April 2014 Marine Log Magazine

MAJOR OSV PLAYERS position their pieces

arine oG M L Reporting on Marine Business & Technology since 1878

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apRil 2014

TRANSFORMERS How some tug companies are remaking themselves

WEIGHTY ISSUE: Maximize your capacity & profits OCEAN BARGES: Offshore development spurs demand TRAINING: Leaning towards e-learning

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contents

ApRIL 2014 VOL. 119, NO. 4

15 departments 2 eDiTorial Seattle’s maritime heritage runs deep

6 inlanD waTerways Candor on carp

31

Tidewater Barge Lines has ordered three new tugs from VIgor Fab. The tugs will help the operator meet growing demand

features 19 offshore

Thought leadership

Q&A with Hornbeck Offshore Services, Chairman, President & CEO, Todd Hornbeck

25 spoTlighT

raising the bar

At the center of Harley Marine’s growth is its safety, quality and environmental management systems

31 Tugs & barges

a river of change

Tidewater Barge Lines grows to meet demand on Columbia and Snake Rivers

36 show preview

Marine log’s Tugs & barges 2014 Conference & expo’

Keynote address will be delivered by Harley Marine Services’ Deborah Franco

39 ergonoMiCs

Designing a seaworthy control room console

Ergonomics, durability, flexibility, and aesthetics should be considered in the design of a successful control room

41 Design

weighty matters

Cutting vessel weight can lead to an increase in operational efficiency reduced costs, and improved customer satisfaction

8 upDaTe • Maersk Supply orders next generation cable layer • Schumer pushes for New York ferry funding • BP gets back into the lease game • New Washington State ferry christened at Vigor 16 washingTon President’s budget request wants USCG to do more with less 45 newsMakers Washington State Ferries’ David Moseley announces retirement

46 TeCh news Rolls-Royce to power first gas tugs for Asia

48 ConTraCTs

43 Training

Gunderson Marine delivers 300 ft Prometheus to Ulysses, LLC

Two separate styles of maritime training—hands-on and online e-learning—help mariners stay up-to-date with the latest maritime regulations and technology

52 shipbuilDing hisTory

Trends in training

The H-class submarines

April 2014 MARINE LOG 1

editorial

Seattle’S maritime heritage runS deep Seattle ShareS an interesting connection with New York City. When it was first established by white settlers in 1851, the town site was named New York and then, by adding a word from Chinook jargon meaning “by-and-by,” New York-Alki, according to the Seattle City Clerk’s office. Once the town was moved across to Elliott Bay to what is now the historic Pioneer Square district, New York-Alki was dropped in favor of Seattle in honor of a Duwamish Indian leader who befriended the settlers.

Beyond their once common name, Seattle and New York also share a strong maritime tradition and heritage. The population of Seattle exploded in the 1880’s, driven by its natural resources—lumber and coal—but also a thriving business in fishing, wholesale trade, shipping and shipbuilding.

During World War I, Seattle shipyards such as Ames Shipbuilding, J.F. Duthie Shipbuilding, Seattle North Pacific Shipbuilding and Skinner & Eddy built about 20% of the

United States’ wartime tonnage, according to Tim Colton’s shipbuildinghistory.com.

Today’s average Joe would probably more readily associate Seattle with tech companies such as Microsoft and Boeing or the ubiquitous Starbucks, rather than shipbuilding or shipping, but those ties remain strong.

Seattle and Tacoma, WA, Portland, OR, and Ketchikan, AK, remain vital centers for the Pacific Northwest maritime cluster in the U.S. They are home to some of the most well-known naval architectural and marine engineering firms, shipyards, marine equipment suppliers and service companies, and vessel owners and operators in the business.

This month, Associate Editor Shirley Del Valle profiles Tidewater Barge Lines, Vancouver, WA, the largest marine transportation west of the Mississippi River. The company’s green “T” logo is a common sight on the tugs that push barges on the Columbia and Snake River systems. Now, the 80-year-old operator has its focus set

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

on expansion. Flip to “A river of change” on page 31 to find out more.

And if you are looking for another progressive tug and barge operator, look no further than Seattle-headquartered Harley Marine Services, Inc. (HMS). On our visit last month, we had the opportunity to tour their brand new LEED Gold-certified headquarters, and were lucky enough to sit down with the HMS team to discuss the company’s rapid growth. You can read about our visit in “Raising the bar” on page 25.

Next month, you’ll get to hear more about Harley Marine’s plans for yourself at Marine Log’s Tugs & Barges 2014 Conference & Expo, which will be held in Stamford, CT. That’s because our keynote speaker will be Deborah Franco, Harley Marine’s Vice President of Risk Management, Environmental and Regulatory Affairs, who has spearheaded the company’s efforts on its Quality Systems and ISO/ISM and AWO Responsible Carrier Program certification.

MaritiMe trivia trivia Question #13: How long was the biggest white shark ever caught?

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

There was no winning answer to last month’s trivia question, “What is believed to be the earliest known ship name?” Answer: The 167-foot Egyptian cedarwood vessel, PRAISE OF THE TWO LANDS, built around 2680 B.C.

2 MARINE LOG April 2014

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MarineLoG ApRIL 2014 VOL. 119, NO. 4 iSSn 08970491 USPS 576-910 PreSiDenT arthur J. Mcginnis, Jr. amcginnis@sbpub.com

inTernaTionaL SaLeS DireCTor Louise Cooper lcooper@sbpub.com

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

naTionaL SaLeS DireCTor Jeff Sutley jsutley@sbpub.com

aSSoCiaTe eDiTor Shirley Del valle sdelvalle@sbpub.com

regionaL SaLeS Manager vanessa Di Stefano vdistefano@sbpub.com

ConTriBUTing eDiTor William B. ebersold wbeber@comcast.net

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

ConTriBUTing eDiTor Paul Bartlett pbmc@gotadsl.co.uk WeB eDiTor nicholas Blenkey nblenkey@sbpub.com CreaTive DireCTor Wendy Williams wwilliams@sbpub.com arT DireCTor Sarah vogwill svogwill@sbpub.com MarkeTing DireCTor erica Hayes ehayes@sbpub.com

CLaSSiFieD SaLeS Jeanine acquart jacquart@sbpub.com ConFerenCe DireCTor Michelle M. Zolkos mzolkos@sbpub.com ConFerenCe aSSiSTanT katelyn Lombardi klombardi@sbpub.com CoLUMniSTS/ConTriBUTorS Mike Toohey, WCi Jame Hargus, Winsted Corporation John Waterhouse, eBDg Tim Colton

ProDUCTion DireCTor Mary Conyers mconyers@sbpub.com

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inland waterways

Candor on Carp InvasIve specIes in our nation’s waterways is a concern to many, with a variety of options to stem their spread ranging from the radical to reasonable.

On January 4, the U.S. Army Corps of Engineers (USACE), in consultation with other federal agencies, Native American tribes, state agencies, local governments and non-governmental organizations, released the Great Lakes and Mississippi River Interbasin Study (GLMRIS). Its purpose is to “evaluate a range of options and technologies (collectively known as ‘ANS controls’) to prevent the spread of aquatic nuisance species between the Great Lakes and Mississippi River by aquatic pathways. In this context, the term ‘prevent’ includes the reduction of risk to the maximum extent possible, because it may not be technologically feasible to achieve an absolute solution. As part of this study, USACE will conduct a detailed analysis of various ANS controls, including hydrologic separation.”

One of the options of the GLMRIS study was to close or modify the movement of barges on the Chicago Area Waterway System (CAWS) and impose a “physical separation” with the Great Lakes. These options are strongly opposed by industry as unreasonable, given that it is based on an estimated 25-year implementation timeline and massive cost estimates between $15 and $18.4 billion. And in reality, that option contains far too many unknowns impacting the final cost and timeline implementation of such a plan. It also raises the issue of Closing the Chicago Area Waterway System will have negative economic and environmental consequences

6 MARINE LOG April 2014

benefits achieved vs. costs to physically separate CAWS from Lake Michigan.

Those in the shipping industry are not the only ones raising concern about these radical options. DePaul University’s Professor Joseph P. Schwieterman, Director of the Chaddick Institute for Metropolitan Development, released a report on the costs and benefits associated with the structural alternatives explored in GLMRIS. Schwieterman’s report concluded that the total cost of the GLMRIS Study’s structural alternatives would actually range between $13 and $32 billion over 50 years, more than twice the construction costs estimated in the GLMRIS Study. According to Professor Schwieterman, “When all relevant factors are taken into account…the necessary expected benefits for [the physical separation] alternatives must be approximately $2 billion per year to justify the costs.”

Separation would also affect water quality changes and require additional treatment facilities to provide a bypass from those barriers. That decreased water quality would also need extensive environmental review and regulatory compliance. A physical separation would require massive land acquisition to accommodate flood risk management, the cost of which is also not estimated by GLMRIS. The study also fails to determine the impact to future growth of commercial passenger, recreational, charter and fishing boats, among other non-cargo users.

Hydrologic separation also means that the many businesses that have located along the lakeshore and the CAWS because of access to water transportation would now be cut off and likely become non-viable, having faith broken by radical “solutions” imposed by the Federal government.

With so much uncertainty about cost, effectiveness, and benefits borne, among others, there is one thing that is certain. The region should utilize river transportation more efficiently to alleviate traffic congestion and its associated social and environmental footprint that impacts everyone.

GLMRIS forecasts a 45 percent increase in commercial traffic between CAWS and Lake Michigan through 2020. Closing the CAWS

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

would have devastating negative impacts for operators of barges and towboats, deep draft vessels and the countless shippers and suppliers, manufacturers and producers, and ultimately every member of the population within the region.

The CAWS is a transportation corridor that provides the lowest-cost, most environmentally friendly and least socially intrusive mode of moving commodities that are the underpinnings of our nation’s economy. Redirecting that freight to other modes because of full closure or limited use of the CAWS would have unintended negative consequences across the board from higher costs to consumers, diminished air quality, considerable increased flooding, and traffic congestion on the highways and roadways. Additionally, the CAWS is an economic engine for the region and, ultimately, the entire country that will be negatively impacted. A 2008 study, the “Economic Impacts of Waterborne Shipping on the Indiana Lakeshore” revealed 17,655 jobs are supported and $1.9 billion in economic activity are attributed to O’Brien lockages by Indiana barge movements alone.

A path forward does exist, with the current electric barriers as a starting point.

The Asian carp population hasn’t advanced since 2007 and remains over 50 miles away from Lake Michigan. No carp has been found to swim through the barrier. The barrier, and other technologies—both current and future —should be examined to control the proliferation of invasive species as best as possible. And the fact that Asian carp could have other pathways to Lake Michigan, including the human factor (bait buckets, etc.) from either accident or malicious intent must be considered.

The negative economic, environmental and social consequences far outweigh the many questions about the effectiveness of closing the CAWS and physically separating the Great Lakes from other waterways. WCI, along with the American Waterways Operators and others, are strongly in support of reasonable options. Let those prevail, and allow sensible candor on Carp lead the way toward an effective response.

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UPDATE biz notes

HFO to remain dominant fuel

MaErsk suPPly

orders next generation cable layer Damen Galati shipyarD in Romania will construct a 138m x 27.5m cable layer for Maersk Supply Service, Copenhagen, Denmark, which has signed a seven-year charter agreement with leading IMR contractor DeepOcean for the custom-built vessel for transport and installation of high voltage cables. Based on Damen’s DOC 8500 design, the vessel will be delivered in 2016.

The new cable layer will be 138m long and 27.5 m wide with 2,200m² deck. The 9,300 dwt vessel will be installed with a carousel able to hold 7,000 tonnes of cable. Designed to work in shallow water, the vessel’s custom-made construction makes it possible for it to lie on the seabed during low tide.

DeepOcean UK CEO Tony Inglis says, “The versatile new vessel will be well suited for installation and burial projects using its 7,000tonne carousel from land-fall to deepwater and also in remote geographical locations.”

Damen Shipyards describes the vessel

as a “semi-customized, modular” design, configured to accommodate up to 90 personnel. Damen Shipyards Group CEO René Berkvens says, “We really believe in the new design, a result of our continuous R&D efforts. Because of the flexibility of the concept, the customer can incorporate a large number of purpose-specific demands to suit his specific needs. This particular vessel has been adapted in close cooperation with our clients, drawing on the expertise of all three companies to create a state-of-the-art Offshore Construction Vessel.”

Damen Shipyards Bergum’s Remko Bouma, who will be overseeing the vessel’s construction, calls the DOC 8500 “a flexible platform for both transport and installation work offshore.” He says, “Its bow and slender hull optimize sea keeping in rough seas and suppress slamming. The ship will run on either MGO or HFO and has DP2 capabilities in line with offshore market preferences.

research frOm llOyD’s reGister and University College London’s Energy Institute on the future energy mix in shipping indicates that, by 2030, in all scenarios heavy fuel oil remains the main fuel for deep sea shipping.

LNG will develop a deep sea bunker market share of 11% and low sulfur heavy fuel oil (HFO) and hydrogen emerge as alternatives in certain scenarios.

Under the most optimistic scenario for a more sustainable world, global greenhouse gas emissions from shipping decline from 2025 despite significant growth in shipping—requiring a reduction in fossil fuel dependency and the start of a transition to a zero carbon fuel such as hydrogen.

Global Marine Fuel Trends 2030, released last month by Lloyd’s Register, provides insight into future fuel demand for the containership, bulk carrier/general cargo and tanker sectors— accounting for some 70% of the global shipping industry’s fuel demands.

IMO MEPC tO taCklE CO2 ship emissions monitoring

the imO Marine Environment Protection Committee (MEPC) was expected to tackle the development of a global system of monitoring and reporting of CO 2 emissions from ships at its most recent session starting March 31.

The move is supported by the International Chamber of Shipping (ICS) provided that the mechanism is simple to administer, is primarily based on fuel consumption and that the system itself will not be used for the development of a full blown “Market-Based Measure.”

ICS set out its position at a seminar for members of the Consultative Shipping Group (CSG) of maritime administrations, 8 MARINE LOG April 2014

organized with the assistance of the Norwegian Shipowners’ Association in Ålesund, Norway, last month.

ICS supports the “three-phase” approach to the development of a global system proposed by the United States.

In a statement, ICS Director External Relations, Simon Bennett said, “ICS believes that the question of whether IMO should eventually develop a mandatory system of energy indexing for existing ships – to which ICS is currently opposed – should be left open until after a mandatory CO2 emissions reporting system has been established, trialed, and the results evaluated.”

He added: “The priority of ICS is to assure the primacy of IMO as the industry’s global regulator. The successful development of a global system will require the support of all IMO Member States, including nations such as China. In order to make progress and discourage regional regulation, we think that the MEPC should initially focus on how information about emissions should be collected before launching into detailed discussions about efficiency indexing of ships, on which there is little global consensus. If they so wish, IMO Member States can always return to the question of ship indexing once a CO2 monitoring system has been established.”

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UPDATE

sChuMEr PushEs fOr fundIng for New York ferries senatOr charles e. schumer (D-NY) is urging the federal government to provide $267 million in funding for a New York City Department of Transportation plan to build three new 4,500-passenger ferries, upgrade existing ferry terminals in Staten Island and Manhattan to better withstand flooding and add barge-based ferry landings that can be used in cases of emergency.

The NYCDOT is expected to apply for the grant from the Federal Transit Administration (FTA) Sandy Resilience Program, as part of the third portion of $3 billion in disaster funding from the Sandy Relief Bill. The $267 million represents about 75% of the total $356 million cost of the project.

“Superstorm Sandy’s immense wrath and critical damage underscored the need for modern, updated and more resilient infrastructure in New York City,” says Senator Schumer. “Ferries are a key piece of resilient infrastructure because, with the right landing equipment, they can begin running immediately after a storm.”

Key DesiGn elements Of new ferries It is estimated that the new 4,500-passenger ferries will cost a total of about $309 million to build. Each will be fitted with four Voith Schneider cycloidal propellers, providing exceptional maneuverability. Additionally, the double-ended ferries will also be fitted with side loading doors, allowing for more flexible passenger embarking/disembarking scenarios in the event of an emergency.

Furthermore, the new ferries would allow the NYCDOT to retire some of the older boats in its nine-vessel fleet. Among them are the 49-year-old, 3,500-passenger John F. Kennedy and two 33-year-old, 6,000-passenger Barberi Class ferries, the Andrew J. Barberi and the Samuel I. Newhouse.

One of the largest ferry systems in the U.S., the Staten Island Ferry carries 22 million passengers annually between St. George 10 MARINE LOG April 2014

on Staten Island and Whitehall Street in lower Manhattan.

Besides the new ferries, the project would also allow for flood protection upgrades at the St. George Terminal on Staten Island and the Whitehall Terminal in lower Manhattan.

The terminals were hard hit during Super Storm Sandy. The upgrades are estimated to cost $7.5 million.

Lastly, as much as $40 million in funding will be used to enhance ferry landings at four locations to accommodate the new ferries and harden them against damage from future storms and the effects of a sea level rise. Among the locations are Hunters Point in Queens and E. 34th Street in Manhattan and two others, at least one of which would likely be in Brooklyn.

biz notes Astomos Energy orders second LPG carrier from MHI Japan’s astOmOs Energy Corporation has ordered a second 83,000 cubicmeter LPG carrier from Mitsubishi Heavy Industries, Ltd. (MHI).

Identical to a vessel it ordered from MHI late last year, the new LPG carrier will be delivered in the first half of 2016. Construction, as with the previously ordered vessel, will be carried out at MHI’s Nagasaki Shipyard & Machinery Works.

The newly ordered LPG carrier will have a length overall of 230 meters, beam of 36.6 meters and design draft of 11.1 meters. The ship will also be equipped with the industry’s most advanced systems, including mooring arrangements, to enable passage through the expanded Panama Canal, which is expected to become operational early in 2016.

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UPDATE biz notes

BP gets Back into the lease game BP was BaCK IN THE BIDDING aRENa within days of signing an administrative agreement with the EPA, on behalf of the federal government, resolving all matters related to its suspension, debarment and statutory disqualification following the Deepwater Horizon incident. BP bid on 24 tracts in the Central Gulf of Mexico lease sales last month with bids for $41.6 million.

Under the administrative agreement, which will apply for five years, BP has agreed to a set of safety and operations, ethics and compliance, and corporate governance requirements. It will also drop the lawsuit it filed against the EPA in federal court in Texas for improper statutory disqualification and suspension.

Freeport-McMoRan’s 16 high bids totaled $321.4 million, including the day’s largest — $68.8 million — and six of the 10 highest.

The second-highest bidder, both for total and single bids, was Chevron USA Inc., at $103.3 million and $62.4 million.

In total, the oil and gas lease sales drew $872,143,771 in high bids on 329 tracts covering 1,707,358 acres.

U.S. Interior Secretary Sally Jewell, says,

“The Gulf is a critical component of our nation’s energy portfolio and holds vital energ y resources that spur economic opportunities for Gulf producing states as well as further reduce our dependence on foreign oil.”

Lease Sale 231 for the Central Planning Area attracted $850.8 million in high bids on 326 blocks covering 1.7 million acres on the U.S. Outer Continental Shelf (OCS) offshore Louisiana, Mississippi and Alabama. Fifty offshore energy companies submitted 380 bids.

Lease Sale 225, the first of two lease sales proposed for the Eastern Planning Area under the Five-Year Program, was the first sale offering acreage in that area since 2008.

The sale encompassed blocks 125 miles south of eastern Alabama and western Florida. It did not receive any bids, but BOEM says that “continued interest in this area is evidenced by ongoing and planned activity on existing leases from past sales as well as from similar activity on existing leases immediately adjacent to this area within the Gulf ’s Central Planning Area.” The area will be offered to industry again in 2016.

Virgin Cruises ahead?

ENTREPRENEuR Sir Richard Branson is set to plunge into the cruise market. He told The National newspaper in Dubai that his Virgin Group has secured most of the $1.7 billion funding needed to launch Virgin Cruise.

“Most of the money is committed. We will start by building two large ships from scratch, we think the Virgin brand will work very well for cruises,” he is quoted as saying. “We have airlines, holiday companies that send a lot of people on cruises, we have a concept which is very sexy and hopefully it will be the kind of cruise ship I’d like to go on and the type my children will go on.”

According to reports, Virgin Group has enlisted boutique New York investment bank Allen & Company in its effort to raise the money for the cruise ship venture. The group sees the cruise market as having similarities to others it has successfully entered: big, dominated by a handful of major players and, in Virgin’s view, offering a product that needs to be refreshed.

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12 MARINE LOG April 2014

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UPDATE

aBs rElEasEs North American LNG bunkering report with $3 BilliOn wOrth of LNG-powered and LNG-ready vessels on order or under construction in North America, classification society ABS rolled out a study last month aimed at providing a path forward to potential owners and operators of gas-fueled vessels, LNG bunkering vessels or facilities to obtaining regulatory approval for projects.

The 114-page study entitled, “Bunkering of Liquefied Natural Gas-Fueled Marine Vessels in North America,” was unveiled last month to the maritime media at Shipping 2014 in Stamford, CT. Some operators have turned to LNG as a marine fuel in North America in the wake of the stricter emissions regulations imposed under the Emissions Control Area (ECA).

By burning LNG, a relatively clean fuel, operators can meet environmental regulations and avoid using increasingly expensive ultra low sulfur fuel. What’s needed now to support LNG-fueled vessels is bunkering supply and infrastructure.

There are four potential methods of refueling vessels: 1. Vessel to vessel transfer; 2. Truck to vessel transfer; 3. Tank to vessel transfer; and 4. ISO container swap out. Norway,

of course, has been a leader in LNG-fueled vessels, including ferries, offshore support vessels, patrol boats, fishing vessels and coastal ships. Of the four methods, only ISO container swap out has not yet been used yet in LNG refueling operations in Europe.

Several bunkering projects are underway in the U.S., including Harvey Gulf International Marine’s LNG refueling facility in Port Fourchon, LA, set to open in the third quarter of this year and one at the Port of Jacksonville in Florida, targeted for opening in 2016. Shell has also outlined plans for small scale reliquefaction plants in Geismar, LA, and Sarnia, Ontario, Canada, but those plans are reportedly on hold.

Speaking at the press event, Patrick Janssens, ABS Vice President, Global Gas Solutions, says that right now, LNG bunkering guidelines and regulations in the U.S. and Canada are still evolving and there has been a lack of guidance on the federal, state and local levels.

Janssens says the report “lays out an integrated approach to addressing the federal, state, provincial and local requirements that may impact LNG bunkering infrastructure.

The ABS Global Gas Solutions team is prepared to help stakeholders successfully address each level of regulatory compliance.”

The ABS report provides a potential “checklist of potential stakeholders” in a bunkering project, examining the requirements of such regulatory bodies as IMO, U.S. Coast Guard, Transport Canada, U.S. Environmental Protection Agency and state and local authorities. Furthermore, the report recommends processes for meeting those requirements and obtaining approval for the LNG bunkering infrastructure project.

ABS Group Vice President for Global Initiatives Chuck Mitchell says the report “identifies a path forward for regulatory approval of LNG bunkering practices and infrastructure in North America.”

Mitchell points out that the report will be dynamic, continuously updated as ABS learns more from each project, and “as regulatory requirements mature, we will continue to update this report in order to provide industry-leading advice to stakeholders in the LNG fuel market.”

The report is available on the ABS website, www.eagle.org.

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Inland • Coastal • offshore • deepsea

New washiNgtoN state ferry christened at Vigor

Vigor indust rial’s shipyard in Seattle recently hosted Washington State elected, transportation and manufacturing leaders for the christening of M/V Tokitae, the state’s first 1,500 passenger, 144-car Olympic Class ferry.

“This is more than just a ferry,” said Frank Foti, CEO of Vigor Industrial, at the christening. “The vessel is a vital economic, social and transportation link to the ferry

communities across Puget Sound.”

The Tokitae is the first of three 144-car ferries planned to replace the state’s aging Evergreen State-class 87-car ferries, all of which are about 60 years old. The second 144-car ferry, the Samish, is under construction now at Vigor Industrial.

Following sea trials and crew training, the Tokitae will enter service on the Mukilteo-Clinton route in June. The Samish is expected to serve the San Juan Islands beginning early next year.

Washington lawmakers also approved funding for a third 144-car ferry during the recently completed legislative session. The 144-car third ferry, still unnamed, will be built by Vigor and likely serve the SeattleBremerton route.

“These vessels we’re putting in (service), one right after the other, will make sure that our reliability for our customers is there and will make sure that folks … will be able to get to where they need to go,” said Secretary Peterson before christening the vessel, adding that the new boats will also save costs in the long run compared to keeping old vessels in service.

Rep. Judy Clibborn, chair of the Washi n g t o n S t a t e Ho u s e Tr a n s p o r t a t i o n Committee, said today that legislators were committed to building new ferries to replace the state’s aging ferry fleet and to building those vessels in Washington.

“We can go back to our constituents and say that we not only have a vibrant workforce here at Vigor, but we have a vibrant workforce across the state,” Clibborn said.

“Every shipbuilding community in the state is now competitive and doing work and we are so proud that we were able to be a part of it.”

Construction of the Tokitae provided 500 jobs at Vigor and its subcontractors, including Nichols Brothers on Whidbey Island, Jesse Engineering in Tacoma, and Eltech Electric and Performance Contracting Group in Seattle. Those 500 jobs comprise about one million hours of work on the Tokitae, said Joe Corvelli, Senior Vice President of Vigor Fab, the Vigor subsidiary building the ferries.

The Tokitae was built on budget and on schedule, and the Samish is also on budget and on schedule.

inside washington

President’s budget request wants USCG to do more with less President Obama is asking the U.S. Coast Guard to do more with less. In his Fiscal Year 2015 Request, the President is looking for $6.75 billion for the Coast Guard’s operating expenses, about 5.5 percent less than what was enacted in Fiscal Year 2014.

Ironically, the President’s biggest target for reductions—Acquisition, Construction & Improvements—might very well represent its most dire needs. It showed the most significant drop in the President’s budget request, falling 21.2 percent. The President requests $1.084 billion, $291.4 million less than FY 2014 enacted funding of $1.376 billion.

Among the key maritime assets included in the President’s FY 2015 Request are: • $638 million to complete construction of the eighth National Security Cutter (NSC) and the first dry docking of the USCGC Bertholf to repair structural defects; The President also targets two High Endurance Cutters (WHEC) for decommissioning, hoping to save about

$14.9 million in costs. The nearly 50-yearo l d W H E C s a re s how in g their a ge , resulting in increased maintenance and a reduction in operating days. The NSCs are replacing the WHECs. • $ 1 1 0 m i l l i o n f o r t wo m o re Fa s t Response Cutters (FRC) under construction at Bollinger Shipyards, Lockport, LA; • $20 million to continue the development of the Offshore Patrol Cutter (OPC); three contracts have been awarded for design, but are currently being protested

by Huntington Ingalls and VT Halter Marine; and • $6 million for the survey and design of a new polar icebreaker.

Polar class icebreakers needed Starting on the design of the new polar class icebreaker is critical given the increase in shipping and oil and gas activity in the polar region. Back in 2010, Coast Guard officials were already reporting that the service was having issues with fulfilling its statutory icebreaking mission

because of the obsolescence of its fleet.

The Coast Guard icebreaker (WAGB10) Polar Star recently returned to Seattle, WA, following a 108-day deployment to help resupply the McMurdo Station in Antarctica—something it hadn’t done in six years. The Polar Star was commissioned in 1976. The Polar Star underwent a $57 million overhaul and life extension at Vigor Industrial, Seattle, WA, in order to be reactivated for the 2013 season.

Sen. Maria Cantwell (D-WA) and Senator Mark Begich (D-AK) have introduced legislation that would authorize the Coast Guard to overhaul the icebreaker Polar Sea. The bill, S. 2131, the Coast Guard Arctic Preparedness Act, calls for the Polar Sea to be reactivated and its life extended for seven to 10 years.

Cantwell saved the Polar Sea from the scrap heap. Before its reprieve, the Polar Sea was to be cannibalized for parts for the Polar Star. It is estimated that the reactivation of the Polar Sea could cost twice as much as that of the Polar Star.

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HOS continues to add new deepwater vessels, with newbuilding programs at Eastern Shipbuilding, Leevac Shipyards and VT Halter Marine

THOUGHT LEADERSHIP Q&A with TODD HORNBECK, Chairman, President & CEO, HORNBECK OFFSHORE SERVICES ML: Hornbeck Offshore Services has made significant capital investments in its f leet and will grow from 55 OSVs and four MPSVs to 68 OSVs and nine MPSVs by September 30, 2016. Can you talk about how these investments will reshape HOS f leet to meet further customer demand?

TODD HORNBECK: When we launched our most recent newbuild program back in the fall of 2011, we saw a growing need for larger, more advanced vessels from the client community. The deep and ultra-deepwater drilling operations were continuing to target greater depths which requires more drill pipe and, not only larger amounts of liquid mud, but heavier weight material to handle the increased pressure of these deeper wells. This led us to build some of the largest OSVs ever built in the GoM with deadweight ton capacities up to 6,000 tons and liquid mud capacities approaching 20,000 barrels. Another factor leading us to build larger, more capable vessels was the location of some of these ultra-deepwater projects. Today, it can take days instead of hours to reach the well site, so we wanted to make sure we offered the client a large capacity for these long trips.

Outside of our newbuild OSVs, we recently completed the upgrading of six 200 class OSVs to 240 class DP-2 vessels by inserting a 40-foot plug, adding an additional thruster and enhancing the DP capabilities. So, we have been building on the high-end of our equipment spectrum and upgrading or divesting of the low end of our equipment spectrum with the strategy to become more of a pure-play on the high-specification side of the equation. In our MPSV f leet, we really see the need for Jones Act multipurpose construction vessels to participate in the expected growth

Exclusive to Marine Log

in production infrastructure installations projected for 2016 and beyond. There are large number of floating production platforms, TLPs, Semis and Spars that are on the books for the U.S. Gulf of Mexico. There are also about 50 deepwater fields expected to come online as well, which all should lead to increased demand for light construction vessels.

ML: Most of HOS fleet is deployed in the U.S. GoM market. What international markets are you bullish on? What’s your strategy for penetrating those markets?

TH: We are currently focused on our core markets of the GoM, Mexico and Brazil. We have established shoreside infrastructures in Mexico and Brazil with the correct corporate structures to allow us to bid directly with the national oil companies in those markets and feel very comfortable with expanding operations in those areas. We recently announced that we were awarded contracts for five additional vessels in Mexico and see that market as a real growth opportunity for us as the constitutional reform to open up the exploration and production there to outside investment continues to unfold. We will continue to monitor other areas of the world for future expansion, but would not plan to enter a new market on a one- or two-boat basis. We like to enter new markets with scale and establish a meaningful market share so as not to be a marginal player. We did recently announce contracts in the Black Sea and the Mediterranean, but these were situations where clients targeted specific assets in our fleet.

ML: One of the significant challenges for operators is attracting, retaining and training new mariners. What’s HOS’ strategy?

TH: Attracting, developing and retaining qualified personnel is one April 2014 MARINE LOG 19

OFFSHORE participated in a tender last year. of our critical success factors. Our Based on our experience, it is clear most important asset is our peothere is a significant cost premium ple, and we continue to expand our to const r uc t a nd operate t hese efforts to recruit in both the tradivessels, but we have not seen a corretional areas, as well as, establishing sponding premium in the day rates programs to expose our industry to required to meet our financial huradditional pools of potential maridle rates based on the incremental ners outside of the traditional areas. investment required. Accordingly, We are making the financial investwe believe the route we have chosen ment—roug h ly $ 25 mi l lion per is in the best interest of our customyea r —i n t ra i ni ng for bot h new ers, employees and investors. hires and also continuing education ML: How are you handling the chalfor our existing crews. We want to lenges of operating in the ECA? offer our mariners a challenging, T H: We burn low sulf ur marine yet gratifying, job experience built diesel, which is well below the ECA on a meritocracy that rewards top limit. performers. We also want to proML: What do you see as the greatest vide our mariners access to state of “Our most important asset is our people,” challenges for HOS and other OSV the art equipment that drives their says Todd Hornbeck, Chairman, President operators in the near future? desire to grow and move up t he & CEO, Hornbeck Offshore Services TH: Outside of the issues around chain of command. attracting and retaining quality ML: Has HOS explored the use of mariners, the greatest challenge for us as an industry is meeting the LNG as a marine fuel for any of its vessels?

TH: We currently view LNG/Dual-Fuel-powered supply vessels as stringent rules and requirements imposed on us not only by our own regulators, but by our customers and their regulators. As our clients a niche market, as only a few customers in our core markets have expressed interest in this solution. HOS has always sought to be a continue to experience increased regulation in this post-Macondo world, they will increasingly push these requirements down to their thought leader and innovator in the offshore vessel industry, but vendor community. Trying to anticipate and prepare for the potenour customers interest appears to be more driven by developing an tial regulations for ourselves, and our clients, will be one of the alternative market for LNG than operational requirements. greatest challenges we will have to overcome in the future. ■ However, we have evaluated LNG/Dual-Fuel alternatives and

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OFFSHORE JACQUES DE CHATEAUVIEUX’S JACCAR HOLDINGS SETS ITS SIGHTS ON BOURBON Jaccar Holdings, the private investment company controlled by Jacques de Chateauvieux, Chairman of the Board of Bourbon, is bidding to acquire the controlling interest of the Paris-headquartered offshore services giant. Jaccar Holdings currently directly owns 26.2% of the share capital of Bourbon representing 27.3% of the voting rights, is preparing a proposed bid for the rest of the shares

22 MARINE LOG April 2014

at a price of €24 per share.

This offer price represents a premium of respectively 19% compared with the volume-weighted average of the last 100 trading days, and 24% compared with the closing price on the day preceding the announcement.

At its meeting on March 21, 2014, the Bourbon Board of Directors decided to

appoint a committee of four independent Group directors—Agnès PannierRunacher, Guy Dupont, Philippe Sautter and Mahmud Tukur—to review the proposal. The Board will make a decision on the basis of their recommendations when the final terms of the offer are known.

Jaccar’s offer will be filed with the French financial markets authority, after Bourbon’s board has issued its opinion.

Jaccar says the offer would allow it to strengthen its position in Bourbon’s share capital and would offer liquidity to Bourbon’s shareholders. Jaccar Holdings says it will now contact a certain number of shareholders in order to find out their intentions with respect to the proposed transaction and will continue discussions with its banking partners on the financing of the transaction.

Jaccar Holdings intends to keep the Bourbon shares listed on NYSE Euronext in Paris, and consequently does not intend to implement a squeeze-out following completion of its offer.

The of fer will lapse if Jaccar does not hold, upon completion of the offer, 50.1% of the outstanding share capital of Bourbon. The offer could also be subject to obtaining regulatory approvals, including in particular from the relevant antitrust authorities.

B o ur b on , meanw hile , ha s b e e n expanding its presence in the deepwater market for a series of new Platform Supply Vessels (PSVs). It took delivery of the first two of a new Bourbon Explorer 500 Series, which has expanded mud capacities—1,500 m 3 —and a 50-person capacity, offering clients additional accommodation. The first in the series, the Baherta Permai, started operating in Asia this past January.

Bourbon recently contracted Vard for the design and construction of an Arctic anchor handling tug supply vessel (AHTS).

Designed by Vard Design, the 93.6m x 24m vessel will have a hybrid propulsion system and has been developed for worldwide anchor handling and remote operations. The vessel will have a bollard pull of 270 tons and arranged for ROV handling and has accommodations for 60 persons.

The AHTS vessel will be operated

by Bourbon Offshore Norway and will be outfitted and delivered by Vard’s Brattvaag shipyard in Nor way in first quarter 2016. The hull will be built by Vard’s Tulcea shipyard in Romania.

OFFSHORE Major oSV operatorS bolStering fleetS WitH HigH SpeC VeSSelS Major offshore support vessel operators continue to add highly specialized next generation vessels to their fleets to meet the growing global demand for more complex deepwater support operations, including subsea work, installation, repair, pipe laying and ROV work.

As a result, Tidewater, Inc., Edison Choue s t O f f shore, S eacor Mar ine, GulfMark Offshore, Hornbeck Offshore Services, and Harvey Gulf International Marine all have substantial newbuilding and conversion programs underway.

Speaking at the 42nd Howard Weill Energy Conference in New Orleans, LA, last month, Tidewater management— Jeffrey M. Platt, President & CEO, Quinn P. Fanning, Executive Vice President, and Joseph M. Bennett, Executive Vice President & Chief IRO, outlined details of the global offshore support vessel (OSV) fleet and the company’s investments in generation vessels.

Tidewater, New Orleans, LA, says that the global fleet of OSVs is about 3,088, of which about 700 are 25 years old or more—roughly 25% of the fleet. As of March 2014, about 463 additional anchor handing tug supply (AHTS) vessels and Platform Supply Vessel (PSVs) were under construction.

Tidewater’s active fleet at the end of December 31, 2013, was 269 deepwater, towing and other vessels, of which 244 vessels were an average of 6 years and another 25 more traditional vessels had an average age of 26.5 years.

Tidewater says it’s committed slightly over $5 billion since January 2000 on acquiring new deepwater PSVs, deepwater AHTSs, and towing supply vessels.

Of its vessels currently under construction, Tidewater is adding 22 deepwater PSVs and six large towing supply vessels.

In addition, Tidewater recently added si x wor k- cla ss Remotely Oper ated Vehicles (ROVs) for its new Tidewater Subsea unit.

Privately held Edison Chouest Offshore (ECO), which has probably the second largest fleet to Tidewater’s, has been adding some interesting tonnage. It is building two 145.7m x 28m Of fshore Construction Vessels, one at at Ulstein Verft in Norway and the other at Edison Chouest’s LaShip shipyard in Houma, LA. T he ve ssel s will each have one 400-metric-ton crane and one 140-metr i c- t o n c r a n e , a l a r g e m o o n p o o l

measuring 11.2 m x 12 m, and two smaller moonpools with ROV installed in a centrally located hangar. The vessel has three separate engine rooms to provide extreme operational reliability.

Earlier this year, ECO acquired “effectively all of the assets” of the fleet of Bee Mar, LLC , Broussard, L A , according to Bollinger Shipyards Chief Operating Officer

Ben Bordelon. At the time, Bordelon told Marine Log that the acquisition involved seven vessels—four 300 Class and three 270 Class Platform Supply Vessels (PSVs).

The deepwater suppor t vessels were on order at Bollinger Marine Fabricators (BMF), Amelia, LA, in various stages of production.

The last of the seven vessels is expected to be completed by BMF in 2015.

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April 2014 MARINE LOG 23

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spotlight

Harley Marine Services’ tractor tug Millennium Falcon docked outside its Seattle headquarters

RAISING THE BAR Safety, quality, and environmental management systems at center of Harley Marine’s growth

Y

ou k now somet hing is dif ferent about Harley Marine Services as soon as you walk into the lobby of their brand-spanking new headquarters on Harbor Island in Seattle. Open and airy, the lobby is filled with natural light from its four-story atrium, accentuated by light wood f looring and surrounded by glassenclosed office space. Smack in the middle of the lobby is a large “touch tank” teeming with marine life from Puget Sound. Two iPad displays provide information about 40 species and 500 organisms in the tank— called the Ahbra and Robert Franco Puget Sound Sea Life Sanctuary. At the far end of the lobby, visitors are treated to a spectacular panoramic view of the Port of Seattle.

Located on a federal Superfund site, the new headquarters is green through and through. According to Daniel Alhadeff, Director, Duwamish Proper ties, LLC, the building, which generates some of it s ele c t r ic it y f rom 117 photovolt a ic solar panels on the roof, was constructed using sustainable building materials and

collects rainwater that is processed and filtered, and used to f lush toilets and irrigate landscape plants.

In addition, Harley Marine Services, Inc. (HMS) workers are encouraged to maintain a healthy lifestyle and a green attitude; bike storage is available for those that want to pedal to work, as well as a fitness center, lockers and shower facilities. If you commute via an electric car—perhaps a Chevy Volt or, if you are lucky enough, a Tesla Model S—you can plug it in at available charging stations in the parking lot.

Electricity for the 45,000 square foot building is 100% Green Power from a certified power provider, which meets the Green-E requirement. And three-quarters of regularly occupied building spaces have natural light and outside views.

The open design of the office space also compels management and staff to collaborate freely and speaks to the general philosophy of HMS. The building would seem more at home as part of Microsoft’s headquarters 20 miles

By John R. Snyder, Publisher & Editor to the north in Redmond, WA, or at an IT company in Silicon Valley, CA, than a tug and barge operator.

The gleaming new LEED Gold-certified building—named for company founder Harley Franco and his wife Lela—is a stark contrast to Harley Marine’s original headquarters—a non-descript, low-slung, single floor building—that visitors must pass when they enter the company’s gated entrance.

It’s illustrative of the dramatic transformation of t he compa ny, which has mushroomed from a single leased tug and barge since its establishment as Olympic Tug & Barge, Inc., in 1987 by Mr. Franco to one of the largest coastal marine transportation companies in the U.S., with a fleet of 120 tugs and barges operating on the U.S. East, Gulf and West Coasts.

“We’ve tried to be good environmental stewards from the beginning,” says Deborah V. Franco, HMS Vice President of Risk Management, Environmental and Regulatory Affairs. “It was part of Harley Franco’s vision when he founded the April 2014 MARINE LOG 25

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company, focusing on safety, the environment and customer service. We get ever yone i nvolved i n t he cont i nuou s improvement effort.”

That continuous improvement effort stems from a number of quality management systems employed by HMS focusing on safety and environmental best practices. Deborah has spearheaded that effort since she joined HMS in 2005 as Vice President of HSQE (Health, Safety, Quality, Environmental), Human Resources and Administration. Since 2006, she has helped implement Quality Systems and attain ISO/ISM and AWO-Responsible Carrier Program (RCP) certifications at HMS companywide. Harley Marine is H, S, Q, and E-certified to the ISM Code, ISO 9001, ISO 14001 and the OHSAS 18001 standards; one of the few tug and barge operators to hold such certifications. Last year, it completed its 8th annual ISO/ISM audit from ABS. To comply with the ISM Code, operators must assess the risks to vessels, personnel, and the environment that arise from vessel operations. A major requirement of the OHSAS 18001 standard is to establish, implement and maintain procedures for the ongoing hazard identification, risk assessment, and determination of necessary controls.

D e b or a h w i l l d i s c u s s H M S’ r apid

growth, environmental stewardship and ISO/ISM and RCP certifications during her keynote address at next month’s Marine Log’s Tugs & Barges 2014 Conference & Expo, Stamford, CT. HMS’ risk assessment involves examining the company’s activities and operations, identif y ing what could go w rong, and deciding how to mitigate it.

“OHSAS 18001 helps get to the root cause of t he problem,” says Jim Flies, Ha rle y Ma r i ne’s HSE Ma nager, DPA .

“Deborah really pushed for us to get certif ication. There’s a great emphasis on incident investigation to help prevent it from happening again.”

Victoria Hall-Clinton, Harley Marine’s H S QE C o ord i n ator, p oi nt s out t h at employees also enjoy a sense of empowerment through safety incentive programs and through mentoring as a means of passing on experience and solidifying the company’s corporate culture.

Some growing pains Harley Marine Services’ rapid growth hasn’t been without growing pains. Harley Marine Gulf, Inc., the company’s newest and now the largest unit, was formed following the acquisition of MGI, Houston, TX, in February 2011. Harley Marine Gulf operates tugs

trying to Sort out environmental compliance DeSpite being in the forefront of environmental stewardship, one of the biggest hurdles for Harley Marine Services and other tug and barge operators is environmental compliance. Vessel operators must navigate a confusing patchwork quilt of local, state and federal regulations that can often be in conflict. There’s nothing more confusing than the regulations surrounding ballast water discharges.

Senators Mark Begich (D-AK) and Marco Rubio (R-FL) are taking a stab at rectifying the regulatory morass. On March 6, they along with 23 bi-partisan co-sponsors introduced S. 2094, the Vessel Incidental Discharge Act. The bill aims to establish nationally uniform and environmentally sound standards for discharges incidental to the normal operation of a vessel.

The American Water ways Operators (AWO), the national association of tug and barge owners and operators, reported that on March 13, a coalition of 59 national and regional organizations representing a wide array of business, maritime and labor interests, signed and sent a letter to the Senate Commerce, Science and Transportation

Committee leadership, Chairman John Rockefeller (D-WV) and Ranking Member John Thune (R-SD), thanking them for cosponsoring S. 2094, and urging swift Committee consideration and approval. “ Today, t wo federal agencies, the U.S. Coast Guard and the Environmental Protection Agency, regulate ballast water and other vessel discharges under two differing statutory authorities,” the letter stated. “And, because neither federal statute preempts state action, more than two dozen states have established their own requirements for many of those same discharges—over 150 in all. This overlapping patchwork of federal and state regulations makes compliance complicated, confusing and costly for vessel owners and mariners. It is counterproductive to the goal of enhanced environmental protection, creates inefficiencies and uncertainty, and has forced resourceconstrained federal and state agencies to duplicate efforts and expend significant time and taxpayer money in a wellintentioned but unsuccessful attempt to harmonize their requirements.”

spotlight and barges in petroleum transport and bunkering services along the U.S. Gulf Coast from the Ports of Houston, Beaumont, and Port Arthur in Texas to Lake Charles and New Orleans in Louisiana.

When HMS acquired MGI, the company only had barges and no real employees, says Rod Gullickson, Harley Marine’s Senior Vice President, Operations. “We outsourced the tugs, but we weren’t really happy with the overall quality of the operation. So, we decided to take it in house.” HMS built some new 2,000 to 3,000 hp tugs, including a series of newbuilds from Conrad Shipyard, LLC, Morgan City, LA.

Expanding into ATBs With an expected increase in the transport of domestic and Canadian crude oil, one of HMS’ growth initiatives is expanding into the Articulated Tug Barge (ATB) market.

It recently contracted with Vigor Fab to construct two 83,000 bbl tank barges. The 422 ft x 76 ft x 27 ft tank barges, designed

by Elliott Bay Design Group, Seattle, WA, will operate on the U.S. West Coast and be among the largest vessels constructed for Harley Marine’s fleet.

“These new tank barges will provide increased speed, and spend less time coupling and breaking tow,” says Gullickson.

“That means 30% more trips per year and greater fuel efficiency.”

C onst r uc t ion on t he new ba rges is underway at Vigor’s 60-acre shipyard in Portland, OR, where it also built the SixtyFive Roses tank barge, currently the largest vessel in Harley’s fleet.

The f irst tank barge is scheduled for delivery in spring 2015, with the second barge set for delivery by the shipbuilder in the summer of 2015.

HMS is also said to be considering ordering another smaller tank barge.

in the company’s tractor tug training program for crew members.

The tug will be used to enhance the company’s ability to train qualified operators for its fleet. Crew members will be able to use the HMS BRAtt to become familiar with the maneuverability and handling capabilities of a tractor tug prior to taking control of a full sized vessel. Its compact size will give trainees the opportunity to practice their operational skills in confined

spaces and its much less costly to operate than a full-size vessel.

Although it is just one element of the company’s training program, HMS BRAtt will provide a real-life training mechanism that will teach lessons experienced in the wheelhouse on a daily basis.

Harley Marine Services says it is the only marine transportation company that has this type of learning vehicle available to employees. ■

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STCW training, simulator training HMS now has over 500 mariners companywide and has been focused on providing increased training, with plans for STCW and simulator training at its headquarters in Seattle.

In add it ion, ea rlier t his yea r, HMS acquired t he A zimut hing Stern Drive (ASD) training vessel, BR Att (Burchett Robert Allan training tug), from Robert Allen Ltd., Vancouver, BC, Canada.

The tiny BRAtt—it looks like the MiniMe version of a moder n ASD tug—is actually purpose built as a training tool.

Now called HMS BR Att, the 25-foot, 6-inch-long tugboat was docked outside the Seattle headquarters and will be used

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April 2014 MARINE LOG 29

TUGS & BARGES

A RIVER OF CHANGE

80-year-old Tidewater Barge Lines grows to meet rising demand on Columbia-Snake River system

By Shirley Del Valle, Associate Editor

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he mark of any successful company is its ability and desire to grow and change with the times. In business for over 80 years, Vancouver, Washington-based Tidewater Barge Lines, a subsidiary of Tidewater Holdings, Inc., is no stranger to adaptation. The company, which has been in operation since 1932, has formed an exceptional reputation with its customers, government regulators and the communities it serves—and plans to keep that stellar service going and growing for years to come.

Operating the largest barge transportation and terminal network west of the Mississippi—on the 465-mile Columbia-Snake River System—Tidewater Barge Lines transports a wide range of cargo between ports, terminals and grain elevators. Tidewater Holdings also has a second subsidiary, Tidewater Terminal Company, which operates five terminals and two pipelines with intermodal connections.

With the goal of continued growth and satisfying its customer base always at the top of its to-do list, Tidewater Barge Lines will add three new tugs to its f leet over the next two years. Back in January, it was announced that the operator awarded Vigor Fab, part of the Vigor Industrial group, the contract to build three new tugboats—the first newbuilds ordered by the operator for its fleet in nearly 30 years.

Vigor Fab marked the start of construction on the first tug with a keel laying at its Portland, OR, shipyard on January 24. The tugs will be built using a modular fabrication approach and subcontractors will be hired for electrical systems and joinery work.

What prompted the desire for new vessels? Simply speaking: Tidewater saw demand was high and the time was right. “We believe that the demand for tug and barge transportation will continue to rise on the Columbia-Snake River system, and we want to provide our customers with the best possible f leet,” says Bob Curcio, President & CEO, Tidewater Barge Lines. “The time was right for us to make this investment as we are able to utilize the best technologies available to design and build these new tugs.”

Leveraging that new technology will help the operator increase its fuel and operational efficiency, lower its environmental impact and provide a more reliable service to its clients.

“We are excited to make the investments necessary to address the needs of our customers for best-in-class reliability with modern and environmentally friendly equipment. The investments we are making will serve the needs of our customers for many years to come,” adds Curcio.

Working with CT Marine, Edgecomb, ME, the vessels’ design was made specifically for service on the Columbia-Snake River system.

April 2014 MARINE LOG 31

TUGS & BARGES OffshOre activity drives Orders fOr heavy lift deck barges Incre a sed of fshore oIl and gas activity has created a demand for heavyduty deck cargo barges that can support offshore construction and transport large offshore modules.

T he latest order for an ocean deck barge was placed by Seattle-based Foss Maritime. The 360-ft long by 120-ft wide by 20-f t deep barge will soon be under construction at Gunderson Marine, Inc.’s Portland, OR, facility. Delivery of the barge is expected in late 2014.

The order follows the delivery of the 300 f t x 100 f t x 20 f t heavy lif t deck cargo barge Prometheus by Gunderson on March 15 to Ulysses, LLC, New Orleans, LA. Ulysses, LLC, is a joint venture of familyowned marine transportation firm Canal Barge Company, Inc., New Orleans, L A , and privately held Capstan Marine, LLC, Portland, OR. Designed by Gunderson Marine, Prometheus has a maximum deck load capacity of 6,000 lbs. per square foot. The barge is specially designed for the growing deepwater offshore market, with the ability to transport large offshore structures,

reputation

Leaders in

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topside modules and components in the U.S. Gulf of Mexico and worldwide. The barge underwent stability tests and was certified

by ABS prior to its delivery.

Canal Barge President & CEO Merritt Lane and Capstan Marine Manager Joseph Tennant were both on hand to provide brief remarks as part of the christening ceremony. Father Craig Boly, S.J., of St. Ignatius Parish in Portland, supplied the invocation, blessing the barge. Miriam “Mimsy” Huger Lindner served as the vessel’s godmother, christening the barge “Prometheus” by breaking a bottle of champagne on its hull. The barge was then side launched, sliding gracefully into the Willamette River.

The Prometheus is a sister vessel to the Maximus, delivered by Gunderson Marine in the summer of 2008.

The launch of the Prometheus follows an order this past January for a 578-foot-long oceangoing tank barge that will be the largest such vessel yet to be built by Gunderson Marine. The order from Kirby Of fshore Marine contains an option for a second unit. The tank barge, part of an Articulated Tug Barge (ATB) unit, will have a capacity

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32 MARINE LOG April 2014

of 185,000 bbls. Construction of the oil and chemical tank barge will begin in June 2014, with completion scheduled for the second half of 2015.

Meanwhile, the Foss deck barge will go to work next year in Alaska’s North Slope.

“This barge will further connect us to the shallow draft regions of the Arctic,” says Foss President of Global Ser vices Gar y Faber. “It allows us to move modules and cargo, more safely, almost anywhere in the world; which adds tremendous value to our existing fleet.”

Gray BarGe expands Its fleet Down in the U.S. Gulf, privately held Gray Barge Companies, headquartered in Houma, LA, took delivery of a new 300 ft x 100 ft heavy lift deck cargo barge, the first vessel built at Conrad Shipyard’s new Deepwater South facility in Amelia, LA. Christened the Julius, the ABS-classed deck barge joins Gray Of fshore, LLC, which already owns two other large ABSclassed ocean deck barges, the Cordie and Gwendolyn. Gray Barge owner John S. Gray says he expects the Julius to go to work in the Mexican Gulf, joining the company’s other two large deck barges. “It will be supporting PEMEX drilling operations,” says Gray. “We’re looking to grow our ABS class offshore fleet. We expect to see a lot of activity in the U.S. Gulf Of Mexico over the next few years.” While the company has been operating in the Mexican Gulf for a few years, Gray says that recent changes by the Mexican government to allow more outside contractors to support increased oil and gas production should also create more opportunities.

The addition of the U.S.-flag Julius to its fleet, says Gray, “with its 6,000 pounds per square foot, heavy duty deck configuration and radial spoon bow, offers our customers optimal solutions for their heavy lift needs.” The Julius is built with 3/4 inch plate, 1/2-inch side plate, three longitudinal corrugated bulkheads, seven transverse corrugated bulkheads, with a deadweight capacity of 9,842 long tons.

This is not the first ocean deck barge built by Conrad Shipyard for Gray Barge.

It also built the Cordie and Gwendolyn.

“To be able to deliver barges of this size and quality, on time and on budget, from our newest facility is evidence of our commitment to our valued customers, such as John Gray,” says Conrad Senior Vice President Dan Conrad.

TUGS & BARGES The tugs will measure 102 ft x 38 ft x 11 ft.

Taller than most of its same-size counterparts, the tugs will feature a deeper draft and more engine horsepower—key features to help them efficiently traverse the eight navigational locks on the Columbia-Snake River system, explains Marc Schwartz, Manager of Maintenance and Engineering for Tidewater Barge Lines.

Schwartz says, the vessels will also feature a unique double-hulled design, and to further enhance safety and green features on the vessels, “there won’t be any potable water, fuel, or lubricants located adjacent to the hull.”

Additional green features include a pair of EPA Tier III Caterpillar 3516 Engines generating 4,500 hp in total. The engines will provide cleaner emissions and a lower environmental footprint. And with crew comfort in mind, the tugs will feature ergonomic accommodations and comforts proven to minimize fatigue and reduce injuries.

Once the new tugs are delivered—the first vessel is scheduled for late 2014 with the second and third following in 2015— they’ll replace three of the older tugs in Tidewater Barge Lines’ tug fleet.

Expansion projects The company also has expansion on the agenda. In 2012 Tidewater Holdings, Inc., entered into a joint ownership with New York-based middle-market infrastructure investment firm Stonepeak Infrastructure Partners. The partnership with the firm provides Tidewater with the ability to not only provide its employees with job security, but also proves beneficial to both the company and the region since it enables Tidewater to “pursue new business opportunities resulting from the growing export market,” says Carol Bua, Public Affairs Manager, Tidewater Barge Lines.

Stonepeak currently manages $1.7 billion of capital for its investors, which are predominantly in the energy, power and renewables, transportation, utilities, water, and communications sectors. Beyond Tidewater, other Stonepeak investments include Casper Crude to Rail, LLC, NorthStar Renewable Power Corporation and Magnolia LNG LLC. Under the partnership, Tidewater is going full steam ahead with its plan to increase infrastructure at its terminals. According to Tidewater’s President & CEO, Bob Curcio, the investment will help foster the increase f low of commodities to the terminals via the Columbia-Snake River and ports.

That increase in f low could potentially come from another project Tidewater is

Tidewater Barge Lines operates the largest barge transportation and terminal network west of the Mississippi

linked to, the Coyote Island Terminal Coal Export project, more commonly called the Morrow Pacific Project. The project signed a Letter of Intent with Tidewater Barge Lines to “provide tug and barge transportation of coal on the Columbia River, contingent on the project receiving necessary permits,” explains Curcio.

Developed by Ambre Energy, Salt Lake City, UT, the Morrow Pacific project will ship low-sulfur coal to the Port of Morrow in Oregon, where it will be transferred to an enclosed storage facility and loaded onto covered barges. The coal will then be shipped 219 miles down the Columbia River to Port St. Helen’s Port Westward

OVER 250 SPILL & RESPONSE VESSELS DELIVERED ...AND COUNTING

www.kvichak.com April 2014 MARINE LOG 33

TUGS & BARGES Industrial Park where it will be transported onto oceangoing Panamax ships for export.

T he projec t, which was recent ly awarded air quality, water quality and construction stormwater permits, is current ly seek i ng per m it s f rom t he U. S. Army Corp of Engineers and the Oregon Department of State Lands.

If the project comes to fruition, Tidewater expects to order an additional three new tugs to “handle the increased barging activity up and down the river,” says Curcio.

Expected to be fully operational by 2015, the Morrow Pacif ic project is expected to create thousands of construction and operat ions jobs i n t he reg ion —more than 2,100 construction jobs and 1,000 operational jobs. And according to an ECONorthwest analysis, eleven counties in northern Oregon and Southwestern Washington state region will benefit from the project, with Morrow Pacific expected to have an economic impact of almost $400 million, and the impact of ongoing

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operations, after full build-out, expected to be more than $300 million per year.

crew programs At the heart of Tidewater’s eight-decade success, and any company’s success, is its people—employees that are well trained and dedicated to their jobs.

Currently the company has over 200 employees. Approximately half of which are vessel crewmembers, and the other half consisting of shoreside positions, says Bua. Those shoreside positions include administrative roles, operations, maintenance, terminal operators, equipment and crane operators, and tankermen.

Tidewater, which recently hired six new Apprentice Deck Mechanics, recruits for vessel positions twice a year.

Wit h t he industr y being hig hly regulated—and those regulations everevolving—training programs are necessary to ensure that employees are kept up-todate on the latest technology, rules and regulations. “We invest proactively in recruitment and training of personnel to meet the needs of our future growth and to prepare for the retirement of experience personnel,” says Bua. The company offers a number of training programs with designated trainers and examiners including USCG Licensed Deck Officers (Master/Mate of Towing Vessels Inland) and Tankerman (Person in Charge).

Additionally, Tidewater practices ongoing training test during voyages. Crew members will frequently undergo a variet y of t ra i ni ng d r i l ls, i nclud i ng ma n overboard, fire, security and emergency procedure drills.

Tidewater also requires all of its marine personnel to complete First Aid, First Responder, and a variety of other safety training classes.

Bua adds that in order to keep personnel proficient with its response plans, equipments and procedures, Tidewater requires equipment deployment drills and spill exercises. It also conducts a tabletop spill exercise and eight equipment deployment drill exercises once a year, and a “worse case” tabletop spill exercise every three years.

That level of training, test and trust in its employees further exemplifies Tidewater’s path to longevity and success. For over 80 years it has been a hallmark of impeccable service, safety and environmental stewardship in the Northwest, and if the company continues on course—modifying and adapting to the changing industry— its guaranteed to have many decades of growth and success ahead. ■

& ABS Global reach. Local Response. From its headquarters in Houston, TX, ABS delivers services and solutions to clients worldwide through a network of offices in more than 70 countries. www.eagle.org Baker Lyman CORSAIR TVR, the affordable marine recordkeeping software. Includes: auto logbook, fleet wide VGP, Sub-M / RCP assessments, crew records/ training/ payroll, trip/ barge scheduling, planned maintenance, and document management. Type approved. www.bakerlyman.com Bell Power Systems LLC Bell Power Systems is the authorized John Deere and Yanmar diesel engine distributor covering the eastern United States from Maine to Virginia and as far west as New York and Pennsylvania.

We specialize in providing value-added diesel engine packages, service parts, and drivetrain components to original equipment manufacturers and dealers for off-highway equipment applications. www.bellpower.com CENTA Corporation CENTA is a global leader in the innovation and manufacture of flexible coupling solutions for the diesel engine-driven equipment market.

From torsional couplings that dampen harmful vibrations, to complete carbon fiber shafting systems for main ship propulsion, CENTA is a drive component leader you can trust. With over 25 unique styles of flexible coupling and shafting products available, CENTA has the solution for all your ship propulsion and auxiliary drive systems. www.centa.info

36 MARINE LOG April 2014

Coastal Marine Equipment AN INVESTMENT WELL MADE. Coastal Marine Equipment, manufacturer of American made “built to last” marine deck machinery, offers a complete line of anchor windlasses, capstans, towing winches, mooring winches, anchor winches, reels, construction winches, stern rollers, tow pins and rescue boat davits. www.cmei.biz Elliott Bay Design Group Elliott Bay Design Group’s (EBDG) team of naval architecture and marine engineering experts provide tug and barge operators with a full spectrum of services. www.ebdg.com Hatton Engine & Generator Systems, Inc. HATTON Engine & Generator Systems is a Seattle based company specializing in marine diesel engines, generator and stationary power systems. HATTON is your one-stop shop for all your marine diesel engine, generator and stationary power system needs. No matter what your problem, you can count on HATTON to get the job done. www.hattonmarine.com Lufkin Industries LLC Lufkin Industries designs and manufactures heavy-duty, precision gear drives that deliver the strong reliable performance and durability critical in marine applications. www.lufkin.com Mack Boring & Parts Co. Mack Boring distributes Mitsubishi, Scania, Yanmar, Isuzu and Steyr engines and related powertrain products. Application guidance, parts, service and training. The company also manufactures GPP diesel generators, 8 to 100 kW, in enclosed, open frame and keel cooled configurations. www.mackboring.com

May 13-14, 2014 Stamford, Ct

exhibitor preview

Milton CAT Milton CAT locations, along with our Authorized Marine Dealer Network, deliver industry-leading marine engines, engineering expertise, and product support throughout the Northeast. www.miltoncat.com

Victaulic Company Victaulic grooved pipe joining solutions reduce system weight and ease scheduled maintenance, and are faster and safer to install than most other joining methods. www.victaulic.com

PANOLIN America PANOLIN is the leading manufacturer of environmentally-acceptable lubricants. These products are based on Saturated Esters and are EPA Vessel General Permit compliant.

A true lubricating solution! www.panolin.com

Vigor Industrial Vigor Industrial is a leading provider of shipbuilding, ship repair and other industrial services in Oregon, Washington and Alaska. www.vigorindustrial.com

RSC Bio Solutions RSC Bio Solutions is dedicated to providing high performance, low toxicity, readily biodegradable lubricating products to the maritime industry. With more than 50 OEM approvals, ENVIROLOGIC products have been tested and proven in some of the toughest environments possible. www.rscbio.com Shamosh Equipment Corp.

Shamosh Equipment is a leading supplier of barge pumps and hot oil heaters engineered for the tank barge industry. Established in 1979, we are authorized sales agents for: FlowserveByron Jackson, Leistritz Corporation and Volcanic Heaters.

TradeWinds Where do you go when you need the very latest on the deals shaping the market? The biggest interviews with key players? The keenest insight to keep you a step ahead of the competition? You go where the industry’s brightest and best go— to TradeWinds, shipping’s leading news service. www.TradeWindsNews.com

Wärtsilä North America Inc. Wärtsilä provides environmentally and economically sound integrated solutions for technically complex vessels, such as research vessels, dredgers, and wind farm installation and maintenance vessels. Our technical expertise forms the basis of our ability to conceive innovative ways of improving the sustainability of maritime service and fishing industry vessels. www.wartsila.com Williams E. Williams Valve Corp.

Williams Valve has manufactured rugged valves for the marine industry since 1918. At our 40,000 sq. ft. warehouse in New York we stock ABS-approved 1/2” - 12” gate, globe, angle and check valves in aluminum bronze and carbon steel with bronze trim. Other materials and sizes available. www.williamsvalve.com See following page for Conference Agenda www.marinelog.com/tugsandbarges

April 2014 MARINE LOG 37

ConferenCe AgendA Moderator: John r. Snyder, Publisher & editor-in-Chief, Marine Log

Monday, May 12, 2014 3:00 - 5:00 Registration - Grand Ballroom Foyer tuesday, May 13, 2014 8:00 Registration | Continental Breakfast | Expo Open 9:00 Keynote address Deborah Franco, Vice President of Risk Management, Environmental and Regulatory Affairs, Harley Marine Services 9:30 Legislative Update Jeanne Grasso, Partner, Blank Rome LLP 10:00 environmental Challenges Faced by Coastal transport operators Ginger Garte, Americas Environmental Manager, Lloyd’s Register 10:30 Coffee Break | Expo Open 11:00 PaneL: Marine Finance Moderator: Richard Paine Clayton Cook, of Counsel, Seward & Kissel Ronnie Evans, Director, Key Bank Commercial Marine Finance 12:00 Luncheon | Expo Open 1:30 PaneL: LnG Supply and Bunkering Moderator: Stephen Gumpel, Regional Vice President, Eastern Region - ABS Americas David Waller, President, Waller Marine, Inc. Curt Leffers, Project Engineer, Elliott Bay Design Group Greg Roche, Business Development, Eagle LNG Partners 2:30 developments in tug & Barge design Johan Sperling, Vice President, Jensen Maritime & Crowley New Construction 3:00 Energy Break | Expo Open 3:30 analyzing the Sustainability of an existing Vessel to Burn LnG Greg Beers, President, Bristol Harbor Marine Design

tUGS & BarGeS May 13-14, 2014 Stamford, Ct

4:00 designing, Building & operating a new Generation of tugs Bryan Nichols, Sales & Marketing Manager, Vigor Industrial Corning Townsend, President, CT Marine Inc. 5:00 Cocktail Reception | Expo Open

Wednesday, May 14, 2014 8:00 Continental Breakfast | Expo Open 9:00 T he Role of Classification in Supporting Safe operations James Watson, President & Chief Operating Officer, ABS Americas 9:30 Subchapter M: What to expect When You’re expecting Bill Mahoney, Director, Safety Management Systems, LLC 10:00 Coffee Break | Expo Open 10:30 Prospects for oil and LnG exports and Impact on U.S.-Flag Shipping Charlie Papavizas, Esq., Partner, Winston & Strawn LLP 11:00 Managing Your risks throughout the Whole Value Chain in the application of LnG as a Marine Fuel Tony Teo, Technology & Business Director, Region Americas, DNV GL Maritime 12:00 Luncheon | Expo Open 1:30 tier 4 Compliance: diesel or Gas? Aaron Tasin, Senior Sales Manager, Wärtsilä America Inc. 2:00 PaneL: LnG Container articulated tug Barge Robert Hill, President, Ocean Tug & Barge Engineering Scott Davis, Minyan Marine Gary Van Tassel, VT Design, Inc. 3:00 Adjourn Program subject to change

www.marinelog.com/tugsandbarges 38 MARINE LOG April 2014

Ergonomics

Designing a seaworthy control room console Ergonomic design plays an important role in increasing operational efficiency

By Jame Hargus, South Central Regional Manager, Winsted Corporation

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s the oil and gas industry seeks new ways to optimize production on drilling rigs, the specialized offshore vessels that service them are discovering the value of a welldesigned control room.

Whether on a vessel used for exploration, deepwater fracturing or stimulation, ergonomics, durability, f lexibility and aesthetics should be considered in the design of a successful control room.

In this type of 24/7 control room environment, ergonomic design in particular plays an increasingly important role in boosting operator efficiency.

Ergonomics, or human factors, examines how operators interact with their environment with a goal of reducing fatigue and optimizing operator performance. While the technology employed in these control rooms is critical, how operators interact with that technology is proving equally important.

Furniture design and room layout are essential to this humanmachine interface (HMI). In addition to being able to reach equipment quickly, each operator needs to easily view information from multiple sources.

Whether to manipulate cameras or communicate with a client about their rig, control room operators need to be able to process information and make decisions quickly.

The right control room console makes this possible by enabling

operators to view LCDs mounted directly to their workstations as well as shared monitors. Ergonomically designed consoles ensure the proper viewing angles for each operator to see all monitors.

This reduces the neck pain and eyestrain that often leads to fatigue, thus improving operator comfort and attentiveness.

Durability is an important consideration when designing consoles for offshore vessels. The materials used must be rugged enough to withstand not only the harsh environment, but also the wear and tear that comes with the operators who will be using the console.

It is not uncommon for operators in steel-toed boots to prop their legs up on the console work surface. Selecting a material like Corian for the work surface, which is extremely durable and stain resistant, will ensure that even after years of heavy use the console will show little or no wear.

In additon, vessel motiions require that the console base must also be very stable. Chairs as well should be sedentary and not on casters. Choosing a metal frame allows the console to be mounted to the vessel itself for a secure installation that will restrict wear and tear on the console as well as components.

Flexibility is also essential to console design for a couple of reasons. First, these vessels often serve multiple purposes, depending on who the client is at any given time. As the mission of the April 2014 MARINE LOG 39

Ergonomics Furniture design and room layout are essential to the Human Machine Interface

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vessel changes so too does the control room environment.

The equipment needed from one job to the next may be different sizes so the console has to be reconfigured easily. Choosing a modular console allows some components to be added or removed as necessary without having to replace the entire console.

Second, different operators working at the same workstation during opposite shifts inevitably have different ergonomic requirements. Lines of sight, fields of vision and reach all vary from person to person.

Choosing a console that gives operators the ability to adjust everything from monitor height and angle to keyboard position and height of the console itself will ensure that operators are more comfortable and more alert.

New sit/stand consoles offer some of the greatest f lexibility by allowing operators to work in either a standing or sitting position, or to alternate between the two.

This promotes a healthier, more productive workforce by helping to relieve back and neck pain as well as minimizing fatigue and improving focus.

Finally, from the operators to the CEO, ever yone is rea lizing the va lue a welldesigned control room has as a marketing tool. There’s been a real shift in the industry from the control room as a utilitarian environment to a highly technical showplace.

But the reality is, when clients come aboard to check on the status of whatever service the vessel is providing, most of their time is spent in the control room.

So the control room needs to be both functionally efficient and aesthetically pleasing. It’s got to have an impressive look that will reassure clients that whatever investment they’ve made in the services of the vessel are well worth it.

Because the control room is also a presentation space for existing and potential clients, it is important that there is adequate workspace and viewing areas.

Everyone needs to be able to see information in real time on either a shared monitor wall or through a window looking out at the rig. Although space is always at a premium in these control rooms, some vessels even incorporate an extra monitoring workstation into the layout to accommodate clients and other visitors as needed.

Work i ng w it h a n ex per ienced console provider who understands the unique challenges of designing a control room for offshore vessels will result in a control room environment that is comfortable, efficient and designed and built to stand the test of time. ■

Design

WEIGHTY MATTERS How to Maximize Vessel Capacity & Minimize Fuel Costs

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ontrolling the weight of your vessel is one of many steps owners and operators can take to ensure they remain viable in a competitive business climate. Ultimately, controlling vessel weight leads to an increase in operational efficiency, reduced costs and improved customer satisfaction. Perhaps most importantly, a lower vessel weight ensures that your vessel operates safely.

Rules & Regulations There’s no doubt about it: every pound of weight that is removed from a vessel is one less pound that the craft must move through the water. A lighter, more efficient ship pays off in a number of ways. For example, current United States Coast Guard (USCG) stability regulations have presented vessel operators with a dilemma: shed weight by reducing the number of passengers carried and forgo potential revenue, or devise a way to increase capacity while maintaining stability. These rules, which went into effect on December 1, 2011, apply not only to ferries, but to sightseeing boats and American-flagged international cruise ships.

Earlier versions of the proposed regulations included a provision to require operators to verify their vessels’ light ship weight every 10 years. SOLAS vessels have a requirement to do so every five years, and the guidance contained in MTN 4-95 on updating vessel weight verification is still applicable.

Does youR ship neeD to go on a Diet? There are a number of sources that add weight to your vessel. In some cases weight control can be achieved easily and quickly; others may require a more complex solution and outside help. Included among

By John W. Waterhouse

these sources are modifications – either planned or driven by regulations. Understanding and decreasing these sources of weight aboard your vessel can offset increased operating costs, higher fuel use for the same speed, decreases in your vessel’s range and increased port time.

Defining vessel weight Now that we understand some of the regulatory background and sources of extra weight aboard vessels, it’s time to move on to the specifics of how to manage the issue of weight. First, it’s vital that we arrive at a precise definition of what weight is and why it’s so important. So let’s take a look at the various components that make up vessel weight and what those entail.

Light ship or Lightweight Everything aboard your vessel that is nailed down or stationary goes under this category. This includes all vessel structure and machiner y, bar and galley equipment, fixed furniture as well as all life safety gear and anchor, chain, mooring equipment.

DeaDweight Deadweight refers to any materials aboard the ship that are not nailed down, mobile or can potentially be moved. People and vehicles (cargo) go under this category as do fuel, water, sewage, stores and other consumables. Other important components would be those items making up the outfit. If ballast is permanently installed, it may be considered as part of the light ship weight but if it is moveable, it is considered part of deadweight.

April 2014 MARINE LOG 41

Design Weight Limits There are several vessel characteristics that limit place limits on a vessel’s capacity to add weight.

SubdiviSion draft Reserve buoyancy is essential to meet USCG damage stability regulations. The subdivision draft is the maximum draft that provides sufficient reserve buoyancy to survive damage and f looding to a single compartment or to two compartments.

Load Line The Load Line is a function of the vessel’s geometry and structural strength and may be required by route.

It re pre s e nt s t he m a x i mu m d r a f t to provide sufficient reserve buoyancy that an intact vessel will not founder due to extreme weather. For passenger vessels, the subdivision draft usually dominates. intact StabiLity If weight growth occurs high in a vessel, the light ship vertical center

getting your Weight under controL Lightweight changeS • Add no more than you remove • Use the lightest materials possible • Paint – take off the old

UNCOMPROMISED

CONTROL

deadweight - outfit • Keep extra stores and spares on the beach • For every box that comes aboard, take one off • Clean house regularly • Look for lighter weight alternatives • Conduct a Deadweight Survey

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of gravity (VCG) will increase and the compliance with intact stability standards may be jeopardized. Sometimes an increase in light ship VCG must be compensated by changes to deadweight such as carrying liquid ballast or limiting the amount of fuel that can be burned.

Rather than concede any capacity, many vessel owners and operators have chosen to undergo new stability tests to prove that they can meet the new weight rules and still maintain the same number of passengers. This is certainly a viable avenue to pursue on the journey toward operational efficiency for your vessel. However, there are other modifications that can be implemented prior, and in addition to, a stability test that will assist in controlling weight.

Proudly Made in the USA!

Implementing these suggestions may only result in a slight change in your vessel’s lightweight but every little bit helps. The accumulation of loose items can be difficult to detect and is often easy to justify “ just in case.” There certainly needs to be balance. Assigning weight control to a senior manager as a specific responsibility will help keep the issue alive in your operational discussions. is it Worth it? Once you’ve decided to move forward with your vessel’s diet plan, it’s crucial that you make a full assessment of the weight changes to ensure any actions you undertake pay off in terms of value and the impact on the vessel operations. In some instances, particularly with newer machinery, there can be a weight decrease. This is not always a benefit since the removal of weight low in a vessel can impact the stability equally to adding weight high up. It may also affect the ride of your vessel so always be mindful of any weight changes. ■

John W. Waterhouse is the Chief Concept Engineer and a founding partner of Elliott Bay Design Group.

42 MARINE LOG April 2014

Training

Operators look to both hands-on training and e-learning to keep mariners up-to-date with regulations

Trends in Training

Mariners familiarize themselves with regulations, equipment, and systems Compiled by Marine Log Staff through two separate styles of learning

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fundamental key to any industry’s success is the education, training and wherewithal of its people. The welders at shipyards, the mates on board a ship, the CEO in the corner office—all individuals are vital to the industry moving forward.

And while the maritime industry can at times be conservative when it comes to adopting new technologies and approaches to business, it continues to be among the most highly regulated industries in the world, requiring its people to undergo constant training.

Training, of course, is all about familiarization, whether through hands-on experience (real-world and simulation) or e-learning.

Schools, like Compass Course Maritime Training, Seattle, WA, provide mariners with STCW and U.S. Coast Guard-approved courses in a campus setting.

Florida-based Resolve Maritime Academy divides its training offerings into: Fire & Safety training and Simulation training. The DNV GL-certified academy, which counts the New York City Fire Department and Royal Caribbean among its clients, has completed the installation of a Transas ERS 5000 TechSim engine room simulator platform at its training center. Connected to the academy’s full mission bridge simulator, the ERS 5000 TechSim enables the academy to expand its offerings to engineers from all sectors of the industry including the offshore, tanker and cruise markets.

Training for Lng At last month’s CMA Shipping 2014 show, Gerhardt Muller, President of the SanSail Institute, part of the SanSail Group, explained how training is vital to any maritime operation. Dealing with the “people part,” the SanSail Institute, New York, NY, trains everyone involved in the LNG supply chain for “what came before and what is to come,” he remarked during the SanSail press event.

The Institute, which creates customizable programs for its customers, asks five questions when developing the framework of a client’s training program: (1) Who is the customer? (2) What does the customer want? (3) Where does the customer want the training to take place? (4) When does the customer want the training to take place? (5) In what kind of format will the training be offered?

“Training enables you to understand and appreciate” the process. It also enables you to “ask the right questions, so you can get the right answers,” says Muller. Some of the necessary aspects to make a training program advantageous to its users is to make the courses user-friendly and relevant; include lots of illustration; and provide learning tools after the course is over.

Classes offered by the SanSail Institute include: Intro to LNG Fuel; Laws & Regulation; LNG Security Operations; and Emergency & Disaster planning.

April 2014 MARINE LOG 43

Training Rolls-Royce opens up BRazilian tRaining centeR Rolls-Royce has opened a new training center at its existing RollsRoyce Marine Services site in Brazil. Specifically targeted to customers operating vessels with Rolls-Royce systems, the center will provide a variety of training programs in support of winch and dynamic positioning (DP) operations.

Courses at the training center will mix class instruction, handson exercises via simulators, and maintenance training. The center will feature a full size demonstration winch; a main bridge simulator; two dome simulators for winch training, a dome for a crane simulator; and four DP training stations and DP cabinets to provide a mix of operational and maintenance training options.

“Getting optimal performance from the latest DP training center helps ensure crew members are better equipped to meet the real life challenges they face when out at sea, in often challenging conditions,” says Paulo Rolim, Rolls-Royce, Country Manager-Marine, Brazil. The training, says Rolim, ensures that the customer maximizes “the value and full potential of the equipment and systems onboard their highly complex vessels.”

the e-leaRning connection While nothing can trump hands-on training, e-learning is quickly becoming the go-to strategy for some owners and operators. New Orleans-based Moxie Media, which counts American Commercial Lines and ARTCO among its clients, has produced “off-the-shelf ” curriculums available on DVD, print and e-learning web-based formats since 1986. “Online learning can’t replace required handson training,” says Moxie Media’s Parker Hillery, but “it does make it easier for employees to take certain course topics that they previously didn’t have access to.” That accessibility is critical to keeping

mariners up-to-date with the latest training requirements and enables users to get training done on their schedule.

Moxie Media seeks to provide its users with an e-learning experience that is as close to home as possible. All of its online courses are interactive, video-based programs that are shot on location and customized to specific industries—using the terminology and locations the user is accustomed to. Its Learning Management System provides automated record keeping, that enables safety directors and HSE personnel to keep track of all the types of training its employees are undergoing in one system.

Hillery also notes how cost-effective an e-learning training platform can be thanks-to its 24/7 availability. “In most cases, online training makes use of existing infrastructure, such as computers on location,” Hillery says. This helps companies avoid travel expenses, lodging and instructor fees—all-the-while reducing worker downtime, allowing more time for the vital hands-on approach.

E-learning can also lead to energy efficiency. DNV GL’s e-learning course “Energy Efficiency on Board,”is offered via the DNV GL Maritime Academy and helps improve a ship’s energy footprint through targeted measures.

Hamburg-based E.R. Schiffahrt became the first shipping company to implement the use of the e-learning course across its entire f leet of 125 ships. Kathrin Sturzerkan, Team Leader, Maritime Academy Germany says developers “explored the specific elements of on-board operations, as well as the potential opportunities available by changing crew behavior and optimizing how equipment is used on board” when delivering the custom-built solution. Christian Heitmann, Key Account Manager, Business Development, Germany, DNV GL, says that the course uses content that is “quick to teach,” which helps optimize process flows and saves energy. ■

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Schedule. Train. Track. Report. eLearning for Maritime Employers These days, especially in heavily regulated industries, safety and training directors need a single source solution to manage their training programs.

Regulatory officials and auditors demand accurate, complete information, and aren’t always willing to wait for it. In addition to providing an entire library of industry-specific courses, a custom Learning Management System (LMS) from Moxie Media puts the records you need at your fingertips. Whether you’re conducting online training, onboard drills, or classroom sessions, accessing the complete history for a single employee or an entire crew is just a click away.

Learn how to make technology work for you.

Register for an upcoming webinar: www.moxielearning.com/web New Orleans, LA • Houston, TX 504.733.6907 phone 800.346.6943 toll free www.moxietraining.com

44 MARINE LOG April 2014

newsmakers

Washington State Ferries’ David Moseley announces retirement A ssistant Secretar y for Washing ton State Ferries, DaviD Moseley w i l l r e t i r e A p r i l 15 .

Moseley was with WSF for six years. Under his tenure, six new ferries were introduced to the WSF fleet, including two new ferry classes—the 64-car Kwa-Di-Tabil class, currently in operation; and the new 144-car Olympic class, which is funded and currently being built.

At press time, President Obama was intending to nominate vice aDMiral Paul F. ZukunFt as the 25 th Commandant for the U.S. Coast Guard. VADM Zukunft is a 37-year veteran of the USCG and has served in a number of different capacities, including coordinating the federal response for the Deepwater Horizon Spill.

Schottel Inc., has named Hank Morgan, Vice President, Sales & Service and JaMes FreMin, Vice President, Finance.

arnolD (Woo-sung) cHo has been appointed Marketing and Sales Manager of Herbert-ABS Software Solutions LLC’s new Busan, Korea office. Cho’s primar y focus will be to strengthen relationships with Korean yards. caPtain robert W. gl as has been appointed Vice President of Regulator y Af fairs for Bouchard Transpor tation, Melville, NY. Captain Glas has been with Bouchard for 22 years. In his new role he will interact with regulatory committees and trade organizations on behalf of the company.

Da rc y by r t us ha s been named President of BMT Fleet Technology Ltd. Byr tus comes to BMT from General Dynamics Canada where he was the Director of Business Development for Naval Programs and Project Management.

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on MarineYellowPages.com

H u n t i n g to n I n g a l l s Industries has named Mike liPski Vice President of Business D e v e l o pm e nt f o r i t s Ingalls Shipbuilding division. Lipski will be responsible for coordinating capture team efforts for new contracts and managing all business development activities—including working with government and customer relations teams. l a n c e l i D s t o n e an d s y lva i n robitaille have each been named Business Development Managers for Kobelt.

Both will be responsible for the business development in the controls and steering sectors worldwide.

Dr. ilario Hilary roliH, Chairman of the Board of George G. Sharp, Inc. passed away on February 16. The 82-year-old Rolih had more that 58 years of experience in the industry and had been Chairman since 1983.

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techNews

rolls-royce to power first gas tugs for Asia

asia’s first gas tugs will be powereD by Rolls-Royce. The two tugs, currently under construction at the Zhenjiang shipyard in Jiangsu, China, are being built for Chinese state oil company CNOOC. The order follows the delivery of the world’s first gas-powered tug, Borgoy—also powered by Rolls-Royce.

Rolls-Royce will equip each tug with a pair of Rolls-Royce Bergen C26:33L9PG LNG engines. Additionally, each Rolls-Royce

package will include a pair of highly reliable Rolls-Royce US 205 CP azimuth thrusters that will ensure the tugs have rapid maneuvering and strong bollard pull capabilities.

“This order is highly significant for Rolls-Royce, CNOOC, and Zhenjiang shipyard and marks a new era for tug boat propulsion technology in China, an increasingly important market for the marine industry,” says Neil Gilliver, Rolls-Royce, President-Merchant. “RollsRoyce is proud to be selected to power Asia’s first pure gas-powered tug and to play a pivotal role in the state’s focus on reducing emissions along the coasts and inland waterways.”

The first CNOOC tug is planned for delivery by the end of this year.

Rolls-Royce will also be providing integrated design and equipment packages to two offshore supply vessels being built at China’s COSCO (Guangdong) Shipyard Co., Ltd for Chellsea Group, Singapore.

The Rolls-Royce UT 771 WP platform supply vessel design features a wave piercing bow designed to navigate through waves in rough seas—enabling the vessel to maintain a constant speed, reduce fuel consumption and increase on-board safety.

Beyond the design, Rolls-Royce will deliver an integrated systems package that will include MTU-engines, a propulsion system, a power electrical system, a bulk handling system, deck machinery, an automation and control system, as well as a dynamic positioning system that will use satellite technology to maintain the vessel’s position without anchoring.

Delivery of the PSVs is expected to come in late 2015 and early 2016 respectively. www.rolls-royce.com/marine

NAMJet solutioN for US Army’S BEB Denver-baseD marine jet manufacturer NAMJet has won the contract to supply its TRAKTOR Jet propulsion solution for Birdon America’s U.S. Army Bridge Erection Boat (BEB) platform. The U.S. Army Contracting Command’s Tank and Automotive Group will be replacing the entire fleet of 400 BEBs—estimated to cost over $250 million.

BEB’s—which can be transportable by road, rail and air—are often used to provide propulsion and maneuverable thrust to support temporary floating bridges. They can also be used as a ferry to transport equipment supplies and troops, as well as to tow other BEBs. Propulsion for the 23 ft BEBs will be supplied by dual 250 horsepower Cummins engines mated to TRAKTOR Jet 381 HH’s. The TRAKTOR Jet, says NAMJet, operates at a much lower rev/min when compared to their high-speed counterparts. This lower rev/min helps decrease fuel consumption and system wear to provide lower lifetime cost of ownership.

“NAMJet propulsion played a key role in Birdon securing the contract, as their TRAKTOR Jet products provide significantly more thrust than other water jets while maintaining top end speed,” says Jim Ducker, General Manager, NAMJet. “U.S. defense contracts are among the most competitive in the world, and this win is a testament to NAMJet’s propulsion expertise and ingenuity.”

The NAMJet design, which pumps more water than traditional high-speed jets to provide exceptional thrust per horsepower, is made for engines in the 150- to 850- horsepower range. Its available with 15- to 24-inch impellers to meet the standards of the most demanding commercial, military and workboat operators.

NAMJet also recently announced that it is relocating its corporate and manufacturing headquarters to a 50,000-square foot site in Denver, CO, to meet its growing customer demands. The expansion will generate 63 new jobs. www.namjet.com 46 MARINE LOG April 2014

ABB to eNergize Baleària’s largest ferry abb will install its energy management system on one of Baleària’s largest vessels, the 1,200- passenger, 105-vehicle, Martin i Soler. The installation will cover dynamic trim optimization and hull conditioning on the 165m x 25m vessel.

Part of the EMMA Advisory Suite of Software, the ABB package will help Spain-based Baleària optimize its vessel’s required propulsion power and forecast its hull and propeller fouling—both elements that can help reduce fuel consumption.

ABB’s trim optimization system dynamically measures actual trim and advises the crew on steering adjustments via easy-to-understand and user-friendly displays. All data generated onboard is transferred to a cloud-based application for vessel benchmarking—providingmanagement onshore with full visibility of energy consumption across the fleet.

Overall, both the operator and ABB expect the system to provide over two percent savings in propulsion power.

“ABB is committed to the development of cutting-edge technology that will help ship operators with the challenge they face today,” says Heikki Soliama, Head of ABB’s Marine and Cranes Business Unit. “We are confident that ABB’s energy management systems will help Baleària to optimize vessel operations while improve[ing] the energy efficiency.” www.abb.com

techNews extendIng engIne lIfe with Puradyn effiCienCy is The key To suCCess in this industry. Whether it’s making your ship greener, quieter, or faster, the end-goal is the same—saving time, money and the environment. One way to generate savings is extending the oil drain interval on your ship.

Florida-based Puradyn produces a filter technology that keeps engine oil cleaner for a longer period of time, making maintenance down-time a less frequent necessity for operators and reducing new oil purchases by up to 90%. The system continuously cleans lubricating oil and maintains oil viscosity extending the engine’s life.

The bypass oil filter reduces friction by trapping solid, liquid and gas contaminants down to below one micron, all the while replenishing necessary additives.

Vessels featuring the Puradyn technology have benefited greatly.

According to the Puradyn, South Ferry Company, a ferry service operator based out of New York, was able to extend its oil drain interval on one of its ships from 250 hours to 2,000 hours. This extension in time enables the ferry to save more than 350 gallons of oil and reduces costs for the company by nearly $3,000.

Captain Bill Clark, who runs the ferry service, notes that the ferry’s last two engines went 67,000 and 73,000 hours, before requiring overhaul. He says, “Puradyn can definitely take some credit for the long life of those engines.”

Additional benefits of the system include better maintained oil viscosity, improved oil circulation; decreased sludge and varnish deposits; and cooler running engines and equipment. www.puradyn.com

VolVo Penta IPS provides CTruk workboat with steady operations england-based CTruk boaTs lTd. delivered its first Volvo Penta IPS (Inboard Propulsion System)-equipped workboat to tender services and crewboat charter company Sima Charters of the Netherlands. The 18.5 m SC Falcon CTruk 20T MPC offshore wind vessel is equipped with twin Volvo Penta D13 engines and IPS 900, and can travel at a cruising speed of 25 knots and a top speed of more than 30 knots.

The use of Volvo Penta’s IPS guarantees the vessel stability and maneuverability. The system’s dynamic positioning system enables the vessel’s crew to hold the boat’s heading and keep it steady, even in 1.6 meter swells. Its joystick control enables safe and easy docking.

The system also increases fuel efficiency. With the Volvo Penta IPS, the SC Falcon burns just 105 liters of fuel per hour when operating at 20 knots. www.volvopenta.com

aVeVa to future-Proof shipyard operations Chinese shipbuilder Penglai Zhongbai Jinglu Shipbuilding Co., Ltd has tapped AVEVA Marine Software to “future-proof” its operations. The yard says it chose the AVEVA solution because it provided the most complete software solution for its current and future shipbuilding requirements. The software is expected to improve design accuracy and increase efficiency in production.

AVEVA Marine’s software suite, which can be used for the design and construction of a ship, can support all naval architecture, engineering, design and production disciplines through every phase of the shipbuilding process. The suite is limitless and its interoperability between AVEVA Outfitting, AVEVA PDMS and AVEVA E3D enables effective collaboration with plant industry specialists—while AVEVA Global supports reliable multi-site projects via the virtual shipyard.

“AVEVA Marine was an obvious choice, due to its great reputation,” says Shiwen Jiang, Technical Director, Jinglu Shipbuilding. “Naturally, we evaluated other software vendors on the market, but AVEVA is the only one that can provide such a solid reference base. Using AVEVA Marine we will benefit from shorter design cycles, improved design accuracy and reduce wastage in production.”

In addition, the software provider’s large user base gives the yard a wide selection of possible partners and provides it “the ability to recruit from a pool of highly skilled engineers and designers who already know the AVEVA software,” says Jiang.

Jinglu Shipbuilding has 4,500 employees, including 400 who are engineering and management personnel. www.aveva.com

April 2014 MARINE LOG 47

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 March 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

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type

particuLarS

owner/operator

eSt. $ MiL

RECENT CONTRACTS Austal USA Eastern Shipbuilding GD Bath Iron Works Gladding Hearn Gunderson Marine Vigor Fab

EST. DEl. Mobile, AL Panama City, FL Bath, ME Somerset, MA Portland, OR Portland, OR

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LCS hopper dredge destroyer pilot boat ocean barge tank barges

419 ft x 104 ft ATB unit, 433 ft x 92 DDG 52 ft 7 in x 16 ft 8 in 360 ft x 120 ft 422 ft x 76 ft, 83,000 bbl

U.S. Navy Great Lakes Dredge & Dock U.S. Navy Tampa Bay Pilots Foss Maritime Harley Marine Service

Morgan City, LA Panama City, FL Portland, OR Seattle, WA

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ocean barge PSV ocean barge pilot boat

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Gray Offshore Boldini S.A. Ulysses, LLC Columbia River Bar Pilots

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Options dump scows tug subsea vessel vehicle ferries PSVs PSVs OPCs LASH carriers double-end ferry car ferries double-end ferries Roll-On/Roll-Off

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Crowley Great Lakes Dredge Seabulk Tankers Inc. Otto Candies LLC BC Ferries Harvey Gulf Intl. Marine Tidewater U.S. Coast Guard Horizon Lines VDOT Washington State Ferries NYCDOT Pasha Hawaii Transport

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DElIVERIES Conrad Shipyard Eastern Shipbuilding Gunderson Marine Kvichak Marine

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PENDING CONTRACTS Aker Philadelphia BAE Systems Southeast BAE Systems Southeast Candies Shipbuilders Four shipyards on list Gulf Coast Shipyard Leevac Shipyards TBD TBD TBD TBD TBD VT Halter Marine

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48 MARINE LOG April 2014

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50 MARINE LOG April 2014

marketplace eMPLoYMent

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Index of AdvertIsers Company

page #

ABS Americas . . . . . . . . . . . . . . . . . . . . . . . . . . 35 American Maritime Safety, Inc . . . . . . . . . . . . . . . 4 Baier Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Baker Marine Solutions . . . . . . . . . . . . . . . . . . .C3 BOK Financial . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Bollinger Shipyards . . . . . . . . . . . . . . . . . . . . . . 23 Centa Corporation . . . . . . . . . . . . . . . . . . . . . . . 14 Coastal Marine Equipment . . . . . . . . . . . . . . . . . . 4 Conrad Shipyard . . . . . . . . . . . . . . . . . . . . . . . . . 32 Continental Underwriters LTD . . . . . . . . . . . . . . 11 CSD Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 DNV GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Eastern Shipbuilding Group . . . . . . . . . . . . . . . . 7 ExxonMobil Global Fuels & Lubes . . . . . . . . . . .C2 Foss Maritime . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Great American Insurance Co . . . . . . . . . . . . . 16 Harvey Gulf International Marine . . . . . . . . . . . . 3 Hornbeck Offshore Services . . . . . . . . . . . . . . . 18 Japan Radio CO LTD . . . . . . . . . . . . . . . . . . . . . .28

Company

page #

JMS Naval Architects & Salvage . . . . . . . . . . . . . . 2 Kvichak Marine . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Lufkin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Marine Art Of J . Clary . . . . . . . . . . . . . . . . . . . . . 47 Moxie Media . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Omnithruster, Inc . . . . . . . . . . . . . . . . . . . . . . . .42 Regions Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Renk AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Rolls-Royce Marine . . . . . . . . . . . . . . . . . . . . . . . 15 Scania USA, Inc . . . . . . . . . . . . . . . . . . . . . . . . . .22 Schuyler Rubber Companies . . . . . . . . . . . . . . .48 Smith Berger Marine . . . . . . . . . . . . . . . . . . . . . 45 Thoma-Sea Marine Constructors LLC . . . . . . . . .C4 Tugs & Barges 2014 . . . . . . . . . . . . . . . . . . . 26,27 Vigor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 VT Halter Marine . . . . . . . . . . . . . . . . . . . . . . . . .30 W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Winsted Corporation . . . . . . . . . . . . . . . . . . . . .40

April 2014 MARINE LOG 51

Shipbuilding hiStory

The h-Class submarines When the Great War started in July 1914, submarine warfare was just getting going: the U.S. Navy had 31 of these newfangled boats and only one, the original Holland, (SS 1), had been retired. By the time the United States entered the war, in April 1917, the Navy had acquired only 13 more, for a total of 46, and by the time the war ended, in November 1918, the active fleet had reached 72. These 72 boats were built by 11 different shipyards to 13 different designs, most of them developed by Electric Boat, the rest by the Lake Torpedo Boat Company.

While the U.S. was keeping out of the war, British shipyards were, of course, swamped with work, and Bethlehem Steel Company saw a business opportunity. They offered to build 20 submarines for the Royal Navy, using Electric Boat’s Design 602, ten to be built by Fore River Shipbuilding, in Quincy, which Bethlehem had bought in 1913, and ten by Union Iron Works, in San Francisco, which they had bought in 1906. The British accepted and Bethlehem started work, but the U.S. Government, sensitive to rules of neutrality, promptly stepped in and put a stop to the program. In the short time that the program had been under way, however, two boats got built by Union Iron Works and a third by Moran in Seattle, under a subcontract: these three were taken over by the U.S. Navy as SS-28, 29 and 30. This setback was just another challenge for Bethlehem Steel’s management, however, and the deal was immediately restructured, with the first ten boats to be built by Canadian Vickers and the other ten to come from

Quincy later, when it was expected that the pressure on U.S. companies to keep out of the war might be relaxed.

How did Canadian Vickers get involved?

The Royal Canadian Navy, (RCN), had come into being in 1912 and the Canadian Government had promptly approached Vickers Sons & Maxim about starting a shipyard in Canada that could build ships for the new Navy.

This was a sensible move, because Vickers was one of the world’s great arms manufacturers, operating the famous naval shipbuilding yard at Barrow-in-Furness that still builds submarines today. Not surprisingly, Vickers agreed to the Government’s proposal, bought 50 acres of waterfront land in Montreal and developed a shipyard, known for the next 70 years as Canadian Vickers. In addition, Vickers not only brought their own technology to the new company but, because they owned 50% of Electric Boat, they brought EB’s technology as well.

Two years later, in early 1914, Canadian Vickers submitted a proposal to the RCN for the construction of submarines, also using EB’s Design 602. Unfortunately, the Canadians then made the strategic error of asking the advice of their counterparts in Britain’s Royal Navy, (RN), who told them to reject Vickers’ proposal, partly because they considered Design 602 to be faulty and partly because they viewed Canadian Vickers’ construction plan as unbelievable. Later that year, however, the RN accepted Bethlehem Steel’s proposal for 20 boats of the same Design 602, and when the first ten boats were transferred to Canadian Vickers they

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52 MARINE LOG April 2014

By Tim Colton

and EB sent personnel to help. Working three shifts, Canadian Vickers built all ten submarines in the first six months of 1915 – an astonishing achievement in itself - and then proceeded to build eight more of the same design for the Italian Navy and six KD (Knocked Down) versions for the Imperial Russian Navy, to be assembled in the Baltic Shipyard, in St. Petersburg.

Meanwhile, the H-class submarine turned out to be a big success. Although there were minor variations between batches, they generally had a submerged displacement of about 600 tons; the hull was 150 ft long and had a 15 ft beam; its 480-hp diesel engine and two 620-hp electric motors gave it a surface speed of 13 knots and a submerged speed of 10 knots; it had four torpedo tubes; and carried a crew of 22.

Among submariners, it was the vessel of choice. As a result, more H-class boats were built than any other class of submarine of the period: following the original three built

by Union Iron Works and Moran, the 24 built by Canadian Vickers and the ten that were eventually built at Quincy, 17 more KD boats were ordered from EB by Russia, of which eleven were delivered before the Russian revolution interrupted. The remaining six were taken over by the U.S. Navy, assembled at Puget Sound NSY and commissioned into the U.S. Navy as SS-147 through 152.

Meanwhile, 24 more H-class boats were built in Britain - twelve by Vickers, four by Armstrong-Whitworth, four by Beardmore, two

by Cammell Laird and two by HM Dockyard at Pembroke Dock.

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