voices of the industry Thought leaders of 2014 december 2014
The way forward Special Advertising supplement
voices of the industry
T&T Salvage — Leading by Example
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“Shipowners must seek partners committed to providing an operational safety net and assuring business continuity.” MAURICIO GARRIDO President T&T Salvage
&T Salvage traces its roots to 1957 when the legendary entrepreneur Rudy Teichman, armed with unique ingenuity and commitment, started serving the maritime community in Galveston, TX. It took little time for Rudy’s can-do attitude and dedication to become the “ISO” quality standard of the time and the Teichman Group’s best known trademark. Half a century later, under the seasoned leadership of Mauricio Garrido, T&T launched its international service operations under the same principles cast by Rudy. Today, with offices and resources worldwide, the T&T family continues to share the same motivation to provide safe and cost-effective solutions to complex salvage, wreck removal, anti-pollution and fleet support operations.
T&T Salvage has an extensive response network, with assets around the world
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A comprehensive management team, with an average of 25 years in the industry, quickly propelled T&T to become the choice of toplevel shipping and offshore players seeking consistent quality service. This team includes a diverse group of industry leaders including Salvage Managers, Master Mariners, and Insurance Managers, USCG officers, Fleet Superintendents and HSEQ experts thus providing a unique package of experience ready to provide Total Service. On the hardware side, T&T proudly operates one of the most extensive response networks in the world. Pre-positioned throughout the Americas, Singapore, and Hamburg, the company owns and maintains a comprehensive inventory of state of the art fast response
SALVAGE
T&T Salvage is focused on providing service and quality to its customers firefighting systems, inert gas generators, nitrogen generators, high capacity pumps, ship-to-ship (STS) systems, anti-pollution and diving systems. These specialized portable assets are complemented by a worldwide network of floating heavy lift and support vessels. In response to the Oil Pollution Act of 1990 (OPA 90), T&T embarked into a well-orchestrated campaign to develop the best casualty response system in the U.S. As a result, T&T became the contractor of choice for more than 60% of the tank vessel market, including most vessel operating oil majors. The system has already been put to the test over 30 times with extremely positive results, allowing operators and underwriters to accept preparedness pays off. A recent example is the March 2014 collision between a bulk carrier and a 300’ tank barge in the Houston Ship Channel. Activated within minutes of the incident, T&T immediately responded to lighter, refloat and safely deliver the damaged tank barge in less than 24 hours. Bringing together their full suite of services as a U.S. Certified Oil Spill Response Organization, T&T also led the oil spill clean-up effort with fast response vessels, recovery barges and teams of spill responders. Experienced salvage divers also donned contaminated water diving gear to effectively patch the barge for safe transit to a shipyard.
The Captain of the Port called T&T Salvage’s response to an incident in the Houston Ship Channel, “phenomenal”
The channel was quickly reopened and the Captain of the Port defined T&T’s results as “phenomenal.” Looking ahead, T&T believes casualties will continue to occur owing to a self-inflicted imbalance among the basics of prudent shipping. Garrido further believes, “incongruent advances in shipboard technology, shore-based cargo handling, and digital communications are simply smothering the most important element at sea: crew competency. A stressful environment framed by depressed freight rates, high bunker costs, tightening regulations, and demanding charterers, leave very little time to
lookout, navigate and much less plot ahead. Therefore, shipowners must seek partners committed to providing an operational safety net and assuring business continuity.” When it comes to investment, Kevin Teichman, eldest son of the company founder, simply stated, “I w ill continue to follow my father’s model to set the standard by putting it all back into our people and equipment.” Focused on providing service and quality, T&T is shaped to continue as the example to follow for those keen to find the greatest Return on Investment: Loyal Clients. December 2014 MARINE LOG S3
voices of the industry
Excellence in technical service and commitment to continuous improvement
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“Fairbanks Morse is committed to meeting our customers’ needs with highly trained, professional technical representatives.” Josh Bigham Quality Engineer Supervisor Fairbanks Morse Field Service
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airbanks Morse engines’ reputation for reliability and durability has earned them a place in mission-critical applications, including propulsion and shipboard power for the United States Navy, Coast Guard and Military Sealift Command, as well as commercial vessels, back-up power systems for nuclear power plants, hospital power systems and mechanical drive applications for the oil & gas industry. Maintaining that position of trust requires an equally reliable and highly skilled service team. In mission critical applications, small missteps can have significant consequences, so our customers count on us to get it right. Fairbanks Morse is committed to meeting our customers’ needs with highlytrained, professional technical representatives who will provide the highest quality in diesel engine repair and overhaul. Fairbanks Morse Engine operates five Service Centers strategically located in Norfolk, VA, Houston, TX, San Diego, CA, and Seattle, WA, and Cochrane, Alberta, Canada. Our service centers are staffed by more than 60 factorytrained, experienced technical representatives who work in the Service Centers or are dispatched around the world for engine and component overhaul and refurbishment projects.
Fairbanks Morse Engine has several major quality initiatives that are driving continuous improvement within the service organization. All five of our Service Centers are ISO 9001:2008 certified—not just compliant—and an experienced quality engineer, who reports to the factory, is assigned to each service region. The company’s newest service quality initiative is a Technical Representative Certification Program, which was launched in 2013 after two years of intensive planning and preparation by the Factory Technical Support, Training and Service Quality, and Human Resources teams. The Technical Representative Certification Program parallels military qualification programs and establishes a high standard for knowledge and capability for our technical representatives. New or inexperienced technicians must successfully complete three separate steps on their way to achieving certification—this includes a diesel engine theory and product line familiarization course and a hands-on training program for a specific engine line, each followed by a written examination. The final step is an oral examination before an unbiased examining board at our factory. The technician is presented with real field scenarios and is challenged to respond with assessments and solutions. This approach tests not only the
Propulsion
New or inexperienced technicians must successfully complete the Technical Representative Certification Program, establishing a high standard for knowledge and capability
applicant’s technical knowledge and skill level, but also the ability to successfully articulate the problem and the solution for the customer. Even experienced Fairbanks Morse Engine technical representatives have been required to undergo a rigorous recommendation and examination process to meet the requirements for certification. Service Center supervisors were asked to review the skills of longterm technicians in comparison to the certification criteria. Based on those assessments, technicians were recommended for the certification examinations on specific
engine lines. All of our technicians are required to renew their certifications every two years. After just a year of experience with the Technical Representative Certification program, we have already identified opportunities for improvement and we expect to revise this program on an ongoing basis. Fairbanks Morse is committed to providing customers with the most professional technical representatives in our industry, because we understand that with mission-critical applications, it has to be right the first time, every time. December 2014 MARINE LOG S5
voices of the industry
Metal Shark – A Story of Sustained Growth on the Louisiana Coast
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“Our people intuitively understand the demands placed on our product, and we’re adept at developing creative solutions.” Chris Allard President Metal Shark
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etal Shark is perhaps best known for the fleets of welded aluminum vessels it produces for the United States Armed Forces. In recent years the Louisiana-based company has garnered increasing attention by winning a number of successive large contracts to build patrol boats and other specialty vessels for government customers. Metal Shark has produced or is actively producing nine vessel types for the U.S. Navy, and seven more for the U.S. Coast Guard, while at the same time delivering numerous boats to the U.S. Army and Air Force. Metal Shark made headlines in late 2011 when it was awarded the contract to replace the Coast Guard’s aging Response Boat – Small (RBS) fleet. The nearly $200 million Metal Shark 75’ Endurance in production at the Franklin, LA, shipyard
contract, for over 470 boats, was the largest of its kind ever awarded by the USCG. Since that time, the RB-S II, which is based on Metal Shark’s 29’ “Defiant” monohull pilothouse platform, has become a staple of the builder’s production mix at its Jeanerette, Louisiana production facility. In October 2014, Metal Shark delivered its 100th RB-S-II, and the company consistently works to meet delivery deadlines for its ongoing slate of new RBS builds. In addition to the RB-S program, Metal Shark is currently producing the U.S. Navy’s Force Protection Boat – Medium (FPB-M), which is based on the company’s 32’ Defiant monohull pilothouse design, under an 80-boat contract awarded in 2013. Metal Shark is also building the Navy’s High
Boat builder
Metal Shark’s new Franklin, LA, shipyard is capable of supporting vessels up to 250 ft long Speed Maneuverable Surface Target (HSMST) boat, based on the Metal Shark 26 “Relentless” center console platform, under a 350boat 2013 award. In addition to these large multiyear programs, at any given time Metal Shark builds numerous specialt y boats for smaller government awards. As large government contracts drive the company’s design, other customers receive the benefit, according to Chris Allard, President of Metal Shark, “Our 29 Defiant, which was designed with some very innovative features to meet the criteria for the RBS contract, has become a popular platform for Foreign Military Sales (FMS) customers and also for state and local law enforcement agencies. In similar fashion, our 32 Defiant, which incorporates many of the popular features of our 29 Defiant, was designed for the Navy FPB-M program and has since been delivered in a range of varying configurations for FMS customers, law enforcement, and fire rescue departments.” Metal Shark has become an influential player in the FMS realm, with foreign militaries operating Metal Shark vessels in nearly 20 nations across South America, the Caribbean, Africa, Asia, and the Middle East. Add to this the increasing number of state and local law enforcement agencies and fire rescue operations turning to Metal
The Damen Stan Patrol 5009 is one of the Damen designs Metal Shark will offer at its new Franklin yard
Shark, and it is easy to see that the company is a heavy-hitter in the highly competitive 40’ and under range of “trailerable vessels.” Today, however, small vessels are only a part of the Metal Shark story. In January of 2014, Metal Shark announced its acquisition of a 25-acre waterfront tract in Franklin, LA, a short distance from the company’s headquarters and primary production campus in Jeanerette. Located on the Charenton Canal with direct access to the Gulf of Mexico, Metal Shark’s new Franklin Shipyard is capable of supporting aluminum and steel shipbuilding operations for vessels of up to 250 feet. “As our capabilities have grown, so has the size of the average Metal Shark,” explains Allard. “While we have expanded at our Jeanerette facility basically every year, we reached a point where having a fullfledged shipyard was a necessity.” Shipbuilding at the new yard commenced in July, with several Metal Shark-designed 55’ Defiant monohull and 75’ “Endurance” catamaran pilothouse vessels of varying configurations going into production. In addition to building its own
designs, Metal Shark builds the designs of outside naval architects at its Franklin yard. Recently, Metal Shark announced a partnership with Damen Shipyards, where Metal Shark will market Damen designs and build them at its Franklin yard. Metal Shark is leveraging its new Damen portfolio to target several commercial markets new to the company, including fast crew supply, offshore wind farm support, harbor and terminal, push boats, and tugs. Allard credits the unique makeup of his team with the company’s success. “Our team mixes seasoned industry veterans, including a retired USCG lieutenant commander, with an in-house engineering staff composed of eight naval architects and managed by an MIT and Webb Institute graduate,” explains Allard. “We recruit the best and the brightest. Across our entire organization, our people intuitively understand the demands placed on our product, and we’re adept at developing creative solutions in terms of design, production, and logistics, that our customers appreciate.” Learn more at w w w. meta lsharkboats.com. December 2014 MARINE LOG S7
voices of the industry
Change in offshore exploration leads to new era in technical innovation
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“Supporting the safe application of innovative new technology requires equally innovative new ways of thinking.” Jim Watson President and COO, ABS Americas Division Houston, TX
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he shale gas boom and the changing dynamics of offshore exploration are propelling the maritime and energy sectors into a new era of technical innovation to support the development of new and hybrid asset classes. In response to society’s demand for cleaner forms of energy, owners and operators are funding the design and construction of new asset types, ranging in size from multi-billion dollar deepsea FLNG units to the conversion of propulsion systems for the brown-water fleet and the LNG bunker barges that will fuel them. To diversify the potential of any new shore-side asset, some owners are also looking at ways to serve the gas-fueled trucking fleet that is fast emerging, adding another level of complexity to operational and safety planning. Offshore, industry’s search for the remaining stores of oil and gas continues to take exploration into more hostile marine environments, whether that’s into deeper water or beneath the Arctic’s ice floes. Anyway you look at it, this new era will require a renewed dedication to innovation—on both the technical and intellectual fronts—if we are to continue improving our safety standards and the operational performance of our assets. The maritime and energy sectors, in their role as leaders of
research and development, have a tradition of foretelling how specific assets may evolve. But history could show that this year, 2014, was the year that technical innovation moved off the drawing board and into the shipyard at a faster pace than ever before. Industry observers need look n o f u r t h e r t h a n t h e g ro u n d breaking year that ABS has had for concrete examples. After being selected to class the world’s first LNG-powered containerships for TOTE and the first dual-fuel offshore vessels in the U.S. for Harvey Gulf, this year ABS’s class contracts included: the world’s first very large ethane carrier, the first compressed natural gas ship, Europe’s first SECA-dedicated LNG-fueled boxships and North America’s first LNG barge. Offshore, we were awarded the PFLNG2 contract and entered into agreements to help develop the world’s first LNG-fueled drillships and granted the first approval in principle for a cylindrical FLNG production unit designed to produce, store and transfer LNG, LPG and condensate. For the owner, asset evolution can come hand in hand with an increased risk, simply because new designs often venture outside existing statutory rules. Even when the latest rules and regulations form the foundations
cLASSIFICATION
ABS recently provided AIP for the first cylindrical FLNG production unit
that support the development of new and hybrid asset classes, wise owners use modern riskbased methodologies to prove any modifications rather than simple equivalency methods. These methods are uniquely applicable in regions where regulations are in their developmental stage, such as in Mexico. What is clear is that supporting the safe application of innovative new technology requires equally innovative new ways of thinking. Prescriptive methods of risk management may have guided us into this modern era, but their effectiveness diminishes as the technologies behind the new class of assets become more complex. At ABS, we understand this, just as we understand that a proven track record builds the kind of industry trust that is rewarded with opportunities to suport innovative, technologically advanced new projects.
We have moved with industry as it pushed the boundaries of gas and deepwater technology, providing solutions along the way. The first-generation of semisubmersible units classed by ABS were desig ned to dr il l in 200 meters water depth; today, the 6th generation is designed to drill in 3,000 meters of water. And the next generation of higher-specification drillships are rated for operation at depths to 3,500 meters.
Supporting safe and reliable operations in these new, challenging operational environments will require a deep institutional memory that respects the lessons of the past. With new types of maritime and offshore assets emerging at an unprecedented rate, industry will need a partner with the technical knowledge and a multidisciplinary team to provide innovative solutions. ABS is ready to be that partner.
ABS was chosen to class two dual fuel 1,400-TEU containerships that will be built by China’s Yangzhou Guoyu Shipbuilding
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voices of the industry
VGP Compliance—One Year Later
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“Great progress has been made as OEM’s, lubricant manufacturers, and shipowners have made a coordinated effort to meet the spirit of VGP.” KEVIN KOVANDA President American Chemical Technologies, Inc.
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t’s now been one year since the U.S. Environmental Protection Agency (EPA) issued the 2013 Vessel General Permit (VGP). The VGP requires the use of EPAdefined environmentally acceptable lubricants (EAL) in all oil-to-sea interfaces, unless technically infeasible. Since it came as a surprise to everyone in the industry, it has taken the last twelve months for the fog to clear and the dust to settle. Great progress has been made as OEM’s, lubricant manufacturers, and shipowners have made a coordinated effort to meet the spirit of the VGP—to minimize the adverse impact of lubricant discharges into the aquatic environment. On the one hand, this would seem to be a simple task. Identify those lubricant base stocks and additive combinations that have the least impact on the environment. However, there is the issue of performance. OEM’s are concerned that any failures will reflect negatively on their brand image and warranty costs. Shipowners have the concern of a failure at sea and the loss of the asset utilization should repairs require drydocking. The EPA identified four fluid chemistries and water as the EAL’s of choice. As these fluid chemistries have been put to use in oil-to-sea applications, the strengths and weaknesses of the different chemistries are starting to emerge.
The VPG provides vessels with authorization to discharge in U.S. waters under the national pollutant discharge elimination system “in compliance with provisions of the U.S. EPA Clean Water Act (CWA).” Under the CWA, a lubricant cannot create sheen on the surface of water in the event of a spill or other discharge. The presence of a visible sheen is one of the criteria for determining if a spill is deemed harmful to public health and welfare. This is subject to CWA reporting, fines and/ or equipment repair and environmental remediation requirements. Of the four EPA-sanctioned EAL base stocks, water-soluble polyalkylene glycols (WS-PAG) are the only class of lubricant to meet this requirement. Due to their density, they are heavier than water and thus sink. They leave no visible sheen. The water-soluble characteristic of the chemistry means they will also dissolve into the water, rather than accumulate at the bottom of the ocean/lake/river, etc. Aquatic toxicity testing on these fluids places them within the two safest categories for aquatic toxicity. Therefore, WS-PAG’s will have minimal effect on aquatic life. EAL’s must perform acceptably under the uniquely challenging humidity and water ingress conditions present in oil-to-sea interface applications, while also providing essential anti-wear performance,
Marine Lubricants
WS-PAG’s are unique in that they represent the only class of EAL lubricant that chemically cannot form sludge or varnish WS-PAG lubricants leave no visible sheen on the surface of water in the event of a spill
corrosion protection and a high viscosity index. Reduced friction, high load-bearing capacity and thermal stability are vital to maintaining protection across all operating conditions. Oxidative stability is also important, to prevent degradation and formation of sludge or varnish in the system, which can affect change-out intervals and maintenance requirements. WS-PAG’s are unique in that they represent the only class of EAL
lubricant that chemically cannot form sludge or varnish. Due to the polarity of the WS-PAG molecule, the by-products of oxidation remain soluble in the lubricant. This polarity also makes them ideal lubricants because their polar nature draws them to the metal surface, wetting the surface with the lubricant. Selection of an EAL requires careful thought and consideration. Although EALs are biodegradable, minimally toxic, and non-bioaccumulative,
The selection of an EAL requires careful thought and consideration. They may not all perform acceptably at the oil-to-sea interface
they may not all perform acceptably at the oil-to-sea interface. Given the propensity for water/ saltwater ingress at any time, endusers should favor the use of the most water-tolerant and forgiving lubricants to maintain performance and protection after lubricant conversion. Failure to consider performance before an EAL conversion can have long-term consequences on equipment reliability and service life. This will affect the overall vessel operating efficiency, productivity, and expense. In summary, EAL’s must meet the industry’s demanding lubrication requirements and EPA regulatory mandates to be useful to marine operators, shipyards and maintenance facilities, and equipment OEMs. They must also be suitable to the other business and societal stakeholders who benefit from efficient, reliable and responsible vessel operations. To download our white paper on VGP Compliance make sure to pay a v isit to www.NeptuneEALs.com. December 2014 MARINE LOG S11
voices of the industry
MSI: helping customers reach compliance and meet equipment needs
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“Our customers can see and appreciate the combined experience of Marine Systems Inc., Alfa Laval, and Glosten as partners they can rely on today and into the future.” Kevin Oakley Product Support Manager, TFS Group Marine Systems, Inc.
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arine Systems Inc. was established in 1966 and today operates 12 service centers in key maritime markets across the US. We have wide distribution. We have a highly skilled and competent technical workforce onboard vessels everywhere in our diesel engine business. Those facts made for a strong expansion opportunity into other shipboard machinery spaces. In 2011 MSI launched our Ther mal, Fluid and Separation business unit and entered into distribution and service center agreements with several leading manufacturers of ancillary equipment systems. My role as Product Support Manager of the TFS group is to find and maximize opportunities with these products across the country. With few exceptions nationally Marine Systems Inc. and our TFS group is the factory authorized marine distributor of Alfa Laval, Severn Trent, US Watermaker, and Ampco Pumps. In select markets we also handle Atlas Incinerators, Nijhuis Wastewater Systems, Rivertrace Engineering, as well as Compactors Inc. Our locations in Houma, Seattle, Paducah, Chesapeake and Thorofare are TFS centers with stock and technical support for those product lines. That diverse range allows our existing customer base to consolidate many of their technical equipment
needs with MSI. Additionally our product portfolio is improving our exposure to new industrial markets and into equipment categories that make literally every commercial vessel afloat a potential client. We see our fleet customers shifting preference towards fewer vendor points of contact so they get better time spent value from each relationship. More and more vessel operators are scrutinizing the quality standards and programs in their supply chain. Our ISO 9001 certifications and global partners put MSI in a better position than ever to support those trends. That trust mark, our experience, and the brand reputation of our products have MSI very well positioned to work with customers on their most challenging equipment needs. Regulatory compliance, and in particular right now, implementation of IMO and USCG ballast water treatment standards have our customer’s full attention. With ser vice on Washington State’s ballast water investigative committee going back to the early 2000’s, I’ve been directly involved in this coming standard from early on. Alfa Laval via their partnership with Wallenius Water, and the AlfaWall partnership they formed, have been a leader in the development of marine specific technologies for ballast treatment. As a result of this early recognition, the Pure
Ballast Water Treatment Systems
Our experience and the brand reputation of our products have MSI very well positioned to work with customers on their most challenging equipment needs
Alfa Laval has developed a system that anticipates marine market demand
Ballast treatment systems we’re offering today are third generation systems. Our global installed base is approaching a thousand commissioned systems. In addition to that experience to draw upon, MSI has engaged the design engineers at Glosten to develop a modular package that gives us the capability to install a turnkey solution to the customer’s critical shipyard availability. That package arrives on schedule prefabricated, pre-tested with vessel specific class and flag requirements addressed. The vessel responsible party and the shipyard are able to work from a simple plan and vessel interface document to fabricate the landing for the module. Final connections and commissioning
period are minimized and the vessel is equipped with proven systems in as short a timeline as possible. One of the concerns I see in the market is a bit of a gold rush mentality as manufacturers with varying technologies repurpose those ideas to address this marine regulator y requirement. We’re confident that Alfa Laval has been trusted in marine for a long time, has developed a system that specifically anticipates the marine market demands, and most importantly will continue to focus on marine in the future. We’re glad to be part of that global support network here in the US. Our customers can see and appreciate the combined experience of Marine
Systems Inc., Alfa Laval, and Glosten as partners they can rely on today and into the future. The need to address these regulations isn’t going away or relaxing. We know that from emissions and other protection standards protocols. The capital expense requirements raised by the regulations are a fact of life and everyone is on a level playing field there. Alfa Laval’s Pure Ballast system has a pedigree and operating expense track record that we’re confident in, and users can rely on. This is a dynamic period in this arena and I like to use the term future proof to describe how MSI and our TFS group are positioned to guide our customers through it. December 2014 MARINE LOG S13
voices of the industry
Standing out from the competition Creating products and solutions that are at the technological forefront of the fishing, research, and oil and gas markets
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“Being innovative is part of our everyday work. Rapp Marine always strives to make its products and solutions the most technically advanced and reliable.” HELGE VATNEHOL Group CEO Rapp Marine
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or over 100 years, Rapp Marine has been a leading developer of advanced machinery and equipment for the global marine and offshore oil industries. Our focus on R&D activities are closely linked to our company’s mission: creating products and solutions that are at the technological forefront of the international fishing, research and oil & gas markets. Our company is comprised of a group of companies, including Rapp Hydema, Rapp Bomek and Rapp Offshore Marine, that are now unified under one brand name: Rapp Marine—with facilities available worldwide for the production, repair and maintenance of our products. We’re able to stand out from the comp etition throug h our
comprehensive product range, which can be customized to fully meet client requirements at a reasonable price. Our product range includes hydraulic and electric winches for anchor-mooring, towing, heavy lift applications, ROV operations, and fishing and research vessels, as well as handling systems and cranes. We also build fixed boom, knuckle, and telescopic deck cranes for oil & gas and marine applications. Rapp Marine’s goal is to help clients meet business challenges by offering impeccable customer service. We have our customers’ back from the very first contact through detailed engineering design to production, and final testing. That customer service doesn’t stop once the product has been delivered.
DECK MACHINERY
Raising the Bar in deck machinery Rapp Marine U.S. is currently building a custom towing winch for Western Towboat Company
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app Marine U.S. is raising the bar in the deck machinery market. Rapp Marine U.S. is led by CEO Johann Sigurjonsson, who joined the company in 1987 taking on a variety of roles within the company before being appointed CEO in 1994. Under Sigurjonsson’s leadership Rapp Marine U.S. has established and fostered long relationships with its customer base, helping each meet the everchanging market demands. Meeting our client’s needs Based in Seattle, WA, Rapp Marine U.S. offers unique hydraulic and electric deck machinery options to the fishing, research, oil & gas, and tug & barge markets for North and South America. We also have an office in Houston, TX, and service centers in Dutch Harbor and Kodiak, AK. One of our unique features is liquid cooled electric motors, which work very well in constant tension and active heave compensation applications. We manufacture our own multi-motor gearboxes for added lifetime and durability— as well as manufacture our own
custom API 2C certified deck cranes. Beyond offering unique products to the market, we’re also helping customers meet new challenges, such as going from hydraulic deck machinery to electric deck machinery. Recently, we supplied a complete electric deck machiner y package to the first trawler being built for operations in the west coast in a long time, the 194 ft F/T Araho. The Araho is being built for the O’Hara Corporation by Eastern Shipbuilding Group. We have been working closely with our clients for decades. For example, we were recently contracted to build a custom towing winch for Western Towboat Company’s new vessel the Bering Titan. We’ve worked with Western Towboat for over a decade and currently equip a variety of their tugs with deck machinery. Relationships, like the one with Western Towboat, are possible because we listen to our customers. We take into account their user experience with equipment as well as their specific application of the equipment— equipped with that knowledge we are able to design and develop durable and user-friendly deck machinery
“Relationships, like the one with Western Towboat, are possible because we listen to our customers.” JOHANN SIGURJONSSON CEO Rapp Marine U.S.
that works for our customers. While our products are top notch, our employees are the reason we’re able to offer the high level of service we do. We continue to invest in quality talented individuals to help strengthen our sales force, project management and engineering teams, ensuring that we deliver our quality equipment on time. December 2014 MARINE LOG S15