. says the steady increase in subsea developments is due to high oil prices, technological advances and the need to counterbalance declining production from mature shallow-water basins. “In fact” says Infield Systems, “capital-intensive ultra-deepwater developments are expected to capture 48% of Capex and 23% of tree installations in 2013-2017, in contrast to 37% of Capex and 15% of installations in 2008-2012.” The growth in subsea work has in turn led to increased demand for riserless Light Well Intervention (LWI) to maintain the subsea wells and increase oil recovery. What was once the exclusive domain of drilling rigs, LWI operations are increasingly being performed by sophisticated DP-3 monohull vessels. These vessels can maintain well control and access to the well bore via a subsea lubricator system, resulting in substantially lower costs for intervention operations. An established player in the field of Light Well Intervention services since 2005, Island Offshore Subsea has a fleet of four extremely sophisticated DP-3 vessels. Three of the vessels, the 106.2 m, 4,706 dwt Island Frontier, the 116 m, 9,200 dwt Island Wellserver, and the 120.2 m, 9,100 dwt Island Constructor have a fully integrated subsea lubricator system. The fourth, the 120.2 m, 9,100 dwt Island Intervention, is designed as a subsea construction unit for Xmas tree installations, top hole drilling and plugging and abandoning operations of suspended subsea wells. 38 MARINE LOG September 2013
By John R. Snyder, Editor-in Chief
“The Island Intervention is more of an IMR vessel,” says Managing Director Robert Friedberg. At any one time, the vessel could have as many as 65 to 70 crew and subcontractors onboard. Island Offshore Subsea operates the vessel with about 51 to 52 onboard, with additional personnel from companies such as FMC, Oceaneering and Island Offshore Management filling out the balance. Unlike the crews on ship-shaped vessels, such as offshore support vessels and anchor handlers, crews on LWI vessels work two weeks on and four weeks off. This means that 150 Island Offshore Subsea crew rotate on one vessel, 50 onboard and 100 onshore. Island Offshore Subsea has long-term contracts in place with Statoil and BP. Statoil’s goal is to maximize its production from the Norwegian Continental Shelf. Right now, about half of its production is from subsea wells. Statoil is looking to increase oil recovery from 50 to 60 subsea wells per year. Statoil’s Senior Vice President of Drilling and Well Øystein Arvid Håland has called Light Well Intervention vessels “an important tool in Statoil’s toolbox to increase recovery from the fields on which we operate.” He says compared to conventional drilling units, LWI vessels can “reduce the cost of well interventions by 50 to 70 percent.” This past May, Island Offshore and the North Sea RLWI Alliance were awarded a two-year contract extension with BP Exploration Operating Company Ltd., covering 2014 and 2015, for well intervention tasks. Island Constructor will perform the scope of work. At the time, Friedberg commented, “We have acquired some unique experience working with the BP team in the harsh environments West of the Shetland, and we look forward to building on that in the future.” ■
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September 2013 MARINE LOG 39
OFFSHORE
ENERGY CHALLENGE
CONFERENCE + EXPOSITION
December 3-4, 2013 Washington Marriott Washington, DC
The world energy picture is changing.
Are you changing with it? Increased offshore oil production in deepwater waters and in harsher environments, fracking and a diverse set of renewables are creating new opportunities for marine companies. ExplorE those opportunities at this executive-level conference & expo and position your company for growth. • What opportunities exist for the Jones Act tanker fleet? • What new shipyard construction opportunities exist? • Should the U.S. export LNG? • What oil and gas development opportunities are on the East Coast? • Offshore wind, wave and tidal: The road ahead And much more
Get proGram updates online at: www.marinelog.com/events Twitter: @MarineLogEvents tabletops & sponsorships Contact Jane Poterala at jpoterala@sbpub.com (212) 620-7209
EnvironmEnt
Zebra mussels are one of the most invasive species found in ballast water
Ballast Water treatment systems: Beating the Bottleneck By planning ahead, ship owners can save time and money
P
lanning ahead always pays off both in time and cost savings. Just ask Saga Shipholding, the open-hatch carrier subsidiary of Nippon Yusen Kaisha (NYK). The company has been planning for the arrival of the Ballast Water Treatment Convention since 2010. “We carried out a planning process from 2010 through 2012 in which we evaluated the ballast water treatment system types available—mechanical, chemical and ultraviolet disinfection,” says Saga Shipholding Technical Manager Nils Otto Bjorhovde. “We found that the ultraviolet system made the most sense for us. From there, we chose three suppliers to take part in a tender process, and Optimarin ended up winning the contract to retrofit all of our vessels.”
The first vessel is not dry docking due to BWT installation. In fact, Saga has planned in advance to avoid such issues. All vessels will be retrofitted during their regularly scheduled dry dockings. Therefore there will be no schedule delays or differentiations as a result of the BWT system retrofits. “This is the main reason for starting early. We can carry out BWT system installations on six to eight vessels per year from now through 2016,” Bjorhovde says. “Our belief is that it will become much more expensive the closer one gets to future BWT regulation installation deadlines. This is in regards to both the equipment itself and the fact that you’d then have to dry dock purely to carry out a retrofit.”
Time of the essence
Optimarin brought Goltens in as its engineering partner on the fleet agreement—and Saga was pleased with this. “We knew Goltens as a trusted partner from other jobs, so we were happy for them to get on board here. When you add in their competitive prices, all of this made it an easy decision for us,” says Bjorhovde. He said that Goltens’ 3D laser scanning of Saga’s fleet was also a large selling point when carrying out retrofits with sister vessels. “Not only does the scanning create huge cost advantages, but it
The contract covered complete BWT systems—including installation, engineering and service agreements—for 24 sophisticated open-hatch bulk carriers. It also built in another important element: time. “We will carry out the first retrofitting of one of our vessels in China in mid-May. Our plan of action is to retrofit all of our vessels with BWT systems from now through 2016,” says Bjorhovde.
An easy decision
September 2013 MARINE LOG 41
environment also makes it so much easier when working with all of the smaller details when carrying out prefabrication.”
Planning ahead Goltens Green Technologies points out that by planning ahead, ship owners can reap substantial savings. “If ship owners make a fleet agreement and spread out ballast water retrofitting from now until 2016, both suppliers and companies like Goltens would be willing to make this long-term commitment for a good price,” says Business Development Manager Jurrien Baretta. “If suppliers and retrofitters can spread out the work, they know how many people they need to hire to get the work done, have some transparency in their orderbooks, and can actually offer a good price,” she continues. “If all of the work has to take place at the last minute—and people have to be moved from other jobs to complete the tasks in time—then companies will be much less willing to negotiate.” Goltens Green Technologies’ sevenstep approach—the Proper Prior Planning approach—serves as a helpful system for all shipowners looking to embark on ballast water treatment (BWT) system installation.
42 MARINE LOG September 2013
Here’s a closer look at the steps: 1. Selection of the BWT system Take a closer look at your vessels and their requirements, the ballast water options on the market, and make a short list. Some of the main considerations for shipowners to take into account should include ballasting capacity, availability of power, installation space, and whether the vessel will sail in salt or fresh water—as some BWT systems have issues with the latter. The system should be type approved—otherwise it will not receive class approval. “Goltens can help fleet owners evaluate their short lists—by looking through test results, giving advice regarding what to expect from certain systems, and ship type requirements,” says Baretta. 2. On board survey and 3D laser scan After a shipowner has made a shortlist of BWT systems, Goltens Green Technologies experts go onboard the vessel to evaluate the space and perform a 3D laser scan to find the best way to fit the system. A laser scan will reveal any obstacles in the way of piping installation and help determine the most feasible solution.
“Laser scans mean that you don’t have to carry out ship design work for each vessel in the process. Therefore, each following vessel will have a cheaper process than the first vessel that was 3D scanned,” says Baretta. 3. Pre-engineering At this stage, the BWT system shortlist is further refined. Some systems may be removed because they will not fit or because piping might be too complex. When the owner makes a final system choice, the detailed engineering work begins. 4. Detailed design The next step is preparing the detailed production drawing of the piping, foundations and any construction that may be needed. Goltens Green Technologies will get the drawings approved by class. This can take up to a few months. 5. Purchasing and prefabrication It is important to bear in mind that purchasing a BWT system includes a lead time of six months or more. Assorted ancillary materials are included in the purchasing to ensure there are no delays once installation commences.
EnvironmEnt HiBallast accepted in U.S. Coast Guard’s AMS program Last month, South Korea shipbuilder Hyundai Heavy Industries Co., Ltd. (HHI) announced that its electrolysis-based ballast water treatment system, HiBallast, was accepted as Alternative Management System (AMS) by the United States Coast Guard. This comes after the company won type approval from the International Maritime Organization (IMO) in 2011. Besides HHI, ballast water treatment systems from manufacturers Alfa Laval Tumba AB, Ecochlor, Hyde Marine, NK Company, Panasia Co., Ltd., Qingdao Headway Technology Co., RWO GmbH Marine Water Technology, Veolia Water Solutions and Technologies, Severn Trent, and SunRui have also been accepted by the U.S. Coast Guard’s Alternate Management Systems. Ballast water is seawater used to stabilize the ship when loading/unloading cargo and to maintain optimal vessel speed. The seawater can contain bacteria, local plankton, mud, and sand from the unloading port where the ballast water has been taken in. As the ballast water is released, it can have an impact on the marine ecosystem. The HiBallast system not only treats seawater by filtering and sterilizing bacteria and plankton through electrolysis, but also sterilizes 8,000 m3 of seawater per hour with small power consumption. Its modularized design makes it easy to be installed on vessels. According to the Standards for Living Organisms in Ships’ Ballast Water Discharged in U.S. Waters, Final Rule, it is mandatory for all new ships built from December 2013 coming to and from U.S. ports to install approved ballast water treatment systems. HHI believes the U.S. Coast Guard’s acceptance of HiBallast as AMS will play a positive role for the company to win more HiBallast orders for ships operating on U.S. routes. In order to comply with U.S. regulations, a ship must have a USCG Type Approved Balast Water Treatment System installed. If there are none available, a shipowner can install an Alternate Management System. All the systems on the list have IMO Type Approval. HHI is also aiming to win the U.S. Coast Guard’s approval for another ballast water treatment system, EcoBallast, by the first half of 2014.
6. InstallatIon and commIssIonIng The ballast water treatment system supplier will need to come onboard and complete the commissioning of the system, and the classification society will need to survey the system for its final approval. If planned properly in advance, the installation of ballast water treatment systems can be performed during a ship’s regularly scheduled dry docking period. This will save the ship operator substantial downtime and money.
The installation of certain ballast water treatment systems can even be performed without adding new overboard connections, meaning that in these cases dry docking isn’t necessary at all. 7. servIce This is probably the most critical long-term step. Goltens’ service stations will provide ongoing support and service to your BWT systems worldwide. ■
Four generations of the Bollinger family have worked to build a reputation worthy of the family name. The measure of their success is the fact that the name Bollinger has become synonomous worldwide with shipbuilding excellence, and a name to trust. And, along the way, a number of other adjectives have been used to describe Bollinger. Words like quality and integrity come to mind. We’d like to tell you more about how the Bollinger name can translate into cost-effective solutions for your next new construction, repair or conversion project. Contact Robert Socha at roberts@bollingershipyards.com
BOLL-1330-WHATS-IN-A-NAME-ML.indd 1
September 2013 MARINE 43 AM 8/13/13 LOG 10:18:50
workboats
The fast and durable jet boats of the Snake River are making their way to European waters
Small boat builderS dream big Pacific Northwest grouP of builders look to take oN the world By Shirley Del Valle, Associate Editor
T
he waters of the Pacific Northwest’s Snake and Salmon River—known for being volatile—require vessels that are fast, agile, durable and able to handle a variety of water depths. It’s then no surprise that these waters have been the spawning grounds for some of the finest, most innovative jet boat builders in the United States. Four years ago a group of nine manufacturers—eight boat builders and one a custom builder of trailers whose operations are based in what many consider the “jet boat capital of the world,” the Lewiston, ID, and Clarkston, WA, valley—joined forces to create Snake River Boat Builders. The idea behind the consortium was to market the region’s jet boat building industry on an international level.
44 MARINE LOG September 2013
Each manufacturer in the consortium brings something different to the table— whether its making custom boats for fast white water, or building boats used in extreme shallow waters by law enforcement. When an interested party meets the consortium and wants to purchase a vessel, the purchaser is then referred to the appropriate manufacturer within the group. The strategy has proven successful. To date, the group has generated more than $20 million in annual revenue, and has increased employment and production for most of the manufacturers involved.
The Snake Cluster Bringing a group like this together, however, doesn’t just happen. It takes work and a willingness to collaborate. Doug
Mattoon, Executive Director, Valley Vision, Inc.—the area’s economic development association—says the first hurdle to building the consortium was “to overcome the natural competitiveness between these small manufacturers,” but the group members quickly “realized that by working as a consortium, they would all become more successful at the branding/marketing of their products.” Janet Bauermeister, Director, Spokane Export Assistance Center, U.S. Commercial Service, U.S. Department of Commerce, shares the sentiment, explaining that while the individual boat builders may have at one time or another considered themselves competition, they quickly realized that working together would, in essence, put them on a path to international success.
workboats Hav i n g p re v i o u s l y wo r ke d o n t h e branding of the Walla Walla Wine cluster, Bauermeister, along with Gary White, Founder and President of P’Chelle International—a firm whose mission is to build clusters out of small businesses and market them on a worldwide level—saw a similar opportunity in the welded aluminum boat building market. The idea was to take these small companies who were top producers in their specific niche markets, offer them training and have them combine forces to create a marketing platform for these local manufacturers. That marketing strategy would manifest itself as the Snake River Boat Builders Export Program.
Exporting the goods The export program involves the training of manufacturers both in a classroom setting and at their factories. The primary focus, says Mattoon, is to begin the “European CE Mark certification process.” By meeting both U.S. and European standards, the consortium would be able to market to the world. Currently it has 47 models at various stages of the certification process. The next aspect of the Export Program is to market their product in Europe—through Trade Missions. Those missions have, in the past, included Russia, Turkey, Spain, Germany, and The Netherlands. More recently, the consortium worked on an outbound trade mission with Sweden and Norway. Mattoon explains that when meeting with representatives, the consortium’s purpose is twofold. First: to learn what the client’s needs are; and second: to market the strength, durability, and diversity of its welded aluminum boats. “We introduced the product and range of purposes it could be configured for that would meet their needs.” And therein lies the strength behind Snake River Boat Builders’ success—the versatility of its manufacturers’ products. “They are building everything from the typical recreational ski or fishing boat, to motorized barges that can haul equipment and vehicles, to military and search and rescue uses,” says Mattoon. “Some designs are indeed for offshore types of uses, others are focused on shallow, fast white water with as much as 1,100 hp, and some can skip over gravel bars and trees in the river.”
The Consortium members
Bentz Boats offers unique features on its vessels, including short stroke mechanical stick steering and a sled-shaped bow design that provides additional lift and the reduction of shear in white water rapids.
With the goal of creating innovative, specially designed vessels to meet all unusual and particular boating needs, Custom Weld Boats’ staff handcrafts each vessel to give clients what they want, the way they want it. Its construction technique is what Hells Canyon Marine believes makes them unique in the jet boat industry. By using modern cutting technology HCM guarantees a more efficient boat building process, resulting in a stronger vessel with greater performance. With its background in military and law enforcement, Washington’s ReconCraft builds vessels for government agencies that increase patrol capability, enabling vessels to get in waters as shallow as four inches. Renaissance Marine Group is made up of three separate boat builders: Duckworth,a builder of aluminum fishing, sport and commercial boats; Weldcraft, a manufacturer and distributor of rugged, innovative designed boats; and Northwest Boats, who have designed vessels that plane quickly and have positive, predictable handling. One of the original jet boat builders in the region, Riddle Marine Inc. offers vessel in the 16 ft to 40 ft range. The boat builder also has the unique distinction of being a
boat builder for 007 himself, James Bond. SJX Jet Boats Inc. is a builder of unique high performance multi-purpose aluminum jet boats featuring an unmatched power-to-weight ratio, fuel economy and superb handling. Thunder Jet’s investment in the newest, most advanced equipment and boat building practices has helped it become one of the largest and most successful aluminum boat manufacturers in the U.S. It produces boats in the 18 ft to 34 ft range. Gateway Trailers produces high quality, cost effective utility and boat trailers. While the consortium has created an international marketing platform for the member companies, what’s important to remember is the strong regional bond they all share. The core managers and employees of these small companies are second and third generation boat builders who have grown, worked and lived in the area all their lives. By being apart of the consortium, they not only advance their business, but also the region’s success, ensuring that the region remains the jet boat capital of the world. To find out more about Snake River Boat Builders visit www.snakeriverboats.com
Powered by
www.MetalSharkBoats.com • For optimum performance and safety, read the Owner's Manual before operating your Honda Marine Product. Always wear a personal otation device while boating. • Always wear a personal otation device while boating and read your owner’s manual
September 2013 MARINE LOG 45
workboats Small boatS, huge impact on Safety When Metal Shark Aluminum Boats won the contract to build the U.S. Coast Guard’s Response Boat-Small vessels, the Jeanerette, LA-based boat builder promised a new breed of coastal security with its 28 Defiant platform—it would be small, but fierce. The 28 ft RB-S II was designed to be used for a full range of Coast Guard missions including port security, search and rescue; and drug and migrant interdiction. With crew comfort in mind, the vessel offers 360 degrees of visibility, shock-mitigating seats; and comes fully weapons-ready. It is powered by twin 225 hp Honda outboards,enabling the interception of would-be-threats at speeds greater than 40 knots It has capacity for up to four crew members and a nautical mile range of 150. As of mid July, 46 of the 84 RB-S II boats on order have been delivered. Up to 500 RB-S II could potentially be ordered.
Kvichak delivers RB M C to LA
Kvichak Marine Industries, Seattle, WA, has carved a niche for itself as one of the top aluminum boat builders in the U.S. over the
46 MARINE LOG September 2013
The RB-M C is the commercial version of the 45 ft RB-M (Response Boat-Medium) patrol craft designed and currently under construction for the USCG. Kvichak, along with project par tner Wisconsin-based Marinette Marine Corporation have delivered a total of 132 RB-M’s to the USCG out of the 170 RB-Ms on order. The RB-M fleet will replace the USCG’s aging 41 ft UTBs
Fire muscle for NYPD last 30 years. The small boat yard produces all types of vessels from patrol crafts, to passenger ferries—for both government and commercial clients. Recently, the yard delivered an RB-M C to the Los Angeles Count y Sherif f ’s Department. The vessel (pictured) has been adapted to meet the department’s CBRNE (Chemical, Biological, Radiological, Nuclear, and Explosives) Detection mission requirements. It comes equipped with an RS-700 Gamma/Neutron Radiation Detec tion System that will enable the department to detect and measure radioactive elements.
California-based Moose Boats delivered a 35 ft aluminum catamaran to the New York City Police Department. The M2-35 Catamaran Fire Rescue Boat was funded by the FEMA Port Security Grant Program and will be used for patrol, search and rescue, recovery and dive operations in both the East and Hudson Rivers and in New York Harbor. Its heavy-duty bow and fendering-collar rub strake will enable NYPD personnel to disembark on to city piers, while the vessel’s large foredeck locker will house radiation detection equipment to support counterterrorism patrols. The vessel will be powered by twin
workboats
Yamaha 350 hp four stroke outboards, traveling at a cruising speed of 30 knots and a maximum speed of 45 knots. A Kohler 9kW diesel generator will power the integrated heated decks, windows and the reverse cycle air conditioning. Moose Boats also recently delivered an M2-37 Fire Rescue Boat to Sandwich, MA-based Sandwich Fire and Rescue. The vessel will be stationed at the eastern end of Cape Cod Canal where it will provide first response to hazardous material, emergency medical and fire protection incidents. According to Abbie Walther, Vice President and General Manager, Moose Boats, Inc., there are currently eight vessels under production over the next year at the boat yard, including another M2-35 outboard patrol boat of the NYPD.
The Freedom platform
Down in Theodore, AL, Silver Ships Inc. is manufacturing high-performance aluminum boats for government and law enforcement agencies. The ability to build vessels featuring advanced sonar systems for the Corps of Engineers, directly next to a vessel that requires heavy weapon foundations and ballistic protection is what “continues to drive our designs through research and development,” according to Scott Clanton, Director of Special Projects, Silver Ships. That desire to further develop its platform offerings, coupled with the need to combat budget constraints both on the civilian and government front has enabled Silver Ships to design a new small boat platform—the 21ft “Freedom.” Other wise known as the Freedom 21CC, the vessel will have the ability to work in both shallow and open water. “It’s designed to facilitate maintenance, inspection and repairs to provide ease of operation and extended service life,” explains Clanton. “Our approach to designing this patrol boat was to ensure all operations associated to an officer could easily and safely be performed, and then the challenging part—keeping it affordable; not only the initial purchase but over the life of the boat.” While the Freedom wasn’t built for a specific client, Clanton says the plan is to provide it to law enforcement agencies in an effort to make them familiar with it and gain feedback to further enhance the platform. ■
September 2013 MARINE LOG 47
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Training
The Wärtsilä LNGPac is a complete bunkering solution
LNG as shippiNG’s FueL oF ChoiCe—
Evolution not REvolution
By Yves Bui, Business Unit Fuel Gas Handling Director, Wärtsilä
I
f you were to analyze the thousands of words the topic commands in the maritime press, the sentiment behind the development of LNG as a bunker fuel has made a notable shift in recent months. Perhaps cajoled by the realization that in less than 18 months all vessels operating in Sulfur Emission Control Areas (SECAs) must comply with the 0.1% sulfur limit, a transition from strategic debate over how significant a role LNG can play as a bunker fuel to a more pragmatic approach has developed. This has taken the form of supportive reports, governmental backing and increasing investment in small-scale LNG projects. Talk of an infrastructural supply roadblock is increasingly mooted more as part of a solutions-based, rather than problems-based discussion. In terms of development over the coming years, there is now little doubt that the LNG bunkering infrastructure will advance quickly enough, with Lloyd’s Register FOBAS estimating that 653 vessels, or 4.2%
of global deliveries, could be fuelled by LNG between 2012 and 2025. Growing to scale will most likely be an evolution rather than revolution, but it will come. Perhaps the key barrier to a more rapid conversion from traditional Heavy Fuel Oil (HFO) and Marine Diesel Oil (MDO) to LNG is not just the sheer scale of bunkering delivery infrastructure required to fuel the international shipping fleet (and the financing that would have to come with it), but the multi-faceted nature of the infrastructure required. Whereas traditional bunkering requires a bunker storage tank and a pipeline into the vessel or a barge, LNG requires a larger and more complex supply chain infrastructure. Having sourced the natural gas, there needs to be a production and liquefaction process, a transport and storage element that cannot utilize traditional assets, new terminals and gasification infrastructure, before the delivery process via an LNG-specific barge, as well as—in the near term—fueling through containers.
From a bunker supplier’s perspective, LNG symbolizes both headache and paracetamol. Despite the obvious cost associated with building the necessary production, liquefaction, storage and delivery supply chain, LNG can, in principle, provide early adopters with a significant market advantage. Indeed, a group of suppliers with third party finance could deliver infrastructure in key ports and potentially link with some U.S. ports, where increased trans-Atlantic demand, aided by very low LNG prices in the United States, would seem to be the likeliest first phase of development for larger vessels. Thus far, the main infrastructural development has been in Norway, where incentives to local owners and operators have seen a number of smaller LNG bunkering facilities spring up. However, much of the delivery has been made through bunker trucks or terminals situated in a harbor where a vessel can receive fuel directly—therefore negating the wider investment required for larger September 2013 MARINE LOG 49
Training
Lloyd’s Register FOBAS estimates that 4.2% of global deliveries will be powered by LNG from now until 2025. Wärtsilä recently received an order to supply four Wärtsilä 20 DF dual fuel engines for the first Danish LNG-fuelled ferry
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scale and larger vessels. However, there are developments, with impetus for smaller bunkering vessels intensifying, especially in the North Sea and Baltic Sea. In time, these vessels will increase in size to meet growing demand. As fuel-guzzling larger vessel owners and operators start to crunch data on how much time they will spend in ECAs, the interest from inter-continental shipping grows; the more time spent in ECAs and the larger to power requirement, the shorter the payback on LNG engine conversion or newbuild investment will be. Testament to this, bunker suppliers are showing serious interest in the design of bunkering vessels and barges and enquiries from shipyards across the globe demonstrate that the transition from conceptual study to viable project has started. Wärtsilä’s existing LNG design expertise was bolstered by its acquisition of Hamworthy in early 2012, and combined with more than 45 years experience of LNG cargo handling systems, enables an invaluable 360-degree perspective. In addition to Norway, ports such as Rotterdam and Antwerp are also pushing to create some terminals or bunkering availability by means of barges or small LNG bunkering supply vessels, with plans for a small scale bunkering harbor accelerating. While capital investment remains a barrier given the billions of dollars required to build and convert the current bunkering supply chain, it is unlikely to remain so for long as investors begin to tap into projections for the growth in the LNG bunkering market over the coming decades. One barrier in terms of how quickly that happens could be the amount and reliability of LNG entering the European market (North America has an abundance of cheap LNG), with current supplies coming from North Africa into Rotterdam and the large Russian oil companies looking to enter the market.
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50 MARINE LOG September 2013
Given its variance from conventional bunkering, its multi-faceted nature and its complexity, training and education of barge, terminal and other asset operators will be another crucial element determining the rapidity of growth and success of LNG. In principle, there is a clear separation of responsibilities. When a vessel comes alongside a bunkering station, the responsibility of the bunker supplier is typically up to bunkering flange, transferring to the vessel from bunkering flange up to the tank. Yet that may have to change. With the development of regulations, a key objective is structuring procedures for LNG bunkering operators. It
Training ABS formS GloBAl GAS SolutionS teAm A BS h A S for med a Global Gas Solutions Team in order to leverage the classification society’s Liquefied Natural Gas and Liquefied Petroleum Gas experience. “The discovery of new gas resources around the world and the exciting potential for wide-scale adoption of gas as a marine fuel are leading to a dynamic shif t in the global marketplace,” says ABS Chairman and CEO Christopher J. Wiernicki. “This team will comprise highly experienced technical professionals that will provide support throughout a project’s lifecycle to meet the specific needs of our marine, inland waterways and offshore energy clients.” Patrick Janssens will lead the organization as Vice President for Global Gas Solutions. Janssens, currently the ABS Vice President for LNG with responsibility for projects in Europe and Asia, was previously Senior Vice President of Technology at FLEX LNG where he focused on the development of floating LNG liquefaction projects. Roy Bleiberg, currently Director of Engineering for ABS Americas, will assume the new role of Director of U.S. Gas Development. He brings more than 24 years of marine and offshore systems experience as well as an in-depth knowledge of US Federal and state regulatory requirements. Bleiberg spearheads ABS class activities on several cutting edge U.S. LNG projects, including the Harvey Gulf dual fuel OSV. In the area of client operations, Kurt Larsen will assume the new role of Director of US Gas Operations and Performance. He currently serves as Assistant Chief Sur veyor within the Corporate Classification Department where he oversees all global survey issues for new construction and in-service LNG vessels. Joining Bleiberg and Larsen will be a U.S.-based team of ABS gas specialists with extensive knowledge of LNG floating structures and systems, gas fuel systems and equipment, and regulatory and statutory requirements. Utilizing its global experience, the team will assist clients with specification reviews, risk and hazard assessments, bunkering suitability reviews, new construction project management and training.
is evident that when it comes to bunkering, there will have to be a clearly defined split of responsibilities. Before operatives are trained, however, the foundation for education on all aspects of LNG bunkering must start with regulators and policy makers defining clear codes and legislation—an area where Wärtsilä, with all its experience in the global chain of LNG from reliquefaction plants, LNGPac storage and process systems to dual-fuel
engines, is keen to contribute. As a result of progress made to date, nearly all major shipping companies across every major vessel segment are evaluating LNG as a marine fuel. As sentiment towards LNG bunkering continues to shift in favor of the emerging benefits for the shipping industry, it is important that progress is made to ensure that storage and bunkering infrastructure can complement the technological advances made in engine capability. ■
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September 2013 MARINE LOG 51
FERRIES 2013 M L CONFERENCE & EXPO arine oG
November 4 & 5, 2013 Grand Hyatt Seattle Seattle, WA
CONFERENCE TOPICS • Saving money & increasing profits through proper maintenance • Show me the money: Financing your fleet • LNG for new and existing vessels • Does hybrid propulsion make sense? • Focusing on safety & crew training
EXHIBIT AND SPONSORSHIP OPPORTUNITIES AVAILABLE For details, contact Jane Poterala, Conference Director, Marine Log. Email: jpoterala@sbpub.com Phone: (212) 620-7209 www.marinelog.com/events
Moderator: Stan Stumbo, PE, Principal, Stumbo Associates
NOVEMBER 4, 2013
NOVEMBER 5, 2013
Continental breakfast—Sponsored by ABS | Expo open
Continental breakfast—Sponsored by ABS | Expo open
Keynote address
Regulatory policy on operational bunkering and training aspects for LNG
What’s happening in Washington? Jeanne M. Grasso, Esq., Partner, Blank Rome LLP Overview of the ferry market Gregory A. Dronkert, President & COO, HMS Ferries, Inc. Coffee break—Sponsored by HMS Global Maritime | Expo open Marine financing panel Moderator: Richard Paine, Sr. H. Clayton Cook Jr., Esq., of Counsel, Seward & Kissel LLP Steve Isaacson, New Equipment Leasing Manager, Fifth Third Bank Luncheon | Sponsorship available | Expo open EPA regulatory outlook: Meeting emissions standards Propulsion integration and optimization in a doubleended ferry Lee Erdman, Northeast Regional Sales, Voith Turbo Inc. Hybrid vessels, Brent Perry, Chief Executive Officer, Corvus Energy Energy break—Sponsored by DNV | Expo open Innovative Planned Inspection & Maintenance Program Ches King, Business Development Manager, RINA USA Inc.
Beyond the basics of LNG as a fuel: A regulator’s perspective Roy Bleiberg, Director of Engineering, ABS, Americas Division LNG fuel risk assessment Per Sollie, Principal Engineer, DNV Alaska Class Ferry design study Matt Williamson, Project Manager, Elliott Bay Design Group Restarting a ferry service between Maine and Canada Luncheon | Sponsorship Available | Expo Open Washington State Ferries: a clearer path to LNG Speaker from Washington State Ferries Washington State Ferries terminal design standards Colleen Fischer, Senior Civil Engineer, Moffatt & Nichol The build process for Washington’s new Olympic Class ferries Speaker from Vigor Industrial Adjourn Shipyard tour at Vigor (advanced registration required)
Crew training for LNG as fuel John Hatley, PE, LNG Initiatives, Americas Vice President Ship Power, Wärtsilä
Program subject to change
Building new ferries for Quebec
Cocktail reception | Sponsorship available | Expo open
CONFERENCE UPDATES www.marinelog.com/events
twitter: @MarineLogEvents
CONFERENCE REGISTRATION Please register me for the Ferries 2013 conference & expo November 4 & 5, 2013 in Seattle, WA, at the delegate rate of $850. A discounted registration fee of $495 is extended to employees of companies whose primary business is ferry ownership/operation. (All fees must be paid in advance of the event.) Standard delegate rate - $850 Name ______________________________________________________ Title _______________________________________________________
Ferry owner/operator rate - $495
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Send completed form to: Jane Poterala, Conference Dir., Simmons-Boardman Publishing, 55 Broad Street, Flr. 26, New York, NY 10004 | T: (212) 620-7200 x7209 | conferences@sbpub.com
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CONFERENCE FEE: The registration fee for this event includes admission to all conference sessions and social functions, as well as conference documentation containing all available presentations (sent via email post-event). Registration confirmation and invoice will be emailed. CANCELLATION POLICY: Confirmed registrants canceling less than one week prior to the start of the event are subject to a $250 service charge. Registrants who fail to attend are liable for the entire fee unless they notify Simmons-Boardman in writing (email/fax) prior to the event. HOTEL: The Grand Hyatt Seattle, 721 Pine Street, Seattle, WA. The Hyatt has set aside a block of rooms for conference attendees. (Room rates are: $195/night single/double occupancy, King; $210/night single/double occupancy, two beds.) These will be held until 30 days prior to the conference. Please contact the hotel directly at (206) 774-1234 for room reservations (group code: “Marine Log”).You will receive room confirmation directly from the hotel.
38th ANNUAL
INTERFERRY CONFERENCE OCTOBER 5 - 9, 2013 • MALTA
CONFERENCE HIGHLIGHTS
SPECIAL GUEST SPEAKERS
This year’s conference will be notable for placing more emphasis on panel debates. One panel will be devoted to the need for new safety regulations, with other panels focusing on critical issues and opportunities facing both large and small operators, featuring a global line-up of chief executives.
Christian Breinholtz, Denmark – the IMO Maritime Safety Committee chairman examines how regulators and the industry can work together Michael Grey, UK – an industry overview from the Malta-born former editor of Lloyd’s List and one of the world’s foremost maritime columnists Paul Holthus, USA – a discussion on corporate ocean responsibility by the executive director of the World Ocean Council Jarle Gimmestad, Norway – safety culture from an airline perspective and lessons for the ferry industry Björn Rosengren, Finland – the President and CEO of Wärtsilä discusses future environmental and energy efficiency challenges for the ferry industry
KEY TOPICS
Conference sessions will feature presentations on batteries, scrubbers, methanol, “green ship” projects, mobile phone apps for passenger and vessel safety, and a student design competition for safe, affordable ferries.
CONFERENCE ACTIVITIES
Pre-Tours • Golf Tournament • Welcome Reception • Evening Reception • Networking Opportunities • Happy Hours • Farewell Dinner • Spouses & Partners Program • Technical Tour • “Dive Into Gozo” Post-Tour
PLATINUM
REGISTRATION IS NOW OPEN! For details and registration go to www.interferry.com/confwebsite/confindex.html
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ferry technology
Scandlines is expected to sign a contract for two LNG-fuelled ferries shortly
Danish ferry operators
move ahead on LNG
W
hile North American ferry operators such as Washington State Ferries, BC Ferries and Staten Island Ferries have edged closer to jumping into the Liquefied Natural Gas (LNG) pool, they have not yet placed any firm orders for newbuilds or conversions of existing ferries. European ferry operators, however, that must operate in Sulfur Emission Control Areas (SECAs), have already embraced LNG as a viable technological solution to comply with stricter environmental regulations, while trimming fuel costs over a vessel’s service life. Annex VI to MARPOL 73/78 limits the sulfur content of marine fuel oil to 1.5% per mass and applies in designated SECAs. The first SECA to enter into force was the Baltic Sea in 2006. SECAs for the North Sea and the English Channel entered into force in 2007. By burning LNG as marine fuel, however, ferry operators in the Baltic Sea, North Sea and English Channel can avoid burning expensive low sulfur fuel oil. For ferry operators burning LNG makes good economic sense. Rolls-Royce, which has supplied gas engines for Fjord1—one of the world’s largest ferry operators—estimates that ferry operators can save more than $2 million per year on fuel costs by burning LNG as compared with marine diesel. The comparison is based on a double-ended ferry that is fitted with two C25:33L8ACD diesel engines versus the same vessel fitted with two C26:33L9AG gas engines. According to Rolls-Royce, the illustration is based on a typical annual operational profile of a double-ended ferry with 6,000
Compiled by Marine Log Staff
running hours, 75% of which are running hours on 90% engine load (crossing) and 25% are at 25% load (approaching harbor, maneuvering and hotel load during loading and unloading of cars, combined with slight propulsion against quay to avoid mooring). The cost comparison is based on LNG costing $700 per ton versus Marine Diesel $1,100 per ton. Rolls-Royce says emissions and particulates are also cut substantially using LNG versus marine diesel. NOx emissions are 92% lower, CO2, 22%, SOX, 99% lower, particulate matter, 98% lower and greenhouse gases 20% lower.
Danish ferry operators opt for gas Norwegian ferry operators, of course, have been the pioneers in LNG, starting with the Glutra some 13 years ago. Norway’s Fjord1 has the largest fleet of LNG ferries with an even dozen. Now other Scandinavian ferry operators are jumping on the bandwagon. The past two months, for example, two Danish ferry operators—who have to operate in the Baltic Sea—have ordered tonnage that will use LNG as marine fuel. In August, Wärtsilä announced it would supply the main propulsion generating sets for a double-ended 100 m ferry that will be the first gas fueled ferry for a domestic route in Denmark. Designed by the Denmark’s OSK-ShipTech A/S, the ferry will be built in Gdansk, Poland by Remontowa Shipbuilding S.A. for the municipality of Samsø Kommune. The ferry will carry passengers, cars and trucks between Jutland and the island of Samsø starting in the fall of 2014. September 2013 MARINE LOG 55
ferry technology
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ECONOMICAL WITH HIGH PERFORMANCE Being economical with fuel doesn’t have to mean inferior performance. Steerprop CRP contra-rotating propellers azimuth propulsors offer 5 – 15 % improvement in fuel efficiency due to hydrodynamic optimization of proven reliable technologies.
The ferry will be powered by four Wärtsilä 20DF dual-fuel engines running on LNG and will have extremely low emission levels. The dual-fuel engine technology allows a seamless switch to conventional marine fuels if necessary, thus providing the operator with a high level of redundancy. The ferry project is seen as setting an environmental benchmark for inland ferries, and is being closely followed by other municipalities and governmental bodies in Denmark and abroad.
“The overriding priorities for owners were to achieve the highest possible level of operational reliability” Samsø Kommune actively promotes environmental sustainability through its “Green Island” image featuring renewable energy, low pollution and recycling activities. The new ferry will be one of the smallest ships to be powered by Wärtsilä 20DF engines. It is also the first Danish ferry to be operated on LNG fuel, and the design of the vessel is tailored to its operating profile and route. LNG bunkering is planned to take place in the Hou harbor in Jutland. “The overriding priorities for the owners were to achieve the highest possible level of operational reliability to support the local business, but with focus on environmental sustainability, which, among others, means to ensure excellent overall efficiency in energy consumption. By selecting Wärtsilä technology these aims will be met, and we are delighted to be a partner in this trend setting project,” says Aaron Bresnahan, Vice President Sales, Wärtsilä Ship Power.
Two LNG ferries for Scandlines This past July, Scandlines and STX Finland signed a Letter of Intent covering construction of two new LNG-fuelled ferries, each with a capacity of 1,300 passengers and 72 trucks or 382 cars. The contract is expected to be finalized shortly. Set for delivery in spring 2015, the double-ended ferries are being built for a route between Rostock, Germany and Gedser, Denmark, but will also be able to operate on a route between Puttgarden, Germany, and Rødby, Denmark. Scandlines operates three short distance ferry routes between Denmark, Germany and Sweden. In 2012, it transpor ted 11.7 million passengers, 2.7 million cars and 0.8 million trucks on its routes. Formerly a joint venture of the Danish Ministry of Transportation and Deutsche Bahn AG, it is now owned 50/50 by 3i Group of London and Allianz Capital Partners of Munich.
STQ to be first in North America
The Azimuth Propulsion Company
56 MARINE LOG September 2013
The first LNG-fuelled ferry for North America will be operated by Canada’s Société des traversiers du Québec (STQ). The 130 m ferry—being built in Italy by Fincantieri— will have a capacity of 800 passengers and 180 cars and will have a dual fuel diesel electric propulsion system able to operate on marine diesel oil or LNG. Expected to be delivered in late 2014, the ferry will be certified in the highest class designated by international classification societies for this type of service and will also be built to Ice class 1 A and propulsion class 1 AS. The ferry will be used for multiple services on the Matane-BaieComeau-Godbout route, which employs 115 people and, with 1,600 sailings a year, allows more than 200,000 passengers and over 116,000 vehicles to travel from shore to shore. It provides yearround links between Gaspé and North Shore.
ferry technology Schottel’S new nav unit Late this year, schotteL is expected to launch a new generation of Navigators with the NAV 200 propulsion unit. In principle the NAV is an adaptation of the Schottel Rudderpropeller with an engine and related equipment. Additionally the base frame accommodates the daily fuel tank. In the case of the NAV 200, the tank has a capacity of about 600 liters. A diesel engine is used as the prime mover and the switch cabinet includes electrical and electronic monitoring elements. The clutch between the prime mover and the Rudderpropeller transmits the power through a flexible coupling and a universal shaft. The propeller can be raised and lowered in vertical direction and also pivoted to the rear. Maintenance of the Navigator is easy because it is installed on a foundation prepared by the shipyard. Another advantage is the flexible applicability. The Schottel Navigator can be used in barges, ferries, working boats or floating cranes. Schottel also offers various product variants with the new generation of Navigators, including the NAV Basic, NAV Of fshore and NAV Soundproof. The Offshore and Soundproof versions can be combined. The canopies for all the units are galvanized and the Offshore and Soundproof models have forced ventilation. The Rudderpropeller of NAV Offshore unit is also protected by an additional cover. Reducedemission diesel engines from MAN or Caterpillar supply the input power to the propeller, ranging from 190 kW (NAV 0320) to 746 kW (NAV 550).
Steerprop Ltd. has been contracted to deliver two SP 120 ECO CRP propulsors for the vessel. Each has a power rating of 7,000 kW. To ensure safe operation year round, the propulsors will be ice-classed in the demanding Finnish-Swedish 1 A Super ice-class. Utilizing the high efficiency Steerprop Dual-End Contra Rotating Propellers (CRP), these propulsors are projected to offer a significant increase in efficiency— reducing emissions and fuel consumption.
STQ has also signed a second contract with Chantier Davie Canada, Inc. to build two 92m ferries that will burn LNG. Each ferry will have the capacity to carry 100 vehicles. Delivery is set for the spring and summer of 2015, respectively. With shale gas producing cheap, abundant natural gas and the North American ECA in force, it only seems like a matter of time before other North American ferry operators opt for LNG. ■
schottel’s new generation Nav unit, the Nav 200, will have a daily fuel tank capacity of 600 liters
September 2013 MARINE LOG 57
Deck machinery
The 185 ft freezer-trawler F/V Araho is being built at Eastern Shipbuilding
All-electric winches for new fishing trawler
R
app Hydema, Seattle, WA, has landed a contract to outfit the new trawler F/V Araho. The 185 ft freezer-trawler is being built at Eastern Shipbuilding, in Pensacola, FL, for O’Hara Corporation, with delivery scheduled for mid 2015. The owners had originally planned to retrofit the F/V Harvester Enterprise, but instead opted for an outright newbuild. Changes heralded by the American Fisheries Act encouraged such an approach. Long anticipated, the new trawler build could thus mark the first of several new trawler builds, to replace aging hulls throughout the Alaskan trawl fleet. “Rapp worked hard, and through several evolutions, to win the contract,” noted O’Hara Corporation’s Sewall Maddock s. “We have had a long-standing relationship with Rapp, and we have Rapp winches on all three of our trawlers in Alaskan waters. We were impressed with Rapp’s electric winches on the Icelandic trawler Thorunn Sveinsdottir, as well as the NOAA and other research vessels Rapp has outfitted,” Sewall added. The Rapp package includes a pair of TWS-22051RE electric trawl winches. Each achieves 45 metric tons line pull, at 45 meters per-minute line speed, at bare drum and speed step 1 (the winches feature two-speed capability). Each accommodates 2,830 meters of 32mm wire rope. Powering both these workhorse winches are Rapp’s own gearboxes, which have proven very durable since the first was introduced some 20 plus years ago. And three of Rapp’s patented liquid-cooled motors are mounted on each gearbox; such as the Rapp gearbox, this product has won very wide acclaim, including an innovative technology award (at the Offshore Technology Conference), in recent years.
58 MARINE LOG September 2013
The Rapp package also includes two electric GW-4000BE Gilson winches, which attain 32.2 metric tons line pull, at 30 meters per minute line speed. Three electric Rapp net drums were also included, with line pulls and speeds corresponding to the Gilson capability. Three GW-2300BE Codend/Outhaul winches were also ordered—these lifting 12 metric tons at 32 meters per minute line speed. Rounding out the deck machinery is a single SOW-502E/S6 Net-Sounding Winch, with a line pull of 3.5 metric tons at 80 meters per minute; Rapp is also providing two anchor winches and a hydraulic capstan. Rapp’s render-recover winch management system, the PTS (Programmable Trawl System) Pentagon Fisheries system, will provide local and remote winch control, including a variety of automated functions and read-outs on the bridge. The Rapp winches’ Drive System is based upon VFDs (variable-frequency drives) and a DC link system. The preference for electric over hydraulic is based on many factors, and spans offshore platforms and vessels in a variety of marine applications. Overall efficiency of the electric-driven winches is greater, owing in part to the fact that hydraulic systems have many steps in the power train and pressure losses in control valves and piping. In electric systems, the total grade of efficiency is 80-85%, versus 65-70% for hydraulic. This means that power requirements for electric systems are lower. Further, electric winches allow for regeneration of power during payout and trawling, providing additional energy savings compared to hydraulic systems. The next decade, therefore, should mark interesting developments, as the world’s largest factory-trawler fleet looks to update or replace a number of aged hulls. ■
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September 2013 MARINE LOG 59
The Proven Formula for Brand Success The Right Audience + High-quality Editorial
Take your brand to the next level Contact your sales rep at marinelog@sbpub.com or call 212.620.7200 | marinelog.com 31,000+ qualified subscribers worldwide 76% of subscribers are involved in purchasing decisions 79% of subscribers act on advertisements 52% of subscribers are involved in vessel operations *Source: 2011 Verified Audit Report and 2012 Signet AdImpact Survey
newsmakers
VADM Brian Salerno named the new director of BSEE Secretary of the Interior Sally Jewel has named for mer VADM BriAn SAlerno, U.S. CoASt G U A r D ( r e t. ) , a s Director of the Bureau of Safety and Environmental Enforcement (BSEE). He succeeds James Watson, who left the department last month. Kenneth JoneS has been named Vice President of Corporate Maritime for Carnival Corporation & plc, Miami, FL. He will be responsible for the development of corporate marketing in the areas of distribution, reservations, marketing, revenue management and itinerary planning. Specialist insurer Markel International has appointed M At the w C AnnoCK as Manag ing Direc tor of Mar kel Inter national , Sing apore. C annock replaces Peter Phillips who led Mar kel’s operations in A sia Pacif ic since 2007.
The largest maritime practice in the United States, Blank Rome LLP, just got bigger. The entire team at Bell, Ryniker & Letourneau, P.C., a Houston-based maritime law firm, has joined Blank Rome—further enhancing the firm’s Houston presence and its maritime and energy practices. MiChAel K. Bell, Keith B. letoUrneAU, and DoUGlAS J. ShoeMAKer join Blank Rome as partners; roBert J. ryniKer and JAMeS C. ArnolD join as of counsels; and MitChell r. MAChAnn, trACy FreeMAn and DAViD G. Meyer join as associates. IHC Mer wede’s President, GoV ert hAMerS, will succeed lArS GørVellDAhll as Chairman of the European Ships and Maritime Equipment Association (SEA Europe). Gørvell-Dahll moves on to become the Managing Director of the maritime arm of the Federation of Norwegian Industries.
Washington-based Art Anderson Associates has named Stephen e. GAtz, pe, and MArC A . DerenBUrGer to the Art Anderson team. Gatz joins the firm as a naval architect. Meanwhile, Derenburger joins as an entry-level mechanical engineer. Gulfstream Services, Inc. (GSI), Houston, TX, has named FreD BAiley operations manager of its Sealy, TX, facility. C A p tA i n e r i C C l A r K e ha s b e e n appointed Managing Director of Houston headquar tered Imtech Marine USA. Captain Clarke recently held the position of Vice President, Americas at RightShip. TOTE Logistics Inc., parent company of Carlile Transpor tation Systems, announced the appointment of John ArMStronG as Vice President, Carlile, Logistics.
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September 2013 MARINE LOG 61
techNews
Jonrie’s new ATS
ABB to deliver “totAl integrAtion” pAckAge to AccommodAtion vessels Switzerland-baSed abb will provide an integrated solutions package to two offshore accommodation vessels currently being built by COSCO (Nantong) Shipyard Co., Ltd for Singapore’s Logitel Offshore—a subsidiary of Norway-based Sevan Marine. While ABB already has its footing firmly in place in onboard power and propulsion systems, Heikki Solijama, head of ABB’s Marine and Cranes business unit, says the order “represents a milestone” since it enables ABB to “offer complete solutions for power, propulsion, automation and vessel control” and is essentially, the “first embodiment of the ‘total integration’ [package] and we believe customers will see a step forward in benefits when one supplier is providing a total package of integrated, cutting edge solutions that deliver enhanced energy efficiency, reliability and improved asset management.”
62 MARINE LOG September 2013
The 1+1 accommodation vessels are cylinder-shaped and will each have a displacement of about 40,000 tonnes and capacity for 490 persons. The ABB package will include the electrical propulsion system, Azipod CZ and automation system. ABB will also provide power distribution systems that will include generators, switchboards and main transformers, as well as propulsion transformers and frequency converters. Six Azipod CZ units, producing energy efficiency and maneuverability, will be installed. Additionally, the ABB automation package will be based on ABB’s System 800xA Extended Automation platform—adapted for marine applications, such as vessel and power monitoring, emergency shutdown, and the automation of Helideck Monitoring Systems and Loading Computers. www.abb.com
JonRie’s new auto tow SyStem (ATS) for its Series 500 towing winches now offers a Constant Scope Tension Limiting device that relieves tension on the tow line and increases the tow’s safety—with the reduction in tension enabling the line to go back to its original set scope point. The ATS also provides for centenary (line sag) displays, real distance between the tug and tow, and alarm points if a tug is about to disconnect from the tow. According to JonRie, if the tow is lost a GPS will provide the tug with the tow’s location. All JonRie Series 500 Towing Winches are Direct Drive and among the quietest in the industry. www.marinewinch.com
CAdeTS pAy A viSiT To Wärtsilä CadetS from the State University of New York Maritime College (SUNY Maritime), along with peers from Maine and Texas Maritime Academies, visited Wärtsilä in Trieste, Italy, as part of the 2013 Summer Sea Term. The cadets arrived on SUNY Maritime’s training ship the Empire State VI. The group was taken on a four-hour guided tour of the Wärtsilä multi-product factory. The tour also gave students the opportunity to meet with several Wärtsilä leaders. www.sunymaritime.edu
techNews
Safety homerun with SmartCap A bAsebAll cAp that monitors the wearer’s brainwaves—it may sound like something out of a sci-fi movie, but its very much a real thing. The folks over at Australian Reef Pilots (ARP), a pilotage company that provides Australian Maritime Safety Authority (AMSA) licensed pilots for the Torres Strait and Great Barrier Reef, is using the SmartCap system as a way of enhancing ship, crew and environmental safety. According to ARP CEO Simon Meyjes the use of the system marks the first time the SmartCap technology will be used to address fatigue at sea. “It looks like a simple baseball cap, but is fitted with sophisticated sensors in the lining,” explains Meyjes. “These sensors monitor brainwaves (electroencephalographic or EEG) activity to accurately calculate the wearer’s level of drowsiness.” SmartCap developer, Dr. Dan Bongers, says that since fatigue is a well-known problem in the maritime industry it seemed only natural to transition the technology, initially developed for mining, from land to sea. SmartCap works by assessing the wearer’s alertness on a 2 to 4 scale. When the level reaches 3+ or higher an audible fatigue warning is activated, notifying the wearer that a micro-sleep episode may occur. Furthering its commitment to maritime fatigue studies and increasing safety, ARP along with university fatigue experts is developing a scientific study program that will use SmartCap along with Readiband— a watch that monitors wrist movements to determine quality of sleep—to collect data that will effectively measure the ability to perform in waking hours (SmartCap), as well as the quality of sleep achieved (Readiband). www.smartcap.com.au
Scania’S new tier 3 engineS to debut at workboat Show
AT NexT MoNTh’s International Workboat Show, marine engine provider Scania will be showcasing the latest edition to its marine engine range with its EPA Tier 3 compliant engines.
The new additions arrive just in time, with the EPA Tier 3 emissions requirements going into effect January 1, 2014. The new Tier 3 range offers the same performance benefits as Scania’s Tier 2 engine range, but with an increase in power and enhanced environmental benefits. The engine range consists of a 13-liter inline six and a 16 liter V8 for use in both marine propulsion and marine auxiliary applications. To check out Scania’s new engine range, visit booth 1802 at the Workboat show. www.scaniausa.com
man to equip amazon MAN Diesel & Turbo will supply the main gensets for UK-based Ceona’s new generation vessel. Based on a drill ship design, the Ceona Amazon is a multi-layer, state-of-the-art, multi-functional, dynamically positioned, construction vessel that will be used to lay pipelines and install subsea structures. The 33,000 gt, 199 m long Ceona Amazon will be equipped with two MAN Diesel & Turbo 9L32/44CR and four 8L32/44CR main gensets, providing a total output of 28 MW. The vessel is par t of Ceona’s f leet upgrade, further enabling Ceona to develop its position as a specialists offshore contractor in the engineering, procurement, construction and installation markets. The Ceona Amazon will also be fitted with two heave-compensated mast-head cranes, and a single heave-compensated knuckleboom crane. The vessel’s pipelay system will consists of an inclined lay system and a rigid, pipeline firing-line system.
The Ceona Amazon, which is due to enter service late 2014, will be able to lay rigid pipelines, flexible pipelines and umbilicals, and will install subsea structures using its cranes in tandem-lift mode to 3,000 m in depth—and because it can be remotely operated, it makes it well-suited for overall field development.
www.mandieselturbo.com
September 2013 MARINE LOG 63
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 August 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com. Shipyard
Location
RECENT CONTRACTS Aker Philadelphia Foss Maritime Main Iron Works Nichols Brothers
Philadelphia, PA Seattle, WA Houma, LA Whidbey Island, WA
DElIVERIES Conrad Shipyard Foss Maritime Kvichak Marine Signal International Signet Shipyard PENDING CONTRACTS Aker Philladelphia BAE Systems Southeast GD-NASSCO TBD TBD TBD TBD TY Offshore VT Halter Marine Candies Shipbuilders Leevac Shipyards TBD
Qty
type
particuLarS
owner/operator
eSt. $ MiL
4 2 1 1
product tankers fire boats ASD tug Z-drive tug
50,000 dwt 108 ft x 35 ft 100 ft x 38 ft 100 ft x 40 ft
Crowley Port of Long Beach Bisso Towboat Co. Baydelta Maritime
$500
Morgan City, LA Seattle, WA Seattle, WA Orange, TX Pascagoula, MS
1 2 1 1 1
tug fire boats pilot boat deck barge ASD tug
75 ft 52.6 ft x 16.11 ft 52.3 ft x 15.5 ft 300 ft x 100 ft 80 ft x 36 ft
Harley Marine Services Delta Launch Services SWAPA McDonough Marine Signet Maritime
Philadephia, PA Mobile, AL San Diego, CA
4 2 3 6
Options dump scows containerships car ferries OPCs LASH carriers double-end ferry PSVs Roll-On/Roll-Off subsea vessel PSVs vehicle ferries
50,000 dwt 7,700 ft3 764 ft x 106 ft 1,200 PAX (Convert to LNG) Offshore Patrol Cutters convert steam to LNG 70-car dual fuel, 302 ft x 64 ft 692 ft, 26,600 dwt 108m x 22m, MT6022 300 ft x 62 ft two 145 vehicle, 600 PAX one 125 vehicle, 600 PAX
Crowley Great Lakes Dredge TOTE Washington State Ferries U.S. Coast Guard Horizon Lines VDOT Harvey Gulf Intl. Marine Pasha Hawaii Transport Otto Candies LLC Tidewater BC Ferries
2 1 4 1 1 2 3
New Orleans, LA Pascagoula, MS Houma, LA Jennings, LA
EST. DEl. 2016 Fall 2014 2015 2014 AUG13 JUL13 AUG13 AUG13 AUG13 NOTES 2017 Options Opts ex. 2013 RFP issued RFP/Phase I RFP RFP Options Option Option Options Award JAN14
$500
$27 $137
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64 MARINE LOG September 2013
September 17-19, 2013 | Chicago www.hhpsummit.com 8/13/2013 12:22:01 PM
Index of AdvertIsers Company
page #
Company
page #
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
JMS Naval Architects & Salvage . . . . . . . 4
ABS Nautical Systems . . . . . . . . . . . . . 27
JRC North Americas . . . . . . . . . . . . . . . . 23
Austal . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Kobelt Manufacturing CO LTD . . . . . . . 59
Baker Marine Solutions . . . . . . . . . . . . 50
KVH Industries, Inc . . . . . . . . . . . . . . . . C3
Bay Ship & Yacht Co . . . . . . . . . . . . . . . . 6
Lloyd’s Register . . . . . . . . . . . . . . . . . . . .5
Bay Shipbuilding Co . . . . . . . . . . . . . . . .13
Lufkin . . . . . . . . . . . . . . . . . . . . . . . . . . .33
BOK Financial . . . . . . . . . . . . . . . . . . . . 39
Marine Art Of J . Clary . . . . . . . . . . . . . . 22
Bollinger Shipyards . . . . . . . . . . . . . . . 43
Marine Yellow Pages Website . . . . . . . 48
Burger Boats . . . . . . . . . . . . . . . . . . . . . 24
Meridian Ocean Services . . . . . . . . . . . .37
Centa Corporation . . . . . . . . . . . . . . . . .12
Metal Shark Boats . . . . . . . . . . . . . . . . .45
CertainTeed . . . . . . . . . . . . . . . . . . . . . . C4
Monti Power . . . . . . . . . . . . . . . . . . . . . 46
Christie & Grey, Inc . . . . . . . . . . . . . . . . 47
Namjet LLC . . . . . . . . . . . . . . . . . . . . . . .61
ClassNK . . . . . . . . . . . . . . . . . . . . . . . . . .15
Offshore Energy . . . . . . . . . . . . . . . . . . 40
Coastal Marine Equipment . . . . . . . . . 22
Omnithruster . . . . . . . . . . . . . . . . . . . . .31
Conrad Shipyard . . . . . . . . . . . . . . . . . . . .7
R W Fernstrum & Company, Inc . . . . . . . .61
Det Norske Veritas . . . . . . . . . . . . . . . . .16
Regions Financial . . . . . . . . . . . . . . . . . . 17
Eastern Shipbuilding . . . . . . . . . . . . . . 28
Rolls Royce Marine . . . . . . . . . . . . . . . . . .3
Elliott Bay Design Group . . . . . . . . . . . 20
Scania USA, Inc . . . . . . . . . . . . . . . . . . . . .1
ExxonMobil Global Lubricants . . . . 34, 35
Schuyler Rubber Company . . . . . . . . . . 47
Ferries Conference . . . . . . . . . . . . . . 52,53
Senesco . . . . . . . . . . . . . . . . . . . . . . . . 39
Great American Insurance Co . . . . . . . 59
Signal International . . . . . . . . . . . . . . . . 11
Gunderson Marine . . . . . . . . . . . . . . . . 20
Silver Ships . . . . . . . . . . . . . . . . . . . . . . .10
Harley Marine Services . . . . . . . . . . . . .25
Smith Berger Marine . . . . . . . . . . . . . . .14
HHP Summit . . . . . . . . . . . . . . . . . . . . . 64
St . John’s Shipbuilding, Inc . . . . . . . . . .14
Honeywell Hermetic . . . . . . . . . . . . . . . 62
Steerprop LTD . . . . . . . . . . . . . . . . . . . . 56
Hornbeck Offshore . . . . . . . . . . . . . . . . . 9
Vigor Industrial . . . . . . . . . . . . . . . . . . . 32
Hyde Marine . . . . . . . . . . . . . . . . . . . . . 42
VT Halter Marine, Inc . . . . . . . . . . . . . . . .19
Interferry . . . . . . . . . . . . . . . . . . . . . . . . 54
W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . C2
International Workboat Show . . . . . . . . 51
Wortelboer . . . . . . . . . . . . . . . . . . . . . . 63
Irving Shipbuilding, Inc . . . . . . . . . . . . . 26
WQIS . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 September 2013 MARINE LOG 65
marketplace pROducTS & SERvicES
MARKETPLACE
FOR SALE: Custom Replica Ship Models ANY Vessel – Any Scale www.SDModelMakers.com (760) 525-4341
ENGiNEERS & ARcHiTEcTS
2 drydocks, shift boats, cranes, pollution recovery barge. Contact William Harrison 251-232-3810
WATERFRONT LEASE PORT OF MOBILE, AL Two Prime Waterfront Properties Contact William Harrison 251-232-3810 or visit www.harrisonbrothers.com/land *Subject to mutually agreed upon terms and conditions of a written lease. All Real Estate Brokers or Agents shall be considered agent of, and sole responsibility of, theTenant.
The Leader in Vibration Analysis and Control, Laser Alignment, and Machinery Problem Solving www.bolandindustrial.com
SOFTWARE
66 MARINE LOG September 2013
marketplace ENGiNEERS & ARcHiTEcTS Marine
Industry
M.A.C.E. Inc.
FT. LAUDERDALE - USA - WORLDWIDE PHONE: (954) 563-7071 FAX (954) 493-9559
Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements
GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers
350 Lincoln St. Suite 2501 Hingham, MA 02043
Website www.jwgainc.com
BOKSA
Marine Design
Naval Architecture Conceptual Designs Marine Engineering Production Engineering Lofting & Nesting Tooling Design
BoksaMarineDesign.com
813.654.9800
Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: inbox@jwgainc.com
KEEL DESIGN CORPORATION NAvAl ArcHitEcts & mAriNE ENgiNEErs QuAlity tEcHNicAl sErvicEs 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917
EMpLOYMENT DEGREED NAVAL ARCHITECT CORN ISLAND SHIPYARD Located in Southern Indiana, Corn Island is a premier builder of custom offshore and inland commercial vessels. We design most of the vessels that we build and offer our Customers a unique integration of sales, engineering and production. This process has produced a variety of high quality vessels that now operate on all four U.S. coasts and throughout the inland waterway system. This position offers a unique opportunity for the right individual to perform and grow in all phases of modern shipbuilding.
Corn Island Shipyard Inc. P.O. Box 125 Lamar, IN www.cornislandshipyard.com Phone: 812-326-8808 Contact: Bud Johnson
PHONE: 251.405.6500 FAX: 251.405.6501
HARLEY MARINE SERVICES Open Positions:
General Manager - Alameda/San Francisco Harbor, CA Port Captain – U.S. Gulf Coast Barge Operations Supervisor – U.S. Gulf Coast Marine Operations Manager – Anchorage, AK Port Engineer – Seattle, WA Port Engineer – L.A./Long Beach Harbor, CA
Apply online at: www.harleymarine.com September 2013 MARINE LOG 67
Marine salvage
The Silver lining: how The new Salvage regulaTionS BenefiT You Tacked on To The oil PolluTion acT of 1990 was language related to the role of marine salvage and firefighting. It was suggested that each transporter of oil over U.S. waters have proper and professional salvage resources identified in the event of a casualty requiring salvage, firefighting or lightering related to a spill or potential spill of petroleum into the water. These suggestions have subsequently been elevated to the level of requirements, at least for tank vessels. The regulation requires that carriers of oil have salvage resources identified for every area they transit across the U.S. and its territories, and that they have made diligent efforts to assure the resources and capabilities of these salvage providers. Increased regulation is generally not welcomed by the business sector, however as with most issues, there are two sides to these new regulations. On the down side are the penalties for non-compliance, the paperwork nightmare and the additional expense of signing contracts with companies whose services you plan for and hope you will never use. These are real negatives in an already very regulated environment. Your vessels are highly regulated, your people are carefully trained and licensed, and your operations extensively insured already, and these regulations requiring additional readiness can
be seen as simply another burden, unnecessarily put in place by regulators because of someone else’s mistake. However, it would still be beneficial to examine the positive sides to the new regulations, as the requirements are here, and the industry should try to find a way to use them to improve their operations, reduce costs and ultimately raise the bottom line. For vessel owners, the risk of operating tank vessels in U.S. waters is immense. Primarily the risk of spilling oil in the water, with the attendant bad publicity, destruction of the environment and of course, cost. Salvors are well experienced in the mitigation and reduction of spills. In fact, many salvage projects begin with the salvage operator performing the removal of the oil prior to major salvage efforts for this reason. Fewer spills mean reduced costs for cleanup and insurance. Your contracted salvor should also have ideas and suggestions for your operational management team related to potential equipment modifications and additions that may make salvage and oil spill prevention more effective. By working with your contracted salvor, you gain access to an entire infrastructure of knowledge and services. Marine operators whose management know immediately who
MarineLoG
Advertising Sales
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USPS 576-910
A Simmons-Boardman Publication 55 Broad Street, 26th Floor New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com
UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast, West Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest and Canada Vanessa Di Stefano Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: vdistefano@sbpub.com
68 MARINE LOG September 2013
Tim Beaver, President, American Salvage Association
to call for advice, assistance and help in how to reduce salvage incidents, reduce the severity and impact of incidents that do occur, help keep operations moving ahead smoothly and efficiently. The risk of having a minor salvage event turn into a major disaster can be great. In the past too many times the captain and crew would reach out to whomever came to mind, or was immediately available resulting in haphazard responses; responses that were expensive, dangerous or that resulted in spills triggering a massive oil spill response, dwarfing the salvage operation in visibility, cost and downtime. Naturally, the American Salvage Association supports these regulations, as it brings its members’ equipment and services into the purview of the marine transportation industry in a positive way, before “all hell breaks loose.” Our mission is to do what we can as an organization to have the best prepared, most professional salvage, lightering and marine firefighting companies in the world as its members who are available to keep our waterways clear for commerce, free from pollution and to help their clients get back to business as quickly and efficiently as possible. The new salvage regulations help our members do all that for you, and we think that is the silver lining. ■
WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com
China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: jesmedia@unitel.co.kr CLASSIFIED SALES Jeanine Acquart Classified Advertising Sales 55 Broad Street, 26th Fl New York, NY 10004 Tel: (212) 620-7211 Fax: (212) 633-1165 E-mail: jacquart@sbpub.com
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Results: • P ayload: Increase deadweight by 5.4%, i.e. approximately 6 trailers of 44 long tons each • S tability: Center of gravity decrease – approximately 4 inches • Weight reduction: 280 long tons • Increase travel speed and maneuverability
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