May 2013 Marine Log Magazine

OP-ED: THE LNG “CHICKEN OR THE EGG” PROBLEM

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May 2013

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contents

MAY 2013 VOL. 118, NO. 5

departments 4 EDITORIaL A glimpse at a point in history

8 UPDaTE • Safety upgrade at Carnival • Seafarers fear facing criminal charges, survey says • Keppel enters next ocean frontier—deepsea mining • A titan among us • World’s largest pipelay vessel to come to U.S. Gulf 16 WaSHINGTON Cummings tries to save American seafarer jobs again 43 NEWSmakERS Overseas Shipholding Group, Inc., lets go of Myles R. Itkin

44 TECH NEWS Repowering TV’s Time Bandit

46 CONTRaCTS

O’Hara orders stern trawler

52 SaLVaGE COLUmN

19

Non-Tank Vessel VRP Requirements Close at Hand, by Tim Beaver Mitsui Engineering & Shipbuilding recently held a demonstration of a slow-speed ME-GI in Tamano, Japan

features 19 LNG

33 SHIPBUILDING

U.S. Jones Act operators were all ears at recent demonstration of a slow-speed ME-GI engine

Eastern Shipbuilding launches Bravante V, the first of five platform supply vessels being built for Brazil’s Boldini, S.A.

23 OP-ED

35 DESIGN SPOTLIGHT

Gas engines fire up imagination

LNG: Breaking the chicken and the egg

Potential transportation users are reluctant to make investments in LNG engines without the availability of infrastructure

29 ECO-SHIPS

Eco-ship revolution

More energy efficient ships are expected to make their way into the world fleet PLUS: SEEMPs for Alaska ferries 2 MARINE LOG May 2013

Road to Rio

Celebrating a milestone

Elliott Bay Design Group celebrates 25-year anniversary

38 PROPULSION

The propulsion evolution How changes to the engine and propeller have improved fuel and environmental performance and reliability PLUS: Getting a charge out of hybrids

On the cover: The Bravante V being launched at Eastern Shipbuilding

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editorial

A glimpse At A point in history It’s not often that I travel 7,000 miles to watch an engine demonstration. Okay, I’ve never done that. Most days, it’s hard to just get me off the couch. But when I received an invitation from MAN Diesel & Turbo to go to Mitsui Engineering & Shipbuilding in Tamano, Japan, for a full-scale demo of a slow-speed, electronically controlled, gasinjection engine, well, I couldn’t pass it up.

It’s not because I like sushi, although I do.

(Nor, for that matter, flying in a pressurized tube for 14 hours eating bad food.) Rather, the answer was simple: I thought I was going to get to witness an important piece of history.

And, I think I did. The two-day event involved a Mitsui MAN B&W 6S70MEC that had been temporarily converted to an ME-GI to demonstrate the two-stroke engine’s seamless switchover from fuel oil

to gas and back again. The second day was an overhaul inspection of the engine, allowing guests an opportunity to have full access to the engine, including an examination of the cylinder heads and liners, cylinder covers with the gas blocks, adapter blocks and chain pipes.

The engine demonstration and overhaul inspection drew about 150 ship owners and operators, naval architects and marine engineers. What spoke volumes to me was the turnout of U.S.-flag vessel operators: Crowley Maritime, Horizon Lines, Matson, Pasha, and Seacor Ocean Transport. Others on hand included Seaboard Ship Management, Anglo-Eastern Technical Services and Hebert Engineering. Obviously, I wasn’t the only one that thought this was important enough to travel thousands of miles.

Clearly that says to me that the question

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

is not “if U.S. ship operators are going to switch to LNG,” but rather, “when will they switch to LNG.” The argument for using LNG as marine fuel is too compelling to ignore. The feeling here is that over the next few months, we’ll be reporting on some big announcements regarding LNG. I wouldn’t be surprised if those announcements involve Crowley or Pasha or perhaps even a tug or two from someone else. The much-maligned Jones Act fleet could well be in the vanguard of the LNG switchover. Stay tuned.

Also this month, John Graykowski, former Deputy and Acting Maritime Administrator (wouldn’t it be nice to have John back in office?) writes about the critical lynchpin in making LNG work in the marine market, namely bunkering infrastructure and regulation. Read John’s insightful comments in “LNG: Breaking the chicken and the egg.”

MaritiMe trivia trivia Question #2 Where is zero sea level officially registered in North American waters?

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

Paul Sinz, Concord, CA, was the winner of last month’s trivia question, “Where and when was the lowest barometric pressure ever recorded?” Answer: 25.69 inches recorded during Typhoon Tip in the Pacific, October 12, 1979.

4 MARINE LOG May 2013

Think Green.

Cleaner Air. Brighter Future. LNG.

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MarineLoG MAY 2013 VOL. 118, NO. 5 iSSn 08970491 USPS 576-910

events

digital library Stay informed of the latest information on Intermodal, the fastest-growing form of surface freight transportation.

PreSiDenT arthur J. Mcginnis, Jr. amcginnis@sbpub.com

inTernaTionaL SaLeS DireCTor Louise Cooper lcooper@sbpub.com

PUBLiSHer & eDiTor-in-CHieF John r. Snyder jsnyder@sbpub.com

naTionaL SaLeS DireCTor Jeff Sutley jsutley@sbpub.com

aSSoCiaTe eDiTor Shirley Del valle sdelvalle@sbpub.com

regionaL SaLeS Manager vanessa Di Stefano vdistefano@sbpub.com

ConTriBUTing eDiTor William B. ebersold wbeber@comcast.net

SaLeS rePreSenTaTive korea & CHina Young-Seoh Chinn jesmedia@unitel.co.kr

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arT DireCTor Sarah vogwill svogwill@sbpub.com MarkeTing DireCTor erica Hayes ehayes@sbpub.com

CLaSSiFieD SaLeS Craig Wilson cwilson@sbpub.com ConFerenCe DireCTor Jane Poterala jpoterala@sbpub.com ConFerenCe CoorDinaTor Michelle M. Zolkos mzolkos@sbpub.com CoLUMniSTS/ConTriBUTorS John e. graykowski Tim Beaver, aSa

ProDUCTion DireCTor Mary Conyers mconyers@sbpub.com

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6 MARINE LOG May 2013

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UPDATE biz notes Crowley, Bowhead TransporT form joint venture to service alaska’s arctic

Carnival Corporation & plc will implement its ehancement plan across its entire 101-ship fleet

Safety Upgrade at Carnival Carnival Corporation will invest up to $700 million for enhancement program across all its brands Carnival Corporation & plC says it will implement a $600 million to $700 million enhancement program that will significantly upgrade emergency power capabilities, introduce new fire safety technology, and improve the level of operating redundancies across all its brands and its entire 101-ship fleet. The improvement plan is the result of a comprehensive fleet-wide operational review, following the Carnival Triumph fire. The program includes spending $300 million on Carnival Cruise Line’s 24-ship fleet.

Implementation of the upgrades will take place over the next several months— with enhancements tailored specifically for each ship.

Carnival Corporation & plc, Carnival Cruise Lines’ parent company, oversaw the review. During his remarks at the Cruise Shipping Miami Show in March, Gerry Cahill, CEO, Carnival Cruise Lines, said

the review would enable the cruise operator to look at (1) prevention, detection and suppression of fires; (2) engine room redundancies; (3) what additional hotel facilities might be provided and might run off the emergency generators; and finally, the changes that could be made after accessing the first three areas of focus and how to implement them.

Under the enhancement program, each vessel will be fitted with an additional emergency generator—which will provide power to 100% of the staterooms and public toilets, fresh water and elevators in the event of a loss of main power. Additionally, a second permanent back-up power system will be installed on each ship, further expanding the areas where back up power will be supplied. Carnival will also upgrade the existing water mist fire suppression systems and reconfigure certain engine-related electrical components.

Bowhead Transport Company, LLC, Seattle, WA, and Crowley Marine Services, Inc., Fort Lauderdale, FL, have formed a joint venture to provide marine services in Alaska’s Arctic, with a particular emphasis on supporting the oil and gas industry.

The new Alaska-based joint venture will operate under the name UIC Bowhead-Crowley, LLC. Bowhead Transport is a wholly owned subsidiary of Ukpeagvik Iñupiat Corporation (UIC), the Alaska Native Village Corporation of Barrow, AK. Both companies have decades-long experience in providing services in the Arctic that will allow UIC BowheadCrowley, LLC to offer clients a comprehensive package for their marine, logistics and transportation needs.

“This new partnership is really tailored to meet the needs of customers in the oil and gas; mining and minerals; and engineering, procurement and construction management industries,” says Crowley’s Bruce Harland, Vice President in Anchorage. “Crowley has provided turnkey marine solutions in the Arctic for many years utilizing the company’s diverse capabilities, assets and world-class project management skills.

Our solutions team is very much looking forward to working with Bowhead to provide greater value to customers.”

“Both of our companies have a strong commitment to the safety of our employees and those we work with and strive to be good citizens in every community in which we operate,” adds Jim Dwight, Bowhead Transport General Manager.

SeafarerS fear facing criminal chargeS, says survey More than 85 percent of seafarers say that they are concerned about facing criminal charges, according to a recent survey conducted by the Seafarers’ Rights International. The seafarers feel that they are being scapegoated and that numerous regulations make them vulnerable to being criminalized.

According to the seafarers themselves, there is a frequent lack of due process for seafarers who face criminal charges. Seafarers are complaining of unfair treatment, intimidation and a lack of legal representation and interpretation services. Almost half 8 MARINE LOG May 2013

of the seafarers in the survey said that they would be reluctant to cooperate fully with casualty inquiries and investigators because of concerns they could be implicated in a crime; because they do not trust the authorities; and because they are concerned that cooperation would have an affect on their jobs.

Those are some of the findings of a comprehensive eight language survey conducted

by Seafarers’ Rights International (SRI) over a 12-month period ending February 2012.

A total of 3,480 completed questionnaires

were submitted by seafarers from 68 different nationalities.

The findings were presented at this month’s session of the Legal Committee of the International Maritime Organization.

The findings in the survey strongly suggest that the rights of seafarers, as enshrined in the Guidelines on Fair Treatment of Seafarers in the event of a Maritime Accident, adopted by the IMO and the International Labor Organization (ILO) are often subject to violation: itself causing widespread concern among seafarers.

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KEPPEL ENTERS NEXT OCEAN FRONTIER—

Deep Sea Mining AlreAdy A mAjor plAyer in offshore oil and gas, Singapore’s Keppel Corporation Limited is getting into the next great ocean frontier—mining the seabed. It recently announced the formation of a majorityowned company Ocean Mineral Singapore Pte. Ltd. (OMS) that intends to explore for polymetallic nodules several kilometers beneath the ocean’s surface.

Keppel has partnered with minority stakeholders Lockheed Martin UK Holdings Ltd., based in London, UK, and Lion City Capital Partners Pte. Ltd., Singapore in OMS. Through OMS, the companies intend to harvest polymetallic nodules—tennis ball-sized rocks that contain copper, nickel, cobalt and manganese, as well as rare earth minerals.

OMS has applied to the International Seabed Authority (ISA) for its first seabed exploration license that will be considered by the ISA in July. ISA administers seabed mineral harvesting in international waters under the United Nations Convention on the Law of the Sea (UNCLOS).

While technologies have been tested, no one has yet performed seabed mining on a commercial scale and no one understands the long-term environmental impact of such activities. UK Seabed Resources, a wholly owned subsidiary of Lockheed Martin UK, in partnership with the U.K.’s Department

for Business Innovation and Skills, thinks that exploration can be done in an environmentally benign way. “It is a privilege to be associated with Keppel and apply our technology, skills and scientific expertise in order to explore for polymetallic nodules in an environmentally responsible way,” says UK Seabed Resources CEO Stephen Ball.

Back on March 14, UK Seabed Resources said it had received a license and contract to explore a 58,000 km2 area of the Pacific.

On Feb. 8, UK Seabed Resources submitted an application for a second exploration license, covering a separate geographical area, which will be considered by the ISA at a meeting starting July 8. The application covers an area of 149,815 km2 and is located in the Clarion Clipperton Zone of the Central Pacific Ocean.

“One of the most important responsibilities of the Authority is to develop rules, regulations and procedures for the protection of the marine environment from adverse impacts of mining,” said Nii Odunton, Secretary General of the ISA. “I am particularly pleased that UK Seabed Resources has not only placed an appropriate emphasis on detailed environmental baseline studies, but has indicated a willingness to do so in close collaboration with the Authority,” said Odunton.

UK Prime Minister David Cameron says seabed mining could be worth up to £40 billion to the UK economy

The UK Seabed Resources’ effort has drawn the support of the British government. Commenting on the award of the license of UK Seabed Resources, UK Prime Minister David Cameron says, “The UK is leading the way in this exciting new industry which has the potential to create specialist and supply chain jobs across the country and is expected to be worth up to £40 billion to the UK economy over the next 30 years.

With our technology, skills, scientific and environmental expertise at the forefront, this demonstrates that the UK is open for business as we compete in the global race.”

UK Seabed Resources is focused on the collection of polymetallic nodules and not manganese crusts that are found on hydrothermal vents.

Royal Caribbean unveils new Quantum class

The Quantum Class will feature North Star, a glass capsule that will lift passengers 300 feet above the ocean

royAl CAribbeAn internAtionAl unveiled the first details of its new Quantum Class of ships. The two 167,800 grt, 348 m, 4,180-passenger ships are currently under construction at Meyer Werft and are the largest cruise ships ever built by the German shipyard.

10 MARINE LOG May 2013

The Quantum class features 18 decks chock full of innovations and several “Firsts At Sea” features. Among these is the RipCord by iFly—a sky diving wind tunnel that enables passengers to experience the thrill of skydiving in a safe, controlled and

simulated environment; and North Star—a jewel-shaped glass capsule that lifts passengers more than 300 feet above the ocean for a 360- degree view.

The ship’s 2,090 staterooms will be the line’s largest—on average nine percent larger than the rooms in the Oasis class— and most advanced, with every stateroom featuring a view, including a real balcony view or a virtual one.

The new class of ships will also include some of Royal’s new transformational signature spaces, including: Two70°, a multilevel great room that fuses entertainment and technology, all-the-while providing a 270-degree panoramic sea view, according to Royal Caribbean; and SeaPlex, the largest indoor active space at sea.

The first ship in the class, Quantum of the Seas, will enter into service Fall 2014.

It will be followed by Anthem of the Seas spring 2015.

UPDATE The Ramform Titan will typically tow a network of several hundred thousand recording sensors over an area 3.5 times greater than Manhattan’s Central Park

a TiTan aMOng US oslo-listed Petroleum Geo-Services (PGS) unveiled what it says is the “ultimate seismic acquisition platform,” the 24-streamer Ramform Titan, which was named last month at the MHI shipyard, Nagasaki, Japan.

The 104.2m, wedge-shaped ship, which is the first in a series of two Ramform vessels being built by MHI, will be the most powerful and efficient marine seismic acquisition vessel in the market and, with a width at the

12 MARINE LOG May 2013

stern of 70 m, the widest ship in the world at the waterline. PGS has options for two more of the vessels.

The design couples advanced maritime technology with the imaging capabilities of the GeoStreamer seismic acquisition technology.

T h e 7 0 - m e te r b ro a d s te r n i s f u l l y exploited with 24 streamer reels: 16 reels aligned abreast and 8 reels further forward.

The 24 reels with capacity for 12 km

streamers give the vessel flexibility and redundancy for high capacity operations.

The Ramform Titan carries over 6,000 tons of fuel and equipment and will typically tow a network of several hundred thousand recording sensors over an area greater than 12 km2—about 3.5 times the area of Manhattan’s Central Park.

Supporting the advanced PGS developed GeoStreamer seismic technology is an extensive delivery including back-deck handling systems, hydraulic and winch systems and integrated control system from Kongsberg Maritime subsidiary Kongsberg Evotec.

These systems are field proven for the safe and efficient handling of streamers and other equipment on the back-deck. A specialized redundant seismic track system will be delivered as part of the Kongsberg Maritime K-Pos DP class 2 system and Thruster Control Systems, while navigation for Ramform Titan-class vessels will be carried out using the advanced K-Bridge integrated bridge system.

Inland • Coastal • offshore • deepsea The vessel’s power station generates 1.8 MW and it has a bollard pull of 150 tonnes in acquisition mode.

Onboard amenities for the crew of 80 include a recreation suite with a 225 m2 ball court, fitness room, swimming pool, sauna, three TV lounges, and an auditorium.

The Ramform Titan is propelled by three variable pitch propellers, each providing 6,000 kW of thrust. Its top service speed is 16 knots. It offers a very safe work environment with a considerable degree of equipment redundancy that will enable more maintenance at sea, without interrupting production. The ship is fully operational with just two of its three propellers, permitting maintenance during production. Redundancy in the propulsion system extends further to dual, fully separated engine rooms. Power generation and auxiliary systems are completely separate.

Equipped with two workboats, both stern-launched, the Ramform Titan can carry out acute or ongoing maintenance in marginal weather.

New maritime inspection features for stern tubes and seals have extended the period between dry dockings from 5 to 7.5 years.

biz notes

SMS INKS DEAL WITH ARTCO Safety ManageMent SySteMS LLC, Portland, ME, recently inked an agreement with American River Transportation Company (ARTCO) to establish a Towing Safety Management System (TSMS) for the company in accordance with pending U.S. Coast Guard (USCG) Subchapter M regulations.

ARTCO, a wholly owned subsidiary of Archer Daniels Midland Company (ADM), is one of the largest U.S. inland shipping companies, operating a fleet of more than 2,000 barges and upwards of 80 towing vessels on the Mississippi, Illinois and Western Rivers.

T he contract bet ween ARTCO and SMSLLC was announced during the Annual Meeting of the American Water ways Operators, an organization of river and inland tug and barge operators who have helped drive the development of Subchapter M over the past several years.

Speaking on the occasion, ARTCO President Royce Wilken said, “The development of new regulations for TSMS is an important step forward for the USCG and the entire

brown water shipping industry.

“By working with SMSLLC,” added Wilken, “we will establish an industry-leading management system that will not only ensure our compliance with the new regulations, but also steer improvements in the safety of our fleet and our industry.”

His comments were echoed by Bill Mahoney, Director of SMSLLC, who said, “When the ISM Code became mandatory for certain operators in 1998, we saw firsthand how challenging it would be for owners to establish effective safety management systems on their own. With this project we will bring our extensive experience in leading both small and large vessel operators in both the shallow and deep draft sectors to bear by developing a solution that is uniquely tailored to ARTCO’s requirements and expectations.”

SMSLLC was recently acquired by ClassNK, the world’s largest ship classification society and leading provider of maritime safety certification worldwide.

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May 2013 MARINE LOG 13

UPDATE

By LANd ANd By SEA, “INTERmOdAL hAS COmE OF AgE”; pOST-panaMax iMpaCT iS lOOMing On The hOrizOn ports from boston to Houston are spending collectively $10 billion on port infrastructure in preparation for the Panama Canal expansion, Richard Powers, Director, Marketing, Maryland Port Administration, Port of Baltimore, told delegates at the New Intermodal Age conference, a joint

conference from Marine Log and sister publication Railway Age. “It’s not going to happen at the flick of a switch, but the cargo shift to the East Coast is coming,” said Powers.

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America Chesapeake, $1.3 billion has been invested in expanding the Port of Baltimore’s Seagirt Terminal to handle the new Super Panamax-size ships when they start calling in June 2015, when the expanded set of locks is expected to open. Among the very visible investments are a quartet of Super Panamax gantry cranes purchased from China.

One hurdle for the port is CSX’s Howard Street Tunnel. Built in the early 1890s, the tunnel can’t accommodate doublestack intermodal rail. Estimates to expand the tunnel range from $1.5 billion to $4 billion.

The proposed solution is a new intermodal site at the CSX Mount Clare Yard, southwest of the Howard Street Tunnel.

In 2012, the Port of Baltimore ranked 11th among all U.S. ports in terms of foreign tonnage, handling 36.7 million tons of cargo, including close to 20 million tons of coal exports, second only to Norfolk/Newport News, VA. Keynote speaker Ron Batory, President and Chief Operating Officer of Conrail, said that intermodal “has come of age. It’s king, and its potential is yet to be fully developed.”

Batory outlined eight growth drivers for intermodal: 1. Economic globalization 2. Panama Canal widening 3. The cost effectiveness of shipping by rail, and the railroads’ improved service responsiveness 4. Rising fuel prices, as measured by the price of oil per barrel 5. The railroads’ lower carbon footprint, compared to over-the-road trucking 6. The railroads’ increasing market-share recovery from highways 7. The “infrastructure deficit” for trucking, both existing and projected 8. Truckload issues, such as driver shortages and high fuel costs Looking ahead, intermodal’s overall direction will be based upon such factors as “growth in domestic intermodal and transloading, shifting trade flows, export growth in commodities like food products, and development of new terminals,” said Batory.

Jim Hertwig, President and CEO, Florida East Coast Railway, described how his railroad is ideally positioned to take advantage of growing opportunities in intermodal. Florida, for example, “has three of the nation’s 15-largest container seaports,” he said. Two of them are “the closest U.S. ports of call from the Panama Canal—Port Miami and Port Everglades.”

Inland • Coastal • offshore • deepsea

BURGER BOATS TO BUILD NEW RESEARCH VESSEL FOR GREAT LAKES tHe u.s. geologiCAl survey, Ann Arbor, MI, recently awarded a contract to build a replacement vessel for the 38-yearold research vessel Grayling.

The new Grayling will be built by Burger Boat Company, Manitowoc, WI, and operate on Lakes Huron, Michigan, and Superior.

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The preliminary design for the new survey vessel was developed by JMS Naval Architects of Mystic, CT. The 78 ft replacement vessel will be stationed at USGS Great Lakes Science Center base in Cheboygan, MI, and conduct scientific and mission-related tasks. Its design incorporates modern marine standards and state-of-the-art technology to more safely and effectively conduct fisheries research over its intended 40 to 50-year service life.

POUND THE HIGH SEAS

TO COME TO U.S. GULF tHe world’s lArgest pipelay vessel— more than three American football fields long—will be coming to the U.S. Gulf of Mexico and offshore Brazil.

Owned by Italy ’s Saipem, the MV Castorone is currently contracted for work on three projects in the Gulf of Mexico: Amberjack Pipeline’s 219-km-long Walker Ridge export pipeline; Enbridge’s 60-kmlong Big Foot lateral export pipeline; and the 350-km-long Keathley Canyon gas export pipeline.

Following completion of that work, the Castorone will move to the Santos Basin of fshore Brazil to lay Petrobras’ Tupi NE-Cabiunas 380-km-long trunkline in depths up to 2,230 m.

Classification society ABS reports in its Energy News that Saipem’s MV Castorone is designed for installation of large-diameter pipe in deep and ultra-deep water as well as extreme environments, including the Arctic.

The Castorone is classed by ABS as +A1, (E), +AMS, +ACCU, +TCM, CRC, HELIDK, UWILD, ICE CLASS A0 + BALTIC, ICE 1A, +DP-3. The vessel has a length of 330 meters (excluding its ramp/stinger) and breadth of 39 meters, with a displacement of 100,000 tons at maximum operational draft of 10 meters.

The Castorone can S-lay pipes up to 60 inches in diameter, prefabricating pipe strings 36 m long with the capability of joining 2 by 18-m-long pipes as an alternative to 3 by 12 m conventional joints. The vessel will be equipped for the future addition of a fixed tower for ”J” laying pipe. The stinger is specifically designed for any pipe diameter and water depth through continuous control of the overbend stresses in the pipe.

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inside washington

Cummings tries to save American seafarer jobs again Congressman elijah e. Cummings is back at it again. Last year, the Democratic Congressman from Maryland introduced the Saving Essential American Sailors (SEAS) Act, H.R. 6170, in an effort to repeal section 100125 of the Moving Ahead for Progress in the 21st Century (MAP-21). That section of the bill would reduce the amount of U.S. food aid required to be carried on U.S.-flag ships from 75 percent to 50 percent. Despite a bipartisan effort and clearly a worthy cause, the bill died in committee.

Once again Congressman Cummings has reached across the aisle to Congressman Scott Rigell (R-VA) to come to the defense of the American merchant mariner. The Congressmen jointly introduced H.R. 1678, the SEAS Act in the 113th Congress. The legislation once again aims to repeal Section 100124 of MAP-21. MAP21, which was signed into law last year by President Obama, lays out the nation’s surface transportation programs for Fiscal Years 2013 and 2014.

H.R. 1678 has been referred to the Committee on Ar med Ser v ices and the Committee on Transportation and Infrastructure.

“The senseless cuts made to the cargo preference program in MAP-21 dealt another blow to an already battered U.S. merchant marine,” said Congressman Cummings. “It is essential that these cuts be reversed,” states Cummings, “and that we begin implementing policies that will strengthen our merchant marine by increasing the cargoes carried on U.S.flagged vessels.”

Without the repeal, as many as 2,000 American maritime jobs could be lost and as much as $90 million in lost revenues for U.S.-flag operators, according to the Maritime Administration.

Congressman Rigell said, “Our region, indeed, our national economy, depends on a robust American shipping industry, and we must protect those jobs. Rigell serves on the House Armed Services Committee and the House Committee on the Budget.

“Further, we should not have to depend on foreign-owned vessels to deliver cargo to our troops overseas.”

In 1975, there were more than 850 ocean-going ships under the U.S. flag. At the end of 2012, there were just 109 U.S.flagged vessels in the foreign trade.

In a letter written in May 2011, General Duncan McNabb, Commander of the United States Transportation Command, indicated that “To date, over 90 percent of all cargo to Afghanistan and Iraq has been moved by sea in U.S. flag vessels,” and he noted that U.S. cargo preference laws and the Maritime Security Program have helped in “ensuring the continued viability of both the U.S. flag fleet and the pool of citizen mariners who man those vessels.”

Without a U.S.-flagged sealift capacity, U.S. imports and exports would move solely on foreign, often state-owned shipping lines and the U.S. military would be left dependent on foreign-flagged, foreign-owned vessels manned by non-U.S. citizens to carry military cargoes.

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LNG

Mitsui Engineering & Shipbuilding recently held a demonstration of an ME-GI engine showing the seamless switchover between HFO and gas

GAS ENGINES FIRE UP THE IMAGINATION

John R. Snyder, Publisher & Editor-in-Chief

U.S. JoneS Act operAtorS All eArS when it comeS to USing lng AS fUel

L

iquefied natural gas as a ship fuel has clearly caught the attention of vessel operators because of its clear cost and environmental benefits in comparison to burning heavy fuel oil or marine diesel oil. Operating in the world’s largest Emissions Control Area (ECA) and faced with ever-tightening greenhouse gas emissions regulations from the U.S. Environmental Protection Agency (EPA) and the International Maritime Organization (IMO), Jones Act operators are all ears when it comes to learning about LNG as marine fuel.

That was evident at a recent demonstration of a slow-speed ME-GI engine held at Mitsui Engineering & Shipbuilding—a longtime MAN Diesel & Turbo licensee—at its engine works in Tamano, Japan. The roster of those in attendance for the two-day event read like a Who’s Who in the American shipping market. Invited by MAN Diesel & Turbine, some of those in attendance were Crowley Maritime, Horizon Lines, Matson, Pasha, and SEACOR Ocean Transport, as well as U.S. naval architectural and marine engineering firm Hebert Engineering. Also on hand was Anglo-Eastern Technical Services, which manages a vessel for Canada’s Fednav International Ltd., and Seaboard Ship Management, Inc., which operates Roll-on/RollOff vessels, containerships and tweendeckers between the U.S. and the Caribbean basin, Central and South America.

What’s ironic is that the oft-maligned Jones Act fleet could well be the world leader in the emerging LNG-fuelled vessel market, whether its for newbuilds or retrofits. Matson, Inc., Honolulu, HI, for example, announced a strategic re-fleeting plan in late 2012 that calls for the building of two new Jones Act containerships in the next 3 to 5 years for approximately $200 million each to replace/retire existing older vessels. Those ships could very well be fitted with gas-burning engines. Others, such as Crowley and Pasha could be in the market much sooner.

In an exclusive interview at Shipping 2013 in Stamford, CT, Thomas S. Knudsen, ME, Senior Vice President, Head of Marine Low Speed, MAN Diesel & Turbo, called the abundance of shale gas in North America a real “game changer.” Knudsen said the switchover from diesel to gas will be much faster. “The U.S. will be in the forefront. All of our two-stroke engines can be retrofitted. A major part of the retrofit will be outside the engine—the fuel supply system, piping, etc.”

Knudsen also points out that two-stroke gas engines have a huge environmental advantage because there is no methane slip. “When you have methane slip that means you have poorer fuel consumption, too.”

May 2013 MARINE LOG 19

LNG ENGINE DEMO DRAWS A CROWD The ME-GI engine demonstration held on April 17 drew over 150 guests from around the world. Mitsui Engineering & Shipbuilding (MES) in cooperation with the engine’s owner Mitsui O.S.K. Lines, temporarily converted the Mitsui MAN B&W 6S70ME-C to an ME-GI to demonstrate the two-stroke engine’s ability to switchover seamlessly from fuel oil to gas and back again.

The electronically controlled ME-GI is a diesel cycle dual fuel engine. Using a small amount of pilot fuel oil is necessary to ignite the injected gas to start the combustion process with the proper timing.

Besides the engine demonstration, MES allowed guests to tour a Fuel Gas Supply System (FGSS) for the ME-GI engine at the Tamano facility. The FGSS included a 100 m3 LNG tank, air fin tube, transfer pump, heat exchanger, suction drum, cooling tower, hydraulic drive unit, gas combustion unit, high pressure LNG pump, CNG bottle and a liquid nitrogen tank.

“When you have methane slip, you have poorer fuel consumption, too” —MAN Diesel & Turbo’s Thomas Knudsen

Operators examine the ME-GI engine during an overhaul inspection

20 MARINE LOG May 2013

Safety is paramount when operating on gas. When the gas is fed into the engine room by the FGSS, it passes through a double wall pipe. The space between the inner and outer pipes is well ventilated with air taken in from outside the engine room. A gas sensor is used to detect any gas leakage in the space. Also, the ventilation air flow is monitored. When not operating on gas, the gas line downstream of the gas valve train is purged with inert gas.

Following up on the full scale demonstration of the ME-GI, the next day MES invited attendees for a first-hand overhaul inspection of the ME-GI engine. The inspection tour gave guests an opportunity to have full access to the engine, including an examination of the cylinder heads and liners, cylinder covers with the gas blocks, adapter blocks and chain pipes.

The engine overhaul inspection by the group of operators and engineers followed a half-day program hosted by MAN Diesel & Turbo in which presentations highlighted the development, design and fuel gas supply systems for two-stroke ME-GI. The presentations included “New Technologies,” by Soeren H. Jensen, Vice President, R&D, MAN Diesel & Turbo; “Detailed Design of ME-GI,” by Lars Juliussen, R&D, MAN Diesel & Turbo, and “Gas Supply System and Installation,” by Rene S. Lauersen, Promotion & Customer Support, MAN Diesel & Turbo. Les Gingell of MAN Diesel & Turbo North America, served as the moderator and provided opening remarks for the seminar.

Noticeably absent at the event was Totem Ocean Trailer Express, Inc. (TOTE). That’s probably because TOTE, Princeton, NJ, has already jumped into the LNG pool, ordering two 3,100-TEU containerships for its Sea Star Line unit from NASSCO, San Diego, CA. Each ship will be outfitted with a single, two-stroke 8L70ME-C8.2GI main engine. When delivered in 2015 and 2016, those ships will operate between Jacksonville, FL, and San Juan, PR.

LNG In addition, TOTE has plans to convert two ORCA Class RO/RO ships to burn LNG. The RO/RO ships operate between Tacoma, WA, and Anchorage, AK. The vessels are diesel-electric with total installed power of 52.2 MW. Each vessel has four MAN B&W 9L 58/64 main engines and two MAN B&W 9L 27/38 medium speed diesels at 400 and 720 rev/min, respectively.

WARTSILA DUAL FUEL ENGINE GETS EPA CERTIFICATION Wärtsilä achieved a milestone earlier this year when the EPA certified its Wärtsilä 34DF dual-fuel engine for emission standard compliance. The EPA certification enables Wärtsilä to strongly enter the American market with marine engine technology that offers operators and owners the option of using either diesel or gas as fuel.

“This milestone shows the flexibility and reliability of Dual-Fuel technology in complying both with emissions regulations and with ship-owners and operators requirements,” Giulio Tirelli, Director, Wärtsilä Ship Power, Four-stroke Portfolio & Applications, told Marine Log. “Wärtsilä Dual-Fuel engines are providing state-of-theart performance in terms of fuel consumption, emissions, power response and safety.”

Adds Tirelli, “In addition, dual fuel engines give owners the chance of flexibly selecting the fuel during the complete lifetime of the installation, not only fulfilling the primary vessel purpose but also minimizing concerns in terms of future fuel price developments. A ship owner or operator will always be able to select the cheapest fuel at any time. This important flexibility directly increases the asset value.”

The first of the EPA-certified Wärtsilä dual-fuel engines will equip the Harvey Energy, the first of at least five SV310DF LNG-fueled offshore supply vessels being built for Harvey Gulf

Wärtsilä’s 34DF dual fuel engine recently received U.S. EPA certification

International Marine at TY Offshore, Gulfport, MS. Harvey Gulf International Marine (HGIM), New Orleans, LA, has options to build up to five more of the STX Marine-designed 302 ft Platform Supply Vessels.

Operating on LNG will also mean the HGIM vessels will be certified “ENVIRO+, Green Passport” by ABS. The certification signifies

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May 2013 MARINE LOG 21

LNG that the PSVs will be continuously manned with a certified Environmental Officer, be completely built with environmentally friendly materials, and have advanced alarms for fuel tanks and containment systems.

Tirelli sees several other types of vessels that could migrate over to LNG power. “The Wärtsilä 34DF engines matches the typical applications covered by its power range. Within those, Platform Supply Vessels and AHTS are for sure natural adopters. In addition to that, medium size Ro-Ro, Ro-Pax or ferries are the other markets where the 34DF engine is establishing itself as the market leader. Wärtsilä has already been awarded an order for 34DF engines and LNGPac supply for a ferry being built for Canadian owner STQ.”

METHANE SLIP Liquefied Natural Gas is composed mostly of methane. One issue for dual-fuel, four-stroke engines has been methane slip, which occurs when methane (CH4) is released in the exhaust because of incomplete combustion in the cylinders.

This is problematic when considering that methane is more efficient at trapping radiation than CO2. The U.S. EPA says that pound for pound, the comparative impact of CH4 on climate change is over 20 times greater than CO2 over a 100-year period. EPA says CH4 is the second most prevalent greenhouse gas emitted in the U.S. from human activities. In 2010, CH4 accounted for about 10% of all U.S. greenhouse gas emissions from human activities. Methane is emitted by natural sources such as wetlands, as well as human activities such as leakage from natural gas systems and the raising of livestock.

For the most part, the tendency to release methane is highest when engines are operating at lower loads. Engine manufacturers

are of course aware of this challenge, and research is being carried out to minimize methane slip.

Achieving maximum reduction of greenhouse gases from gasfuelled vessels will require carefully matching the engines and arrangements for the application and modes of operation.

“The EU and the IMO are aiming for very ambitious CO2 reductions in the years to come,” says Tirelli. “Even if shipping is the most energy efficient mode of transportation, we must be prepared to be challenged based on shipping’s own reduction potential. In this setting, LNGfuelled vessels will certainly be one significant part of the solution.”

Continues Tirelli, “Wärtsilä is constantly focusing on reducing the environmental impact of its products to a continuously higher level. Since the introduction of gas-burning technology in the marine market, several steps have been done in order to reduce the THC emissions from marine engines. Changes in combustion spaces design, engine parameters, engines tunings, etc, have all been contributing to the current achievements. Wärtsilä Dual-Fuel technology is today able to comply with the most stringent THC regulation in the marine market, set by Norwegian authorities.”

One of the biggest hurdles for the advancement of LNGfuelled vessels is bunkering infrastructure and regulation (see LNG: The chicken and the egg problem in this issue). “The LNG market is developing fast and spreading all around the world,” says Tirelli. “Norway has been a pioneer in LNG for marine use adoption, followed by few other countries in the Baltic Sea region and, closely, by Canada and U.S. In North America the market potentials are extremely high and the presence of abundant and price-attractive natural gas supply will definitely play an important role in its fast establishment.” ■

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OP-ED

LNG:

BreakiNG the ChiCkeN and the eGG

Widespread adoption of LNG among operators hinges on fuel supply, regulation

by John E. Graykowski

L

iquefied Natural Gas (LNG) is gaining acceptance as a transportation fuel in the United States, with the first signs of a transition to LNG appearing in both the marine and land transportation industries. In contrast to these first tentative steps, LNG development in Europe and elsewhere is accelerating and LNG may soon become a component of national energy and environmental policies around the world.

Several factors account for the movement toward the use of LNG in the marine and transportation industries. Because of existing and forthcoming emissions requirements, LNG is a logical and practical solution; especially when the price advantage of LNG is compared with diesel fuels. The tremendous increase in gas production, particularly in the U.S., virtually assures potential users that this price advantage will continue. These factors are leading to recognition that LNG has the potential to transform the marine and transportation industries in much the same way that oil replaced coal. Not only does LNG make

sense from an economic and environmental standpoint, but it is good public policy as well. The growth of LNG among domestic transportation industries is an unequivocal movement toward the long-sought goal of energy independence. As such, expansion of domestic markets for LNG will not be hindered by the political issues which threaten to delay LNG export projects.

Despite the clear benefits of LNG, and the consensus among the LNG supplier community that a significant market potential exists, there is also agreement that the impediment to the expansion of LNG is the “chicken and egg” problem. Potential transportation users are reluctant to make investments in new or converted engines without the availability of LNG infrastructure and potential LNG suppliers are unwilling to invest in LNG infrastructure without secured demand from users.

During my work on the nation’s first LNG vessel conversion project—which involved all aspects of LNG supply, operations, regulations, permitting, and vessel

design—several challenges to the broader introduction of LNG emerged. Among them:(1) the lack of a clear federal regulatory structure to govern siting, design and operations of an LNG marine fuel terminal and (2) the unfamiliarity of the marine industry with LNG production, transportation, and pricing models and an equivalent unfamiliarity among LNG suppliers with fuel supply practices in the U.S. marine industries.

In large part, the successful adoption of LNG by the marine industry hinges on the structure of the regulations that govern vessel design and bunker operations. In order for LNG to gain broad acceptance in the maritime industry, these regulations must allow LNG bunker operations to replicate current oil transfer operations, particularly fueling during normal cargo operations.

My work with the United States Coast Guard (USCG) suggests that it recognizes this premise and is working diligently to design regulations, in consultation with the industry, which achieves the essential balance between safety and commercial operations.

May 2013 MARINE LOG 23

OP-ED On the shore side, however, less work has been done to reconcile sometimes inconsistent and generally unclear jurisdiction over the siting and operations of these plants.

The design and siting of a small-to-medium scale LNG facility likely will involve federal, state, and local regulatory oversight which includes a potentially lengthy formal permitting process.

The owners and operators of the marine terminals will be experienced in the construction and operations of LNG facilities and these entities have a long history of safety and responsible LNG operations.

They do this as a matter of practice and culture, but the enormous liabilities that attach to such operations and regulatory oversight provide additional incentives to “get it right.”

To the extent federal regulations impose standards that exceed a reasonable calculation of probable risks and the imposition of redundant or unnecessary requirements, the deployment of these facilities will be constrained and the costs increased.

Further complicating the rapid expansion of LNG as a marine and transportation fuel is the lack of longstanding relationships between the marine industry and LNG

suppliers. Fuel oil is readily available in virtually all ports, the supply and distribution infrastructure is well established, and there is not a pattern of long term fuel supply contracts. Conversely, the energy business has historically relied upon long term contracts to support investments in exploration, production, and distribution of energy resources. Thus, there appears to be a disconnect between the two industries as reflected in the seeming reluctance of marine operators which have announced LNG projects, to commit to long term LNG supply contracts; preferring instead to rely on the assumption that LNG supplies will be available when needed, much the same way fuel oil is always available.

This is one of those rare moments in our history where we can shape transportation for a generation and produce significant economic and environmental benefits for the country. But if LNG development proceeds in a sporadic and isolated fashion, the risk grows that the road to broad LNG development will be frustrated by a lack of uniform and certain regulations and continuing difficulties in marketing LNG to the marine industry.

Because the “chicken and egg” impediment involves public policy and regulatory issues, as well as market relationships, there is a clear need for a national public-private initiative founded on a shared commitment to LNG for transportation. The domestic use of natural gas for transportation must be a national priority and receive the full support of our government. Likewise, the LNG supply industries and the marine and transportation industries must begin today to enter into the critical dialogue and collaboration that will find the middle ground that enables infrastructure investments to be made, and transportation operators to move forward with LNG conversions.

All of the ingredients for this transformation are in this country today; we have the natural gas; we have the technical and operational capabilities and we have a willing market. At this point, however, it is unclear whether we have the national purpose and will to seize this future. ■

John Graykowski is the former Deputy and Acting Maritime Administrator who is now a consultant in the marine industry.

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• John Witte, President / CEO, Donjon Marine Co., Inc. • Charles Anderson, Sr. VP, Skuld North America

Luncheon—Sponsorship Available | Expo Open luncheon addRess • Dr. Rob Grool, President, Seaspan Ship Management Ltd. lIabIlIty exPosuRe and ResPondeR ImmunIty • Jon Waldron, Esq., Partner, Blank Rome LLP oFac RestRIctIons on salvage ResPonse oPeRatIons • David Brummond, Sr. Sanctions Advisor—Insurance, U.S. Treasury Department, Office of Foreign Assets Control Energy Break—Sponsorship Available | Expo Open WReck Removal conventIon • Joseph A. Walsh II, Esq., Keesal, Young & Logan actIvatIng the vessel ResPonse Plan Moderator: Richard Fredricks, Executive Dir., The American Salvage Association • Matt Hahne, Dir., Regulatory Affairs, Resolve Marine Group • Michael Minogue, CEO/President, ECM Maritime Services, LLC • LT John Peterson, U.S. Coast Guard, Office of Commercial Vessel Compliance • Frank J. Gonynor, Esq., Sr. Claims Advisor, Gard Cocktail Reception—Sponsorship Available | Expo Open

Sponsorships / Exhibits available Jane Poterala, Conference Director T: (212) 620-7209 | E: jpoterala@sbpub.com Register: www.marinelog.com/events

September 11, 2013 Continental Breakfast—Sponsorship Available | Expo Open Opening RemaRks • John Snyder, Editor-In-Chief & Publisher, Marine Log • Mauricio Garrido, President, T&T Salvage LLC incident management duRing salvage OpeRatiOns Moderator: Jim Elliott, VP, T&T Marine Salvage, Inc. • Capt. Thomas W. Hudson, MNI, Operations Superintendent, Tankers, Mitsui O.S.K. Bulk Shipping (USA) Inc. • Adrian Goodger, Dir. & Sr. Partner, Samuel Stewart & Co (London) Ltd. • CAPT Peter Gautier, Commanding Officer—Sector New Orleans, U.S. Coast Guard • Joe Hughes, President & CEO, American Club • Johan Henriksson, Sr. Mgr., Gard • Capt. Tom Neumann, President/Sr. Response Mgr., The Meredith Management Group, Inc. Coffee Break—Sponsorship Available | Expo Open tO say OR nOt tO say? effective cOmmunicatiOns • Jim Lawrence, President, MTI Network salvage & WReck RemOval cOntRacting • Jim Allsworth, Sr. Admiralty Consultant (UK), C-Solutions Ltd. caRgO – salvOR’s Best fRiend • Joanna Waterfall, Partner, Roose+Partners

the uscg BOa system • Ray Hayden, Chief of Contracting Office Services, U.S. Coast Guard (invited) salvORs RespOnding tO natuRal disasteRs • LCDR Brian Moore, U.S. Coast Guard update On the WReck Oil RemOval pROgRam • Lisa Symons, Damage Assessment & Resource Protection Coordinator, National Marine Sanctuary Program NOAA Energy Break—Sponsorship Available | Expo Open challenges ahead: megaships, aRctic, peRsOnnel, RegulatiOns—Open fORum

Training Seminar - September 12, 2013 Continental Breakfast—Sponsorship Available managing expectatiOns duRing a salvage RespOnse OpeRatiOn A successful salvage operation hinges on the ability to successfully manage the expectations of multiple stakeholders. This session will deliver the views of leaders from the hull and P&I insurance sectors, shipowners, U.S. Coast Guard, and the salvage community. taBletOp exeRcise A provoking and highly interactive tabletop exercise will bring maritime industry experts into a spirited discussion on how to best manage a salvage response operation in U.S. waters.

Luncheon—Sponsorship Available | Expo Open

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luncheOn addRess • RADM Mary Landry (ret.), U.S. Coast Guard

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aRBitRatiOn - neW yORk vs. lOndOn Moderator: Jim Shirley, Esq., Principal Consultant, JTS Marine LLC • Thomas F. Fox, Maritime Consultant, SMA; President, Southold Maritime Services Corp.

• Lionel Persey QC, Arbitrators at 10 Fleet Street

Program subject to change

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eco-ships

Teekay conducted more than 40,000 iterations to optimize the hull of the One Spirit tanker design

eco-ship revolution

More energy efficient ships to Make their way into world fleet Compiled by Marine Log Staff

A

re eco-ships like unicorns? Do they really exist? “I don’t believe they work, I know they work,” says Robert Bugbee, President, Scorpio Tankers, Inc. “You should believe that eco-ships exist. You are not going to be able to compete if you don’t make make a commitment. It is what the customer wants.”

Bugbee made his remarks as part of a lively panel discussion, “Here come the ecoships” at the recent CMA Shipping 2013 in Stamford, CT. Other panelists included Thomas K. Kirk, Director of Environmental Programs, ABS; Simon Barham, Chief Operating Officer, Bibby Ship Management; Kishore S. Rajvanhy, Managing Director, Fleet Management Ltd.; Albrecht Grell, Senior Executive Vice President, Maritime Solutions, Germanischer Lloyd SE; Tony Bing ham, Technical Manager LNG, Teekay Shipping (Canada) Ltd.; and Simon Brown, Director, International Maritime Business, WR Systems. Robert N. Kunkel, President, Alternative Marine Technologies, was moderator.

The panel focused on various design, technology and operational measures that would reduce fuel and energy consumption in newbuilds and existing tonnage. “Eco,” of course, can refer to economics and ecology.

One operational measure that has been widely taken up by the market is slow steaming. While slow steaming is an option, it can put shipowners at an operational disadvantage, said Barham, noting that “not running ships’ engines at optimum speed in itself

Peter Evensen, CEO of Teekay GP LLC

brings its own maintenance problems.”

“The eco ships are coming but they won’t be here overnight,” Barham said. “The existing fleet is relatively young and a high percentage of the vessels that are out there today are those which need to be managed efficiently. Can we manage existing ships more efficiently? Yes, we can. We’ve seen already the SEEMPs (Ship Energy Efficiency Management Plan)—there are a lot of people who are offering SEEMPs off the shelf

Tony Bingham, Technical Manager LNG, Teekay Shipping (Canada) Ltd

May 2013 MARINE LOG 29

eco-ships Teekay’s Tony Bingham said, “Smart technology is going to drive the market over the next 10 years, more than the last 20 years.”

Late last year, Teekay ordered two 173,400 m3 LNG carriers that will each be

“The eco-ships are coming, but they won’t be here overnight.”

Computer rendering of Teekay’s ME-GI LNG carriers

and not actually looking at what they can do for them as owners.”

“There are other options and alternative methods of reducing fuel consumption,” Barham continued. “For example, design modifications can be made in dry docks that improve a vessel’s overall performance.

Slight changes in hull forms or optimizing trim and the like will work on certain vessels but not on others, yet the solution can

—Simon Barham, COO, Bibby Ship Management also be something as straightforward as better weather routing. Good ship management can impact a voyage and can work to reduce any potential over expenditure on fuels.

“Managing ships is all about teamwork and you need to get the buy-in across the board — especially from the guys onboard the ships. It is essential that that the Masters and the Chief Engineers understand what we are trying to achieve here.”

fitted with two 5G70ME-GI engines from MAN Diesel & Turbo. At the time, Peter Evensen, CEO of Teekay GP LLC, said, the electronically controlled, gas injection engines “are expected to be significantly more fuel efficient and have lower emission levels than other engines currently being utilized in LNG shipping.”

In his presentation, Bingham, pointed out that traditionally, LNG carriers are fitted

JonRie Marine Deck Equipment

Passion for Innovation

JonRie InterTech LLC ww w . m a r i n e w i n c h . c o m 30 MARINE LOG May 2013

eco-ships

seeMps to Be deVeloped for alaska ferries Design AlAskA, Fairbanks, AK, and Art Anderson Associates, Bremerton, WA, were recently awarded a contract to develop Ship Energy Efficiency Management Plans (SEEMPs) for three AMHS ferries.

The new IMO standards on SEEMP require vessels on international routes to obtain International Energy Efficiency Cer tif ic ate s (IEEC s) demons t r ating that vessel owners and operators have developed energy efficiency plans for their travel routes and vessel operating systems. SEEMPs provide a mechanism for identifying best practices for energy efficiency improvement, and include items such as improved voyage planning, implementation of measurement tools and systems, and the use of various systems and technologies that reduce emissions and fuel consumption.

The three ferries to be audited, the M/V Taku, M/V Matanuska, and M/V Kennicott, operate on international routes. Design Alaska says the energy efficiency plans will be conducted on each vessel separately and will be timed with the vessel’s annual overhaul dates, which range from May 2013 to March 2014. The audit process onboard the vessels consists of limited walkthroughs and observation of underway operations, combined with interviews with the crew and review of vessel logs and other documentation to understand current processes and practices. The end result will be written SEEMPs that can be utilized by vessel operators to improve efficiency of operations.

“We’re excited for this unique project to improve energy efficiency,” says Chris Miller, Vice President of Design Alaska.

Miller, a Professional Mechanical Engineer and LEED-Accredited Professional, has recently been working throughout the State of Alaska on improving energy efficiency in state owned facilities. For example, Design Alaska examined state facilities located in Coldfoot, Bethel, Fairbanks, Ketchikan, and Seward. Facilities investigated as part of the energy audits have included hangars, educational buildings, State Trooper facilities, cour thouses, correctional centers, and administrative facilities. Investigation of the building’s energy systems were done to identif y Energy Efficiency Measures (EEMs) that provided good investments over a 10-year payback basis. Most EEMs identified and implemented were on mechanical heating

systems including pumps, boilers, furnaces, and control systems. Audits conducted on the facilities have generally been in line with ASHRAE Level 2 energy audit definitions.

“Energy costs are high,” says Miller, “particularly with oil-fired systems. It is worth the investment to have an energy auditor look at your systems to ensure they are

working at maximum efficiency.” Miller emphasizes that the award of this contrac t with the Alaska Depar tment of Tr anspor t ation and Public Facilitie s (ADOT&PF ) and AMHS streng thens an already well-established relationship.

“Energy efficiency will continue to be a growth area for both of us,” Miller states.

May 2013 MARINE LOG 31

eco-ships with dual fuel diesel-electric (DFDE) propulsion. By using the ME-GI engines, there’s improved drive train efficiency, reduced fuel consumption, lower complexity and lower operational costs.

“It is well proven technology. It really takes away the complexity and the crew is familiar with the technology. And, there’s only 1 percent loss in efficiency,” said Bingham. By contrast, there is a loss of 11.5 percent in the DFDE drive train efficiency.

The LNG carriers will have a reliquefaction unit on board to return the boil-off gas to cargo tanks for the customer, instead of using it for fuel for the engines.

“We’ll also be EEDI compliant until 2025, although we are not required to be as an LNG carrier.”

Bingham said Teekay is already making refinements to the ME-GI LNG carriers to further improve their energy efficiency.

The introduction of the ME-GI LNG

By incorporating a G-type slow-speed engine in its One Spirit tanker, Teekay was able to reduce fuel consumption by 6 percent

carriers follow on to Teekay’s One Spirit tanker design, which was unveiled in 2011.

Teekay partnered with DNV, BMT and STX to develop the design, which cuts fuel consumption by 30 percent. Modifications include a tapered bow shape instead of a bulbous bow, a slow-speed G-type engine and a greater diameter propeller.

EMISSION CONTROL AREAS If they are not burning LNG or have onboard scrubbers, ships that transit Emission Control Areas or ECAs will be required to switch from HFO to ultra-low sulfur fuel.

“It must be said that switching on to low sulfur fuel is not a problem, but switching on to gas oil is”—and that, says Barham, is what will require some vessel modifications. “The main engines themselves are not designed to burn light fuels. That will mean that changes will have to be made, pumps will have to be examined, even the design of some ships will have to be looked at because it is debatable whether some ships will actually have enough space to carry the additional bunker fuel tanks.

“As a lot of the existing fleet was built in the late 1990s or early 2000’s, many will only have a couple of bunker tanks. They’re already carrying heavy fuel and light fuel and now they’re going to have to carry gas oil. There’s going to be a lot of conversions going on. There is a cost element involved there as well.

“As a word of warning, are the savings actually to do with all the eco designs that are coming out? Yes to a certain extent they are, but possibly not as much as some of the shipyards will want to make out and I for one am skeptical that all the promises of lower consumption will in fact become a reality. I believe that ship managers will play an important role in controlling consumptions, not only on existing ships but also on the eco-ships of the future.” ■ 32 MARINE LOG May 2013

Shipbuilding

The Bravante V, the first of five Platform Supply Vessels for Brazil’s Boldini, was recently launched at Eastern Shipbuilding

Road to Rio

Eastern Shipbuilding launches first Platform Supply Vessel for export to Brazil Compiled by Marine Log Staff

W

ith President Obama out beating the drum for more investment in infrastructure and job creation, the U.S. Department of Transportation is pointing to a series of export Platform Support Vessels under construction at Eastern Shipbuilding, Panama City, FL, as examples of the effectiveness of private public partnership.

The first of five Platform Supply Vessels, the 284 ft Bravante V, was launched at Eastern’s Nelson Street shipyard last month. The PSVs are being built for Boldini, S.A., Rio de Janeiro, Brazil, with the help of a $240.8 million Title XI loan guarantee from the U.S. Maritime Administration.

The Bravante V is expected to be delivered this August, followed by the Bravante VI in November. The remaining three vessels, Bravante VII, Bravante VIII and Bravante IX, will be delivered in 2014. The diesel-electric vessels are designed by STX Marine Inc., Vancouver, BC, Canada.

“By choosing Eastern, Boldini helped create 350 jobs in Panama City, which in turn added more than 2,600 overall new jobs to the U.S. economy through suppliers and other jobs in the local

economy,” says a posting on Fastlane, The Official Blog of the U.S. Secretary of Transportation.

“This is the kind of return we hoped for when we awarded Eastern two small shipyard grants totaling $3.4 million to buy new panel lines, and modern welding equipment,” continues Fastlane.

Fastlane says that the new panel line equipment enabled Eastern Shipbuilding to construct ship panels more quickly than they had previously, when each was built by hand. The end result was lower costs and much higher, more cost-efficient productivity at Eastern Shipbuilding.

“Thanks in large part to federal investments and the improvements they provided, Eastern manufactures an average of 18 vessels per year, delivering each on or ahead of schedule. More vessels create more business, and more jobs,” adds the Department of Transportation.

Once all the Eastern-built PSVs are delivered to Boldini, they will go to work for Brazil state-owned oil company Petrobras. Last month, Petrobras signed contracts for 23 offshore support vessels, as part of its third Fleet Renewal Plan for Offshore Support Vessels. The May 2013 MARINE LOG 33

Shipbuilding

Leading innovation in passenger ship technology New fuels, new engines and new designs are becoming available for the existing fleet. The difficulty for shipowners, builders, equipment makers and financiers is not only what technology to support but when to invest.

Whatever technology or solution you’re exploring for your fleet, we’re here to help you assess it, understand it and make it safe.

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34 MARINE LOG May 2013

vessels, type PSV 4500 and OSRV 750, meet 60 percent local content requirements and will be built at shipyards in Brazil.

Petrobras says “prices presented were competitive, given expected metrics and budgets.”

Later this year in July, Petrobras will go to the market for a fifth round of 24 offshore support vessels, thus fulfilling its 2014 contracting target of 146 vessels to be built in Brazil.

The operators selected included Starnav Servicos Maritimos Ltda., which will build four PSV 4500 design vessels at Detroit Brasil Ltda.; Galaxia Maritima Ltda., that will build four PSV 4500 and four OSRV 750 vessels at Erin (AM); Geonavegacao S.A. will build one PSV 4500 and two OSRV 750s at Estaleiro ILHA (RJ); Astromaritima Navegacao S.A. will build four OSRV 750s at Estaleiro ILHA (RJ) and Oceanpact Servicos Maritimos Ltda. will build four OSRV 750s at Intecnial (RS).

Meanwhile, the Boldini contract is a clear win for Eastern Shipbuilding. Few U.S. shipyards build commercial vessels for export.

What’s baffling about the Boldini project is that the application for Title XI shipbuilding loan guarantee arrived at MarAd on March 10, 2009 and wasn’t approved until two years later.

There are currently two applications for Title XI shipbuilding loan guarantees: one from Pasha Hawaii Shipping Co. LLC for $155.94 million to build a container/Roll-on/Roll-Off vessel at VT Halter Marine, Pascagoula, MS; another from Legacy Leader, LLC, for $369.73 million to build 10 PSVs split between Gulf Ship, LLC, Gulfport, MS, LAShip, LLC, Houma, LA, North American Shipbuilding, LLC, Larose, LA, and TampaShip, LLC, Tampa, FL. Eastern Shipbuilding also holds contracts for a dozen OSVs for Hornbeck Offshore Services, Covington, LA, three others and an IMR/PSV for Harvey Gulf International Marine, New Orleans, LA, as well as a series of towboats for Florida Marine Transporters.

Speaking to the Florida shipbuilder’s versatility, last month it also announced it would build a DNV-classed freezer stern trawler for long-time client O’Hara Corporation, Rockland, ME. Based on an ST-115 design from Skipsteknisk, AS, Aalesund, Norway, the 194 ft x 49 ft commercial fishing vessel will be named the F/V Aharo. Its propulsion system will meet the latest in EPA emission Tier 3 certification. The main engine will be a single EMD MEL16710G7-Tier 3 diesel engine rated at 4,000 hp at 900 rev/min. O’Hara Corporation is furnishing the propulsion vertical offset Lufkin reduction gear model VSQ4134HG-K-PTO with a 7.20:1 reduction. While the vessel is underway, a propulsion gear driven 1,700 kW shaft generator at 1,200 rev/min variable speed generates constant voltage for the vessel’s primary electrical power source for its winches, processing, fish handling systems, pumps and ships services.

The F/V Aharo is fully equipped with systems for bottom and pelagic trawling with single trawl. Eastern will deliver the stern trawler in mid-2015. ■

MarAd Title XI shipbuilding loan guarantees of $240.8 million are supporting the Boldini project

design spotlight

EBDG designed the world’s first purpose-built LSV for AET

CELEBRATING A MILESTONE

Elliott Bay Design Group celebrates 25 years of excellence and dedication

By Shirley Del Valle, Associate Editor

I

n 2011, Elliott Bay Design Group employees bought the company back from private owner American Commercial Lines, making the firm an employee-owned company. The move, while unprecedented, wasn’t surprising if you’re familiar with EBDG’s history.

Twenty-five years ago John Waterhouse, at the time an employee at Nickum and Spaulding Associates (N&SA), along with two other partners, purchased N&SA’s assets—launching what would become one of the most well known names in the marine engineering and naval architecture field—Elliott Bay Design Group. Waterhouse, PE, Chief Concept Engineer, Elliott Bay Design Group LLC, understood the value behind N&SA’s legacy.

That legacy began nearly 60 years prior when in 1931 W.C. Nickum and his sons Bill and George founded W.C Nickum and Sons.

The firm would notably go on to design the Evergreen State Class for Washington State Ferries (WSF) in 1953—vessels which to this day remain in operation.

Around that same time, Philip F. Spaulding established his own architecture firm, Phillip F. Spaulding and Associates, sparking fierce competition between the two entities over the next two decades—but in 1972 the firms merged to create Nickum and Spaulding Associates. Phillip Spaulding, as some may know, was the brain behind WSF’s Jumbo Class design—the 440 ft, double ended ferries continue to carry 2,000 passengers for the state operator today.

MAKING A NAME FOR ITSELF While many aspects of Nickum & Spaulding transferred over to EBDG—the archive and accounting systems, project management tools, and five former N&SA staff members—EBDG founders decided early on to not continue under the N&SA name. They also decided not to name it after themselves, because as Waterhouse puts it, “it really wasn’t about us—but rather about establishing a new firm for the long haul.” Instead, the founders opted for a name that reflected what the new group was about. “We felt that the combination of a marine place (Elliott Bay) with our passion (Design) and our collective approach (Group) made sense,” explains Waterhouse.

Its mission from the start, says Waterhouse, has been to “provide a high level of service to its customers by creating a work environment of professionals that truly want to give their best.”

With that goal in mind EBDG set out to employ a staff that had prior experience of working at a shipyard or operating a vessel.

That approach, says Waterhouse, “has resulted in a focus on quality engineering products that demonstrate an understanding of construction, operations, and maintenance.”

That thorough understanding is one of the hallmarks of EBDG’s accomplished record. For instance, its ability to keep up with regulatory environments helps EBDG staff to better understand the regulatory process and its changes, and facilitates the information flow May 2013 MARINE LOG 35

design spotlight

The 230 m Mare Australis was designed for operation around Tierra del Fuego

to its clients. This openness has enabled EBDG to work with NFPA on fireboat standards, ABS on small vessel rules, PVA on passenger vessel issues, and Inteferry on IMO regulations, says Waterhouse.

PROJECTS From its start EBDG has been unafraid to push the envelope on the design front. When asked what five projects best exemplify EBDG’s innovative spirit, Waterhouse notes: (1) The 54- Car ferry Christine Anderson—Designed for Pierce County, WA, the 214 ft, 150-passenger vessel was the firms first complete ferry design and established it as a leader in ferry boat design.

The well stimuation vessel for India’s ONGC may have been among the most challenging and educational projects for EBDG

(2) The Ship Docking Module (SDM)—What started out as a napkin sketch evolved into a very unique ship assist tug. The SDM, designed on behalf of Hvide Marine and developed with Seabulk Towing, Inc., is a maneuverable, efficient and flexible 90 ft tug that produces 100% of its ABS-certified bollard pull of 120,000 lbs in any direction, says Seabulk.

(3) The Mare Australis—The 230 m, 128-passenger cruise ship was designed for one-week excursion operations through the Straits of Magellan and around Tierra del Fuego between Chile and Argentina. This project, says Waterhouse, shows EBDG’s willingness to support clients from around the world.

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design spotlight (4) AET Innovator—The firm designed what would become the world’s first purpose-built lightering support vessel (LSV) for petroleum tanker owner-operator AET. Waterhouse explains that the 185 ft vessel’s design was based on a unique hull form that would meet the need for constant freeboard at the stern, regardless of vessel loading conditions.

(5) Well Stimulation Vessel for ONGC—Its work with well stimulation vessels garnered EBDG the attention of India’s Oil and Natural Gas Company. Recently the firm completed design work on a 350-ft, 38 megawatt well stimulation vessel for ONGC. The project proved to be among the firm’s most challenging because the vessel needed to “meet strict dynamic positioning standards when operating in the Bay of Bengal during Monsoon season.”

Another project in EBDG’s portfolio is the Alaska Class Ferry (ACF). Since 2006 it has worked with the Alaska Department of Transportation and Public Facilities (DOT &PF) on the highly anticipated Alaska Marine Highway System (AMHS) ACF project.

“It has been very interesting and exciting participating in the public process shaping the mission requirements for the Alaska Class Ferry,” says Brian King, PE, Vice President of Engineering. “Recently there has been a change in course for this project when it became apparent that a vessel designed to meet the stakeholder needs and still operate as a conventional Alaska ferry simply could not be built with the available funding.”

The new design includes a bow door, and integrates terminal and operational changes, providing a faster loading and unloading process. “By focusing on fast turnarounds, the vessel can be smaller and does not need to be as fast,” says King. Additionally, the design enables the vessel to “be built with the available funding and will cost less to operate.” The Alaska DOT&PF has stated that it intends to build two Alaska Class Ferries within the appropriated budget.

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ALL ABOUT THE PEOPLE “One of the things that 25 years has taught us is that people are what’s important. They do the work, keep clients happy and help create a productive atmosphere,” says Waterhouse. “We’ve worked hard to be the employer of choice by treating people with respect.”

“We wouldn’t be where we are today without each employee, past or present. When you sell professional services it truly is the people that make a business what it is,” says Christina Villiott, CPSM, Director of Marketing, EBDG. “At EBDG, we not only hire the best and brightest, but also the most dedicated. And each employee that has graced us with their passion and expertise has helped EBDG become the successful, employee-owned firm that it is today.” ■

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jotun.com Joe Pritting, President, EBDG, John Waterhouse, Chief Concept Engineer, EBDG, and Brian King,Vice President, Engineering

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May 2013 MARINE LOG 37

17/02/2011 14:14

ProPulsion

A John Deere PowerTech 13.5L propulsion engine is lowered into the hull of a Port Everglades pilot boat

The ProPulsion evoluTion

How cHanges to tHe engine and propeller Have improved fuel, environmental performance and reliability Compiled by Marine Log Staff

O

ver the last 30 years, the propulsion market has evolved dramatically, with advances in engine and propeller technology.

More recently, stricter environmental regulations in combination with soaring fuel costs have sped this development.

When asked, Carl Micu, Global Sales and Marketing Project Manager, John Deere Power Systems, pointed to five major changes over recent decades that have changed the propulsion market: • The implementation of engine electronics: The use of electronics has dramatically advanced engine performance and flexibility and, when integrated with bridge control systems, vessel control.

•The introduction of down-angle marine gears: These gears have enabled horizontal installation of engines, providing for more living space on vessels.

•Improved engine technologies enabling greater power density: The evolution of combustion- and fuel-system technologies allow engines to achieve more power from the same displacement.

•Increased quality and control of propellers: In the past, inconsistent manufacturing processes resulted in propellers of the same type 38 MARINE LOG May 2013

that would perform differently. As manufacturing processes have become more repeatable, propeller quality has improved, leading to more reliable vessel performance.

•Pod drive systems: The inboard propulsion system is drawing interest from the commercial segment for its high performance and enhanced vessel maneuverability.

STRICTER ENVIRONMENTAL REGULATIONS Jim Ducker, General Manager, NAMJet, says environmental awareness has driven many changes in the marine industry. Propulsion systems must be more efficient to reduce fuel consumption and emissions, while minimizing damage to the fragile marine habitat.

In response to these demands, Ducker says NAMJet has made significant design changes over the years; its line of waterjets, for example, provides the highest thrust per horsepower—at the lowest rev/min—in the industry. “The net result is less fuel burn, lower emissions and negligible impact on the marine environment when Continued on p. 40

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ProPulsion

GettinG a charGe out of hybrids AdvAnces in greener technologies could push wider Adoption

D

riven by their green appeal, hybrid cars continue to gain in popularity in the U.S., with sales rising 73 percent in 2012 over 2011, according to market research firm Mintel. Sales of hybrid, plug-in hybrid and electric vehicles totaled a healthy 440,000 vehicles in 2012 and are expected to climb even further to 535,000 units this year.

By 2017, hybrids will make up 5 percent of all vehicle sales. With more hybrids humming down our highways, should we also expect to see more on our waterways?

That’s a good question, considering the rising cost of fuel and the coming stricter emission regulations. Right now there’s just a handful of commercial hybrid diesel-electric and alternative fuel vessels that have entered service, with Foss Maritime, Seattle, WA, and Hornblower Cruises & Events, San Francisco, CA, being the early adopters in the U.S. Hornblower Cruises has rebuilt a number of vessels using hybrid technology, including the first aptly named Hornblower Hybrid for ferry and tour service to Alcatraz Island in San Francisco in 2009.

Late last year, the Maritime Aquarium in Norwalk, CT, announced it would build a 65 ft hybrid propulsion research vessel that will serve as a floating schoolhouse. Northern Lights, Seattle, WA, is supplying its Hybrid Marine system, which will combine its high performance Lugger propulsion engines with BAE System’s HybriDrive Propulsion System.

Designed by Australia’s Incat Crowther, the research vessel is being built by Robert E. Derecktor shipyard, Mamaroneck, NY. Northern Lights Hybrid Marine uses a hybrid system that provides power via Lugger L1064A propulsion engines with integrated

starter generators (ISG). Energy is held in an energy storage module (ESM) and metered through a power control system (PCS). The traction motor attached to the propeller shaft provides energy to the prop, while energy is stored for its most efficient usage.

FOSS PIONEER IN TUGS Back in 2008, Foss Maritime built the world’s first hybrid tug, the 78 ft Carolyn Dorothy, and has since added a second tug, the Cambell Foss, which was converted to hybrid propulsion at its shipyard in Rainier, OR. The Alta June, which is working with the hybrid tugs Carolyn Dorothy and Cambell Foss in San Pedro Bay in California, is

CMAL’s MV Hallaig, a hybrid Roll-On/Roll-off ferry, is due to enter into service this summer

expected to be converted next.

Why operate a hybrid vessel? Well, for much of the same reasons you might buy a Toyota Prius, the hybrid vessel offers an attractive green profile and, in the right service, can save fuel. Hybrids can reduce particulate matter by 73 percent, NOx by 51 percent and SOx by 27 percent, according to a CERT study on the Foss tug operation in the Port of Los Angeles and Port of Long Beach. Foss says that the hybrid technology can cut fuel consumption by 20 to 30 percent because of better load sharing between

ThE PROPUlSION EvOlUTION Continued from p. 38 operating over shallow reefs and in aquaculture areas,” he points out.

Micu agrees that stricter environmental regulations are a concern for operators. “As emission regulations become increasingly more stringent,” he says, “owners and operators are seeking engine solutions that meet applicable regulations while maximizing vessel performance and minimizing costs.”

NAMJet’s Ducker says rising maintenance and fuel costs, coupled with downtime, has the marine industry demanding enhanced efficiency and reliability from hull designs and propulsion systems.

“Our jets have significantly greater impeller-to-wear-ring clearance,” says Ducker, “allowing operation in abrasive water without performance deterioration or fouling damage by debris.”

40 MARINE LOG May 2013

Diesel engine manufacturers are faced with meeting stricter greenhouse gas emission regulations. “The United States has taken a tiered approach to emissions reduction based on engine displacement, power density and power ranges,” says Micu. “Currently, engines need to meet U.S. Environmental Protection Agency (EPA) Tier 2 or Tier 3 limits. Between 2014 and 2017, Tier 4 regulations will be phased in for commercial-only engines equal to or greater than 600 kW (805 hp).”

He points out that Tier 4 regulations will reduce NOx by 80 percent and PM by 90 percent from Tier 2 levels, requiring engine manufacturers to consider aftertreatment solutions that impact installation and operation.

ProPulsion the diesel and electrical systems and the reduction of unnecessary idling.

In Europe, Dutch operator KOTUG International b.v., Rotterdam, is investing in the construction of four new hybrid tugs, following the successful conversion of the tug RT Adriaan. As we reported last month (“Kotug adding hybrids to growing fleet,” ML April 2013, p. 49), the operator is working with Canadian naval architectural firm Robert Allan Ltd. on four hybrid tugs that will be built by Damen Shipyards in Europe and Cheoy Lee Shipyards in Hong Kong.

All four of the ART 80-32 Rotortugs will be equipped with the Aspin Kemp & Associates XeroPoint hybrid propulsion system.

hybrid propulsion system is being supplied

by Imtech Marine, with the Dutch company’s Glasgow office coordinating the installation.

Each 43.5m x 12.2m ferry is designed with a capacity for 150 passengers and 23 cars or two trucks, with a service speed of nine knots and will be powered by three Volva Penta D13 MG diesel generator sets, feeding power to a 400V switchboard, which will supply power to electric permanent magnet propulsion motors that turn the two 375

kW Voith propulsion units. Two lithium-ion battery banks with a total of 700 kWh will supply power to the units reducing fuel and CO2 consumption by at least 20%.

“This stored energy is completely used during the day, thereby directly reducing fuel consumption,” says Alexander Breijs, Electrical Consultant, Imtech Marine Netherlands.

“All diesel generators,” says Breijs, “are continuously monitored such that they operate at their lowest specific fuel consumption

hYBRID FERRIES FOR CMAL Hybrid propulsion systems are making their way into larger applications, such as RollOn/Roll-Off ferries. Danish-German ferry operator Scandlines A/S is said to be converting several of its ferries with hybrid drives in order to cut fuel costs. Last year, Corvus Energy, Vancouver, BC, Canada, announced it would provide a 2.7MWh power pack consisting of an AT6500 advanced lithium polymer battery system for a conversion in an existing Scandlinesdiesel-electric ferry.

One of the most intriguing applications of hybrid technology is in two newbuilds in Scotland. This past December, Caledonian Maritime Assets Limited (CMAL) launched the Hallaig, the first of two hybrid dieselelectric propulsion Roll-on/Roll-off ferries.

CMAL believes that Hallaig represents the future for short crossings on the Clyde and Hebrides on the West Coast of Scotland.

The MV Hallaig will enter service in summer 2013, serving communities on Skye and Raasay. The second ferry, the MV Lochinvar, will be launched on May 23, 2013 and will enter service later this year, serving the Tarbert to Portavadie route. The greener ferries will help Scotland reduce its carbon footprint, while continuing to provide vital services to island communities.

The hybrid ferries represent a great source of local pride and knowhow. Both the ferries’ names refer to famous literary works by Scottish authors. Hallaig is a poem in Scots Gaelic by Sorley MacLean, one of the greatest Scottish poets of the 20th century, and Lochinvar, after the 19th century poem by Sir Walter Scott.

The Scottish maritime community is also making its mark on the project. CMAL is building the hybrid ferries with funding from the Scottish government at Ferguson Shipbuilders, Port Glasgow, Scotland. The ship designer is Seatec and electrical specialists Tec-Source, both based in Glasgow. The

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May 2013 MARINE LOG 41

PORTS ProPulsion Port Authority of Imtech New York & New Jersey. by means of the energy manageIn 2011, PNCT secured a long-term ment system. This system also reducesextendiesel sion of its lease agreement an additional generator dynamical loadsforresulting from 20 years through 2030, along with aallowing 30-year acceleration to a minimum thereby option through 2050. operation.” steady diesel generator The PNCT is one ofofsixthe locations The green design ferries that and handle containerized cargo inadditional the New power configuration result in an York metropolitan The others include 19-24% savings of area. power input to the proMaher Terminal and APM Terminal at the pulsion units over a conventional diesel Elizabeth Portsolution Authority Marine CO Terminal, mechanical reducing 2 , SOx the Marine Terminal in Jersey City, andGlobal NOx emissions.

The battery banks, which can supply a minimum of 20 percent of the energy consumed on board, will be recharged overnight using separate chargers over a period of 12 hours. Electricity is cheaper at night, further reducing costs. In the future, the batteries could potentially be recharged using renewable sources, such as wind, wave, tidal and solar power.

One of the challenges for hybrid vessels Jimhybrid Pellicio,platform Presidentfor & CEO, or for any that PNCT matter

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the New York Container Terminal in Staten Island and the Red Hook Container Terminal in Brooklyn.

Like other terminals in the New YorkNew Jersey area, PNCT was not immune to the havoc wrecked when super storm Sandy hit last year on Oct. 29. A tidal surge covered the terminal in six feet of water. Commerce grounded to a halt as Port Authority of New York and New Jersey facilities were shutdown for a week. Rapid clean up efforts, however, allowed cargo to begin flowing again, with the first ship arrivals at PNCT on Nov. 5.technology. “Generally speaking,” is battery Among investments PNCT is maksays Breijs, the “advances in battery technologies ing is the development of an additional 80 follow a similar path filled with challenges acres, with old warehouses gates being and opportunities such asand solar panels, torn down to Technologies make way for new for instance. tend expanded to diveryard space and truck traffic flow. sify before they improved consolidate.

China tends to About trucks in andofout of facthe (again)3,000 introduce themove economics scale terminal on atechnology. daily basis.Most According to Peltor in battery technological liccio, PNCT is doubling its capacity to be efforts focus on the battery key performance able to handle 6,000 cargo containers daily. indicators such as improving watt-hour “This project,” he says,to“isvolume going to haveora to weight, watt-hour ratios substantial economic throughout maximum charge time.impact The energy density the region.” ratios are expected to increase by a factor A the critical element of PNCT’s 8 in coming years due to use offacility vanaupgrade is intermodal infrastructure and at dium in redox-flow batteries.

Furthermore, the heart of charge that is the new Corbin Street maximum and discharge timesRail are Flyover Bridge.

The bridge, which is expected to increase by a factor 100, nearing thereby completion, provide ready access to the opening up awill new range of applications.

In CSX rail all lineefforts adjacent to PNCT, improving the end, revolve around the (lifetruck flowwatt-hour. and cutting congestion— cycle)traffic price per Current typical eliminating about 400 truck moves off of investment prices range around 0.80 dollar local roads. cent per watt-hour.”

PNCT is also adding $14 milAccording to Breijs, thethree Imtech energy lion new massive electric gantry cranes management system not only informs the to unload therespect beamier New Panamax operator with to the power plant vessels.

Thebut cranes will be capable of liftefficiency, also actively influences the ing tons,between and carrying 20-foot load 65 balance different two power source long containers simultaneously. types.cargo This keeps all sources continuously in PNCT is also working adding arange new,given “greener” fleet their optimal the actual of Tier III-compliant 30-foot tall Straddle load condition.

Carriers transport cargo throughout the Besidestohybrid propulsion, Imtech Marine terminal.

All green the fork-lifts in the is researching technologies at terminal its Comalready LPG. PNCT will spend petenceoperate Center on Green Ships in Hamburg, more than According $200 million equipment purGermany. to in Stephan Claussen, chases overthe theCompetence next five years.Center Green Head of While there is no technologies requirement include yet for Ships, some of those shore-side power, the terminal alsoeffibe energy efficient HVAC systems, will energy “cold ironing-ready,” withbattery all of systems. the ductcient cooling systems, and work completed.

“Imtech is developing holistic system Other that upgrades include an operating enlarged concepts are tailored to the maintenance shopprofile and theofreconstruction of profile and load their customer quay and dredging to accommodate vessels ships,” says Claussen.

“These concepts are with 50 ft and drafts. modeled simulated in a second step in Currently, handles moredesign than order to assessPNCT whether the concept 600,000 containers annually and meets theshipping new regulations (such as EEDI). expects volumes are could 1.4 the million If the regulations notreach met after first annually, once thethen canal opens. design proposal theexpansion concept will be And when optimized the time comes, Pellicio assures, iteratively until compliance with “We’ll be ready.” ■ the regulations.”

newsmakers

Overseas Shipholding Group, Inc. lets go of Myles R. Itkin patRICk keenan has joined the TITAN Salvage team as Director of Operations. Keenan brings with him more than 20 years of worldwide, hands-on experience in naval architecture, marine engineering, salvage and marine pollution abatement.

BRad adkIns has been named Vice President of Sales at Zentech, Inc., Houston, TX. Adkins previously worked at offshore-oriented firms like Harris-CapRock.

Christopher Deegan gibbs & Cox, inC.

raDM piCkavanCe san JaCinto College

Roland M. andeRsen, CFO and member of the Executive Board of TORM, has tendered his resignation. He will continue to perform his duties on the Executive Board and leave the company by the end of October 2013.

Following its Chapter 11 bankruptcy filing late last year, Overseas Shipholding Group, Inc., (OSG), has let go of Myles R. ItkIn. Itkin’s departure as Executive Vice President, Chief Financial Officer and Treasurer was part of a “reduction in force intended to improve operational efficiencies in connection with the company’s restructuring efforts,” says OSG.

ReaR adMIRal wIllIaM w. pICkavanCe, JR., has joined San Jacinto College as a consultant to the maritime program. Pickavance, who served as an officer in the U.S. Merchant Marine and spent 32 years on active duty in the U.S. Navy, will assist with the development of the college’s new maritime facility along the Port of Houston. The facility will house multiple classrooms, labs, and simulators.

Teekay Corporation announced the departure of geIR sekkesaeteR, Senior Vice President, Conventional Fleet Operations, and Head, Technical, Safety and Quality. Sekkesaeter leaves the company for personal reasons.

Dubai-based Polarcus has appointed dunCan eley as its Chief Operating Officer. Eley, who was promoted from Senior Vice President of Marine Acquisition, will now head the company’s three business lines: Sales and Marketing; Multi-Client and Marine Acquisition.

Singapore Technologies Engineering Ltd (ST Engineering), parent company of VT Halter Marine, reports that kwa Chong senng has been named Chairman of the Board. He succeeds Peter Seah Lim Huat.

Kwa has more than 40 years of experience in the petroleum industry, recently serving as Chairman and Managing Director of ExxonMobil Asia Pacific Pte Ltd before retiring in 2011 and Deputy Chairman of Temasek Holdings Pte Ltd from 1997 to 2012 and non-Executive Director of DBS Group Holdings Ltd. and DBS Bank Ltd. from 2003 to 2012.

ChRIstopeR s. deegan has joined the senior management team at naval architecture and marine engineering firm Gibbs & Cox, Inc. as its Vice President. Deegan is the former Chief Executive Officer for the NAVSEA Program Executive Office for Integrated Warfare Systems.

Maritime security provider, AdvanFort Company, Washington, DC, has appointed dIMItRIos angelopoulos as its new business development manager. Angelopoulos is a retired Hellenic Navy submarine commander and previously worked for Hellenic Shipyards S.A. as a project manager.

John Moy has joined WQIS as Vice President of Underwriting. He recently served as Vice President of United States Fire Insurance Company for the past five years.

Seattle-based Vigor Industrial has promoted BRyan nIChols as Manager of its Sales and Marketing division and gRant FosheIM as Sales and Marketing Associate. Both joined Vigor in 2011. In his new role, Nichols will supervise Vigor’s sales staff and play a key role in developing the company’s overall sales and marketing strategy.

Meanwhile, Fosheim will work closely with Nichols on sales and business development for newbuilds and major refits, while working to develop and execute Vigor’s strategic marketing plan.

May 2013 MARINE LOG 43

techNews nine BWts make the amS liSt

Axis Offshore DP3 rig will be fitted with a Wärtsilä power system.

Wärtsilä power for new DP3 Semisubmersible Axis OffshOre’s new DP3 semisubmersible offshore accommodation rig will be fitted with a comprehensive, fully integrated power, propulsion and position system from Wärtsilä. The rig is currently under construction at Cosco (Qidong) Offshore Co. Ltd., China.

Under the contract, Wärtsilä, will supply the propulsion system, the main power generation system, the electric and automation system and automation safety system.

Additionally, Wärtsilä will be responsible for engineering, delivery and commissioning of the systems and will provide on-site support during the installation phase.

Built to Global Maritime’s GM500A design, the rig will have capacity for 500 crew and will have 22,800 mW of thruster power (6 x 3,800). It will go into service

February 2015. Wärtsilä will begin delivering the equipment May 2013. ePA certificAtiOn The Wärtsilä 34DF dual-fuel engine has obtained, what the company says, is the first U.S. Environmental Protection Agency (EPA) certification for a dual-fuel engine. The EPA certification will enable Wärtsilä to offer its dual-fuel technology to the American market.

The use of a dual-fuel engine enables a ship to seamlessly switch and operate on either conventional marine fuel or LNG. Wärtsilä will supply the first dual-fuel engines to U.S. operator Harvey Gulf International Marine. The engines will be fitted on Harvey Gulf ’s OSV Harvey Energy and its four sister vessels.

www.wartsila.com

Green Way Products debuts line of marine products Green Way Products, LLC, a privately owned manufacturer of cutting edge cleaning and lubricating technologies, has launched Bitu-OX Bio-NT, a highly effective, 100% biodegradable, 100% non-toxic all-purpose cleaner and lubricant for the marine market.

According to Green Way Products, BituOX Bio-NT is an SCS-certified solution that shipyards and operators can use to clean, lubricate and protect vessels, engines and equipment.

Bitu-OX Bio-NT is a multi-use solution that liquefies tar and grease within seconds, says Green Way, enabling operators

44 MARINE LOG May 2013

to clean surfaces in an environmentally friendly manner. It removes sticky substances instantly, lubricates squeaky parts with ease, displaces moisture, and loosens rust on all metal surfaces. Additionally it can be used in extreme temperatures and protects against corrosion.

Bitu-OX Bio-NT also protects against future tar, oil and rust build up. Green Way points out that Bitu-OX Bio-NT has been proven to save time and money prolonging equipment lifecycle, and reducing the amount of man-hours needed for clean-up.

www.bituox.com

Vessels OPerAting in U.s. waters with ballast capacities between 1,500 cu.m/hr and 5,000 cu.m/hr will be required to meet USCG Ballast Water Discharge Standards by the time of their first major dry docking after January 1, 2014.

Luckily, operators could meet the new standards using one of the nine ballast water treatment systems (BWTS) recently accepted by the U.S. Coast Guard as Alternate Management Systems (AMS) that are considered to be in compliance with its 2012 final rule on Standards for Living Organisms in Ship’s Ballast Water Discharged (SLOSBWD).

The AMS approval is the first step in achieving full USCG Type Approval—in the interim the AMS approval allows the BWTS to be used on vessels for five years after the vessel is required to comply with the USCG Ballast Water Discharge Standards. The fiveyear period allows the BWTS manufacture time to obtain U.S. Type Approval and to ensure the ship operator’s compliance with U.S. ballast water regulations.

In order to receive AMS approval from the Coast Guard, says Hyde Marine, a BWTS must have been previously type approved by a foreign administration in accordance with the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, and the Coast Guard must find the testing performed on the system credible.

Hyde Marine Inc., a subsidiary of Calgon Carbon Corporation, is the manufacture of the Hyde Guardian BWTS—one of the nine systems chosen as AMS. The Hyde Guardian BWTS uses mechanical separation with stacked-disc filtration followed by UV disinfection. In 2009 the system become one of the first to receive IMO Type Approval.

To see the complete list of systems accepted as AMS visit our website.

www.marinelog.com

Hyde Guardian is one of the nine to make the AMS list

techNews Herbert-Abs to Release Advanced CargoMax Load Management Program

repoweriNg tV’s TiMe BAndiT the 113-ft time Bandit, part of the fleet of crabbers that take center stage on the Discovery Channel’s popular series The Deadliest Catch entered the latest season with a little more swagger thanks to a set of new Cummins engines below decks.

Last fall, the three Hillstrand brothers, Andy, Jonathan and younger brother Neal, carried out a repower of the fan-adored black-hulled, flat-bottom vessel. The repowering follows the Time Bandit tradition of being powered by Cummins. Andy Hillstrand says the “Time Bandit was built with a set of Cummins [engines]. We replaced those original engines with a second set of Cummins KTA 19 engines. After that pair ran for 48,000 hours we again repowered with a pair of Cummins ReCon engines.”

It was those KTA19 engines that were replaced with modern electronically controlled Tier 2 certified QSK 19-M engines.

The brothers, according to Andy, actually

helped build one of the new engines during one of their trips to the Seymour, IN, factory.

“We got in there with the torque wrenches.

The factory people probably checked it over after we left.”

The brothers would go on to request the engines be painted red. The decision would lead Cummins to offer red as a paint option on all marine engines, in addition to its more traditional marine gray.

The new engines were installed along with a set of Cummins 6BT-series engines to power a pair of 125 kW gensets. While the genset repower was like-for-like, Cummins says the new set did increase horsepower on each engine from 200 to 270 hp and increased the output to each shaft from 425 hp to 600 hp. The repowering also included the rebuilding of the stuffing boxes, the overhaul of the 4.5-inch shafts and the addition of new props.

www.herbert-abs.com

New 24DDH Destroyer to be powered by Ge

installation of 120 large antenna systems.

The new service deployed across the fleet “enables innovative information technology solutions that improve both the crew and the guest experience while also improving our operational efficiencies. Harris CapRock’s capability as a world-class communications systems integrator makes this possible through seamless service delivery backed by 24/7 monitoring to ensure communications are always on,” said Bill Martin, Vice President and Chief Information Officer, Royal Caribbean Cruises Ltd.

Ge marine, evendale, oh, will provide Japan’s Ishikawajima-Harima Heavy Industries (IHI) with LM2500 and LM500 gas turbines for a new 24DDH destroyer belonging to the Japanese Maritime Self Defense Force (JMSDF). GE already supplies turbines to the JMSDF’s 22DDH program.

The new contract will see GE design and package the LM25000 propulsion modules and LM500 electrical generator sets.

As one of GE’s most popular gas turbines, the LM2500 is used by 33 navies worldwide—with more than 2,500 engines currently operating via diverse marine and industrial applications.

The LM500s modules will be delivered to the shipyard in late 2014, while the LM2500 will be delivered to JMSDF in early 2015.

www.harris.com

www.geaviation.com/engines/marine

www.cummins.com

Harris Caprock completes fleet installation for rCCL CommuniCations solutions provider Harris CapRock has completed the installation of the Harris CapRock SpaceTrack system on board 33 Royal Caribbean Cruises Ltd. vessels. The vessels included ships from Royal Caribbean’s brands—Royal Caribbean International, Celebrity Cruises and Azamara Club Cruises.

The stabilized antenna systems, which deliver more than five times the amount of bandwidth previously available, combine Ku-band and C-band connectivity to maximize service availability and avoid downtime. The contract, awarded in April 2012, included the de-installation and

Herbert-ABS’ CargoMax 2.1 shipboard stability and load management software for all ship types has been setting the standard for over 30 years. This proven system combines rigorously tested algorithms with a user-friendly interface to provide quick and consistent results, ensuring that the safety of the vessel is maintained at all times.

CargoMax offers a robust suite of features and upgrades to the software will include calculation enhancements for load/discharge rate monitoring, advanced load/discharge/ballast water exchange sequencing and advanced bulk pile features. Additionally it will feature a fully rendered 3-D graphical display showing tank and cargo fillings, vessel attitude and will be fully interactive with pan, zoom, rotate and customizable cutting planes.

May 2013 MARINE LOG 45

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 April 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

Qty

type

particuLarS

owner/operator

tank barges 2 1 1 research boat fishing trawler tank barges OFSV

30,000 bbl, 297 ft 6 in x 54 ft tank barges ocean barge deck barge hybrid, 19.2 meter 194 ft x 49 ft 30,000 bbl, 297 ft 6 in x 54 ft 55m (design contract)

LPG, 245 ft x 48 ft 300 ft x 100 ft x 20 ft 160 ft x 72 ft x 10 ft Maritime Aquarium O’Hara Corp.

FMT Industries Canadian Coast Guard

eSt. $ MiL

RECENT CONTRACTS Conrad Industries

Robert E. Derecktor Eastern Shipbuilding TY Offshore Vancouver Shipyards

EST. DEl. Morgan City, LA

2

Mamaroneck, NY Panama City, FL Gulfport, MS N. Vancouver, CAN

1 1 4

Seattle, WA

1

Response Boat

44 ft 5 in, 40+ knots

NYPD

Mobile, AL San Diego, CA

2 3 6

dump scows containerships car ferries OPCs OSVs double-end ferry PSVs Roll-On/Roll-Off PSVs subsea vessel

7,700 ft3 764 ft x 106 ft 1,200 PAX (Convert to LNG) Offshore Patrol Cutters stretch 70-car dual fuel, 302 ft x 64 ft 692 ft, 26,600 dwt 97.2m, DP2 108m x 22m, MT6022

Great Lakes Dredge TOTE Washington State Ferries U.S. Coast Guard GulfMark Offshore VDOT Harvey Gulf Intl. Marine Pasha Hawaii Transport Hornbeck Offshore Otto Candies LLC

MAY14 mid-2015 JAN14

DElIVERIES Kvichak Marine

APR13

PENDING CONTRACTS BAE Systems Southeast GD-NASSCO TBD TBD TBD TBD TY Offshore VT Halter Marine VT Halter Marine Candies Shipbuilders

NOTES

New Orleans, LA Pascagoula, MS Pascagoula, MS Houma, LA

10 1 2 1 24 1

$27.0 $137.0 $1,080.0

Option Opts ex. 2013 RFP issued RFP/Phase I RFP RFP Options Option Options Option

FERRIES 2013 M L CONFERENCE & EXPO arine oG

November 4 & 5, 2013 Grand Hyatt Seattle Seattle, WA www.marinelog.com/events 46 MARINE LOG May 2013

Tabletops & Sponsorships CONTACT Jane Poterala at jpoterala@sbpub.com (212) 620-7209

Newsmakers

Contracts

Index of AdvertIsers While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your

Shipyard Contracts

input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information

The InTernaTIonal Chamber ofbased ShIppIng Company page # on data as of about April page 1, 2012.# (*) AsteriskCompany indicates first in series delivered. A “C” after a vessel type indicates a major conversion, (ICS) has elected masamichi overhaul morooka or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Jon Rie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Americas . . . . . . succeeds . . . . . . . . . . . . . . . . .31 asABS its new Chairman. . Morooka Spyros polemis Solutions who stepped . .down Jotun Paints, Inc . . . . . . . . . . . . . . . . . . . . . 37 Bakerm.Marine . . . . . . . . . . . . . .14 from the post after six LOCATION years in office. QTy TyPE SHIPyARD PARTICULARS OwNER/OPERATOR EST. $ MIL EST. DEL.

Commercial

Shipyard Marine Location Expo Qty Value $ Mil Est. Del. Manufacturing CO LTD . . . . . . . . . . 16 Commercial . .Type . . . . . .Particulars . . . . . .Owner 42 Est.Kobelt Alabama Shipyard Mobile, AL of . .gl 38,000 ft2 casino Hollywood 7/00 RECENT CONTRACTS John Walker was named head Crystal Taylor KVH Industries, Inc .ParkTours . Casino . . Kevin . . . . Kirby . . . . .35.0 . . . . . .2000 C3 Cystic Fibrosis Foundation .1 . .riverboat . . . .casino . .masamichi . . 28 morooka Allen Denton’s Marine, Inc. Marine Sitka,MA AK Investipassenger Allen Marine 2.0 Gladding-Hearn Somerset, 1 1 pilot boat catamaran 52 ft x 1678ftft Delta Launch Services 4Q2012 noble Casualty Ingram barge KVIChaK ICS Allen Marine, Inc. Sitka, AK 1 passenger catamaran 78 ft NYWaterway 2.0 2000 Kvichak Marine Shipyards, Seattle, WA 31 ft 8 in ft xLloyd’s 11 ft 4 in Register Puget Sound .International . . .Energy . . . . . . . . . . 100.0 . . . . . . 1Q/01 . SUM2012 34 Detyens Inc . .region. . . 1 . .1 .work .deepwater . .boat . . .construction . . . .13 gation practice for the Americas AMFELS Brownsville, TX vessel 4000-ton deckload CalDive Kvichak Marine Seattle, WA 1 work boat 37 ft 11 in Puget Sound Energy SUM2012 Atlanticlead Marine, Inc. Jacksonville, 226 passenger Delta Queen Coastal Voyages 6/01 HeFab will aMarine, team of marine US Seattle, WA 144 cars250 Marine Art ofWashington J . Clary . . Ferries . . . . . .$138 . . .60.0 . . . . . .2000 432015 Don Jon Inc . . .engineers, .Bay, . FL .WI . 1 . .21 .car .cruise .ferry . .ships . .dredge . . . 32 BayShipyard Shipbuilding Sturgeon cutterhead ft Lake MichiganState Contractors master mariners and naval architects Debra a. Colbert has 5,000 beenm3named Senior Greatgennaro pipoli the ManBay Shipbuilding Sturgeon Bay, WI 1 trailing suction hopper dredge Lakes Dredge & Dock was appointed 51.6 3Q/2001 Light & Signal . . .Imtech . . .30.0 . . marine . . . .2001 . 11 Shipbuilding Group .1 . .MPVice . deepwater . . President . . . vessel . . . of 9 the Waterways Bender Shipbuilding Mobile, AL extent 340 McDermott ft Torch Inc. inEastern determining the cause and Council aging Director . for SinDELIVERIES Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 8/00 ofElliott machinery damage, fires, collisions, Inc. (WCI).

Colbert previously served as gapore.

Pipoli has an extensive track NAMJet LLC . . . . . . . . . . . . . . . . . . . . . . . . .

30 Bay Design Group . . . . . . . . . . . . . .

24 Bender Shipbuilding Mobile, WA AL offshore tug 150ft,ft 26 knots OttoTechnologies Candies, Inc. 5.0 10/00 APR12 All American Marine Bellingham, 1 1 survey vessel 134 ft x 37 C&C groundings, and Director of Communications and MediaSEAJON years Blount Shipyard salvage Warren, RI harbor tug 55 ft stockrecord, 2000 DonJon Shipbuilding Erie,operations PA 1 1 ocean tug LLC having worked a number of APR12 Blount Shipyard Warren, RI 1 oyster dredge 90 ft Tallmadge Brothers NASSCO . . . . . . . . . . . . . . . . . . . . . . . . . . .7/00 . 5APR12 Fairbanks Morse Engine . . . . . . . . . . . . . . .

39 otherShipbuilding marine incidents.

Relations Sheton also serves as Pres-SEAJON with DonJon Erie, PA 1 ocean barge at WCI. 34,000 LLCgeneral electric (ge).

Blount Shipyard Warren, RI 1 sightseeing dinner boat 64 ft 10 in Chicago from the Lake, Ltd. 4/01 Kvichak Marine Seattle, WA 44Communications. ft 11 in x 14 ft 7 in Seattle Police Dept. ident Colbert Bollinger Marine Fabricators Amelia, 400 National ft McDonough Marine ServiceConference 26, 2/01 Maritime Salvage 27APR12 Ferries Conference . . .LA . . . . 1 . .1 .patrol .oceangoing . . boat . .of .barge . . . 46 Shipyards Lockport, LA Inter-1 cement barge 295 ft LoneKvichak Star Industries 2000WA, TheBollinger tanker owners’ association, marine Industries, Seattle, Bollingerreports Shipyards that Insurance LA Co . hp Omnithruster . has . . .Company . . . . . . . .Kevin . . . .Kirby . 8.0 . . .as . .its .3/01 .41 Great American . . . . .Camarena . . . .21 has8,000 tanko, itsLockport, council has11 .towboat lance joined cruise com- Riverway appointed new PENDING CONTRACTS Bollinger Shipyards Lockport, LA utility vessel 166 ft Gilco Supply Boats, Inc. 8.0 10/00NOTES appointed Katharina Stanzel to the panies holland america line and Seaproposal manager.

Kirby brings with him Bollinger Shipyards Lockport, LA utility vessel ft Gilco Supply Boats, Inc. 8.0 5/01 Eastern Shipbuilding Panama City, FL 8 1 .PSV 300 ft 166 Scania Hornbeck Offshore $360.0 options USA, Inc . . . . . . . . . . . . . . . . . . . . . . . .1 Global Greenship Conference . . . . . . . . . .17 Shipyards Director Lockport, LA utility vesselas director, 145fttraining ft66in, in 23 cars Lytal22 Marine Operators 9/00 TBD 1 1 car ferry 115 ftfleet x 47 County del. end 2014 postBollinger of Managing of Intertanko. bourn and per-Wahkiakum years of experience in8.0the aluminum Bollinger Shipyards Lockport, LA ft 6 in Plaisance 1/01 Ship TBD 500 PAX,145 60 Senesco vehicles Alaska Marine Marine . .Marine . . Highway . .Portland, . .industry. . .OR . . . . . 8.0 . . . . . 4Q/00 .Alaska 12 Green Way Products, LLC . . 1 . .11 .car .utility .ferry . vessel . tug . . . .management. . .15 Stanzel, who currently acts as WA Deputy formance His boatbuilding Brusco Tug & Barge Longview, Z-Drive 3,600 hp responsibiliDiversified Marine, 5.0 & Drydock Conrad Shipyard boatwill include overseeing 110 ft 5.0 1Q/00 Managing Director, will Morgan step City, in LA to her1 liftties the deck and undisclosed general International . . . appointed . . .6/00 C2 Herbert - ABS Software . .LA . . . .1 . .liftengine . boat . . . .fleet . . .training 36 team.

Morgan City, 111 Signal ft Global Marine . . . . . . . . . . . . 5.0 newConrad roleShipyard on July 1. braemar Technical Services contractor Conrad Shipyard Morgan City, LA 1 liquid mud barge 130 ft undisclosed 5.0 1Q/00 SNAME . . . .WA .Conrad .DOT . .Industries . . . .Temple . . . . .to . .the . . .role . . .of . Regional . 4Q/00 . 24 . . .City, . . LA . . 1 . .1 .car .dry .ferry . . . . . . . C4 TBDHornbeck 20 vehicle/149 PAX MAY13 graeme Conrad ShipyardsOffshoreMorgan dock 10,000 ton 3.0 TBD 49 140 PAX Townsend MAR/APR12 Dakota Creek Industries Anacortes, WA 1 1 ferry Prevention/Response Tug65 ft, ft, 10,192Executive hp Z-drives Port Crowley Marine Services 7/00 Nashville-based Ingram barge Company evan efstathiou was named Director for its Far East 8.0 region. Temple Supply .NY/NJ . will . Hawaii . . be . Hook .Transport . .Pilots . . Association . . . . .for . . 2.0 . . . . . 12/00 . . option 3 Hydrex NV Crystal . . . .Pascagoula, . .Taylor .Mamaroneck, . . .MS . . .NY . 1 . .2 .Roll-On/Roll-Off .pilot . .boats . . . . of . .SpecTec 22 Derecktor Shipyards 56 ftW&O aluminum Sandy VT Halter Marine 692 ft, 26,600 dwt hasEastern promoted to Director america.

He previ-Pasha responsible$137.0 strengthening Shipbuilding GroupPascagoula, PanamaMS City,Senior FL 24 1 PSVs Offshore Supply Vessel 204 ft Naviera Tamaulipas 6/00options VT Halter Marine 97.2m, DP2 Hornbeck Offshore $1,080.07.0 FirstWave/Newpark Shipbuilding 30,000 bbl Services 3.0 Vice President ously in Veson nautical as the Blessey Wärtsilä Corporation . . . . .surveyor . . . . . . network . . . . . .6/00 . this 7 theMarine company’s in IMO . . . . .and . . .Controller. . . . .Houston, . . .Taylor .TX . . .will . .1 . .tank . .barge . . worked . . . . 18 Friede Goldman Halter Escatawpa, MS 2 auto/pax ferries 300 passengers/40 autos North Carolina DOT 10.8 7/00 succeed the retiring al oldham.

Director of Client Services. region.

FriedeNaval Goldman Halter Pearlington, . .Harrah’s . . . Entertainment . . . . . . . . . . . . . . 9.0 . . . . . 2Q/00 . . 4 JMS Architects . . .MS . . . 30 .2 . .casino . . .barges . . . . . 20 200 Wortelboer Friede Goldman Halter Gulfport, MS inland deck barges ft Ingram Industries 4Q/00 Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Offshore Friede Goldman Offshore Friede Goldman Offshore Friede Goldman Offshore Gladding-Hearn Shipbuilding Gladding-Hearn Shipbuilding Gunderson, Inc. Gunderson, Inc. Houma Fabricators Kody Marine, Inc. Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Leevac Shipyards Leevac Shipyards LeTourneau LeTourneau Litton Avondale Industries Litton Ingalls Shipbuilding Litton Ingalls Shipbuilding MARCO Seattle Marine Builders Mark Steel Corporation NASSCO Nichols Brothers Boat Builders Nichols Brothers Boat Builders Nichols Brothers Boat Builders Nichols Marine Ways North American Shipbuilding North American Shipbuilding North Florida Shipyards Orange Shipbuilding Orange Shipbuilding Co., Inc. Patti Shipyard Quality Shipyards SEMCO Swiftships, Inc.

Gulfport, MS 1 Pascagoula, MS 1 Pearlington, MS 1 Lockport, LA 1 Orange, TX 1 Pascagoula, MS 2 Pascagoula, MS 1 Pascagoula, MS 2 Somerset, MA 1 Somerset, MA 3 Portland, OR 3 Portland, OR 1 Houma, LA 1 Harvey, LA 3 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Jennings, LA 2 Jennings, LA 1 Vicksburg, MS 1 Vicksburg, MS 1 New Orleans, LA 3 Pascagoula, MS 2 Pascagoula, MS 3 Seattle, WA 2 Utica, IN 1 Salt Lake City, UT 1 San Diego, CA 2 Whidbey Island, WA 1 Whidbey Island, WA 1 Whidbey Island, WA 1 Portland, OR 1 Larose and Houma, LA1 Larose and Houma, LA1 Jacksonville, FL 1 Orange, TX 1 Orange, TX 1 Pensacola, FL 2 Houma, LA 1 Lafitte, LA 3 Morgan City, LA 2

oceangoing tank barge pure car truck carrier self-unloading bulker tugboat hull semi-submersible semi-submersibles semisubmersible (C) semisubmersibles (C) fast ferry pilot boats railcar/deck cargo barges split hull hopper barge offshore tug switchboats catamaran oil spill response vessel passenger shuttle patrol boat pilot boat whalewatch catamaran deepwater supply vessel riverboat casino jackup rig Super Gorilla XL Alaskan tankers cruise ships multipurpose jackup vessels pilot boats dinner cruise boat car passenger ferry RO/RO ships dinner boat high-speed ferry high-speed ferry hydraulic pipeline dredge AHTS Offshore Supply Vessel oil tanker deck barge deck barge offshore towing vessels towboat Multi-Purpose Vessels crewboat

46 MARINE LOG MAY 2012

Express Marine Pasha Hawaii Transport Lines Great Lakes Marine Leasing Thoma-Sea Boat Builders ENSCO International Petrodrill Construction Inc. Noble Drillling/FGII Ocean Rig ASA (Norway) Boston Harbor Cruises Charleston, Boston Pilots Alaska Railbelt Marine, LLC J.E. McAmis, Inc. Harvey Gulf International LC Power Maui Classic Voyages Clean Sound Co-op Atlantis Submarines Nassau County Police Columbia Bar Pilots Eco Adventures Hornbeck Offshore Services Hollywood Shreveport Rowan Offshore Rowan Offshore ARCO Marine American Classic Voyages Searex, Inc. San Francisco Bar Pilots Winston Knauss 148 pax/26 auto Utah DOT 839 ft TOTE 800 passenger Argosy Cruises 400 passenger Golden Gate Bridge, Hwy. 379 passenger Catalina Express Lines Manson Construction 7,200 hpEdison Chouest Offshore 190 ftChouest Offshore Ser vices3.5 171 ft Marine Tankers Services, Ltd. 200 ft undisclosed 120 ft undisclosed 150 ft Harvey Gulf International 8000 hp Marquette Transportation 156 ft x 103 ft Transocean Sedco Forex 170 ft aluminum hull Candies Fleet

10.0 70.0 30.0 4.0 100.0 186.8 N/A 313.0 5.0 6.0 15.0 3.0 7.5 2.0 0.8

8/00 sp/02 4/00 4Q/00 8/00 12/01 N/A 12/00 2000 2000 2000 2000 2000 1Q/01 7/00 2000 3Q/00 12/00 8/00 3Q/00 6/01 10/00 6/00 3Q/03 4/01 1/04 2000 1Q/01 2000 9/00 3Q/02 6/00 6/01 sp/01 N/A 5/00

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NORTH CAROLINA DEPARTMENT OF TRANSPORTATION DREDGE The North Carolina Department of Transportation (NCDOT) is requesting interested Design-Build Teams submit qualifications for the design and construction of a 12” Cutter Head Suction/Discharge Dredge.

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May 2013 MARINE LOG 51

Marine salvage

NoN-TaNk Vessel VRP RequiRemeNTs Close aT HaNd On March 9, 2013, the OPA 90 Vessel Response Plan regulatory package outlining requirements for non-tank vessels trading in U.S. waters was approved by the Office of Management and Budget (OMB), jumping the last hurdle before publication on or around June 9, 2013 in a process which started approximately 8 years ago.

Does this mean a better response to nontank vessel casualties? It should. Is this just another administrative burden to our already beleaguered U. S. maritime transportation industry? Hopefully not.

H o w e v e r, i n t h i s e v o l v i n g a r e n a o f casualty response in American waters there remains some reluctance to call the named salvor on certain occasions. We of the American Salvage Association believe that the early notification of a reputable and proven salvage contractor can only serve to improve response, reduce delays and increase cost efficiencies.

For those in the oil transportation business the requirement for a vessel response plan to be activated during the event of a marine casualty that involves, or potentially threatens, a pollution release is old news. For those operating non-tank vessels over 400 gross tons the regulations are newer, but still no surprise. What is encouraging is that the Coast Guard has

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finally released instructions to their Captains of the Port (COTPs) and Federal On Scene Coordinators (FOSCs) related to the prompt activation of a vessel’s response plan.

It has been one of our organization’s consistent messages that these plans need to be activated and that the encouragement and guidance that the Coast Guard has traditionally applied to spill response be applied during a salvage event as well. This starts with notification of the named salvor listed in the VRP for each Tank and NonTank Vessel covered by these regulations.

Specifically, the new instructions to the COTPs and FOSCs provide the abc’s of how to approach an environmentally threatening

marine casualty (grounding, fire, sinking, etc.) and to ensure the Vessel Response Plans are activated by either the vessel master or the qualified individual. Among the instructions is the determination of the existence of a substantial pollution threat or actual spill.

Clearly a judgment call at times, it has always been the ASA’s motto to “keep the oil in the ship” and therefore efforts to keep the vessel intact should be quick and forceful.

The instructions also ensure the FOSC is establishing communications with the Master, Qualified Individual and Responsible Party, to confirm that proper resources have been requested including diving, salvage, firefighting or lightering equipment and personnel. In addition, the instructions naturally call for the timely notification to all Area Contingency Plan parties.

With these direct and straightforward instructions, it becomes very clear there will be little tolerance for ad hoc responses, or back yard salvage efforts that could just make things much worse. Too many times in the past the VRP-named salvor has found themselves brought into a casualty late in the game. The ASA applauds the direct and clear wording of these Vessel Response Plan Activation instructions and looks forward to the continuing evolution of our nation’s salvage readiness for the better. ■

Advertising Sales UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast, West Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest and Canada Vanessa Di Stefano Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: vdistefano@sbpub.com

52 MARINE LOG May 2013

Tim Beaver, President, American Salvage Association

WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com

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