September 2014 Marine Log by Marine Log

MARITIME TRAINING: INVESTING IN PEOPLE

ARINE OG M L Reporting on Marine Business & Technology since 1878

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SEPTEMBER 2014

GREAT

Investments

Great Lakes owners “bulk up” with new ships

SOFTWARE SOFTWARE An app for workboats EASTERN SHIPBUILDING EASTERN SHIPBUILDING inks tug deal EBOLA VIRUS EBOLA VIRUS Taking precautions

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CONTENTS

SEPTEMBER 2014 VOL. 119, NO. 9

11 departments 4 EDITORIAL Investing in people is just good business

8 UPDATE

By the end of 2014, CSL will add four new Trillium class selfunloading Lakers, three new Trillium-Class Panamax selfunloaders and two new Lakers to its fleet

16 COVER STORY

31 LNG

Canadian and U.S. shipowners, such as Algoma Central Corporation, are pumping about $1 billion into new and improved ships

Gas engines are more efficient, cheaper to operate, require less complex engine supporting systems and offer the best emissions performance

24 TRAINING

Seagull rises to leadership challenge

A new suite of training modules takes a head-on approach to a key challenge over the chain of command on board commercial ships Plus: Learning thought leadership

2 MARINE LOG September 2014

14 WASHINGTON U.S. Coast Guard issues bulletin on taking Ebola precautions

features Great Lakes, Seaway shipowners bulk up their fleets

• Eastern inks escort tug deal • Fire on board product tanker leaves one dead, ship disabled at sea • Harvey Gulf taps Wärtsilä for control of LNG fuel facility • VT Halter Marine launches car truck carrier for Pasha Hawaii • Ebola virus impacts Mercy Ships operations

Gas-powered tugs poised for take-off?

33 SOFTWARE

From compliance to maintenance, there’s an app for that The acquisition of Helm Operations will act as an “accelerant” for the Helm CONNECT Software system

34 NEWSMAKERS KPI Bridge Oil names Ladekjaer its new CEO

35 TECH NEWS Exoskeleton technology for “superhero” shipbuilding

36 CONTRACTS Bouchard awards ATB contracts to VT Halter

40 MARINE SALVAGE The VRP and the Salvor: To call or not to call?

REGIS

39th ANNUAL INTERFERRY CONFERENCE

TRATIO

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OCTOBER 4 -8, 2014 • VANCOUVER

CONFERENCE SESSIONS

SPECIAL GUEST SPEAKERS

Subsidies, Governance and State-Owned Ferries Developments in Latin America and the Caribbean Retail and Customer Service RoPax Concept Viability and the Future of Passenger Shipping The Human Side of Safety LNG

Philippe Holthof of Shippax will portray the ferry sector around the globe, highlighting its magnitude as well as the diversity of trades and ferry types. Kirk Jones of Canada Steamship Lines will outline the importance of the Short Sea Shipping industry and the role played by regulators and policy makers in keeping it sustainable.

CONFERENCE ACTIVITIES

Jeff Lantz of the US Coast Guard and Chairman of the IMO Council will focus on the current regulatory issues from the safety perspective as they apply to ferries.

Pre-Tours • Golf Tournament • Welcome Reception • Evening Reception • Networking Opportunities • Happy Hours • Farewell Dinner • Spouses Program • Technical Tour • Post-Tour to Victoria

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ENGINEERING

UPDATE BIZ NOTES U.S. rig activity on the rise

Eastern inks escort tug deal FLORIDA-BASED Eastern Shipbuilding Group will build four 80 ft terminal and escort Z-drive tugs, two for Houston-based Suderman & Young Towing Co. and two for Bay-Houston Towing Co. The tugs will be based on Robert Allan Ltd.’s (RAL) Z-Tech 4000 design. Z-Tech tugs are designed primarily for operation in major ports and marine terminals, providing omnidirectional performance, and speeds and Bollard Pull astern that are as equal to that going ahead, according to RAL. The design features a flat forward sheer, and a wide heavily fendered bow, emphasizing the tugs need to work in either a push or pull mode. Upon the vessel’s delivery, G&H Towing Co., Galveston, TX, will operate the tugs. G&H will also provide onsite owners’ representation during the engineering, design and construction phases of the contracts. The tugs will be classed ABS +A1, Towing Vessel, AMS and Escort Service, ABS Loadline (SoC) Statement of Compliance.

The new escort tugs will be based on RAL’s Z-Tech 4000 design. The tugs won’t be the first Z-Techs in Suderman & Young’s fleet. Last year, it took delivery of the Zeus (pictured) based on the Z-Tech 2400 design

Each tug will be powered by two EPA Tier 3 compliant Caterpillar 3516C (B rating) diesel engines—each rated at 2,775 hp at 1,600 rev/min. The engines will drive two Schottel SRP 1215 FP nozzled Z-drives. The main generators will be two EPA Tier 3 compliant John Deere 4045AFM85 diesel engines, rated at 99 kW 480 V at 1,800 rev/min. Both Suderman & Young and Bay-Houston Towing are no strangers to the Z-Tech design. Last year, both companies took delivery of a Z-Tech 2400 design tug from Leevac Shipyards, Jennings, LA. Leevac delivered the Zeus in December to Suderman & Young. Meanwhile, Bay-Houston took delivery of the Chloe K in September. G&H Towing is operating both vessels on behalf of the owners.

OFFSHORE RIG ACTIVIT Y is gaining momentum in the U.S. Gulf of Mexico. As of August 8, there were 60 rigs operating in the region—that’s up five from the same period one year ago, according to Baker Hughes’ rotary rig counts. Nor th America is also winning in regards to current rig activity when compared to the rest of the world. As of July 2014, the U.S. accounted for 1,876 rigs in operation, and Canada another 350— bringing the rig count for North America over 2,000. Combined, the rest of the world comes in short at 1,348 rigs in operation. Baker Hughes repor ts that as of August 8, there were 2,295 rigs drilling on land, in inland water and offshore in North America, up 159 rigs from a year ago—and of those 2,295 rigs, 1,588 were drilling for oil, 316 were drilling for gas, and another four for miscellaneous. Additionally, Baker Hughes reports that the five most active states in the U.S. include Texas with 908 rigs; Oklahoma with 211; North Dakota with 182; Louisiana with 113; and New Mexico with 94 rigs.

FIRE ON BOARD product tanker leaves one dead, ship disabled at sea LAST MONTH, AN ENGINE ROOM FIRE on board the 12,105 gross ton tanker, Pine Galaxy, claimed the life of one crew member and disabled the vessel, leaving it and the ship’s 22-person crew without propulsion, 700 miles west of Cape Blanco, OR. While the fire was extinguished using installed firefighting systems, the ship’s generators sustained damage, leaving the crew with minimal battery power. Following the incident, the U.S. Coast Guard swept into action delivering two Iridium telephones and a VHF-FM radio to the ship. Additionally, the crew of the 418-ft National Security Cutter, Stratton, was on the scene to provide assistance, 8 MARINE LOG September 2014

engineering and damage control equipment. Automated Mutual-Assistance Vessel Rescue System vessels were also in place providing ongoing visual assessments of the vessel’s condition. Pine Galaxy’s owner, Tokyo Marine, also contracted Harley Marine Services’ tugboat Millennium Falcon to assess the vessel’s damage. The Anacortes, WA-based tugboat carried a damage control technical specialist on board. At the time of the accident on August 13, the mixed-product carrier was carrying a variety of cargo, including neutral oil, tetramer, propylene tetramer and vegetable oil. Reports indicate no leaking, or damage to

the vessel’s cargo tanks, fuel tanks or hull. At press time, the 485 ft vessel was being towed to San Francisco, where, upon its arrival, a safety and assessment team will meet the ship. The team will be lead by the U.S. Coast Guard and Tokyo Marine. Additionally, several federal, state and local agencies will take part in the effort in order to ensure the safety of the ship’s crew and finalize plans for the ship to be brought into the port for repairs. “Our top priority is ensuring a coordinated effort to get the ship safely into port where repairs can be made,” said Captain Greg Stump, Commander, Coast Guard Sector San Francisco.

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UPDATE

HARVEY GULF TAPS WÄRTSILÄ for control of LNG fuel facility

Harvey Gulf’s LNG fueling facility will be the first of its kind in the United States

AS THE FIRST of its kind facility in the U.S. Gulf of Mexico, Harvey Gulf International Marine, Inc’s Liquefied Natural Gas (LNG) fueling facility in Port Fourchon, LA, will be a game changer in the U.S. market. The facility will be used to fuel Harvey Gulf ’s new class of dual fuel platform supply vessels, the Harvey Energy Class. The six

PSVs are currently under construction at Gulf Coast Shipyard Group, Gulfport, MS. The Energy Class will achieve ENVIRO+, Green Passport Certification by ABS. Tapped to help the LNG dream come to fruition is Wärtsilä. The company recently won a contract to supply a control system for the facility. Under the contract, Wärtsilä will

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10 MARINE LOG September 2014

supply the control cabinets, the PLCs, computers, software programming and service commissioning. Wärtsilä’s control system will enable the entire fueling process to be controlled from the control room, making fueling efficient and safer. Wärtsilä will also provide a propulsion package for each ship. Each PSV will be powered by Wärtsilä 34DF dual-fuel engines. Additionally, other Wärtsilä equipment on board includes the Wärtsilä LNGPac gas storage and supply system. “The Harvey Gulf PSVs are to be fitted with the Wärtsilä LNGPac gas control system, so it was natural that the same basic technology should also be used for the shore fueling facility,” explains Wärtsilä Ship Power’s Joe Amyot. “There is a growing need for an LNG fueling infrastructure in the Gulf of Mexico, so this represents an important step forward.” Beyond its purpose of providing fuel to the Harvey Gulf PSVs, the facility will also have the capability of providing LNG to cargo ships operating in the Houston-New Orleans region. The facility will be made up of two sites, each having 270,000 gallons of LNG storage capacity.

Inland • Coastal • offshore • deepsea

LNG transport barge gets ABS approval RHODE ISLAND-BASED Bristol Harbor Group has been awarded an Approval in Principle (AIP) by classification society ABS for the design of a 3,000 cubic meter Liquef ied Natural Gas (LNG) Transport Barge. Bristol Harbor Group Inc. (BHGI) came up with the design on behalf of Conrad Shipyard, Morgan City, LA. Greg Beers, President of BHGI says his company “is honored to have Conrad Shipyard, LLC’s trust regarding this exciting project.” He adds, “We are on the cutting edge of the marine industry’s adoption of LNG, and it is a pleasure to work with a client who shares our drive and commitment to this emerging market.” The new design builds on BHGI’s 300 ft version of its double-hull oil barge design. The LNG transport barge will be used to transport LNG in blue water along the U.S. coast. With a design focused on constructability and ensuring cargo safety, the barge will be comprised of four Type C pressure tanks, all equally sized at 750 m3 .

VT HALTER MARINE launches car truck carrier for Pasha LAST MONTH, Pascagoula, MS-headquartered shipbuilder VT Halter Marine, Inc. launched its largest newbuild to date, the 692 ft RoRo Pure Car Truck Carrier M/V Marjorie C for Pasha Hawaii, Honolulu, HI. CEO Bill Skinner called the Marjorie C “a magnificent ship” and said the construction of the ship was a “great accomplishment for VT Halter Marine.” The ship is the second U.S.-flag ship to join Pasha Hawaii’s fleet. VT Halter delivered the first ship, the M/V Jean Anne to Pasha back in 2005.

“Launching Marjorie C is a huge and exciting milestone for us,” said George Pasha, IV, Pasha Hawaii’s President and CEO. The ship can carry up to 1,500 TEUs, above and below deck, as well as vehicles and oversize cargoes on its 10 workable decks. The vessel also has a vehicle capacity of 2,750 units. Additionally, the ship has its own battery-operated cranes to handle containerized cargoes stowed above deck. After its delivery, the M/V Marjorie C is expected to join the Jean Anne and provide service from the U.S. mainland to Hawaii. At 692 ft, the M/V Marjorie C is the largest newbuild to date launched by VT Halter

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September 2014 MARINE LOG 11

UPDATE NINE NEW VOITH WATER TRACTOR tugs for South Africa OVER THE COURSE of the next 42 months, South African Shipyards, Durban, South Africa, will build nine new Voith Water Tractor (VWT) tugs for South Africa’s Transnet National Ports Authority. The contract marks the largest order for Voith Marine technology to date. Eight of the tugs will be identical, with a length of 31 m and a beam of 12.5 m. Voith will provide each tug with two Voith

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Schneider Propellers VSP 32R5/265-2 for a total of 5,300 kW and a bollard pull of 70 tons. The eight VWTs, which will be equipped with a mechanical control system, will be used for harbor towage services in the ports of Saldanha Bay, Port Elizabeth, Durban and Richard’s Bay. The ninth VWT will be slightly larger, at 37.1 m long x 13.5 m wide, and have a bollard pull of 100 tons. Voith will fit it with two VSP 36R6EC/285-2 propellers for a total of 7,800 kW installed, as well as an electronic steering system. The ninth tug’s difference in size will enable Transnet to provide a wider escort envelope to protect the ecologically sensitive coastal areas of South Africa’s west coast. As part of the contract, Voith will also supply each VWT with two turbo couplings and two Renk couplings. In addition, local training, skills development and capacity building for Transnet employees will be provided by Voith—ensuring the safe and efficient operation of the tugs.

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12 MARINE LOG September 2014

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A RECENT FOUR-MONTH drydocking has injected new life into the aging U.S. Coast Guard cutter Dauntless. The 210 ft cutter was first commissioned in 1967, and with this recent drydocking is expected to serve at least another decade. Drydocking included maintenance to the ship’s engines, engineering systems and hull. “This multi-million dollar investment is a critical investment not only in Dauntless’ future but also as a major milestone to ensuring the nation’s national security offshore that is continually challenged by our aging fleet,” says Commander Chris Strong, Commanding Officer of Dauntless. Once its back in service, the Dauntless will patrol the waters of the Gulf of Mexico and Caribbean. Galveston, TX is currently its homeport.

Inland • Coastal • offshore • deepsea

EBOLA VIRUS impacts Mercy Ships operations THE RECENT OUTBREAK of the ebola virus in West Africa, which is among the largest and most severe outbreaks of the virus in history, has impacted the sailings of Mercy Ships. Mercy Ships operates the world’s largest civilian hospital ship in ports on the West Coast of Africa. The World Health Organization (WHO) recently convened an Emergency Committee under the International Health Regulations to gather the advice of public health and risk management experts on the international significance of the outbreak of ebola virus. The outbreak, which first broke out last December in Guinea, has now spread to Nigeria, Sierra Leone and Liberia. Earlier, in April, Mercy Ships canceled the hospital ship’s planned deployment to Guinea. Currently docked in the Canary Islands, following the vessel’s annual maintenance, the 16,500-ton Mercy Ship is designed to deploy specialized surgical expertise and educational support. It is, however, unequipped to treat viral epidemics, according to the charity’s President and Founder Don Stephens. Stephens says the organization is closely monitoring the situation on the whole of the African continent. “Africa is and remains our priority, but crew safety drives every decision,” he emphasized. “We request prayer as we consider all options to manage the risk, including deployment to other unaffected nations.” The ship’s crew of 400 represents 40 nations, with up to 60 children onboard at any time. Following the U.S. Center for Disease Control recommendations, Mercy Ships has banned crew travel to Guinea, Sierra Leone, Liberia and Nigeria. Likewise, crew guests and day crew may not board the Mercy Ship for at least 21 days after they have visited one of the four affected countries. “Mercy Ships has many, many friends in West Africa,” Stephens adds. “In the meantime, our prayers go out to all those affected by this terrible epidemic, especially those in Liberia, Sierra Leone, Guinea, and Nigeria.” Docking in an African port, the ship brings high-tech equipment, state-of-the-art facilities, highly skilled doctors, free specialized surgeries, healthcare training including instrument sterilization and disease prevention, agricultural training and more. The organization also offers dental care and eye care, and it works alongside local government and healthcare providers to improve local healthcare delivery systems.

U.S. SHIP destroys Syrian chemical weapons THE U.S. WHITEHOUSE has confirmed that the specially outfitted U.S. Ready Reserve Force vessel the M/V Cape Ray (T-AKR 9679) has destroyed the “most lethal declared chemical weapons possessed by the Syrian regime” at sea during its mission for the joint Organization for the Prohibition of Chemical Weapons/United Nations. As we reported in the August issue of Marine Log, the Cape Ray was underway

to the Port of Gioia Tauro in Calabria, Italy, to load 530 tons of chemical weapons from Syria for destruction at sea. In a statement, the Whitehouse called it an “ important achievement” and “a major milestone” in the efforts to rid the Syrian regime of chemical weapons. Furthermore, the Whitehouse adds, it sends a clear message that the use of these weapons will not be tolerated by the international community.

September 2014 MARINE LOG 13

INSIDE WASHINGTON

U.S. Coast Guard issues bulletin on taking ebola precautions IN THE WAKE of the largest, most severe outbreak of the ebola virus in West Africa, the U.S. Coast Guard issued a Marine Safety Information Bulletin early last month to vessel operators to take precautions against the deadly disease. The World Health Organization (WHO) says the ebola epidemic could afflict up to 20,000 before it comes under control. Total ebola virus cases have been reported at 3,069, with 1,552 deaths reported in Guinea, Nigeria, Sierra Leone, and Liberia. No cases have yet been reported onboard a ship, but a Chinese-flag ship sailing from Sierra Leone to Cape Verde was quarantine in port for 21 days as a precaution. Mercy Ships, the charitable floating hospital organization, also cancelled a scheduled deployment to Guinea, where the virus outbreak first occurred in December 2013. Global shipping organizations International Chamber of Shipping , the International Maritime Employers’ Council, and the International Transport Workers’ Federation have also issued guidance to operators regarding precautions.

In its bulletin, the Coast Guard reminds vessel representatives that reports to the Center for Disease Control and Prevention (CDC) are required regarding sick or deceased crew or passengers and that the Coast Guard will be checking all Advance Notices of Arrival (ANOA) to determine whether a vessel has visited a country impacted by the Ebola virus outbreak within the previous five port calls. Masters should inform Coast Guard boarding teams of any ill crew members or passengers on board. WHO has issued an update on the current ebola outbreak that contains specific recommendations for ships. The Marshall Islands has issued the same recommendations. For crew members or passengers that exhibit symptoms on board a vessel, a number of precautions are recommended, including: • Keep the patient’s cabin doors closed, if not placed in a medical isolation room; • Provide information about the risk of ebola transmission to persons who will take

care of the patient or enter the isolation area; • Maintain a log listing all people entering the cabin; • Anyone caring for the patient or cleaning the cabin must wear PPE with a surgical protection mask; and eye protection or a face shield, non-sterile examination gloves or surgical gloves. • Before exiting the isolation area, the PPE should be removed in such a way as to avoid contact with the soiled items and any area of the face. Limit the movement and transport of the patient from the cabin. If transport is necessary, the patient should wear a surgical mask. • Clean and disinfect spills without spraying or creating aerosol. • All waste produced in the isolation cabin must be handled according to the protocol of the ship for clinical waste. If incinerator is available on board, then waste must be incinerated. If waste must be delivered ashore, then special precautions are needed and the port authority should be informed before waste delivery. More details on www.who.int.

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COVER STORY

The Algoma Equinox, the first of eight new Equinox Class ships joining the Great Lakes fleet

GREAT LAKES, SEAWAY SHIPOWNERS “bulk up” their fleets Investing $1 billion in new Lakers, Self-Unloaders

he long-in-the-tooth Great Lakes fleet is getting a muchneeded rejuvenation, with Canadian-flag shipowners pumping about $1 billion on new and improved ships. Algoma Central Corporation, the largest Canadian-flag owner on the Great Lakes, and its partner, the CWB Inc. (formerly the Canadian Wheat Board), are investing close to $400 million in eight new Equinox Class dry bulk carriers, the first two of which have been delivered. The Equinox Class bulkers are built to carry cargo, faster and more environmentally efficient than current generation ships. The 38,000 dwt ships are under construction at Nantong Mingde Heavy Industry in China. Designed by Finland’s Deltamarin Ltd., the dry bulk carriers have an overall length of 225.55m and beam of 23.77m, with a design draft speed of 14 knots. The new lakers can carry everything from grain, iron ore, and coal to construction materials and salt. This past May, the second Equinox Class ship, the Algoma Harvester, joined its sister ship, the Algoma Equinox, as part of Algoma’s 32-vessel, Canadian-flagged Great Lakes fleet. Following its christening in July, the Algoma Harvester went to work, picking up its first load of iron ore at Port Cartier, Quebec for shipment to steel giant ArcelorMittal Dofasco in Hamilton. Algoma Central expects to carry 1 million tonnes of iron ore during the year. The Algoma Harvester will serve primarily agricultural and iron and steel industry customers, making regular voyages from lakehead ports on Lake Superior such as Thunder Bay and Superior/

16 MARINE LOG September 2014

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

Duluth to Port Cartier, Quebec City, and Baie Comeau in the St. Lawrence. The ship will also touch other ports such as Contrecoeur, Hamilton, Toledo, Chicago, and Milwaukee during the course of a navigation season.

Driving forces: Aging fleet, efficiency, environment Greg Wight, President & CEO, Algoma Central Corporation, told MARINE LOG that the company started its fleet renewal process in 2009. “The driving force in our decision was the average age of our fleet and the amount of maintenance money we were spending each year to keep the fleet operational,” says Wight. Working with Deltamarin on the design, Wight says the focus was on three criteria. “We wanted a new innovative design that would result in the new vessels carrying more cargo, going at faster speeds while consuming less fuel. Our Equinox design has achieved all three of these criteria. The environmental benefit is directly tied to a 45% reduction in air emission due to 45% less fuel consumed per tonne kilometer of cargo carried.” Algoma Central Corporation and ship operators worldwide continue to face increasing environmental regulatory pressure from such issues as aquatic invasive species, diesel emissions, greenhouse gases and wastewater discharges. Last year, Canada’s regulations to implement the North American Emissions Control Area (ECA) came into force. Under ECA rules

COVER STORY sulfur content of marine fuels was limited to 1.0% as of August 1, 2012 and will drop to 0.1% as of August 1, 2015. A reciprocal agreement between the U.S. and Canada allows for a “Fleet Averaging” framework for Canadian-flag vessels operating in the Great Lakes. The aim is to achieve a reduction in emissions through technologies such as exhaust gas scrubbers, lower sulfur content fuels or newer, more efficient ships across fleets in a phasedin manner through the period ending 2020. According to Konstantinos Fakiolas, Deltamarin’s Sales Director, Marine, the Equinox Class is one of the most energy efficient, fuel efficient and environmentally friendly Self-Unloading Laker ship designs, incorporating various innovative features, such as: • Highly optimized hull form, reducing hull resistance and propulsion requirements • A state-of-the-art propeller-rudder combination that increases propulsion efficiency while improving the ship’s maneuverability • Strict and effective waste management systems on board • Energy efficiency management on board • Optimized machinery for reduced energy consumption, and • Low vibration and noise Deltamarin worked very closely with shipbuilder Mingde Shipyard to ensure that its detail design would match the shipyard’s production procedures, like block erection, while smoothing the transition to production design as well. “As with all of our cooperation with yards in China,” says Fakiolas, “we are involved right from the contract signing to coordinate design procedures, while our dedicated Deltamarin team in China is always providing site assistance in every stage of the design process.” Deltamarin is also providing procurement support for the project. “We create Purchase Order specifications to match the exact signed contract specs, while enabling vendors and the shipyard to communicate on the technical and commercial requirements of equipment on a well-defined, detailed scope of supply, pre-checked for proper implementation to Deltamarin design,” says Fakiolas. He adds that “procurement handling and vendor management assists the shipyard in receiving the proper technical information as required during the design process, such as electrical drawings, etc., while we are helping the yard to organize information handling necessary for the accuracy of the design schedule. That has helped us to avoid a lot of delays and misunderstandings during the equipment incorporation within the design.”

Wärtsilä engines, scrubbers Each of the Equinox Class ships is outfitted with a Wärtsilä five-cylinder RTFlex50, fully electronically controlled main engine, satisfying IMO Tier II air emission requirements. Combined with the highly optimized hull and propeller, the engine, rated at 8,725 kW at MCR, is highly efficienct and has a low fuel consumption. In addition, the ships are equipped with a Wärtsilä Scrubber system, which is a fresh water closed-loop scrubber, capable of meeting stringent environmental regulations, for operation even in zero discharge mode, for sensitive environments such as the Great Lakes. The exhaust gas scrubber systems are expected to remove 97% of all SOx from emissions. “The Equinox is performing absolutely as per predictions,” says Fakiolas, “providing lower fuel bills to operators, while all the added value of Deltamarin optimized design, such as reduced vibrations, high maneuverability. Since sea trials, it became evident that the design is fully proven, matching exactly the predicted performance at all drafts.” For some ship operators, fuel costs can represent more than 60% of operating costs. “Fuel is obviously a significant portion of our

operating costs and is an important consideration in fleet renewal. But that being said,” says Wight, “it is only part of the consideration. Carrying capacity, speed, crew size, insurance and repairs and maintenance also factor into the process.” Wight says that Algoma Central did consider burning Liquefied Natural Gas (LNG) in its new ships, “but in 2009/2010 there were no definite signs that LNG as a fuel source would be available on the Great Lakes in the quantities we would require.” In its 2013 Annual Report, Algoma Central says that the company was “disappointed that the delivery schedule for the Equinox Class vessels has slipped considerably from our original expectations. We continue to work with the shipyard to accelerate the remaining delivery dates as much as possible. Offsetting this disappointment is the fact that the quality and workmanship of the shipyard is very good. Our decision to develop an innovative and advanced vessel has taken more time than what might have been achieved with a lesser design,

“The driving force in our decision was the average age of our fleet and the amount of maintenance money we were spending” —Algoma Central’s President & CEO Greg Wight but that said, we firmly believe we have made the right decision for Algoma, our customers and the environment.” Wight says Algoma Central expects to take delivery of the six remaining Equinox vessels over the next 18 months. For its part, CWB plans to use its two lakers to move grain from Thunder Bay to ocean ports. CWB says the fleet renewal was made more “economically feasible” when the Government of Canada removed a 25-percent tariff on imported ships in 2010. “The removal of this tariff, combined with a strong Canadian dollar, created an opportune time for this investment.” According to CWB, the revenue-generating potential of the new lakers will not depend solely on the CWB handling the same volumes of grain as it has in the past. Rather, the new lakers will be an attractive option for other grain handlers as well as the CWB. They will also be used to carry goods such as iron ore and coal. In general, the ships will carry grain eastward out of Thunder Bay, and carry iron ore from seaports back into the Great Lakes. This will maximize the revenue potential of the ships. CWB ships about 3.5 million metric tones of wheat from the Port of Thunder Bay every year. East coast ports primarily serve Europe, Africa and Latin America. Projections show substantially increased demand from these regions in coming years. The ships will be part of a pool of ships operated by CWB’s partner in this project, Algoma Central Corporation. Algoma also operates Algoma Ship Repair, Port Colborne, Ontario, Canada, which provides repair services to its fleet, as well as to other Great Lakes and Saint Lawrence Seaway vessels.

Canadian Steamship Lines renews its fleet In 2012, Canadian Steamship Lines, Montreal, Canada, added the Baie St. Paul, the first of four Trillium Class self-unloading lakers. The Trillium Class laker has an overall length of 225.5m, beam of 23.76m, a molded depth of 14.75m, and seaway draft of 8.077m. Propulsion power is supplied by an IMO Tier II compliant MAN B&W 6S50ME-B9 that drives a single CP propeller. Canadian Steamship Lines is a division of The CSL Group, which is the world’s largest owner and operator of self-unloading vessels, with September 2014 MARINE LOG 17

COVER STORY offices in Montreal, Halifax, Winnipeg and Hamilton, Canada, Beverly, MA, Windsor, UK, Bergen, Norway, Singapore, and Sydney, Australia. By the end of 2014, CSL will add four new Trillium Class selfUnloading Lakers, three new Trillium Class Panamax self-unloaders and two new Lakers. This past April, CSL held a naming ceremony for its first two Trillium Class bulkers at Yangfan shipyard in Zhoushan, China. The two ships, CSL St-Laurent and the CSL Welland, are 36,500 dwt seaway size gearless bulkers. The two new vessels are scheduled to enter the Canada Steamship Lines fleet later this year and will operate in the Great Lakes-St. Lawrence Seaway system.

Rand Logistics to add forebody Earlier this year, Rand Logistics, Inc., which operates a fleet of Canadian-flag and U.S.-flag vessels for Great Lakes service, acquired a Danish-flag chemical tanker that it will convert to a Canadian-flag

river class self-unloader. It has signed a contract with Chengxi Shipyard in Jiangyin, China. The shipyard will build a new forebody for the vessel and affix the aft section of the chemical tanker to create a new river class self-unloader. The newest tonnage added to American Steamship Company’s fleet is the ATB Ken Boothe Sr./Lakes Contender. The Williamsville, NY, operator, owned by GATX Corporation, is chartering the 10,800 hp tug Ken Boothe Sr. and 38,516 long ton dry bulk barge Lake Contender from Seajon, a joint venture of DonJon Marine and SEACOR. The 2012-built Lake Contender is massive at 740 ft long, a beam of 78 ft, seven cargo holds and 26 cargo hatches. For self-unloading, the barge is equipped with a single tunnel belt and loop belt system that elevates cargo to a hydraulically actuated unloading boom. Both the Ken Boothe Sr. and Lake Contender were built by Donjon Shipbuilding & Repair, Erie, PA.

GREAT LAKES-ST. LAWRENCE SEAWAY: VITAL LINK GETS A MAKEOVER THE GREAT LAKES-SAINT LAWRENCE SEAWAY SYSTEM provides a vital deep draft link to the North American heartland, allowing the movement of 164 million metric tonnes of cargo on an annual basis. Commodities such as iron ore for steel, coal, wheat, cement, limestone and even road salt are carried by a fleet of “Lakers” and “Salties,” depending on whether they are destined for domestic consumption or export. The cargo handled by ports along the system generates $34.6 billion in annual revenues and supports 227,000 jobs in Canada and the U.S. Stretching more than 2,300 miles, the Great Lakes-Saint Lawrence Seaway System is the longest deep draft navigation system in the world, drawing both freshwater Laker operators that fly the U.S. or Canadian flag, or oceangoing tonnage. The Lake Carriers Association says its U.S.-flag vessel operators control a fleet of 57 self-propelled vessels and tug-barge units that carry more than 115 million tons of cargo on an annual basis. Their Canadian flag counterparts in the Canadian Shipowners Association control over 80 vessels. Given its economic importance, maintaining the Saint Lawrence Seaway in tip-top condition is essential for moving cargo swiftly and efficiently. The Seaway, along with a series of 13 Canadian and two U.S. locks that connects the lower Saint Lawrence River to the Great Lakes, is currently undergoing its biggest facelift in five decades. The St. Lawrence Seaway Management Corporation (SLSMC) is investing $395 million between 2014 and 2018 to revitalize its locks and structures, which are owned by the Canadian government. Likewise, the U.S. Saint Lawrence Seaway Development Corporation, a federal agency within the U.S. Department of Transportation, is spending $91 million on 44 projects for its two locks. “Maintaining a safe, reliable and cost-effective transportation system is vital to the Seaway’s competitive position,” says Stephen Brooks, President of the Marine Chamber of Commerce, a bi-national organization that represents ports, terminals, ship owners, and marine service providers. “One of the goals of infrastructure renewal,” says Brooks, “is to ensure that the Seaway continues to have high rates of reliability. Last year, the system reliability rate (which takes into account delays due to breakdowns and maintenance) was 99.71% and the Corporation wants to ensure that the system’s performance in the future remains consistently strong.” The Canadian asset renewal plan is also dedicated to a variety of projects, from repairing lock structures, gates and valves to rehabilitating bridges, wharves and docks. The largest outlay is $100 million to replace the approach walls at the entrance of the locks in the

18 MARINE LOG September 2014

The Welland Canal will undergo a $100 million rehabilation

Welland Canal, which were originally built in the 1960s. In addition, both the Canadian and U.S. Seaway corporations are installing state-of-the art hands-free mooring units to all locks. The double-pad units reach out and secure the vessel with vacuum suction technology while it waits for the water levels in the locks to rise or fall, eliminating the use of tie-up lines. According to Brooks, all of the scheduled projects are expected to be complete by the end of 2018. The Seaway avoids disruption to vessel transits by doing much of the work during the winter shut down period. The biggest single asset renewal project underway entails the replacement of timber tie-up walls in the Welland Canal. The work will be executed over a four-year construction schedule. The first phase, wall replacement of Upper Lock 2, was completed during the 2013-2014 winter shut down period.

COVER STORY ADVERTISEMENT

CHAMBER OF MARINE COMMERCE: One Bi-National Voice Makes Us Stronger The amount of cargo shipped by water globally is predicted to double in the next 20 years. And as the world’s longest deep-draft inland navigation system, the Great Lakes-St. Lawrence Seaway has the potential to be a major beneficiary. This marine highway already supports 227,000 jobs and contributes $35 billion in business revenues in Canada and the U.S. With the right regulatory and investment climate, it could do more. The Chamber of Marine Commerce provides one strong voice for our membership that not only includes ports, terminals, shipowners and marine service providers but also their U.S. and Canadian customers: large industrial companies that need competitive marine transportation to get goods and material to and from market. The bi-national Great Lakes-Seaway is a complex environment to navigate with policymakers at the local, state, provincial and federal levels involved with different aspects of the system. As such, the Chamber operates with a bi-national perspective, advocating on behalf of our members for solutions on both sides of the border.

Our efforts are focused on building strong industrygovernment partnerships that: • Invest in marine infrastructure to strengthen trade corridors • Eliminate punitive barriers to trade such as red-tape and fees • Promote a seamless Canada-U.S. border • Develop clear, harmonized and achievable environmental standards With these efforts in place, the Chamber believes that the marine industry will be well positioned to meet future transportation demands and continue to provide the vital link necessary for a competitive economy. Find out more: www.marinedelivers.com or on Twitter @MarineDelivers

September 2014 MARINE LOG 19

COVER STORY SUMMER HEATS UP SHIPMENTS ON GREAT LAKES, ST. LAWRENCE SEAWAY

The cargo ship Peter Roenna carried wind energy components to the Port of Duluth

THE DOG DAYS OF SUMMER were hot indeed for shipments in the Great Lakes-Saint Lawrence Seaway System, with a surge of both domestic and foreign-flag traffic, according to industry associations. U.S.-flag Great Lakes lakers moved 11,365,550 tons of cargo in July, their highest monthly total in two years, according to the Lake Carriers Association (LCA). The July figures were a jump of 8.6% compared to June and 10.2% rise over July 2013. LCA reports that iron ore for steel production totaled 5.3 million tons, an increase of nearly 15% compared to a year ago. Higher water levels did allow for some cargoes to approach 70,000 tons, but even so, the ships were still less than full. With 18 million cubic yards of sediment clogging ports and waterways, only dredging will fully restore the Great Lakes Navigation System.

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20 MARINE LOG September 2014

Coal cargoes totaled 2.1 million tons, a slight increase compared to a year ago. Loadings on Lake Superior were virtually unchanged from a year ago. Shipments from Lake Erie ports soared 65%, but loadings on Lake Michigan fell 50%. Shipments of limestone reached 3.4 million tons—their highest level in two years and an increase of more than 10% compared to a year ago. Year-to-date, U.S.-flag cargo movement stands at 38.4 million tons, a decrease of 10.8% compared to a year ago. Even though 55 U.S.-flag lakers were in service in July, an increase of five hulls compared to a year ago, the fleet has yet to overcome the thousands of hours lost to heavy ice formations in March and April. Iron ore cargoes are down by 14%. Coal trails last year by 5.8%. Loadings of limestone are 8.7% off last year’s pace. Decreases in cargo totals are not the only impact of the brutal winter. Repairing the damage that ice did to U.S.-flag lakers has cost LCA’s members more than $5.7 million. Meanwhile, the American Great Lakes Ports Association says that over 15 million metric tons of cargo moved through the St. Lawrence Seaway during the month of July, down just 4% over last year, marking a sustained comeback after the slow start to the shipping season. “The month of July was extremely busy for our ports on the Great Lakes-Seaway System as they handled high value cargoes like s teel , wind component s , and machiner y that arrived from 13 dif ferent countries,” says Rebecca Spruill, Director of Trade Development for the Saint Lawrence Seaway Development Corporation. “ When compared to July of last year, double the number of foreign-flagged ships from as far away as Korea and Taiwan transited through the U.S. locks.” Ports reported a number of shipments of wind turbine blades and nacelles for Midwest wind power projects. The Port of Muskegon welcomed the HHL Elbe on July 7 carrying wind turbine blades from Brake, Germany and nacelles from Rostock, Germany. The components are part of the second phase of the Beebe Community Wind Project in Gratiot County, Michigan. On July 17, the BBC cargo ship Peter Roenna arrived at the Port of Duluth carrying over two dozen renewable wind energy components from Brande, Denmark, where the equipment is manufactured by Siemens A.G. Since the port first started handling these project cargoes for Minnesota Power, a total of 15 shiploads of wind energy equipment have crossed the Atlantic Ocean, sailed through the St. Lawrence Seaway and across the Great Lakes into Duluth. The first shipments arrived in 2006 for the Bison Wind Energy Center in North Dakota. The fourth phase of that project is currently underway. At the Port of Indiana-Burns Harbor, total maritime tonnage for July 2014 YTD is nearly 25% ahead of last year’s volume with steel products leading the way. “Marine traffic into the port continues to be up at a steady pace with steel and steel-related byproducts continuing to drive strong shipments,” says Port Director Rick Heimann. The St. Lawrence Seaway reported that year-to-date total cargo shipments for the period March 28 to July 31 were 15 million metric tons, down 4% over the same period in 2013. Iron ore and coal were both down by 37 and 16%, respectively. General cargo was up 61% overall with iron and steel, and steel slabs posting increases of 78 and 111% over 2013. U.S. grain shipments were down by 9% in July over last year. The liquid bulk category posted a downturn of 24% to 1.3 million metric tons. The dry bulk category was down 1% over 2013. However, within that category, salt, cement, ores, and fertilizers were all in the positive column, with fertilizers at a 118% hike.

COVER STORY ADVERTISEMENT

GLT: Building Its Reputation for More Than a Century The Great Lakes Towing Company was formed on July 7, 1899 and has been in continuous business ever since. The Towing Company owns and operates the largest fleet of shipdocking tugboats on the U.S. Great LakesSaint Lawrence Seaway. GLT is the principle provider of commercial tugboat services in more than 35 U.S. ports, in all eight U.S. Great Lakes’ states and the St. Lawrence Seaway. Services include harbor towing, docking and undocking assistance, ice breaking, rescue and assistance to grounded or damaged ships, and interport towing of vessels and barges. GLT’s operation is the most coordinated regional towing service on the “U.S. North Coast,” and has sufficient tugboats and crews to assure high quality and on-time service, which results in few, if any, vessel delays and translates into a higher level of safety and saves operating time for the customer. GLT’s operations include a shipyard division, with a 770-ton Travelift and 300-ton floating drydock, that does business under the name Great Lakes Shipyard. The yard specializes in all types of marine construction and repair services. The Shipyard is a major contractor

for the US Coast Guard, U.S. Geological Survey, the Army Corps of Engineers, the USEPA, NOAA, and many other federal, state and local governments, attesting to its high-quality workmanship, on-time performance, and competitive pricing. Great Lakes Shipyard is currently involved with four (4) major business activities: (1.) ship repair and maintenance; (2.) new barge construction and truckable products; (3.) new tug and workboat construction; and (4) custom industrial fabrication projects.

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September 2014 MARINE LOG 21

STEERING TOWARD THE FUTURE

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NOV. 11-13

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DELRAY BEACH, FL Delray Beach Marriott

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

www.marinelog.com/ferries HOTEL RESERVATIONS: (561) 274-3200 • Group Code: Ferries Book at the oceanfront Delray Beach Marriott for $179/night. Hotel block closes October 10, 2014.

KEYNOTE ADDRESS: FOCUS ON SAFETY

Christopher Hart, Acting Chairman, National Transportation Safety Board

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

SNAME WORKSHOP: LNG FUELING FOR FERRIES For professionals, operators, designers, and shipbuilders looking to keep their finger on the pulse of an emergent technology, Marine Log has partnered with SNAME—the preeminent association for shipbuilding and naval architectural professionals—to produce a special half-day workshop, “LNG Fueling for Ferries.” The November 13 workshop features a practical program crafted by some of the foremost experts in the field of LNG. Attendees will also tour a training facility. Space is limited, so sign up early to secure your spot.

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

Energy break

Delegate favors

Workshop

TRAINING

SEAGULL RISES TO LEADERSHIP CHALLENGE A new suite of leadership training modules by Seagull takes a head-on approach to a key challenge over the chain of command onboard commercial ships today

t a time when shore-based equipment suppliers are only too eager to promote new technology as the all-embracing answer to any question concerning operations, owners are keenly aware that the seafarers ultimately responsible are a changing breed. Only 25% of the senior officers from OECD countries are over 50 years of age, while very few of Asian origination remain stay at sea beyond this age. BIMCO analysis of manpower trends concluded that, in 2010, the demand for officers (637,000) had outstripped total supply (625,000). The shortfall is known to have increased in the years following, with the tanker and offshore supply sectors affected in particular. Roger Ringstad, Managing Director at training specialist Seagull AS, says that while focus often falls on general unwillingness among the young people of today to commit to a life at sea, developing the qualities of leadership among those who do has emerged as a separate industry concern. “People don’t leave jobs, they leave managers,” Ringstad observes. “As trainers, we deal with the age profile of seafarers as it is. Therefore, while training is not age specific as such, it needs to take account of the fact that those in charge might have fewer years’ experience than has been the case in the past. “Handling a ship is a zero error operation. Investing in hardware,

24 MARINE LOG September 2014

structure and procedures is critical, but the people responsible for safe, efficient operations also require commitment, and that should also be seen as an investment—not simply an expense.” In response, Seagull has extended the range of leadership modules within its computer-based training library and refined the entire suite for use as an onboard training tool. The CBT specialist has drawn on its long-term partnership with Green-Jakobsen, which focuses on “soft skills” training, to develop the DNV-GL certified onboard package. “It was leadership training that originally brought us together with Green-Jakobsen back in 2007,” says Ringstad, “and that resulted in the development of the original eight module CBT course on leadership training. The years that have followed have seen leadership become a central theme running through the entire culture of Competence Management Systems. Leadership should not only instill, but inspire discipline and diligence in every aspect of ship operations.” According to Bjarke Jakobsen, Partner at Green-Jakobsen: “In order for leaders to become effective they need to have an organizational foundation, which defines what has to be achieved. It is of paramount importance that shipping companies explore, develop, structure and manage on-the-job training to improve the effect of the learning and development spend.

TRAINING “Setting the leadership strategy and direction also involves definition of leadership skills, rating and evaluation of leadership competencies, goal setting, on-going leadership learning, and performance feedback.” Fair and accurate corrective feedback on a day-to-day basis is of paramount importance onboard ship, Jakobsen says. “It encourages an environment where areas of improvements are openly discussed and work performance is clearly improved. “The 2010 Manila Amendment of the STCW Convention (Standards of Training, Certification and Watchkeeping) acknowledged the need for leadership training in the context of ship operations,” says Ringstad. “But there is more to this issue than compliance.” Jakobsen concurs: “If you develop compliance minded leaders your company will never become better than your competitors,” he says. “When people go ‘above and beyond’ in their jobs it is because they have a personal interest or they clearly see the purpose, believe in their work and see the higher meaning of it. Good leaders need more than STCW compliant leadership training—one that will focus on interpersonal leadership. They need direction, clear understanding of company expectations, the goals to be achieved and constant evaluation of leadership performance.” Within the regulatory framework, the STCW2010 amendments prompted the development of the 20 hour IMO Model Course “Teamwork and Leadership,” approved in May 2013, which targets deck and engine officer competence. Again, though, Ringstad emphasises that leadership training is not simply one more box requiring a tick on a growing list of owner regulatory requirements. “Shifting the emphasis to an onboard leadership training package and expanding the portfolio addresses requests that we now get on a routine basis from owners,” he says. “People without the potential to lead cannot learn to be leaders as such, but the onboard course brings a common language on leadership to those working at sea, disseminating a basic understanding to those on board of their responsibilities within a hierarchical structure. Being familiar with this language provides the foundation for the leaders of tomorrow to be identified and selected for future training based on the workshop approach—and that would be where Green-Jakobsen would come in.” Ringstad also points out that including leadership training modules

“Leadership training embeds competence in ship operations...” Roger Ringstad, Seagull AS in the onboard CBT library represents a long-term and visible commitment to the concept. “We know from experience that senior managers at shipping companies can be enthusiastic about leadership training but that initiatives can come and go. Whether market conditions are favorable or otherwise, CBT modules can be retained onboard as a low cost, on-going commitment that can be built on at any time.” The original eight modules remain ship-focused, are accompanied by a maritime specific workbook and are tailored to focus on the different tools that both senior and junior officers can use in handling multi-cultural environment issues and needs on board. The customized modules are based on the daily work life of seafarers and office staff and the trainee is given the opportunity to integrate, test and use the new knowledge and tools when performing his or her everyday work tasks. Separate units include conflict management, active listening, corrective feedback, question techniques and stress management. Reflecting the evolution of training needs within the industry, six new onboard leadership training modules from Seagull focus on: Communication for Maritime Leaders; Maritime Conventions; Shipboard Management and Training; Task and Workload Management Effective Resource Management; Decision-making Techniques. In addition, five supporting modules, developed over the last 18 months, deal with seafarer appraisals, behavior-based safety, mentoring, and both assessment principles and onboard assessment. “As the world fleet continues to grow, senior management in the shipping industry needs to respond to the fact that their own senior officers may have been fast-tracked through promotion,” Ringstad concludes. “It will be to these officers to whom the junior officers look for mentoring. Leadership training creates a career structure that maximizes retention within a changing demographic, as well as embedding competence in the ship operations of today.”

COMMITTED TO SAFETY: TRAINING COURSES AND FACILITIES AVAILABLE ACROSS THE U.S. BEIER RADIO Louisiana-based Beier Radio’s recent addition of The Marine Training Institute shows its committment to its customers. This state-of-the-art facility is where Beier trains its customers’ crews on the same equipment installed on their vessels. The new facility includes training on Beier’s IVMS, ECDIS, GMDSS and radar systems. The Marine Training Institute DP courses are accredited by the Nautical Institute of London. www. beierradio.com

CHESAPEAKE MARINE TRAINING INSTITUTE (CMTI) When it comes to the Standards of Training, Certification and Watchkeeping (STCW), mariners need courses to keep their

license current and active. Founded in 1992, Chesapeake Marine Training Institute offers all the courses mariners need to satisfy their STCW Basic Safety Training (BT). At CMTI, BT involves four courses taken over five days both in the classroom via lecture and by practical exercises on survival and firefighting. The four courses include: (1) Basic Firefighting; (2) Personal Survival; (3) Personal Safety and Social Responsibility; and (4) Elementary First Aid and CPR. www.chesapeakemarineinst.com

developed communication training solutions, including Global Maritime Distress and Safety System (GMDSS) and other communication systems centered on marine or maritime environments. Its products span from complex hardware/ software radar signal generators to softwareonly virtual radio panels. BCG supports simulation of radar, electronic chart systems, ship sensors, ship steering controls, GMDSS, and a wide range of communication devices. www.bcgsim.com

BUFFALO COMPUTER GRAPHICS

DELGADO MARITIME

Buffalo Computer Graphics (BCG), Buffalo, NY, has been in the maritime simulation business for over 30 years. For the last 15 years, BCG has created and

The Delgado Community College Maritime, Fire, Radar and Industrial Training Facility in New Orleans, LA, has been a U.S. Coast Guard approved facility since continued on page 28

September 2014 MARINE LOG 25

TRAINING

LEARNING THOUGHT LEADERSHIP Classification society ABS is transforming the way it trains employees via its new learning and development 6Ds methodology By Mark McGrath, Chief Learning Officer, ABS

he Learning Organization at ABS is transforming the way it trains employees to maximize the learning process. By focusing on a fuller learning experience, ABS expects to boost knowledge-retention rates and increase speed to competency. Chief Learning Officer at ABS, Mark McGrath, explains the classification society’s new learning and development, 6Ds methodology. In the service industries, people are the cornerstones of business. No matter what service is being delivered, the end result is the same; the degree of client satisfaction directly correlates to the level of knowledge, skill and professionalism demonstrated by the service provider’s employees. When I transitioned from operations into the role of Chief Learning Officer three years ago, it was with one intention: to improve the performance of all our employees so that they could, in turn, provide our members and clients with consistently superior service.

Bridging the Training-to-Service Gap For most client-centric business events, there is significant preparation. Hours are spent in research, presentation development and strategy planning. Training events, on the other hand, are seldom preceded by preparation. Learners arrive on site, or launch an online course, with only a dry course description to prepare them. At ABS, we believe that preparing to learn is a key component to delivering effective training. Studies indicate that as little as 15 percent of non-technical information —and only 25%-30% of technical information—is retained from in-class learning. To maximize the transfer of learning (the process of putting new learning to work), ABS is now emphasizing the need to design the entire complement of experiences a trainee needs to apply new skills on the job. We define what should happen before, during and after training and then design and develop the steps to build a comprehensive framework for learning. To illustrate, imagine the following scenario: Three months ago, your manager approved your attendance at a sponsored course. It starts next week. You remind your manager that you will be out and then attend the course. When it is over you return and present the certificate you received at the end of class. You may or may not discuss the course in general, the venue and any extracurricular activities. Now imagine the same scenario, but this time before you leave your manager has a 10-minute discussion with you to highlight the importance of the training and establish the three things he or she expects you to learn. You then set aside 15 minutes with your manager to discuss your learning experience when you return. Answer honestly – in which scenario would you then pay more attention to the class? Research indicates a modest investment of just 10 to 20 minutes before training makes a big impact on just how much of the training an employee brings back and applies on the job. This isn’t surprising, nor is preparation difficult. But it is often overlooked, and this is where learning organizations can help. By working with the business to first identify what skills are most needed, we can develop a support strategy to help reach those goals. 26 MARINE LOG September 2014

ABS is shifting away from the traditional, lecture-based classrooms to interactive sessions where case group workshops are the norm

We can create short assessments to be given several weeks after the training to help the students recall the material. We can provide jobaids for employees to use in the workplace to reinforce the training material. There is so much that learning organizations can do to improve the transfer of learning. It isn’t easy. It requires business managers and learning-professionals to step outside of their comfort zones and work together to define the specific problem areas, and potential solutions. Some organizations may find it necessary to undergo a cultural shift to ensure that learning is accepted as a shared responsibility. This approach may take significantly greater effort than the traditional development and delivery of technical training, but by requiring students and managers to prepare for instruction and by providing pre-and-post training support, we believe we can more than triple learning-transfer rates from 25% to 80% or greater, with positive implications for overall business performance.

Support From Technology Results can be further improved through the use of technology. Our learning management system (LMS), for example, can deliver structured, on-the-job checklists and job-aids that reinforce training. Business units and operations will continue to provide the day-to-day reinforcement of policies. But, by working with our learning-development team, they can develop and apply a structured process that is designed with business objectives in mind, and aligned with the training material. Results are made visible in the LMS and are easily monitored by the manager to identify any further development needs for the employees. We are also implementing the use of online communities of practice, where employees can follow up on skills exercises and share best practices. This allows best practices from the field to be pulled from the community to serve as foundations for future training.

TRAINING Training Paths Deliver What is Needed, When Needed Applying a continuous-learning approach is often a challenge with foundational courses that serve as pre-requisites for more advanced material. It is important that all stakeholders – trainee learners, managers, business leads, etc., – see the bigger picture. With this in mind, we tie the training paths directly into our key business lines. This allows us to tailor training for an engineer or surveyor throughout their career. It also allows our organization to be more responsive to evolving market demands. Starting from Day 1, we map what experiences are necessary to bring a new employee onboard and make them productive for their chosen role. Classroom courses that have been in existence for years are being re-evaluated for new delivery platforms. On demand courses, such as web-based training and on-demand videos as well as virtual classrooms are being developed to augment our traditional, instructor-led classes. This allows us to communicate the same message worldwide, improve the consistency of our training and compile a searchable catalog of training opportunities for our employees. In three years, we have increased our on-demand learning opportunities by nearly 150 percent. Most of these courses represent new material previously unavailable to our employees, thereby materially expanding their breadth of skills training they need, at the time they need it. This blended approach shifts us away from the traditional, lecture-based classroom model to interactive sessions in which ABS engineers and surveyors examine case studies and join group workshops and simulations to build a mixture of technical, business and soft skills. Increased on-demand availability coupled with richer, inperson learning and structured on-the-job training improves

learning-transfer rates, reduces the time it takes to reach technical competency and provides overall improved performance. The courses provided during initiation then serve as the foundation for the more specific learning an employee will take throughout his or her career. The aim is to provide a learning roadmap that allows employees and managers alike to chart their growth for the foreseeable future.

Defining Success Employees, their managers and business leaders derive value from training. They each have their own perspective when asking: “What’s in it for me?” Learning departments should aim to design, develop and deliver training and development opportunities that answer that question for all stakeholders. This occurs when learning organizations partner with business leaders to set the goals that define what business impact the training will deliver, partner with managers to set course objectives for the employee, provide the training, and follow up with job-aids and other support mechanisms that help employees to apply and retain what they have learned. Training is not a quick fix. It is a long-term business strategy. This is especially true for service organizations. At ABS, we recognize that the strength of our employees defines our success. We recognize that by seeing learning as a process, the success of which is comprised of many interconnected elements rather than a single event, we are building a culture of empowered development for our employees. Our employees are seeing the difference and paying more attention during training. And we believe that very soon, our members and clients will reap the benefits.

SCHEDULE. TRAIN. TRACK. REPORT. eLEARNING for

Maritime Employers With a complete library of Maritime-specific training courses and a custom Learning Management Tracking System (LMS), Moxie Media can provide the administrative tools you need to keep your crews safe, productive, and in compliance.

September 2014 MARINE LOG 27

TRAINING AVAILABLE COURSES AND TRAINING FACILITIES 1978, and is currently certified by such organizations as the International Association of Drilling Contractors and American Red Cross. Training is conducted for more than 8,500 students per year, serving local, regional, national and international companies. More than 90 courses are offered in marine firefighting and radar, industrial safety and emergency preparedness.

(continued from page 25)

T h e D el g ado C o mmuni t y C o lle ge Maritime, Fire, Radar and Industrial Training Facility sits on 3.3 acres used for classroom, field and simulation training. The fire field contains 10 props used for both marine and industrial firefighting scenarios. Future plans for Del g ado include the addition of a new Maritime Center of Excellence to be constructed adjacent to

the existing site. The Center of Excellence will include a 23,000 ft 2 administration/ education building and a 1,500 ft 2. saltwater pool with enclosure for expanded Water Survival, HUET, Able-Bodied Seaman and Lifeboatman training. www.dcc.edu

MOXIE MEDIA Moxie Media develops, publishes and distributes cutting edge training materials to meet the regulatory, health, security and workforce needs of the maritime, oilfield and other high-risk industries. Our curriculums are geared toward companies who must meet government and industry training requirements such as OSHA, U.S. Coast Guard, DOT, API, BOEM, BSEE, DHS, TSA, AWO, and ISO. Instrumental in this endeavor has been the expansion of its eLearning library of courses which has become a very popular method of delivering training for several industries, including offshore and inland waterways. Besides expanding our substantial library of courses, Moxie Media can also provide a Learning Management System that will maintain and track all employee progress and even allow for training courses to be taken when internet connectivity or bandwidth are not always available. Today, over 10,000 active users are utilizing Moxie Mediaâ&#x20AC;&#x2122;s online courseware. www.moxietraining.com

FREMONT MARITIME SERVICES

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28 MARINE LOG September 2014

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TRAINING

maintainable. Because of its unique capabilities, MarineLMS has been deployed by a growing list of some of the world’s largest and most well-known vessel operators. MarineLMS automatically adapts training and assessments to the individual trainee, dynamically constructing content to target the trainee in their role, on the vessel where they are deployed, for the equipment they will be using. This is critical in fostering detailed, vessel-specific and equipment-specific knowledge and competencies in your officers and crew for situations where safety is paramount. For vessels with little or no internet connectivity, MarineLMS provides Remote Training Appliances (RTAs)—connectionless, vessel-based devices, which seamlessly and completely replicate the vessel operator’s central LMS for “anywhere” training. For more information, e-mail Info@MarineLS. com or visit www.marinels.com

SEA SCHOOL In business for over 37 years, Sea School has convenient locations along the Eastern Seaboard, the Gulf Coast and the Caribbean. Sea School offers over 40 United States Coast Guard approved courses, including: Auxiliary Sail Endorsement, STCW Basic Safety Training,Proficiency in Survival Craft/Lifeboat, Tankerman and many more. It recently announced its latest USCG Approved STCW Rating Forming Part of a Navigation Watch (RFPNW) endorsement training and assessments program. Sea School’s Bayou La Batre, AL. campus will offer a 2-day RFPNW training beginning on a monthly basis and by request of companies for their own groups. This course meets the new STCW 2010 amendments, conforms to the latest USCG NVICs and is applicable to Ordinary Seaman and Able Seaman document endorsement for RFPNW on vessels of 200GRT (US) / 500GT (ITC) or greater. www.seaschool.com

MASSACHUSETTS MARITIME ACADEMY Massachusetts Maritime Academy’s Center for Maritime and Professional Training provides professional development training for maritime and engineering professionals in private industry and government sectors. Its flagship course, the USCG-approved Advanced Shiphandling in Manned Models program, is a unique training module designed for senior-level officers and pilots who wish to enhance their knowledge of the art and science of shiphandling. Overall, officers and pilots will have the opportunity to enhance their skills, exchange ideas and experiences with one other and attempt maneuvers they have yet to perform on actual ships. Training takes place at its Sailing Center in Bourne, MA located just minutes from historic Plymouth, MA and scenic Cape Cod. Our OPA-90 Qualified Individual program consists of four days of lecture and a one day spill management team exercise using the Academy’s Oil Spill Management Simulation Facility. The program fully meets training requirements set by the USCG and EPA under the Oil Pollution Act of 1990 (OPA-90) and also provides certification as 24-Hour Incident Commander under OSHA regulations. www.maritime.edu/cmt

UNITED STATES MARITIME RESOURCE CENTER (USMRC) The United States Maritime Resource Center (USMRC) is an independent nonprofit organization with a niche focus on navigation safety, maritime risk mitigation, human capital development and raising awareness of international shipping, maritime trade and transport. For more than three decades, USMRC and its Maritime Simulation Institute have focused on the safety of mariners, ships and their cargoes, maritime infrastructure and protection of the marine environment, through the extensive use of modeling and simulation, research, consulting and specialized training. USMRC specializes in creating and delivering custom training solutions for clients that are tailored to meet the specific needs of an organization. In addition to the custom training solutions we deliver, USMRC also offers a select portfolio of courses to companies, shore based personnel and individual mariners. Many of these courses are also USCG approved and compliant with STCW. Most courses are offered on an open enrollment basis, but attendance can also be limited to

a particular company, group or association. Programs delivered at the client’s site are also available. USMRC’s simulation center based in MIddletown, RI, houses three full mission bridge simulators, a 360° tractor tug simulator and a 16 station electronic navigation and cargo handling simulation laboratory. USMRC employs both our own, unique proprietary simulation system as well as the most current versions of Transas NTPRO 5000 navigation, cargo handling, modeling and R&D simulation suites. www.usmrc.org

RESOLVE MARITIME ACADEMY Construction is underway on a new, twostor y wet trainer for Resolve Maritime Academy,Fort Lauderdale, FL. Four times larger than its predecessor, the L/V Gray Manatee, the wet trainer, which will be 40 ft long x 8 ft wide, will span 640 square feet and offer a combined Stability and Damage Control course. Designed to give first responders the knowledge and understanding necessary to deal with hull breaches, the trainer uses props that simulate flooding from breaches, broken pipes and hatches. The trainer features a wet room to practice a variety of damage control techniques, in addition to a flooding room that will be used to run scenarios from command tactics to damage assessment and a second flood access area—giving students the ability to enter the flooded compartment from above. This, says Resolve, enables to the Academy to incorporate modern SOPs (standard operating procedures) into training. “We are incredibly proud to offer a course that combines stability and damage control using our new two-story wet trainer,” says Denise Johnson, RMA Director. “Based on some recent incidents, the industry has been looking for specialized training so we are building the wet trainer to meet their needs and be able to evolve for future training,” adds Clifford Charlock, Fire School Manager. The five-day course will enable students to cover NAPA damage stability, case studies, cross and down flooding, and flooding mitigation before being tested in the wet trainer. www.resolveacademy.com

September 2014 MARINE LOG 29

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LNG

The Borgoy has been working at Europe’s largest LPG and condensates export terminal

GAS-POWERED TUGS poised for take-off? The world’s first two gas-only terminal tugs have now completed several months of successful operation in Norway By Paul Bartlett, Contributing Editor

hort-sea cargo ships, ferries and offshore supply vessels are all well-suited to the adoption of Liquefied Natural Gas (LNG) as a fuel, particularly in the U.S. where gas prices are highly competitive. But terminal service vessels operating in locations where LNG is accessible also make good sense and there is growing interest in gas-powered tugs in Europe, the Middle East and China. The world’s first two gas-only terminal tugs have now completed several months of successful operation in Norway. Owner, charterer and terminal operator have all expressed their satisfaction with the 65-tonne bollard pull tugs Borgoy and Bokn. The two tugs have been working at Europe’s largest LPG and condensates export terminal in Kårstø on the Norwegian coast for a little more than six months. They are permanently dedicated to the escort, maneuvering and berthing of LPG carriers and product tankers up to 120,000 dwt. Owned by one of the country’s largest terminal tug service providers Buksér og Berging and deployed on ten-year charters to state energy giant Statoil, the Rolls-Royce-engined tugs were built at Sanmar Shipyard near Istanbul in Turkey and are classed by DNV GL. Price was a closely guarded secret but the first cost of vessels powered by gas is significantly higher than conventional vessels of the same type.

But Arild Jaeger, Chief Financial Officer at Buksér og Berging, says the cost of the two tugs over their life-time will be significantly less than conventional craft because of their fuel efficiency and low maintenance requirements. Competitive gas prices also help. He concedes that they were significantly more expensive than conventional tugs at the outset. But Norway’s NOx Fund, which supports emissions-reducing marine technologies, and long-term charters from Statoil were both helpful components of the transaction. For more details on the NOx Fund, read “Norway’s NOx Fund: A blueprint for others?” (ML August 2014, p 27). In fact the deal originally came about because Statoil had stipulated a requirement for an environmentally advanced terminal craft. It is thought that the charter rate reflects this but is offset to some extent by the vessels’ fuel efficiency and lower LNG costs. If the two vessels continue to perform well, it is thought likely that Statoil will contract more gas-powered tugs. The relative merits of dual-fuel or gas-only LNG propulsion technology remains a subject of debate but Statoil and the tugs’ owner opted for gas-only engines from Rolls-Royce. Where the supply of LNG is guaranteed and sufficient, says the engine builder, gas-only technology is the sensible choice. This, Rolls-Royce insists, is because gas-only engines are more efficient, cheaper to operate, require less complex engine September 2014 MARINE LOG 31

LNG supporting systems and offer the best emissions performance. They also offer the most economic way of complying with future ECA requirements. The two craft are each powered by a pair of spark-ignited lean-burn Rolls-Royce C26:33L6PG Bergen engines of which there are now 42 units in marine operation. On board the tugs, the engines drive US35 controllable pitch Rolls-Royce azimuth thrusters with three-metre ducted propellers. Each engine and thruster is a separate system so the tugs have full redundancy. Operating together, the engines produce 4,575 bhp at 1,000 rev/min giving a steering force of about 100 metric tons at 10 knots. LNG is stored at minus 164°C in a vertically mounted 2,825 cubic foot tank and pressure-fed from there to the engines. Meanwhile, Rolls-Royce executives are confident that the company’s first tug contracts in China have paved the way for a rich new seam of business. Earlier this year, the company closed a deal with China National Offshore Oil Corporation (CNOOC) for two, option two tugs. The first pair is now under construction at the Zhenjiang Shipyard in Jiangsu and the first vessel is due for delivery by the end of the year. The tugs have a similar

configuration to the Norwegian vessels – with a pair of Bergen gas-only engines driving two azimuth thrusters. However, CNOOC is not putting all of its eggs in one basket. It has also signed up for dual-fuel tugs from Finnish marine engine designer and builder Wärtsilä. The company has already provided the main engines for two tugs contracted by CNOOC Energy Technology & Services Ltd which has expressed its intention to order a series of similar units fuelled by LNG. The tugs, which are now operating on the Chinese coast, are supplied with LNG at the company’s own facilities. Wärtsilä has also scored a big hit in the Middle East where a recently signed Memorandum of Understanding with Drydocks World Dubai (DDW) is likely to be cemented into a contact for a new gas-powered tug any time now. Initially, the contract will be for one 30m dual-fuel escort tug to be built at the shipyard for its own use. However, as many as ten replacement tugs will be needed in due course and, according to the yard’s senior management, these are all likely to be powered by LNG. The first vessel will have a bollard pull of 55 tonnes, with subsequent tugs covering various power ranges. ■

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32 MARINE LOG September 2014

LNG FUELS FJORD LINE NEWBUILDS

TWO NEW 1,500-PASSENGER vessels operating between Norway and Denmark and commissioned earlier this year are among the most environmentally sustainable ferries working anywhere. Sisterships Bergensfjord and Stavangerfjord, owned by Fjord Line, have Rolls-Royce Bergen engines fueled by LNG which emit virtually no sulphur or particulates, 90% less nitrous oxides and a quarter less greenhouse gas. Fjord Line President and CEO Ingvald Fardal explains that the vessels were originally planned with conventional engines that could be converted to run on gas at a later date. But construction of the hulls in Poland gave time for more thought and Fardal and his team decided to install Rolls-Royce gas-only engines instead. The higher first cost of gas engines was offset in part by funding from Norway’s NOx Fund which provides grants for emissions-saving projects in the marine industry. Fardal admits that going for a new technology has not always been easy but the ships are already performing well in operation. They burn less fuel; gas combustion is more efficient; emissions are dramatically less; and passengers and crew have the benefit of a cleaner and quieter environment on board. The main advantage of going for gas, however, is the fact that the two ferries are already in full compliance with tough new fuel regulations due to enter force in Europe’s Emission Control Area (ECA) next Januar y. From the beginning of 2015, all ships operating in the ECA will have to burn low-sulphur fuel, marine diesel, or use other sulphur-reducing kit such as scrubbers to clean exhaust gas. There are significant costs involved in each of these options and European ferry operators are already closing down some routes because they will no longer be viable. But the Bergensfjord and the Stavangerfjord already meet full ECA requirements and, from next January, will become instantly even more competitive.

SOFTWARE

From COMPLIANCE to MAINTENANCE, There’s an app for that Exclusive to Marine Log

lready a leading provider of manning, maintenance, dispatch, and HSQE software to the tug, barge and offshore support sectors, Canada-based Helm Operations was recently acquired by classification society ClassNK. It’s the second significant acquisition of a North American marine service company by ClassNK in as many years. Last year, it acquired U.S.-based Safety Management Systems, LLC, a safety management consultancy services company. Helm software is used on some 1,000 vessels belonging to leading global workboat companies like Seaspan, SVITZER, and McAllister Towing and Transportation. “We bonded immediately with ClassNK and its culture, which is one steeped in efficiency, safety and great customer relationships,” says Rodger Banister, Helm Operations Vice President Marketing. Helm’s f lagship product, Helm CONNECT, provides the user with all the information required to perform key tasks, whether these are managing safety and compliance, preventive maintenance work, billing or jobs. Helm CONNECT is unique by virtue of being the workboat industry’s first app-based, web-based, workf low-based software system designed through user experience principles, which makes it intuitive for use by everyone onboard and onshore. Every suite is standardized and all Helm CONNECT apps are available for a manageable monthly fee based on the number of vessels in the fleet. According to Banister, compliance audits can bring areas of a workboat company to a standstill. Customers or regulatory bodies conducting the audits can distract a safety and compliance manager for weeks as they ensure that a workboat company is operating with respect to its safety management system. “Workboat companies don’t need a software system to be compliant, but it sure makes life easier if you do,” says Banister. “Helm CONNECT HSQE ensures that every compliance-related concern can be tracked—proving that something is being done about it, which is basically what any regulatory body is looking for.

BROADER PLATFORM Acquisition by ClassNK will “act as an accelerant for Helm CONNECT on all fronts,” says Banister. This will include further design and development of “Helm CONNECT Jobs,” which will handle all aspects of a harbor docking company’s scheduling, invoicing and utilization. “Working with ClassNK will give Helm access to

global resources and global reach, which will support the development of Helm CONNECT into a platform capable of supporting a broader range of the maritime industry,” says Banister.

CUSTOMER CONSULTATION To develop a Helm CONNECT app, Helm convenes in-depth “user experience workshops” with individual customers to explore wideranging industry challenges and the software solutions that can or could assist. “We get everyone together in a room and we discuss workflows, so we can map them out,” says Banister. He calls this “a pivotal moment in the design process” because different departments often do not have an opportunityto meet to discuss their workflow processes. “Once we have met, mapped, designed and tested our wireframes with on shore and on vessel users, we start the development process to create standardized apps that handle things like preventive maintenance, inspections or action items.” Banister points that customers can also customize the software themselves or use a third party through an extensible application programming interface (API). “This is basically a rules engine that allows a development team to develop in our software and gives customers the ability to connect (or integrate) Helm CONNECT apps with any other software in their system such as accounting or human resources software.” “Helm CONNECT is renowned as being truly user-friendly and the company’s first concern is to ensure that the product is as intuitive as it can be for customers,” says Banister. “We provide speakers and trainers from inside and outside the industry who focus on leadership, uncovering potential, and process efficiency,” says Banister. Asked how Helm reduces a user’s IT burden in terms of financial and manpower costs, Banister says: “The first cost that many companies do not necessarily anticipate when they look for software is the cost of a failed implementation, usually due to a lack of adoption by staff, or under-usage because their people do not like using the software. By creating solutions that are intuitive and engaging for users, we go one step further than most software companies to ensure staff and crew understand, and even like, using our software. Another advantage is that the more people engage with the software, the better data and reporting you get out of it, which allows you to make better decisions as a company. ■ September 2014 MARINE LOG 33

NEWSMAKERS

KPI Bridge Oil appoints Ladekjaer its new Chief Executive Officer CARSTEN LADEKJAER has been appointed Chief Executive Officer of KPI Bridge Oil, a global broker and trader in marine bunkers, marine lubricants and risk management products. Ladekjaer will be based out of KPI Bridge Oil’s office in London. JAN M. FLORES has joined the staff at naval architecture and marine engineering firm Netsco, Cleveland, OH. Flores brings with him extensive knowledge and experience in the offshore segment of the industry—having previously been responsible for Business Development in the Offshore Market for OSG’s FSO Group. Seward & Kissel LLP has named JOHN F. IMHOF JR. to the firm’s Maritime and Transpor tation Finance practice. Imhof has more that 20 years of experience in transpor tation f inance and investments—including advising lenders, investors, and vendors.

Hornblower Cruises & Events, San Francisco, CA, has named SCOT T K E E V E R , Manager, Special Projects. In this new position, Keever will work on a number of special projects including the company’s SAF ECRUISE ef for t s and Respec t our Planet programs.

Seaspan Shipyards, Nor th Vancouver, BC , Canada, has appointed TIM PAGE Vice President, Government Relations. Page will be responsible for building and maintaining relationships with federal, provincial and local authorities, regulatory agencies and key policy makers.

STEPHEN MARTINKO has been appointed the new Executive Director for the Port of Pittsburgh Commission (PPC). The Port of Pittsburgh is the second busiest port in the U.S. Prior to joining PPC, Martinko served as Deputy Staff Director of the U.S. House of Representatives Transpor tation and Infrastructure Committee—and was instrumental in the development of the Water Resources and Reform Development Act.

Elliott Bay Design Group (EBDG) has added two Marine Engineers to its staff. With more than three decades of experience in the offshore and oilfield industr y, WILLIAM SUMMERS joins EBDG’s New Orleans team. Meanwhile, EILEEN TAUSCH joins the Seattle team. A former EBDG intern, Tausch graduated from the University of Michigan with a Bachelor of Science in Naval Architecture and a minor in Electrical Engineering.

W&O’s Senior Account Executive TAMMY EMERSON has been elected as Vice President of Programs for the Jacksonville Propeller Club.

AP_Seatrade-US:AP_Seatrade-US 03/09/14 13:34 Page1

We support innovative solutions to improve energy efficiency and reduce emissions For more information, please contact: Bureau Veritas Regional Marine Center Tel: +1 954 525 3799 Fax: +1 954 760 7758 Email: mia_cmi@us.bureauveritas.com Visit us on: www.bureauveritas.com www.veristar.com

Move Forward with Confidence

34 MARINE LOG September 2014

ANDREW SEMPREVIVO has been promoted to Vice President of sales and marketing for Maryland-based Seakeeper.

TECHNEWS Low Loss HYBRID ENERGY system launched by Wärtsilä

EXOSKELETON TECHNOLOGY for “superhero” shipbuilding A SUPERHERO FOR SHIPBUILDING—well not quite, but reminiscent of Marvel’s Iron Man character, shipbuilding may soon benefit from an army of Iron Men at shipyards. U.S. Navy shipyards will soon be evaluating an exoskeleton developed by Lockheed Martin. The technology has been under development for more than five years at Lockheed. The unpowered, lightweight exoskeleton, named FORTIS, will increase an operator’s strength and endurance by transferring the weight of heavy loads from the user’s body directly to the ground. The ergonomic design moves naturally with the user’s body, allowing for flexibility, says Lockheed Martin. FORTIS can also be adapted to fit different body types and heights. The technology will enable operators to work longer and more efficiently with reduced fatigue. Under the contract, which was awarded through the National Center for Manufacturing Sciences (NCMS), the U.S. Navy will evaluate and test two FORTIS exoskeletons. The goal is to transition the technology from the Department of Defense industrial base to the industrial hand-tool applications at shipyards. www.lockheedmartin.com

WÄRTSILÄ HAS LAUNCHED its new Low Loss Hybrid (LLH) System. As the key element in the total control and stability of the ship’s electrical system and energy flows— the system utilizes power from different sources and combines it with energy storage devices to operate the prime movers closest to their optimum performance. The hybrid system is integrated with the inverter control units and interfaces with the conventional power management system. According to Wärtsilä, it ensures substantial reduction in exhaust gas emissions and saves up to 15% annually on fuel. Wärtsilä notes that a key feature of the system is its ability to reduce transient engine loads that often cause an increase in f uel consumption and emissions. Additionally, the rapid response from the energy storage system helps reduce maintenance and increase system performance. The LLH system is suitable for use in a variety of market segments, such as offshore, tugs, ferries and coastal vessels. “Fuel efficiency and a reduced environmental footprint are central to the current and

future needs of the entire marine sector. The Wärtsilä Low Loss Hybrid system supports both these aims and is an important enabler for energy and cost efficient shipping,” says Juhani Hupli, Vice President, Electrical & Automation, Wärtsilä Ship Power. The energy storage system is approved according to new DNV GL class rules for battery power. Earlier this year, the system was installed and tested on the 92 m Eidesvik PSV Viking Lady. A comprehensive measurement program that monitored transit mode in heavy weather conditions, critical operations, and standby mode confirmed actual fuel savings of 15 percent. Emission reductions were also substantial, with local emissions in harbor virtually eliminated. www.wartsila.com

MITSUI TO SUPPLY CROWLEY’S CONRO’S WITH ENGINES JAPAN’S MITSUI Engineering & Shipbuilding Co., Ltd will supply Crowley’s two new 2,400 TEU LNG-fueled ConRo ships with MAN B&W ME-GI electronically controlled gas injection diesel engines. The ships, El Coquí and Taíno, are currently under construction at Mississippi-based VT Halter Marine, Inc. The engine’s high efficiency and power concentration, along with its ability to avoid derating and its negligible methane slip made it the optimal engine choice for Crowley’s ConRo ships.

The newbuilds are expected to reduce CO2 emissions by approximately 38%. The ships will achieve the CLEAN notation as well as the Green Passport notation—and will meet or exceed all regulatory requirements. El Coquí and Taíno will each measure 219 m x 32 m. The ships will have a deadweight capacity of 26,500 metric tonnes and will each have the capacity to carry 400 vehicles. They will be operated in the Jones Act trade and will provide service between the U.S. and Puerto Rico. Delivery is set for the second and fourth quarters of 2017. www.crowley.com

ANCHORS AND CHAINCABLES In all sizes & diameters, our materials always have 100% original class certiﬁcates

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wortelboer.nl 10-01-14 10:01

September 2014 MARINE LOG 35

CONTRACTS SHIPYARD CONTRACTS While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about August 1, 2014. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com. SHIPYARD

LOCATION

QTY

TYPE

PARTICULARS

OWNER/OPERATOR

EST. $ MIL

EST. DEL.

RECENT CONTRACTS Eastern Shipbuilding Eastern Shipbuilding

Panama City, FL Panama City, FL

2 2

tugs tugs

Z-Tech 2400, 80 ft Z-Tech 2400, 80 ft

Suderman & Young Towing Bay Houston Towing

2015, 2016 2015, 2016

Eastern Shipbuilding GD Bath Iron Works

Panama City, FL Bath, ME

1 --

towboat LCS

Canal Class, 90 ft x 32 ft Planning Yard Services

FMT U.S. Navy

VT Halter Marine

Pascagoula, MS

ATB tugs

130 ft x 38 ft, 6,000 hp

Bouchard Transportation

MAY16

Burger Boat Company Chantier Davie

Manitowoc, WI Levis, QC, CAN

1 1

Tour boat MPCV

98 ft, 299 PAX 130m

Chicago’s First Lady Cecon

MAY14 AUG14

Eastern Shipbuilding Senesco Marine

Panama City, FL N. Kingstown, RI

1 1

OSV tug

HOSMAX 310, 302 ft 96 ft, 5,150 hp

Hornbeck Offshore McAllister Towing

AUG14 JUN14

Aker Philadelphia BAE Systems Southeast

Philadelphia, PA Mobile, AL

4 2

Options dump scows

50,000 dwt 7,700 ft3

Crowley Great Lakes Dredge

BAE Systems Southeast Candies Shipbuilders

Jacksonville, FL Houma, LA

1 1

tug subsea vessel

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

Seabulk Tankers Inc. Otto Candies LLC

Option Option

Gulf Coast Shipyard Leevac Shipyards

Gulfport, MS Jennings, LA

4 2

PSVs PSVs

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

Harvey Gulf Intl. Marine Tidewater

Options Options

TBD TBD

OPCs LASH carriers

Offshore Patrol Cutters convert steam to LNG

U.S. Coast Guard Horizon Lines

RFP/Phase I RFP

TBD TBD

1 6

double-end ferry car ferries

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

VDOT Washington State Ferries

$27

RFP RFP issued

3 1

double-end ferries 4,500 PAX Roll-On/Roll-Off 692 ft, 26,600 dwt

NYCDOT Pasha Hawaii Transport

$309 $137

Proposed Option

2015 $100.0

DELIVERIES

PENDING CONTRACTS

TBD VT Halter Marine

NOTES

Pascagoula, MS

$500

2017 Options

Hire the Best Maritime Talent VISIT http://bit.ly/marinejobs

THE MARINE LOG JOB BOARD Recruit and hire the best maritime talent with Marine Log’s online job portal. To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com 36 MARINE LOG September 2014

MARKETPLACE PRODUCTS & SERVICES

ENGINEERS & ARCHITECTS

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

ALL MAJOR CREDIT CARDS ACCEPTED

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350 Lincoln St. Suite 2501 Hingham, MA 02043 Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: Website www.jwgainc.com inbox@jwgainc.com September 2014 MARINE LOG 37

MARKETPLACE ENGINEERS & ARCHITECTS

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Open Positions: EXPERIENCED MARINE DESIGNERS General Manager – Brooklyn, NY Habitabilaty Certification Testing MR Dec13 3 by 1.indd 1 11/14/2013 3:58:18 PM Port Captain – Seattle, WA RESOLVE Engineering Group (REG) is Port Engineer – Seattle, WA and Brooklyn, NY looking for energetic, enthusiastic team Port Mechanic – Seattle, WA; Alameda, CA; members to build up our New Orleans office. U.S. Gulf Coast and Brooklyn, NY ATB Captain – West Coast ATB Mate – West Coast Please visit our website at Pilot – U.S. Gulf Coast www.resolveengineeringgroup.com for the Tankerman – U.S. Gulf Coast and Seattle, WA full job posting. For a list of all open positions or to apply online, please visit our Careers page at www.harleymarine.com

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M A R K E T P L A CE SA L ES

SHOW PREVIEW: TUGS & BARGES 2013

MARINELOG Reporting on Marine Business & Technology since 1878

www.marinelog.com

APRIL 2013

Contact: Jeanine Acquart Phone: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

Special pecial Delivery elivery for

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38 MARINE LOG September 2014

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NOW ACCEPTING APPLICATIONS CAPTAINS and MATES 200 Ton upon Oceans w/Towing Endorsement All applicants must have valid TWIC, Passport, MMC

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Electrical Superintendent Foreman and Leaderman all Crafts

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MARINELOG.COM

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INDEX OF ADVERTISERS COMPANY

PAGE #

ABS . . . . . . . . . . . . . . . . . . . . . . . . 13 American Maritime Safety, Inc. . . . 6 Baker Marine Solutions . . . . . . . . C3 BMT Fleet Technology Limited . . . . 6 Bureau Veritas . . . . . . . . . . . . . . . 34 Centa Corporation . . . . . . . . . . . . 11 Chamber of Marine Commerce . . 19 Clean Gulf . . . . . . . . . . . . . . . . . . . 15 ExxonMobil Global Fuels & Lubes . . C2 Great American Insurance Co . . . 10 Great Lakes Towing Company . . . 21 Gulf Coast Shipyard Group . . . . . . 32 HHP Summit . . . . . . . . . . . . . . . . . . 5

COMPANY

PAGE #

Interferry . . . . . . . . . . . . . . . . . . . . . 3 International Workboat Show . . . 28 JMS Naval Architects & Salvage . . . 4 Marine Art of J Clary . . . . . . . . . . . 34 Maritime Professional Training . . . 1 Moxie Media . . . . . . . . . . . . . . . . . 27 National Oceanic and Atmospheric Administration . . . . . . . . . . 20 Omnithruster Inc . . . . . . . . . . . . . 12 Regions Bank . . . . . . . . . . . . . . . . C4 SNAME . . . . . . . . . . . . . . . . . . . . . 14 Wortelboer . . . . . . . . . . . . . . . . . . 35

September 2014 MARINE LOG 39

MARINE SALVAGE

THE VRP AND THE SALVOR: TO CALL OR NOT TO CALL?

Paul Hankins, President, American Salvage Association

IF THERE IS ONE BIG CHANGE in the way a salvor and a stricken vessel interact in the U.S., it is the Vessel Response Plan (VRP). Nineteen important elements of a salvage response are spelled out, equipment and personnel to be used are identified, and time frames for responding are fixed from a planning perspective. Extensive planning for any emergency is a laudatory goal for it makes those that are responding more ready and those that rely on that response more aware of what to expect and how to initiate and support that response. So from a practical standpoint, the process of salvage response has improved, with one not so small caveat—that could easily become a major obstruction to the successful implementation of an improved U.S. salvage emergency response posture. What caveat could impact such a common sense approach to emergency response? Consider this: In order for a plan to work as designed, the plan must be utilized. That means everyone involved in the plan’s implementation needs to be trained on that implementation and it means when the incident occurs, the plan is used. If in either case, in training or in an actual response scenario, the VRP sits on the shelf, the likelihood of its contents ever being used is slim. Intuitively this seems to be common sense. One must train and exercise plans for those

plans to be effective or even evaluated. The value of any training is that it instills automatic responses and reactions. But what overrides this intuitive common sense when a plan isn’t exercised, or when there is no knowledge of it, is the tendency at the time of the crisis for those effected to fall back on what seems to be the most expedient reaction, actions often driven by external factors. Presume a vessel grounds itself in a river after an onboard casualty causes a loss of steering. Initial indications are that the bow has grounded into mud and the stern remains afloat in the channel. So what happens? In the perfect world of the VRP, initial actions are taken to stabilize the vessel while the emergency response network of the vessels operating company is activated. The salvor is notified, and after collaborative discussions to mobilize, equipment is arranged, a representative arrives in a couple hours, a flawless salvage plan is executed and the vessel refloats itself. But unfortunately we don’t live in that perfect world. Instead, a variety of external factors immediately begin to be interjected into the Master’s decision-making process. The pilot believes the vessel can be pulled off with a few tugs, all available a short distance away. The cargo owner has already made it clear that any delay is unacceptable. Coast Guard reduces traffic to one way in the high

MARINELOG

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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 Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com

40 MARINE LOG September 2014

traffic channel and immediately wants to know how long it will take to refloat the vessel. The operation command center wants a quick resolution to the problem. Every push is, rightfully so, to get the ship moving again. The common denominator in all these external drivers is speed and problem resolution. Quick actions on-scene, while generally important, are the enemy of the VRP when taken alone. Arguments against immediate salvor notification claim that calling the salvor “opens the cash drawer and money starts flowing.” I would argue in today’s world of pre-negotiated response contracts, that argument simply does not hold water. No U.S. salvor under OPA 90 VRP conditions is going to respond without explicit agreement from the owner’s rep. But at least if the conversation is underway, a more informed decision can be made every step of the way. The salvage industry has invested millions in the infrastructure required to meet the regulatory requirements. It takes money to maintain and keep that capability in place. So there is no question the salvors require revenue to offset costs. More importantly, if we go two, three, four years with the expectation that the salvor is only called when it is unquestionably a necessity, we will be right back to where we were 10 years ago.

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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