August 2013 Marine Log Magazine

ANNUAL GREEN TECHNOLOGIES SUPPLEMENT

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

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augusT 2013

GREEN STORM Operators to spend $500 billion on environmental compliance

Lube oil war heats up Hornbeck selling off tugs & barges Sweet intrigue: Missile parts found in sugar cargo

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contents

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AuGust 2013 VOL. 118, NO. 8

Not only is the 302 ft Harvey Deep Sea the fourth Tiger Shark Class offshore support vessel built for Harvey Gulf, but also the second multi-purpose LCV from Eastern Shipbuilding for the New Orleans operator

features

departments

11 InnovatIons

4 edItorIal

an autonomous vessel

The University of Rhode Island is developing an autonomous surface craft that will facilitate the observations of oceanographic conditions in coastal and estuarine waters

17 salvage

selecting an oPa-90 salvage and marine firefighting provider

The overall feeling in the industry is that the USCG will begin enforcing the Non-Tank Vessel Response Plans (NTVRP) in 2014

22 shIP rePaIr

vigor’s investments paying off

Among the ship repairer’s larger investments is an 80,000-long ton, 960 ft long dry dock for its Swan Island Shipyard in Portland, OR 2 MARINE LOG August 2013

Pirates and the approaching green storm

7 UPdate

SPECIAL SUPPLEMENT GREEN TEchNoloGiEs & SuStainable Shipping Special advertiSing Supplement

AUGUST 2013

• Harvey continues to grow fleet • Halliburton cops plea in Deepwater Horizon case •North Korean ship detained

10 WashIngton Cruise lines in Senator’s crosshairs

24 neWsmakers Watson leaves BSEE to lead ABS

25 tech neWs MacGregor to deliver North Star

28 contracts U.S. Navy awards TAO tanker contracts 32 shIPbUIldIng hIstory Oceans, Forts and Parks

• War of words in lube sector • WWF, shipowners and BWT sector join forces to highlight need for ballast water action • Get green, better the bottom line • Environmental technology

visit us at MarineLoG.coM

editorial

Pirates and the aPProaching green storm Summer is about family vacations, the beach, backyard barbecues and, of course, blockbuster movies. This summer, moviegoers have flocked to sticky-floored cinemas to see brain-munching zombies, teleporting trekkers, giant robots, little yellow minions, freaky fast garden snails, and angst-filled superheroes. While I eat these movies up as fast as a freshly grilled hamburger with all the fixings, I was a little disappointed that there was nothing really marine-related in the offing—unless you count two movies with sea monsters. Heck, there wasn’t even yetanother sequel to Pirates of the Caribbean.

Come this October, however, pirates will hit the big screen when Columbia Pictures releases Captain Phillips, which depicts the hijacking of the U.S-flagged Maersk Alabama and the five-day ordeal of the ship’s captain, Richard Phillips. Phillips was taken hostage by Somali pirates and held captive in a lifeboat until his dramatic rescue

by Navy SEALs. The movie—based on A Captain’s Duty: Somali Pirates, Navy SEALs and Dangerous Days at Sea by Richard Phillips with Stephan Talty—stars Academy Award-winning actor Tom Hanks in the title role. You can check out the trailer at captainphillipsmovie.com.

Backed by Hanks’ star power, the movie should generate much-needed national and international attention among the public—and possibly ratchet up the pressure on governments to act more decisively— to counter the problem of modern piracy.

While gains have been made against Somali pirates, they aren’t all Hollywood endings

like Captain Phillips’. According to a study released this past June, there were 851 seafarers attacked by Somali pirates with firearms, of which 349 were taken hostage and five were killed in 2012. This is in addition to another 240 seafarers already held in captivity from 2010 and 2011. On average, hostages taken by Somali pirates are held 11 months. The direct economic cost of Somali piracy is estimated at a staggering $5.7 billion to $6.1 billion. Twenty-nine percent of the cost goes to security equipment and guards, but about one-third can be attributed to increased fuel and scheduling costs for increased speeds and re-routing.

Meanwhile, West African piracy has been on the upswing, with 966 seafarers on vessels attacked by pirates,and 206 taken hostage in 2012. The cost of West African piracy is estimated at between $674 million and $939 million, with insurance accounting for 49 percent of the total.

The report is authored by the Oceans Beyond Piracy (OBP) project of One Earth Future Foundation, of the International Maritime Bureau (IMB), and the Maritime Piracy Humanitarian Response Program (MPHRP).

With the cost in human suffering and economic impact, piracy is an issue that can’t be ignored.

As you can see from this month’s cover, however, the focus of our August issue is not piracy, unless you classify recent environmental regulations as a “robbery at sea.” Rather, it’s about how shipowners and operators are going to have to weather a

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

“green” storm for the next 10 years or more.

That’s because according to the Chairman of the International Chamber of Shipping (ICS), Masamichi Morooka, impending environmental legislation could potentially cost more than half a trillion dollars between 2015 and 2025. For operators, that’s $50 billion of additional capital and operating cost in every single year for a 10-year period and beyond.

“As many companies struggle to survive during the difficult years ahead, we must persuade governments to avoid placing yet more straws that risk breaking the shipowner’s back—and the straws to which I refer are the impending costs of environmental legislation,” Morooka told delegates at the Nor-Shipping Conference in Oslo this past June.

Much of these costs will result from the switch to more expensive low sulfur distillate fuel, when a 0.5% global sulfur cap comes into effect in 2020. Requirements in ECAs in Europe and North America will be even stricter at a 0.1% sulfur limit from 2015. Combined with the cost of installing new ballast water treatment systems and potential contributions that shipping might have to make to the UNFCCC Green Climate Fund and things look stormy indeed for operators.

One of the other issues of switching to low sulfur fuel, along with slow steaming and new longer stroke, slow-speed engines is cold corrosion. Read about the debate among lubricant companies in our Green Technologies & Sustainable Shipping supplement.

MaritiMe trivia Trivia Question #5 What MALE fish bears its young?

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 winner to last month’s trivia question, “In the old navy, when you sought donations for a mate in dire need, what was the practice called?”

Answer: Tarpaulin muster.

4 MARINE LOG August 2013

MarineLoG AuGust 2013 VOL. 118, NO. 8 iSSn 08970491 USPS 576-910

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Purchase available presentations for $250 Contact us at conferences@sbpub.com or 212-620-7208 to purchase access to these presentations and more

August 2013 MARINE LOG 5

inland waterways

For AmericAn Good Whoever said nothing gets done in our nation’s capital has not met Senate Environment & Public Works Chairman Barbara Boxer (D-CA) and Ranking Member David Vitter (R-LA), who successfully, collaboratively, and in a bi-partisan manner drafted, managed and passed a long-overdue Water Resources Development Act (WRDA), S. 601 on May 15 by a vote of 83-14. Others who should be commended for their action to include several provisions of the RIVER (Reinvesting In Vital Economic Rivers and Waterways) Act, S. 407 to help modernize America’s inland navigation system, are Senator Bob Casey (D-PA), Sen. Mary Landrieu (D-LA), Sen. Amy Klobuchar (D-MN), Sen. Lamar Alexander (R-TN), Sen. Tom Harkin (D-IA), Sen. Al Franken (D-MN), and Sen. Pat Roberts (R-KS).

The final Senate WRDA bill contained critically important provisions related to the modernization of inland waterways lock and dam infrastructure, as 57% of locks and dams have far exceeded their economic design life expectancy.

Of specific interest to inland waterways stakeholders, the final Senate WRDA bill approved a measure to remove the overbudget and long-delayed Olmsted lock and dam project from the Inland Waterways Trust Fund (IWTF), the remainder of the cost to be paid 100% by general treasury revenue and not cost-shared 50-50 through the IWTF. This action would free up around $750 million to the IWTF to complete critical priority navigation projects.

The threshold for major rehabilitation was increased, from the current $14 million to $20 million, in the Senate bill.

Other Senate bill provisions of note to the inland waterways are prioritization of navigation projects and revamping of project delivery processes to achieve on time and within budget performance, ensuring that future Corps’ estimates for project costs have a confidence level of at least 80%, and increasing funding for inland port dredging to be released from the Harbor Maintenance Trust Fund.

Not included in the Senate WRDA bill

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

is the industry-supported provision to increase the diesel fuel user fee. The Constitution requires that revenue enhancement measures originate in the House of Representatives, so this provision must originate in the House version of WRDA or be added to some other revenue measure.

So now it is on to the House, where we expect to see WRDA action within the Transportation & Infrastructure (T&I) Committee led by Chairman Bill Shuster sometime between now and the fall. The recent collapse of the Farm Bill is a cautionary tale to take time to get it right. In the T&I Committee, 47% of Members are freshmen who may know little about the waterways or a WRDA bill and the process to move a bill.

WCI remains hopeful and has faith in Congress to do what must be done: move a WRDA bill that is good for the nation, for jobs, for exports, for the environment, and for traffic congestion relief—one that is good for America.

Visit www.waterwayscouncil.org.

America’s inland waterways will get a boost from the Water Resources Development Act and the RIVER Act

6 MARINE LOG August 2013

Update The Harvey Deep Sea will fill a niche in a very selective market

HarvEy CONTINuES TO GROw fLEET EaStErn SHIpbuIldIng grOup, Inc., Panama City, FL, recently delivered a fourth Tiger Shark Class offshore support vessel, the 302 ft x 64 ft x 24.5 ft M/V Harvey Deep Sea, to Harvey Gulf International Marine, LLC of New Orleans. The vessel was launched at Eastern’s Allanton shipyard in mid-December of last year and is Eastern’s second multi-purpose light construction vessel (LCV) for Harvey Gulf.

The U.S.-flag vessel will fill a niche in a very selective market, covered in the past by mostly foreign flag construction vessels.

Eastern has now constructed 11 vessels for Harvey Gulf since 2002.

Last month Harvey Gulf announced the contract signing for its twelfth, thirteenth and fourteenth vessels to be constructed by Eastern Shipbuilding, the Harvey Sub-Sea, Harvey Blue-Sea and Harvey Intervention.

The newly delivered vessel, the Harvey Deep Sea, is SOLAS certified and classed ABS +A1, +AMS, +ACCU, Circle E, ENVIRO+, Green Passport (GP), NBLES, CRC, HELIDK, and also carries the ABS DPS-2 and Firefighting FFV-2 notations.

The vessel has a 20.9m Helidex Offshore heli-deck, two Hoppe Marine ant-heeling tanks, with a liquid mud capacity of 15,400 bbl in eight tanks and 8,200 cubic foot capacity of dry bulk mud in four tanks. The vessel can accommodate 67 persons.

Harvey Deep Sea is AC diesel-electric powered with twin Schottel Z-drives and three Schottel STT4 bow thrusters.

The vessel will sail to New Orleans for final installation of an active heave-compensated, National Oilwell Varco 165-ton knuckle boom sub-sea crane capable of lifting/setting at depths up to 10,000 ft.

biz notes Hornbeck “all in” on offshore market Hornbeck Offshore Ser vices, Inc., Covington, LA, is going “all in” on the offshore market. Hornbeck Offshorehas entered into a definitive agreement to sell substantially all of the assets and business of its Downstream segment’s tug and tank barge fleet to Genesis Marine, LLC, an affiliate of Genesis Energy L.P., Houston, TX, for cash consideration of $230 million. Simultaneously with the execution of the definitive agreement, Genesis posted a $23 million deposit.

HOS expects to use the after-tax proceeds from this transaction for general corporate purposes, which may include retirement of debt or funding for the acquisition, construction or retrofit of vessels. The Downstream vessels to be sold to Genesis are comprised of Hornbeck’s active fleet of nine ocean-going tugs and nine double-hulled tank barges.

The transaction, which is subject to customary closing conditions and regulatory clearances, will close by the end of the third quarter of 2013. Hornbeck and Genesis also plan to enter into transition service agreements at closing in order to ensure a smooth transition of operations and services for both employees and customers.

Halliburton cops plea in Deepwater Horizon case, will pay maximum fine Halliburton EnErgy SErvicES inc. has agreed to plead guilty to destroying evidence in connection with the Deepwater Horizon disaster, the Department of Justice reports. A criminal information charging Halliburton with one count of destruction of evidence was filed last month in U.S. District Court in the Eastern District of Louisiana.

The destroyed evidence, according to the DOJ, consisted of two 3D simulations created by Halliburton as part of its own post-Macondo blowout investigation.

Halliburton has struck an agreement with the U.S government in which it has

agreed to plead guilty and admit its criminal conduct. As part of the plea agreement, Halliburton has further agreed, subject to the court’s approval, to pay the maximumavailable statutory fine, to be subject to three years of probation and to continue its cooperation in the government’s ongoing criminal investigation.

According to a Halliburton Company statement: “A Halliburton subsidiary has agreed to plead guilty to one misdemeanor violation associated with the deletion of records created after the Macondo well incident, to pay the statutory maximum

fine of $200,000 and to accept a term of three years probation.”

As a result of the deal, the Department of Justice “will not pursue further criminal prosecution of the company or its subsidiaries for any conduct relating to or arising out of the Macondo well incident,” says Halliburton. The plea agreement is subject to court approval.

Separately, says the Department of Justice, Halliburton made a voluntary contribution of $55 million to the National Fish and Wildlife Foundation that was not conditioned on the court’s acceptance of its plea agreement.

August 2013 MARINE LOG 7

UPDATE North KoreaN ship detaiNed after missile components found

Sugar iSn’t alwayS Sweet. A North Korean ship was held by Panamanian officials after war materials were found hidden inside containers carrying a cargo of brown sugar from Cuba. Allegedly, the war materials included missile components, missiles, and an aging Soviet-built radar control system.

Panama’s President Ricardo Martinelli released this photo on his Twitter page showing the war materials found on the ship

The 1977-built, 155m Chon Chon Gang, was stopped at the Manzanillo International Container terminal after it was detained for inspection. Suspicion was further heightened when the captain and 35-man crew reacted violently to the inspection, said Panama’s Security Minister Jose Raul Mulino.

According to reports, the captain attempted suicide after the missile components were discovered. At press time the captain, crew and ship remained under detention by Panamanian authorities.

VaNe Brothers tug launched at Chesapeake Shipbuilding a new Vane BrotherS tug recently launched at Chesapeake Shipbuilding in Salisbury, MD, will feature some innovative towing winch and deck equipment from JonRie Intertech LLC, Manahawkin, NJ. The Tangier Island, the eighth in a series of ten Sassafras Class ocean tugs for Vane Brothers, has a complete set of JonRie Deck Equipment, including a Series 500 Towing Winch with an independent drive level wind. The winch has a line pull of 45 tons and a spool capacity of 650M of 45mm cable.

The winch is completely controlled from the Tow Coop on the boat deck and features pilot house alarms. The drive in the engine room is powered by a 125 kW diesel engine and features a 25 kW backup system. All controls were designed and supplied by JonRie. On the after deck, the 28m tug also has a JonRie Series 421 Hydraulic Capstan.

Back in May, Chesapeake Shipbuilding announced it had signed a contract with Vane Brothers for the ninth and tenth tugs in the Sassafras Class series.

P r opul sion is suppl ie d b y t w o Caterpillar 3512 main engines that produce 2,235 kW through 6:1 reverse reduction gears to conventional shafts. The Tangiers Island has accommodations for seven crew members.

Once delivered, the Tangier Island will push 30,000 bbl tank barges on near coastal routes. Construction is already underway on the remaining two tugs, each of which will be delivered over 18 months.

Vane Brothers, Baltimore, MD, has been serving the Port of Baltimore and the U.S. Eastern Seaboard for over 100 years. The company operates a fleet of 33 tugs, 4 barges and two 140,000 bbl Articulated Tug Barges (ATBs).

8 MARINE LOG August 2013

Inland • Coastal • offshore • deepsea

GladdinG-Hearn SHipbuildinG delivers launch to delta Pi lots GladdinG-Hearn SHipbuildinG, Duclos Corporation, Somerset, MA, has delivered its fourth St, John’s Class pilot boat to Delta Launch Services, Metairie, LA, to serve the Associated Branch Pilots at the Southwest Pass of the lower Mississippi River.

bC FerrieS to build new intermediate ferries bC FerrieS, ViCtoria, bC, Canada, plans to build three vehicle ferries to replace two aging vessels that are nearing the end of their service lives and are due to retire in 2016.

The application to build the new ferries was approved by the BC Ferries Commissioner.

The three new intermediate class vessels will replace the 48-year-old Queen of Burnaby and the 49-year old Queen of Nanaimo.

BC Ferries intends to build two vessels capable of carrying 145 vehicles and up to 600 passengers and crew to replace the Queen of Burnaby, which sails between Comox and Powell River and to replace the Queen of Nanaimo, which services the Tsawwassen – Southern Gulf Islands route. A third vessel capable of carrying 125 vehicles and 600 passengers and crew will also be built to augment peak and shoulder season service on the Tsawwassen – Southern Gulf “As we begin the next phase of our newbuild program, a key objective is to achieve capital and operating cost savings and efficiencies through an overall class and standardization strategy and a series build program,” said Mike Corrigan, BC Ferries’ President and CEO. BC Ferries expects to lower crew training costs with standardized bridge, engine room and accommodation layouts, and lower maintenance costs with standardization of parts and equipment.

One of the technologies that BC Ferries will be considering is Liquefied Natural Gas (LNG) as fuel to power the new boats. BC Ferries says that while it intends to acquire LNG-fuelled vessels, it wants to conduct further analyses before a final decision.

BC Ferries intends to pursue a designbuild contract with a shipyard that will be selected through a formal procurement process. BC Ferries will issue a Request for Pre- Qualification. Canadian and international shipyards are expected to compete for the project, with a contract awarded in January 2014.

Desig ned by C . Raymond Hunt & Associates, the new all-aluminum pilot boat measures 52.6 feet overall, with a 16.11foot beam and 4.8-foot draft. Coast Guardapproved for 12 passengers-for-hire, the launch has a top speed of 25 knots.

The deep-V hull is powered by two Caterpillar C-18 EPA Tier 2-rated diesel engines, each delivering 671 bhp at 2,100 rev/min, with Twin Disc MG5135A “Quick Shift” gear boxes.

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August 2013 MARINE LOG 9

inside washington

Cruise lines in Senator’s crosshairs Looking to improve protections for cruise passengers, U.S. Senator Jay Rockefeller (D. WV), Chairman of the Senate Commerce Committee, introduced the “Cruise Passenger Protection Act of 2013.”

The legislation aims to define the rights of cruise passengers, as well as close gaps in cruise crime reporting requirements. Senator Rockefeller also chaired an oversight hearing of the Commerce Committee last month called, “Cruise Industry Oversight: Recent Incidents Show Need for Stronger Focus on Consumer Protection.”

Senator Rockefeller’s legislation and the hearing build on the Senator’s ongoing oversight of the cruise industry.

Back in March 2012, after a series of safety incidents on cruise ships, he held a hearing on whether cruise industry regulations sufficiently protect passengers.

Since then, several cruise ship incidents hit the headlines, including the Carnival Triumph fire in February 2013, which left passengers stranded at sea for days without power, plumbing, and adequate food

sources. After this incident, Rockefeller wrote Admiral Papp, Commandant of the Coast Guard, and Micky Arison, Chairman of the Board and then-CEO of Carnival, to express his serious concerns surrounding recent cruise ship incidents.

“Rather than take these legitimate oversight questions seriously,” says the Senator’s office, “Carnival’s response played down concerns about recent incidents and ignored questions about whether Carnival intended to reimburse the Coast Guard and Navy for its cost of responding to several incidents—an issue the company later reconsidered when it chose to reimburse federal taxpayers.”

On getting Carnival’s “insufficient response,” Senator Rockefeller broadened his oversight efforts of the cruise industry.

On May 7, 2013, he sent letters to Carnival, Royal Caribbean and Norwegian Cruise Line, which represent 78 percent of the global cruise industry, to determine whether their procedures on passenger safety and security were enough to protect consumers.

Rockefeller has now followed this up by introducing legislation to “compel the cruise industry to implement strong consumer protections.”

The Cruise Passenger Protection Act of 2013 would: • Give consumers a clear upfront summary of the restrictive terms and conditions in cruise contracts before they book their passenger tickets.

• The Department of Transportation (DOT) would be given the authority to investigate consumer complaints.

• The DOT would establish a toll-free hotline for consumer complaints.

• Make all crimes alleged on cruise ships publicly available information. Cruise lines would also be required to place video cameras in public areas.

• The DOT would establish a victim advocate who can provide assistance to victims on board a cruise ship, make sure the victim is aware of his or her rights in international waters, and get access to appropriate law enforcement officers.

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10 MARINE LOG August 2013

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innovations

The 36 foot long catamaran is propelled by a hybrid diesel generator, battery system and two electric thrusters

An Autonomous Vessel The currenT debaTe on coLreGS appLicaTionS To auTonomouS Surface crafT

By LT (JG) Jacqueline Haase, U.S. Coast Guard

Jim Fontaine, Exeter Science Services

A

n effort is now underway at the University of Rhode Island (URI) to develop an Autonomous Surface Craft (the “research craft”) for scientific sampling. The goal of the project, led by oceanographer Dr. Dan Codiga, a Marine Research Scientist at the URI Graduate School of Oceanography, is to facilitate long-term repeat-transect observations of oceanographic conditions in coastal and estuarine waters typified by shallow depths and relatively strong currents. The autonomous research craft has the potential to more cost-effectively generate datasets with enhanced spatial and temporal coverage than can be achieved using other available technologies suitable for these settings, such as crewed research vessels or moorings. As part of his thesis project working with Dr. Codiga, URI graduate student Mike Filimon, an MS candidate in Ocean Engineering, carried out site planning based on archived Automatic Identification System (AIS) data and investigated potential approaches for compliance of the research craft with United States Coast Guard (USCG) regulations. To ensure appropriate markings and programmed interaction with other vessels are in compliance with navigations rules of the road, formally known as the 1972 Collision Regulations (COLREGS), guidance was sought from the Coast Guard at Sector Southeastern New England in East

Providence, RI. After thorough research, a number of best practices and design recommendations were offered for adoption prior to the research craft’s deployment.

Propelled by a hybrid diesel generator and battery system, the craft’s average speed is five knots and its top speed is eight knots.

The target mission of the 36 ft research craft is to navigate along an 18 kilometer stretch in southeastern Rhode Island Sound stopping every two kilometers for approximately 10 minutes to collect data before turning around and returning to the start to begin again. This transect would be repeated typically four times daily for a period of up to a few weeks. The research craft will maintain “frequent contact, by satellite communications, with an onshore control center at URI” but will be autonomous and will not be continuously remotely operated from the control center.

With assistance from URI colleagues with maritime legal expertise, Dr. Codiga learned of a resolution from the Navigation Safety Advisory Council (NAVSAC) regarding Unmanned Vehicles/Vessels (NAVSAC, 2012) that recommended outfitting unmanned vessels with light and shape configurations that define a vessel restricted in its ability to maneuver. Namely, the resolution called for a rigid International code “D” flag and three all-round lights on the mast August 2013 MARINE LOG 11

innovations

The craft maintains frequent contact via satellite communications

a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane.” The Rules also advise vessels to avoid navigating near the terminations of a TSS or crossing a TSS if at all avoidable. Every effort should be made to design a track that does not interfere with or cross either TSS in order to further avoid a risk of collision and comply with the rules.

The fourth recommendation suggested the vessel have a sound signaling device onboard. The COLREGs state that vessels less than 12 meters are not required to have the bell, gong, or whistle required of larger vessels, but shall have some other means of making a sound signal to alert vessels of their presence in restricted visibility, to make passing arrangements in sight of other vessels, and to sound the

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Cylinder liner displaying a mixture of rust and corrosion

Cylinder liner displaying no significant corrosive wear

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95000763 Castrol Marine Ad.indd 1

12 MARINE LOG August 2013

Amit Nehra, GSO/URI

in a red over white over red configuration. Under guidance from Edward G. LeBlanc, Dr. Codiga designed and furnished the research craft accordingly. In addition, the research craft has an installed AIS transponder through which it will “see” other vessels and will react appropriately. From here, Dr. Codiga and Filimon requested some insight into other guidance that the Coast Guard could provide on how to program the internal system to react to COLREGS situations.

The Coast Guard’s first recommendation was that the URI Catamaran be considered a vessel under the rules. A “vessel” is defined under the COLREGS as “every description of water craft, including non-displacement craft and seaplanes, used or capable of being used as a means of transportation on the water.” The URI research craft could practically and theoretically be defined as a vessel under the COLREGS as it will be used to transport survey equipment and data and could be used to transport persons or cargo.

The second recommendation was that the vessel have an installed camera with the capability to transmit its feed to the land-based control center in order to account for small vessel traffic and conditions of restricted visibility. The camera would also serve as a type of lookout as required of all vessels under the COLREGS. While a camera would only cover the visual aspect of a lookout, it would allow for some sort of due diligence to other vessels in the area aside from AISequipped vessels. Another option for addressing these concerns is to install a radar system which the onboard computer could utilize similar to the AIS feed and would assist the craft to react according to situations involving risk of collision.

Thirdly, it was recommended that the vessel’s designated track avoid the Traffic Separation Schemes (TSSs) in Rhode Island Sound.

The COLREGs state that “A vessel of less than 20 meters in length or

innovations danger signal in the event that there is doubt or confusion. The computer should have a system installed similar to that used by the fog signals on many light houses and aids to navigation structures. This type of equipment is able to detect decreased visibility and emit the proper sound signal to alert mariners of danger or an obstruction. In addition, the sound signal should be able to sound five short blasts if it becomes confused or in doubt as to a situation. Filimon expressed confidence that the research craft’s computer system could be programmed to sound once another vessel comes within a certain range based on AIS input.

In speaking with George Detweiler, Chief of the Navigation Standards Division at Coast Guard Headquarters and the primary point of contact for NAVSAC Resolution 12-08, it was learned that the resolution is not complete and has not yet been finalized by NAVSAC or routed for adoption by the International Maritime Organization (IMO). However, if the research craft is outfitted per the recommendations above and displays itself as a vessel restricted in its ability to maneuver, it should abide by the COLREGs and maintain course and speed in most situations with the exception of overtaking another vessel and operating in restricted visibility. Filimon says that they were considering yielding to the “law of gross tonnage,” a commonly known practice where smaller vessels stay out of the way of larger vessels. Filimon’s intention was to program the vessel to give way to larger AIS vessels during transit periods and only act as the stand on when holding station for data collection. The COLREGs provide specific guidance to the stand-on-vessel in rule 17, which would, in most situations, be a vessel restricted in its ability to maneuver.

Finally, diligence should be taken to alert mariners in the area prior to and during deployment. This can be accomplished by requesting a

slow steaminG. does your cylinder lubricant have a hiGh enouGh bn to protect your enGine like castrol cyltech 80 aw?

Local Notice to Mariners and Broadcast Notice to Mariners be issued by the Coast Guard. A description of the research craft and its area of operation would be issued both in writing and orally over the VHF marine radio for the duration of the deployment as well as for an unspecified amount of time prior to deployment. A second means of vigilance would be through the user input on AIS. Jorge Arroyo, an Automatic Identification System specialist at Coast Guard Headquarters expressed that the vessel’s broadcasted name should include a brief description to alert other mariners.

The goal of the project is to facilitate long-term repeat-transect observations of oceanographic conditions in coastal and estuarine waters.

Ideally, IMO will come to a decision on this type of vessel and will issue addendums or additions to the COLREGS defining the vessels as either a unique entity in the hierarchy of ships, or as an addition to an already established group of vessels. In the meantime, sponsors of projects such as the URI research initiative will continue to seek guidance and best practices from professional maritime organizations. ■

Jacqueline Haase is a Lieutenant Junior Grade serving in the U.S. Coast Guard. She graduated from the U.S. Coast Guard Academy in 2011 with a BS in Government: International Relations, and is currently working in the Waterways Management Division at CG Sector Southeastern New England in Providence, RI.

• Slow steaming puts marine engines under stresses they were not designed for • Acid released from combustion can cause potentially damaging cold corrosion and wear • Cyltech 80 AW is Castrol’s advanced high Base Number (BN) cylinder lubricant offering excellent corrosion protection when slow steaming, without the need to increase lubricant feed rates • With Castrol Cyltech 80 AW, you can optimise your slow steaming cost savings and operational reliability without compromising engine protection • Castrol Cyltech 80 AW is the only lubricant approved by Wärtsilä for slow steaming operations up to 3.5% sulphur fuels at minimum feed rates • Depending on the condition in which your vessel predominantly operates, Castrol Marine can offer the widest range of lubricants covering 40-80 BN

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17/07/2013 16:48

August 2013 MARINE LOG 13

GLOBAL

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August 2013 MARINE LOG S1

War of words in lube oil sector

By Paul Bartlett, Contributing Editor

Cold corrosion debate heats up

Choosing the right lube oil can protect your engine against cold corrosion

S

low steaming, low sulfur fuels and a new generation of long-stroke, low-speed engines are the catalysts generating an increasingly heated debate on cold corrosion. The arguments focus on lube oil base numbers—a measure of a lube oil’s ability to neutralize sulfur-based acids—and feed rates.

Temperatures are rising for two main reasons: one, very low sulfur fuel will become mandatory in Emission Control Areas (ECAs) in Europe and North America in less than 18 months’ time for owners who continue to burn heavy fuel oil. Two, new long-stroke engines are more susceptible to corrosion damage from sulfuric acid when operating at low loads and low temperatures—cold corrosion.

The sector is dominated by major oil company units including BP subsidiary Castrol, ExxonMobil, Shell and Total. Relative newcomers, however, such as Hamburg-headquartered Lukoil Marine Lubricants, are making their mark. The argument appears to be polarizing the firms into two distinct camps.

S2 MARINE LOG August 2013

In one corner, you have the suppliers of single oils who maintain that their one-size-fits-all strategy is suitable for all two-stroke engines, regardless of fuel type and mode of operation. They argue that the new chemistry of such oils—of which Total Lubmarine’s Talusia Universal is the leading brand—means they can be used in engines burning fuel of different sulfur content, and in operation at various loads.

Talusia Universal, for example, has a base number of 57, placing it towards the top of so-called multi-use single oils. In a recent poll, the company found that more than nine out of ten owners and managers using single oils believed their principal benefits to be operational safety, savings in handing costs and simplicity for shipboard staff.

Serge Dal Farra, the company’s marketing manager, commented on the poll results. “With four-fifths of our customer base using a single oil solution, the results of our survey support our strong conviction that ‘single solution’ universal lubricants represent the future of marine cylinder lubrication.”

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has always believed that a range of lube oils of To be fair, most companies in the field have different base numbers is the best way to supadopted a similar approach, developing the ply customers whose vessels are sailing at slow so-called “single-oil solution”. Total, however, speeds and relatively low engine loads. claims that its Talusia Universal is based on “We have consistently argued that midnew chemistry which provides it with the same range [base number] oils are not suitable for neutralization efficiency as an oil with a base slow-steaming operations on modern engines,” number of 70 while also preventing the buildhe said recently. “The two leading OEMs in the up of deposits on liners and rings equivalent to market have now offered specific advice on this a base number 40 oil. issue in line with our position,” he added.

The product was launched in 2008 and is in The company recommends its Castrol regular use on board more than 4,000 ships.

Castrol’s Paul Harrold Cyltech 80 AW (with base number 80) for Altogether, more than 30 million hours of sucslow-steaming operations to be sure of avoiding cold corrosion or cessful operation have been clocked up.

In the opposing corner, however, sits Castrol Marine which says a requirement to increase the lube oil feed rate. In fact, Harrold says that although this oil is more expensive than mid-range oils, the fact one size definitely does not fit all. And the company claims to have that ship operators can reduce the relative feed rate means that it’s a evidence to prove it. But quite apart from that, Technology Manager winner on both counts—better neutralization efficiency to counter Paul Harrold points to service letters from the two principal suppliers of such engines—MAN Diesel & Turbo and Wärtsilä— which acids and lower feed rates.

Castrol’s product, however, is not the highest base numbered oil curprovide new guidance that “single oils” are not suitable for use in cerrently available in the market. Lukoil recently launched Navigo 100 tain long-stroke engines.

MCL, with a base number of 100, the only such product on the market.

Indeed, late June saw Wärtsilä withdrawing approval for lube oils Navigo 100 MCL has greater scope to neutralize acids than any other in the base number 50-60 range to be used in marine engines burning heavy fuel oil with a sulfur content of 2.5% or more. This covers about lube oil currently available on the market, company executives claim.

Will Castrol launch a new product with a higher base number? two thirds of the global total of heavy fuel oil consumed by ships. The engines it specifically mentioned are its RTA, RT-flex and W-X units. Harrold is not saying for sure.

“We are researching higher than 80 lube oils based on OEM recMeanwhile, MAN Diesel & Turbo has said that “single oils” are not ommendations,” he says guardedly. “We are seeking the optimum suitable for use in its long-stroke Mk 9 and G-type engines. cost and performance balance for our customers.” ■ Castrol’s Harrold explains that unlike its competitors, the company

ExxonMobil upgradEs CylindEr Condition Monitor prograM Ex xonMobil MarinE Fuels & Lubricants’ MobilGard cylinder condition monitoring (CCM) program now has the functionality for on-board oil samples. These samples can be be quickly and easily compared against ExxonMobil’s database of nearly 100,000 test results, helping operators to protect and optimize the performance of their engines. Exxon Mobil announced it was upgrading the CCM program at Nor-Shipping 2013 in Oslo this past June.

“The upgrade of the MobilGard CCM program comes at a time when engine builders continue to push the boundaries in developing next generation models, and some marine operators are retrofitting older engines with fuel optimization kits,” said Steve Walker, Global Field Engineering Services Manager, ExxonMobil Marine Fuels & Lubricants. “With the introduction of new models

and adaptation of older engines, comprehensive engine condition monitoring programs are going to be key to help monitor these engines in operation going forward.”

The MobilGard CCM program includes taking regular cylinder oil scrape down samples from the scavenge drain system. Two tests are carried out on the sample, which analyze the two key parameters of iron content and total base number (TBN) in the oil, using on-board measurement units. The concentration of iron in the scrape down oil provides an indication of an engine’s liner wear rate. The TBN level demonstrates if the engine’s liners are being protected from the effects of the acidic products of combustion, or are in danger of suffering from corrosive wear.

The graph at the top shows how overlubrication in a slow-speed MAN Diesel & Turbo 6S50MC diesel engine has been improved by using CCM feedback.

In addition to the on-board checks on scrape down oil , the MobilGard CCM program includes a full range of laboratory-based tests to give further insights into the performance of the oil and engine. These include full oil condition and wear metal analysis.

“ExxonMobil has been undertaking scrape down oil analysis programs for over 10 years, which is why we can call on nearly 100,000 test results to compare a customer’s sample against,” comments Iain White, Global Field Marketing Manager, ExxonMobil Marine Fuels & Lubricants. “Over 350 vessels currently rely on MobilGard CCM to help enhance the performance of their engines, and we’re ideally placed to support marine operators that are introducing new or retrofitted engines into their fleet.”

August 2013 MARINE LOG S3

Meridian: Innovative solutions to critical survey and inspection needs Meridian Ocean ServiceS is a subsea inspector and surveyor offering client-tailored services.

Using ROVs and AUVs (Remotely and Autonomously Operated Vehicles), Meridian directs an intense focus on innovative and creative deployment of vehicles. Each job is customized to deliver the most efficient and cost-effective solution to precisely meet a client’s needs.

Meridian optimizes ROV and AUV deployment by “right-sizing” each job: the right team, with the right training, and the right equipment, customized for the project. Meridian’s goal? Streamlined process.

Specialized personnel. Bespoke equipment. Meridian recognizes that not every job requires the expense, manpower or resources of large vehicles. All of this results in a better bottom line for the client.

In 2012 and 2013, Meridian gained critical experience in a broad spectrum of subsea industries. Meridian’s projects have included UXO identification, reef survey, pipeline survey, ship hull inspection and damage survey, ballast tank inspection, rig inspection, offshore vessel anchor buoy, PLEM, and riser survey as well as dredging fill identification.

Meridian also delivers effective

solutions for short and long term deployments to support pipeline inspections, touchdown monitoring, UWILDs, rig inspections (cathodic protection and ultrasonic thickness measurements to maintain class inspection), and more.

Meridian uses top-of-the-line technology, tailored to the particular requirements of every job. Meridian can conduct steel thickness measurements of ship ballast tanks, offshore LNG terminals, or subsea structures such as offshore platform legs to maintain class certifications.

Their ROVs can integrate CP, UT, jetting tools as well as the latest survey suites. Meridian hand picks the best technology for each project to provide a comprehensive tool kit to ensure safe operation and maintenance throughout the life of the platform or vessel.

With its top-of-the-line equipment and teams trained to look through the client’s eyes, Meridian enhances the client’s control of risk management. For example, Meridian can provide support for oil industry “wet tows,” by giving jack-up operators a quick and clear real-time view of the subsea environment, providing critical information in the event that jack up legs must be set down. This fast and

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S4 MARINE LOG August 2013

cost effective survey can prevent legs punching through the ocean floor and damaging the rig.

A major benefit of Meridian’s ROVs and their right-sizing approach is the ability to use a small equipment platform, saving valuable deck space and minimizing personnel, which saves time and money for the client. Meridian simultaneously operates AUVs to gather data while conducting ROV ground truthing operations.

For pipeline inspections, Meridian operates AUVs to image and ROVs to inspect any areas of interest, providing significantly reduced operational times in a cost effective and streamlined package.

As a small and rapidly expanding company, Meridian is eager to demonstrate its capability to new clients. Meridian thrives on finding creative solutions to difficult situations and welcomes the opportunity to propose their approach. Located in in Newport, Rhode Island, Houston, Texas and Nassau, Bahamas, the company operates its own fleet of vehicles and maintains an extensive partner network. This enables Meridian to identify, locate and deploy - for any job, any client and at any time. www.meridianocean.com

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Warty comb jellyfish are among the many species that can be sucked into a ship’s ballast water

UNITED FRONT WWF, shipowners and BWT sector join forces to highlight need for ballast water action

Erling Svensen / WWF

W

WF Norway, the Norwegian Shipowners Association, seismic shipping business PGS and leading ballast water treatment (BWT) supplier Optimarin formed a united front at Nor-Shipping in Oslo this past June, pushing for meaningful action to combat the growing threat of invasive species.

The WWF has outlined pest organisms carried in ballast water as “the second biggest threat to global biodiversity after climate change.” Despite the gravity of this claim, the shipping industry has been painfully slow to ratify the IMO’s 2004 ballast water management convention, with only 36 countries representing 29.07% of world tonnage currently backing the measure (35% is needed to bring it into force).

Different perspectives, one vision At a meeting in the Radisson Blu Hotel in Oslo on the eve of the Nor-Shipping

exhibition, representatives from the four organizations pressed for what they see as long-overdue, positive steps forward.

Hanna Lee Behrens, a director of the Norwegian Shipping Association, stated that “a new wave of political pressure, of lobbying, is needed to rebuild momentum” behind the issue. She imparted that unilateral action by countries, such as the U.S., was beginning to take center stage, whereas a more inclusive approach was required.

“There needs to be equal rules for all,” she said. “Shipping is the most international industry there is, so, to ensure healthy competition between all players and states, there has to be a level playing field. That is why it is imperative that the IMO convention is ratified as soon as possible, creating clear guidelines.”

Lars Erik Mangset of the WWF also stressed the importance of re-invigorating the BWT cause, arguing that “every day counts” in the continued transportation of marine pest species.

By Alan Johnstone

The cost of inaction Mangset pointed to a 2009 report by the WWF highlighting that 10 billion tons of ballast water is carried across the globe every year, with around 7,000 marine species transported every day in ballast water tanks.

In 2009, 84% of the world’s 232 marine eco-regions had reported findings of invasive species, while global economic losses attributed to this spread stood at around $50 billion (2004 to 2009). Both of these figures, he said, would have climbed over the space of the last four years.

He noted: “Invasive species are often aggressive and fast-producing, and can out compete native flora and fauna when deposited in untreated ballast. They wreck local ecosystems and the communities that rely on them, deplete fish stocks and can severely impact on industry and wider society.”

Consolidating this point, he highlighted the case of the Zebra Mussel, a freshwater mollusk originally from Eastern Europe that August 2013 MARINE LOG S5

found its way to North America in the late 1980s. Its numbers have exploded, impacting upon sea life such as crayfish and turtles (which it sticks to) and damaging manmade structures, vessels and navigation equipment. Arguably, it is the energy industry that has been hit hardest, as the mussel has a habit of colonizing, and chronically clogging, the pipes that transport cooling water to coal-fired power stations. Mangset stated that this issue alone has cost the sector, and therefore society, several billion dollars to tackle (the cost of managing the pest in the Great Lakes area alone is said to exceed $500 million per annum).

Leading from the front Mangset acknowledged the cost of installing BWT systems was problematic for an industry facing its own economic issues, but stressed that this paled in comparison against the cost to society.

“In the 2009 report, before much of the BWT technology was refined to the level that it is today, it was estimated that the cost to industry of treating ballast water was between 2 and 40 U.S. cents per ton. That will have come down significantly today.

The cost to society of not treating ballast water was 70 cents per ton, and that’s probably gone up.

“Put simply, we can’t afford not to do this.” Robin Tomren, PGS’ maritime technical manager, agreed. The seismic surveying operator has leapt ahead of convention ratification to install BWT systems in its four new Titan Class Ramform vessels from Mitsubishi Heavy Industries in Japan, the first of which was delivered in May. These huge vessels—their back decks span 70 meters and boast the capacity to operate 24 streamers (an industry first)— are designed for efficiency, as well as power, and hint at PGS’ wider ambitions.

“We’re a forerunner in terms of the technology we have developed and the vessels we use, and we have a desire to be at the front when it comes to environmental standards, too,” Tomren explained. “We saw ballast water treatment as an important part of that ambition.”

Plan, plan, plan PGS has opted for Optimarin BWT systems in its vessels. Optimarin, which installed the industry’s first ballast water unit in 2000, is a leading supplier recognized for its simple, reliable and easily installed and maintained systems, but it too is frustrated by the sense of inertia that surrounds the convention.

S6 MARINE LOG August 2013

Hanna Lee Behrens, Director, NSA

Birgir Nielsen, the firm’s VP of business development, said that his company’s own research—talking to competitors and shipowners across the globe—illustrated that between 2,000 and 2,500 BWT systems have now been ordered. Optimarin has sold 220 units and over 70 have now been installed.

He commented: “You don’t have to be a mathematician to see that that leaves a large percentage of the world fleet that have yet to take action. This is something that needs to change. There will be huge bottlenecks— perhaps not in manufacturing, but certainly in logistics and services—when the convention is ratified and there is a sudden wave of demand.

“The only way for shipowners to sidestep this and protect their operations, and the environment, is to plan. So that’s my advice—plan, plan, plan for ballast water treatment,” he stresses, “and sooner rather than later.”

All four round table participants were confident that the convention will soon be ratified, but emphasized that tangible action was needed rather than further delays. Last month’s IMO MEPC 65 draft resolution, that effectively delays BWT installation for ships built prior to final ratification, was not exactly welcomed by the panel, but was seen as a possible catalyst for kick-starting renewed activity.

“At least, finally, it should get rid of the remaining barriers to ratification,” opined Mangset, adding: “We’ve been waiting almost 10 years for this and now, well, there really are no more excuses. Let’s get the industry moving on this!” ■

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Clogging in everyday operation is virtually impossible; there are no moving parts in contact with sewage, no filters, membranes or fine pore aerators to blind or plug.

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sized to handle harbor tugs and individual float homes. The biggest systems have handled 195,000+ gpd for full crew vessels.

Over a 33-year span and with standard production units, MarineFAST effluent meets any known marine testing standards and worldwide regulations, such as, 33CFR159, MEPC.159(55), MARPOL 2012, and US EPA. All claims for the FAST process and for FAST sewage treatment systems are supported by 45,000 installations and over 40 years of operating experience. www.sciencofast.com

• For Workboats, Leisure/Commercial Vessels & Offshore Platforms – –

Built to handle extreme environments Certied under U.S. and IMO regulations

• Maintenance Tablets for Control of Calcium & Grease build-up – –

Mighty Mike® CPT Tablets prevents scaling and calcium build-up in pipes Mighty Mike® FOGHog® Tablets reduces fats, oils, grease (FOG) in plumbing

© 2013 2013 Bi Bio-M o-Micr icrobi obics, cs, In Inc. c. Al Alll Righ Rights ts Res Reserv erved. ed. Sc Scie ie enco and FA enco FAS ST are ST e re regis gister tered ed tra tradem demark arks. s.

August 2013 MARINE LOG S7

NS5 ENtErpriSE: Data Collection Software Solutions for Energy and Environmental Efficiency As energy and environmental efficiency tracking continues to be one of the biggest challenges facing today’s maritime industry, ship owners and operators are continuously seeking new tools and services to assist in the data capture that is necessary for their day-today operations. At the same time, managing energy consumption while meeting environmental regulations can also present an opportunity for owners and operators to optimize overall vessel performance.

ABS Nautical Systems’ Energy & Environmental Manager is a comprehensive software solution that allows for real-time data collection of key environmental findings, while tracking and recording voyage-related events including fuel consumption, cargo data and ballast activities.

All of which are factors when determining asset optimization and performance.

The Energy & Environmental Manager is available through the ABS Nautical Systems’ NS5 Enterprise asset management software suite and provides a standard platform that is fully integrated with the Maintenance Manager and HSQE modules.

This integration allows the Energy

& Environmental Manager to serve as a key component to an organization’s energy management strategy without requiring a large amount of investment.

“The evolving landscape of the industry is dictating the need for more practical solutions that have a limited impact on both a crew’s workload and an organization’s bottom line,” said Rogerio Vieira, Vice President, Global Sales and Marketing, ABS Nautical Systems.

“Our Energy & Environmental Manager is an adaptable and cost-effective solution for owners and operators to collect, analyze and report on overall vessel performance data.”

One of the most beneficial functions of ABS Nautical Systems’ Energy & Environmental Manager module is the flexibility to collect data while storing and reporting to a single, central depository, giving users the ability to work within one operating system. Furthermore, by allowing users to capture and share data from ship-to-shore, owners and operators can more effectively quantify savings and optimization across an entire fleet.

In addition to the data collection capabilities of the Energy & Environmental Manager, a Trim

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S8 MARINE LOG August 2013

Optimization Tool is offered in partnership with Herbert-ABS Software Solutions LLC. Using real time data, the tool adds trim and draft as a way to enhance the fuel efficiency of a vessel as well as to help meet regulatory compliance.

This solution also takes into account the regulatory aspects under which the vessel operates.

“Owners and operators often convey that competing systems offer attractive credentials to collecting trim optimization data via pen-to-paper scenarios, but are unable to achieve the same during a voyage,” added Vieira.

“The calculations that make up real time draft and trim for optimal fuel consumption must be based on realistic conditions.”

While it is important to have timely and accurate data, owners, operators and even crew members can become burdened with the volume of information collected.

ABS Nautical Systems’ Energy & Environmental Manager, together with the Trim Optimization Tool can streamline data collection and analysis, which helps to comply with environmental regulations while maximizing savings, optimization and vessel performance. www.eagle.org

NS5 Enterprise: the trusted name in fleet management software.

software service training consulting integration understanding www.eagle.org

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Leave Nothing But Your Wake Hyde Marine, an established leader in ballast water treatment (BWT), is helping vessels navigate the turbulent waters of pending BWT regulations with more than 100 years experience in the maritime industry and 25 years in UV water treatment solutions and technologies.

As one of the first to receive both IMO and USCG AMS approval, the chemical-free Hyde GUARDIAN BWT system has proven effectiveness and reliability. The simple and safe design incorporates an automatic backflushing filter and UV disinfection system to destroy or inactivate organisms and bacteria. The system integrates seamlessly with existing ballast

pumps (low pressure drop) and the shipboard power system (low power consumption).

With over ten years of shipboard operating experience and as the first system accepted into USCG STEP (installed on the Coral Princess in 2003), Hyde Marine has sold over 250 Hyde GUARDIAN systems for all vessel types and sizes. Hyde Marine is currently delivering multiple systems for new construction and retrofit projects for cruise ships, offshore supply and research vessels, and other commercial ships.

Hyde GUARDIAN was Type Approved in 2009 by Lloyd’s Register on behalf of the UK MCA, confirming compliance with IMO Resolution

MEPC.174 (58) Guidelines. Testing was conducted at NIOZ, one of the most challenging ballast water test facilities in the world, in accordance with IMO G8 Guidelines and demonstrating reliable performance in difficult operating conditions.

Hyde Marine is a subsidiary of Calgon Carbon Corporation (NYSE: CCC). Contact us for guidance on mitigating the risks of ballast water management.

Email: sales@hydemarine.com www.hydemarine.com

Filtration – Efficient stacked-disk technology. Modular design.

Reliable automatic backwashing.

UV Treatment – High-intensity, medium pressure UV Treatment.

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No increased corrosion risk.

Easy Service – Simple, automatic operation. Low operating cost.

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S10 MARINE LOG August 2013

A CALGON CARBON COMPANY

green technologies advertising supplement

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Reducing Vibration And Noise Has Always Been Green At Christie & Grey being Green is a normal outcome of what we do.

You may have read recent news articles and reports regarding underwater noise and its disturbing effects on marine life in the oceans.

In addition countless publications, directives and international standards document the benefits derived from reducing noise and vibration. Our goal has always been to improve human habitability, reduce fatigue, improve performance and equipment life and now smartly to reduce underwater noise and its effects on the environment.

For nearly 100 years our engineers have been working diligently using our experience and expertise to

develop superior products and to achieve extraordinary performance in each and every system.

Effective isolation requires a studied approach with detailed review of the equipment specifics, installation and operating environment. Remediation or refit is usually more expensive than a well thought out and effective initial design. A comprehensive systematic review by a noise control expert is encouraged and can identify those areas with the greatest payback long before you start .

Isolating structure bourn noise at the source is a good investment and can provide surprising benefits in performance, weight savings and the

overall cost of construction. Keep in mind that your foundations should be at least 10 times stiffer than the isolators to avoid problems.

When selecting isolators accurate 6 degrees of freedom analytics are important. Don’t overlook the total cost of ownership. The required upkeep and overall service life should always be considered. www.christiegrey.com

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August 2013 MARINE LOG S11

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STP leading propulsion system for ferries in Scandinavia The Atlantic Ocean, the Baltic Sea and numerous inland waterways of Scandinavia feature ferries with SCHOTTEL drives that have been in operation for many years. The drives are designed for the widely differing applications on inland waterways, in coastal regions or in the open sea.

The propulsion systems commonly used are STP, SCD and SRP.

The 99.9 m x 18.2 m sister vessels accommodate 600 passengers and 122 vehicles. Four diesel-electricdriven STP 550 systems (850 kW each) provide a speed of 16 kn. accuraTe TesTs and innovaTions

The optimum balance of the fore and aft drives was determined in model trials in a test tank in the Potsdam model basin (SVA). In addition to this Two sTaTe-of-The-arT ferries the positioning angle of the drives The most recent ferries are the M/F was the subject of diverse trials.

Langeland and Lolland of the Danish Cavitation tests were carried out in shipping company Faergen. order to find the optimum design for Since 2012 these impressive the twin propeller system regarding ships have been sailing between efficiency and pressure variation. the Danish islands Lolland and The propulsion concept with Marine_Log_178x126_0713:Marine_Log_178x126_0713 22.07.13 Seite 1 Langeland in a 45-minute transit. four drives gives14:23 the double-ended

ferry very good sailing properties with outstanding maneuvering capabilities and a high level of safety and efficiency. A unique feature of the concept is that the ferries have no engine control room.

Instead, the machine controls are located on the bridge. Hence, the captain and engineer are always in close contact, a plus in terms of safety. Furthermore attention was paid to ecological aspects.

LRoS-classified ships have a “Green Passport�. Navigation is made easier with an autotracking system keeping ships on the right course. www.schottel.de

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S12 MARINE LOG August 2013

green technologies advertising supplement

Electronic Power Design, Inc. (EPD) announces state-of-the-art EPD ecoTM line of Active Power System Solutions The EPD ecoTM line of products were designed to improve power system efficiency for offshore vessels and mobile offshore drilling units thereby extending the service life of equipment and reducing overall energy consumption. The EPD ecoTM line of products consist of: EPD EcoTM AcTivE HArMonic FilTEr AnD PowEr FAcTor corrEcTion

By measuring voltage and current at the load, the EPD ecoTM active harmonic and power factor correction family of products are set up to dynamically inject the correct amount of harmonic or power factor compensation current effectively avoiding power quality problems.

The EPD ecoTM line of filters can be integrated into existing power systems where harmonics or power factor are an issue thereby protecting or improving on your investment. These compact modular filters can easily be installed on existing power systems and expanded as the vessel’s power needs increase through the years.

EPD also designs new build power systems with the EPD eco filters designed for the application.

EPD EcoTM AcTivE BATTEry MAnAgEMEnT SySTEM (ABMS)

EPD uses the most advanced, versatile, and cost effective lithiumion cells coupled with our exclusive ABMS. EPD is able to increase the service life of a vessel power generation plant by complementing energy usage utilizing these stored energy battery systems. EPD has the capability with its ABMS to provide short term battery power allowing an engine generator set to be shut down. This reduction in engine generator sets reduces the total running hours and prolongs the maintenance intervals required for the engines. We can also use our ABMS to provide ride through power for critical loads during a power systems failure (blackout).

EPD provides turnkey systems with real time web based status and controls which reduce service time and cost, reducing total cost of ownership while increasing meantime before service. The EPD Rack TM allows multiple battery packs to be paralleled and / or placed in series in order to increase power or voltage.

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EPD EcoTM HyBriD ElEcTric PowEr / ProPulSion SySTEMS

Being one of the largest providers of integrated marine diesel electric propulsion/power systems has given EPD an excellent track record and extensive portfolio; EPD has the experience and capacity worldwide to meet ever demanding customer expectations.

In summary, EPD has the expertise and state-of-the-art equipment to help our clients achieve and surpass stringent power quality requirements, namely harmonics content, that classification societies deem appropriate for an offshore vessel.

By providing this level of expertise up front in the power system, EPD effectively prolongs the life of the client’s equipment and bottom line.

EPD is known for practicing the energy efficiency it offers to its clients. Recently EPD moved into a new, 250,000-square-foot world headquarters in Houston, which is equipped with 328 kW of solar power capacity. EPD has built its reputation on innovative power control systems for companies like Bourbon, Transocean and many others around the world. www.epdltd.com

Salvage

Enforcement of Non-Tank Vessel Response Plans should start in 2014

Selecting an OPa-90 Salvage

and Marine Firefighting Provider

Enforcement of Non-Tank Vessel Response Plans expected in first half of 2014

By Ralph Franjul, Svitzer Salvage Americas, Inc.

T

he highly anticipated regulation on Non-Tank Vessel Response Plans (NTVRP) is finally peering its way into practice.

Although the timing is still uncertain and the exact details of the regulation are unknown, it is expected that the NTVRP will largely mirror the Vessel Response Plan (VRP) for tank vessels that went into effect in February 2011. While it is still speculation, the overall feeling in the industry is that the U.S. Coast Guard (USCG) will be making the regulatory announcement at some point in the fall, with expected enforcement in the first half of 2014. It is advisable to select your SMFF provider soon, even though timing for implementation has not been announced, ship owners should stay ahead of the curve and avoid the last minute rush of paperwork flooding the Coast Guard. Waiting until the very latest moment could leave your vessels at risk of being denied entry into U.S. waters because your ships have not been fully approved.

One of the key components of the expected regulation is the requirement to have a USCG-approved Salvage & Marine Firefighting

(SMFF) provider contracted and on 24-hour standby in all USCG COTP zones that your vessels will be calling or transiting through.

This requirement presents a unique opportunity for ship owners to solidify a relationship with their pre-selected SMFF provider through increased dialog and joint drills and exercises. The need for procedural alignment in communication and response structure and predefining commercial terms and guidelines will allow for a quicker response in case of an incident. Additionally, getting critical vessel information on file with your SMFF provider that can be used in any response, not only in U.S. waters, but also globally will give the ship owner and the SMFF provider all the necessary tools to minimize the impact of an incident on the environment, the ship owners assets and the reputations of both. When choosing a provider it is advisable, if you have vessels transiting worldwide, that you select a salvor with truly global-response coverage and a proven track record in emergency response salvage cases. Designating a global provider as your SMFF provider will allow you to reap the benefits not only in August 2013 MARINE LOG 17

Salvage

The Coast Guard ‘s qualifying criteria can be used to help evaluate an adequate salvor

Set a cOurSe fOr

OctOber OctOber 9, 10, 11 | 2013 North america’s largest commercial marine tradeshow has New Dates!

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the U.S. but on a global scale as well, where the likelihood that an incident will occur is considerably higher.

To assist ship owners in selecting their SMFF provider, the USCG has laid out 15 qualifying criteria that should be used to evaluate adequacy of a salvor. A few of the key criteria and tips on how to evaluate are listed below: • “Resource provider has a documented history or participation of salvage and/or marine firefighting operations, including equipment deployment.”

It is of the utmost importance to inquire about the salvor’s experience in emergency response cases, it is vital to differentiate between experience in wreck removal and emergency response. A wreck removal does not require the timely response needed in the event of an emergency incident. You should also inquire about the experience of the salvor in dealing with the types of vessels in your fleet and the cargo they carry, and always make sure to ask for a track record.

• “Resource Provider owns or has contracts for equipment needed to perform response services.”

Your SMFF provider should be able to provide documentation that they have access to a vast network of service providers, towage assets, firefighting equipment and the logistics network required to successfully deploy assets as needed.

• “Resource Provider has personnel with documented training certification and degree experience (Naval Architecture, Fire Science, etc.)”

Ask about the backgrounds and qualifications of the salvage masters that are employed by your salvor. Additionally, fire assessors and fire teams should be either trained or certified to NFPA standards.

Make sure to ask for CVs, training records, fire assessor training curriculum and anything else that you may deem necessary to evaluate the qualifications of your salvor, transparency should be 100%.

The aforementioned are only a few of the criteria ship owners should use to evaluate salvors. For the complete list of the 15 qualifying criteria, please visit the resources page at www.svitzeropa90.com.

The OPA-90 NTVRP regulation will now require that ship owners put more focus into preparing for and mitigating the impact of a worst case emergency response scenario.

The ultimate responsibility lies with the ship owner in ensuring adequacy of an SMFF provider, it is important that the choice is carefully made and that the ship owner is closely involved in the decision making process. After all, oftentimes in an emergency

Salvage OFAC restrictions to be addressed at NAtiONAl MAritiMe SAlvAge CONFereNCe

Ralph Franjul, Svitzer Salvage Americas

situation the ship owner will be financially responsible and risk suffering the consequences on their reputation. ■

Ralph Franjul is part of SVITZER Salvage Americas, a USCG-approved OPA-90 SMFF providers operating in the U.S. SVITZER is the world’s largest towage and salvage company with more than 500 vessels in over 40 countries. For more information on SVITZER’s OPA-90 capabilities please visit www.svitzeropa90.com.

The 2013 National Maritime Salvage Conference, sponsored by the American Salvage Association (ASA) and Marine Log will take place September 9-12, 2013 at the Key Bridge Marriott Hotel in Arlington, VA. This biennial executive event focuses on the critical issues of marine salvage, wreck removal and firefighting. The theme of this year’s conference is “Weathering the Storm.” On September 10-11, the conference will include sessions on new regulations for Non-Tank Vessel Response Plans (VRPs); environmental salvage; liability exposure and responder immunity; OFAC restrictions on salvage operations; incident management during salvage operations; effective communications; contracting; the U.S. Coast Guard BOA System; salvage response to natural disasters; and the challenges ahead of megaships, Arctic salvage, personnel and regulations.

On September 12, there will be a session on managing expectations of discrete stakeholders in a salvage response operation, and a tabletop training exercise.

One timely topic on the conference

agenda will be U.S. Government restrictions on international salvage response oper at ions due to t r ade and e co nomic sanctions against targeted foreign countries enforced by the Office of Foreign Assets Control (OFAC) of the U.S. Department of the Treasury. David Brummond, OFAC Senior Sanctions Advisor -Insurance, will discuss this issue in an interactive session and take questions from conference attendees on what these restrictions mean for the salvage industry.

ASA President Tim Beaver said, “This is an important event for the maritime salvage community, where issues of major concern to the industry—both domestic and international—will be discussed.”

Congressman Duncan Hunter, Chairman of the House Subcommittee on the Coast Guard and Marine Transpor tation, will deliver the opening keynote address on September 10. Among the speakers will be Rob Grool, Seaspan Shipmanagement LTD; Jon Waldron, Blank Rome; LCDR Brian Moore, USCG; and Lisa Symons, NOAA, among others.

Salvage spotlight at the NAtiONAl MAritiMe SAlvAge CONFereNCe T&T Salvage, LLC T&T Salvage is always ready to respond to any challenge using our advanced and unique equipment, extensive casualty network, and collection of world renowned experts.

T&T Salvage, LLC 8717 Humble Westfield Road Houston, TX 77338 (281) 446-4010 info@ttsalvage.com www.ttsalvage.com

Herbert-ABS Software Solutions LLC Herbert-ABS Software Solutions LLC, a joint venture between Herbert Engineering Corporation and American Bureau of Shipping, sets the standard for leading edge software solutions for the marine and offshore industry with products that include HECSALV (salvage and emergency response), CargoMax (shipboard trim, stability, and loading), and LMP-Offshore (offshore load management).

Castrol Marine Americas Global Market leader in Environmentally Acceptable Lubricants. We are one of the few suppliers with a full line of VGP Compliant (OSPAR), OEM Approved, high performance lubricants available NOW! Castrol Marine Americas 3042 Emerald Chase Drive Herndon, VA 20171 (703) 657-0668 anthony.capasso@castrol.com www.castrol.com

Herbert-ABS Software Solutions LLC 1040 Marina Village Parkway Alameda, CA 94501 (510) 814-9065 info@herbert-abs.com www.herbert-abs.com

August 2013 MARINE LOG 19

American Salvage Association

ine in neLoG Marin

national maritime salvage conference & eXPo

WEATHERING THE STORM September 9–12, 2013 Key Bridge Marriott Hotel Arlington, VA

An intensive three-dAy event tailored for shipowners, regulators, insurers and salvage professionals on the ins-and-outs of salvage, wreck removal, firefighting and environmental response. don’t miss a unique interactive tabletop training exercise on the third day of the conference.

September 9, 2013

luncheon addRess • Rob Grool, President, Seaspan Ship Management Ltd.

Welcoming Cocktail Reception Sponsored by Titan Salvage

lIabIlIty exPosuRe and ResPondeR ImmunIty • Jon Waldron, Esq., Partner, Blank Rome LLP

September 10, 2013

oFac RestRIctIons on salvage ResPonse oPeRatIons • David Brummond, Sr. Sanctions Advisor—Insurance, U.S. Treasury Department, Office of Foreign Assets Control

Continental Breakfast—Sponsorship Available | Expo Open Welcome RemaRks • John Snyder, Editor-In-Chief & Publisher, Marine Log • Mauricio Garrido, President, T&T Salvage LLC keynote addRess • Duncan D. Hunter, House of Representatives, U.S. Congress oPa 90 RegulatoRy uPdate Moderator: Paul Hankins, VP—Salvage Operations, Donjon Marine Co., Inc. • Patricia K. Adams, Policy Development & Industry Outreach, Vessel Response Plan Program, U.S. Coast Guard • Gerald A. Gallion, Esq., Corporate Counsel, Kirby Corporation • Capt. Anuj Chopra, President, Anglo-Eastern (Houston) LLC • Tom Wiker, Dir.—Compliance, Gallagher Marine Services • DeeAnn McMillen, Dir., Vessel Services, T&T Salvage LLC Coffee Break Sponsored by SVITZER Salvage Americas | Expo Open Is theRe Room FoR envIRonmental salvage?

• John Witte, Jr., Executive VP, Donjon Marine Co., Inc. • Charles Anderson, Sr. VP, Skuld North America Luncheon—Sponsorship Available | Expo Open

Energy Break—Sponsorship Available | Expo Open WReck Removal conventIon • Joseph A. Walsh II, Esq., Keesal, Young & Logan actIvatIng the vessel ResPonse Plan Moderator: Richard Fredricks, Executive Dir., The American Salvage Association • Matt Hahne, Dir., Regulatory Affairs, Resolve Marine Group • Michael Minogue, CEO/President, ECM Maritime Services, LLC • LT John Peterson, U.S. Coast Guard, Office of Commercial Vessel Compliance • Frank J. Gonynor, Esq., Sr. Claims Advisor, Gard Cocktail Reception Cosponsored by Mammoet Salvage Americas | Cosponsorships Available Program subject to change.

Sponsorships / Exhibits available.

Jane Poterala, Conference Director T: (212) 620-7209 | E: jpoterala@sbpub.com Register: www.marinelog.com/events Follow us on twitter: @MarineLogEvents

september 11, 2013

salvoRs ResPondIng to natuRal dIsasteRs • LCDR Brian Moore, U.S. Coast Guard

Continental Breakfast—Sponsorship Available | Expo Open

uPdate on the WReck oIl Removal PRogRam • Lisa Symons, Damage Assessment & Resource Protection Coordinator, National Marine Sanctuary Program, NOAA

oPenIng RemaRks • John Snyder, Editor-In-Chief & Publisher, Marine Log • Mauricio Garrido, President, T&T Salvage LLC IncIdent management duRIng salvage oPeRatIons Moderator: Jim Elliott, VP, T&T Marine Salvage, Inc. • Capt. Thomas W. Hudson, MNI, Operations Superintendent, Tankers, Mitsui O.S.K. Bulk Shipping (USA) Inc. • Adrian Goodger, Dir. & Sr. Partner, Samuel Stewart & Co. • Captain John P. Nadeau, P.E., Commanding Officer, USCG Marine Safety Center • Johan Henriksson, Sr. Mgr., Gard • Capt. Tom Neumann, President/Sr. Response Mgr., The Meredith Management Group, Inc. Coffee Break—Sponsorship Available | Expo Open to say oR not to say? eFFectIve communIcatIons • Darrell Wilson, President, MTI Network USA salvage & WReck Removal contRactIng • Jim Allsworth, Sr. Admiralty Consultant (UK), C-Solutions Ltd. caRgo – salvoR’s best FRIend • Joanna Waterfall, Partner, Roose+Partners Luncheon—Sponsorship Available | Expo Open luncheon addRess aRbItRatIon - neW yoRk vs. london Moderator: Jim Shirley, Esq., Principal Consultant, JTS Marine LLC • Thomas F. Fox, Maritime Consultant, SMA; President, Southold Maritime Services Corp.

• Lionel Persey QC, Arbitrators at 10 Fleet Street the uscg boa system • Ray Hayden, Chief of Contracting Office Services, U.S. Coast Guard (invited)

Energy Break—Sponsorship Available | Expo Open challenges ahead: megashIPs, aRctIc, PeRsonnel, RegulatIons— oPen FoRum

training seminar - september 12, 2013 Continental Breakfast—Sponsorship Available managIng exPectatIons duRIng a salvage ResPonse oPeRatIon A successful salvage operation hinges on the ability to successfully manage the expectations of multiple stakeholders. This session will deliver the views of leaders from the hull and P&I insurance sectors, shipowners, U.S. Coast Guard, and the salvage community.

tabletoP exeRcIse A provoking and highly interactive tabletop exercise will bring maritime industry experts into a spirited discussion on how to best manage a salvage response operation in U.S. waters.

semInaR sPeakeRs Include: • F. William Neubrand Jr., Insurance Mgr., Vane Brothers • Richard Hobbie, CEO, WQIS • Capt. Anuj Chopra, Anglo-Eastern (Houston) LLC • Captain John P. Nadeau, P.E., USCG Marine Safety Center • Capt. Thomas W. Hudson, MNI, Mitsui O.S.K. Bulk Shipping (USA) Inc. • Johan Henriksson, Gard • Charles Anderson, Skuld North America • Joseph A. Walsh II, Esq., Keesal, Young & Logan Coffee Break Sponsored by Herbert - ABS Software Solutions Luncheon Included—Sponsorship Available Lanyards Sponsored by T&T Salvage General Sponsorship: Blank Rome LLP Water Bottles Sponsored by Titan Salvage

REGISTRATION Please register me for The National Maritime Salvage conference & expo September 9-12, 2013 in Arlington, VA. $1245: Conference & Expo September 10 & 11, plus September 12 Training Seminar.

All fees must be paid in advance of the event.

$895: Conference & Expo September 10 & 11 only.

[ ] Check enclosed (payable in advance to Marine Log) [ ] Bill my company [ ] Charge my credit card

Name _____________________________________________________

Card expires _______/ _____ Security code ______________________

Title _______________________________________________________

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I’d like a complimentary subscription. (Publisher reserves right to limit numbers.)

Send completed form to: Jane Poterala, Conference Dir., Simmons-Boardman Publishing 55 Broad Street, Flr. 26, New York, NY 10004 37.002.2950 T: (212) 620-7200 x7209 | conferences@sbpub.com

Marine Log Magazine Marine Log Daily News

CONFERENCE FEE: The registration fee for this event includes admission to all conference sessions and social functions, as well as conference documentation containing all available presentations (sent via email post-event). Registration confirmation and invoice will be emailed. CANCELLATION POLICY: Confirmed registrants canceling less than two weeks prior to the start of the event are subject to a $250 service charge. Registrants who fail to attend are liable for the entire fee unless they notify Simmons-Boardman in writing via email or fax prior to the event. HOTEL: The Key Bridge Marriott Hotel (1401 Lee Hwy., Arlington, VA 22209) has set aside a block of rooms at $264 single/double for conference attendees. These will be held until 30 days prior to the event. Please contact the hotel directly at (703) 524-6400 for room reservations (group code: “Marine Log”).

You will receive room confirmation directly from the Marriott.

SHIP REPAIR

Vigor’s investments paying off Compiled by Marine Log Staff

B

Ship repairer to add largest dry dock in U.S. in 2014

y this time next year, Vigor’s Swan Island Shipyard in Portland, OR, will be home to the largest dry dock in the U.S. The 80,000 long ton, 960 ft long dry dock is under construction in China and is due to be delivered in March 2014. The dry dock will be towed in three pieces to Portland for assembly.

The $40 million dry dock will provide Vigor with a critical new tool in its repair toolbox, providing it with the ability to service the next generation of Military Sealift Command dry cargo/ammunition ships, post-Panamax cargo ships and cruise liners, and Arctic oil and gas exploration vessels.

According to Vigor’s Rene Doiron, Vice President, Ship Repair, the new dry dock’s first job will likely be to prepare one of Portland’s other large dry docks for use to Seattle to improve the company’s repair capacity at that yard.

Besides Portland, OR, Vigor has facilities in Ketchikan, AK, and Seattle, Tacoma, Everett, Bremerton, Port Angeles, WA, with about 2,000 employees.

Back in 2012, Vigor opened a $31 million assembly hall and production at Ketchikan Shipyard at Alaska Ship & Drydock. Mannion says major improvements are continuing at the facility in partnership with the Alaska Industrial Development and Export Authority.

“Less than a year ago, the yard opened a brand new, 70,000 squarefoot ship assembly hall, and a new $10 million steel fabrication shop is currently in the works”, says Doiron. “Both of these projects provide fully outfitted, climate controlled indoor work space to increase productivity in the Ketchikan yard.”

22 MARINE LOG August 2013

The investments in its facilities have already paid dividends to Vigor, which recently handled a range of repair, refit and modernization projects for offshore energy customers for the Arctic.

Some of the significant energy-related projects over the past year: • Fennica: The 381-foot Fennica departed Vigor’s Everett yard for Dutch Harbor Alaska in early July after Vigor installed sonar surveying equipment on the vessel’s aft deck and repaired a damaged helideck. The Fennica, a Finnish icebreaker and platform supply vessel, is the primary ice management vessel in support of the Shell’s Noble Discoverer drilling rig.

• endeavor: Last summer, the 181-foot Endeavor owned by Cook Island Spill Prevention and Response (CISPRI) underwent extensive updates at Vigor’s Seattle yard, including the installation of 55 tons of steel, new cargo fuel and water lines, HPU piping, and new software for lofting services.

• Perseverance: CISPRI’s Perseverance, a 207-foot spill response vessel, arrived at Seattle’s Harbor Island facility on May 6. While in dry dock, Vigor installed new port and starboard shafts and propellers, conducted extensive steel repairs in four ballast tanks, renewing over 15 tons of steel in just five weeks, applied tank coatings in seven tanks, and ensured hull preservation with the application of abrasion resistant coating. The Perseverance was scheduled to depart late last month, where it will return to service in Cook Inlet.

• arctic challenger: The Arctic Challenger is a 300-foot oil spill response barge designed to support Shell’s arctic drilling operations. Vigor’s Portland facility prepared the barge for Superior

SHIP REPAIR Energy Service’s transformation of the vessel from basic icebreaking barge into a fully outfitted “Arctic Containment System,” designed as the fourth line of defense against spill incidents in the Arctic. In order to prepare the barge for outfitting with tons of new equipment and structures, Vigor did dry dock work under the waterline, installed sea chests, installed mooring winches and converted the tanks to handle sludge and oily water. The barge is owned by Crowley and chartered to Shell.

• Klamath: The 350-foot Klamath barge arrived at Vigor’s Portland shipyard as a petroleum tank barge and left an oil spill recovery vessel (OSRV) equipped to assist Shell’s skimming and booming operations in the event of a spill. Vigor ice classed this vessel by fabricating and installing a 30 feet high section of one-inch thick plate around the forward rake of the vessel.

• KulluK and noble discoverer: A little more than a year ago, Vigor teams in Seattle completed significant safety and environmental upgrades on the Kulluk, Shell’s ice-classed semi-submersible drill rig, and the Noble Discoverer, a 512-foot ice-classed drill ship.

Vigor Marine’s mobilized team of more than 500 skilled workers completed upgrades that would normally take up to six months in just 10 weeks.

In addition to its energy work, this year Vigor completed projects on vessels including the Chief Seattle Fireboat, Washington State Ferries, Military Sealift Command ships, U.S. Army landing craft, fishing vessels and numerous barges.

One of the more interesting projects at Vigor’s Everett shipyard was the refit of the 97 ft, 29-year-old Chief Seattle Fireboat earlier this year. Adam Beck, President of Alaska Drydock and Director of Regional Operations for Vigor Industrial, oversaw the

fireboat refit. According to Beck, the finished vessel is now capable of pumping 10,000 gallons of water per minute and the work will easily extend its service life by another 20 years. All structures from the main deck up were replaced. The engine room was gutted and all new engine foundations and structures were installed to convert the vessel from a triple to a double screw. Vigor installed shafting and propellers along with two new bow thrusters.

NAVY, COAST GUARD REPAIRS Vigor is also a major provider of repair and modernization services for the Navy in the Pacific Northwest. For more than two decades, Vigor companies have worked on Navy vessels including nuclearpowered aircraft carriers (CVN-68 class), guided missile destroyers (DDG-51 class), and frigates (FFG-7 class). Vigor is in the midst of its third consecutive five-year Multi-Ship/Multi-Option contact for carrier work, and is competing to secure a fourth MSMO contract for carrier work this year. Vigor has also competed for and won MSMO contracts to drydock and repair destroyers and frigates. Over the last ten years, Vigor companies have performed repair and maintenance work during numerous availabilities for five DDGs and FFGs. According to Gene Kegley, Vice President of Vigor Shipyards, Vigor is the primary repair and maintenance provider for the Coast Guard’s icebreaker fleet. In June, it completed work on the Healy, including standard maintenance along with work on the ships crane and anchor system, tank preservation and engine work. In December 2012, Vigor completed the overhaul of the Polar Star designed to extend the service life of the vessel by seven to 10 years, “on time and millions of dollars under budget. We know the icebreakers inside and out,” says Kegley. ■

August 2013 MARINE LOG 23

newsmakers

Watson leaves BSEE to lead ABS Americas James a. Watson, Director of the Bureau of Safety and Environmental Enforcement (BSEE), will join ABS as President and Chief Operating Officer of the Americas Division August 1. He will have operational responsibility for activity in North, South and Central America and the Caribbean.

Marketing. Arbour has more than 35 years in insurance finance, marketing and production involving commercial property, casualty and marine insurance management.

Kongsberg Maritime Inc. has named Jon holvik as its President. Holvik has been with Kongsberg since the late 1980s.

The U.S. Coast Guard Yard has a new commander. c a p ta i n GeoRGe lesheR becomes the 41st Commanding Officer in the shipyard’s 114-year history. Captain Lesher replaces c a p ta in R ich a R d muRphy who retired from the U.S. Coast Guard with 30 years of active duty service.

However, Captain Murphy isn’t retiring for good. Lockport, LA-based Bollinger Shipyards, Inc. appointed Captain Murphy as Senior Manager on Coast Guard and other governmental programs.

Commercial marine insurance company, Continental Underwriters, Ltd., Covington, L A, announced the appointment of ed aRbouR iii as the company’s Director of

Ja son mooRe has been appointed Managing Director of Napier Turbochargers Ltd. Moore has been with the company since 2005 when he joined as Head of Operations.

BMT Designers & Planners (BMT ), par t of the BMT Group Ltd, has promoted RichaRd celot to to the role of Vice President, Engineering. Celotto has almost 40 years of maritime engineering experience.

chRis stone has been appointed as the Chief Operating Officer for Bibby Ship Management Group Ltd. Stone has over 30 years of worldwide experience in the maritime and logistics sector.

The Society of Petroleum Engineers (SPE) has named helGe hove haldoRsen, current Vice President of Strategy and Portfolio for Statoil Development and Production North Americas, as the 20 15 P re sident of t he inter nat ional Professional Society.

Gulfstream Services, Inc. (GSI), Houston, TX, has named FRed bailey operations manager of its Sealy, TX, facility.

Tognum AG has its new leader. Last month, dR. ulRich dohle took over as Chairman of the Executive Board and CEO. He succeeds Joachim Coers.

The Proven Formula for Brand Success The Right Audience + High-quality Editorial

Take your brand to the next level Contact your sales rep at marinelog@sbpub.com or call 212.620.7200 | marinelog.com 31,000+ qualified subscribers worldwide 76% of subscribers are involved in purchasing decisions 79% of subscribers act on advertisements 52% of subscribers are involved in vessel operations *Source: 2011 Verified Audit Report and 2012 Signet AdImpact Survey

24 MARINE LOG August 2013

techNews aBS Nautical SySteMS SolutioNS for SEACor SubSidiAry

MacGreGor to deliver North Star MacGreGor, a subsidiary of Cargotec, will deliver the North Star to Royal Caribbean’s Quantum Class of cruise ships. The jewelshaped, glass capsule will lift passengers more than 300 feet above the ocean, providing a 360-degree view.

The 7.1 tonne capsule will be lifted by an electro/hydraulically driven MacGregor slewing crane with an outreach of 41 m. The slewing crane will enable the capsule to be swung out over the sea.

The capsule will have capacity for 14 guests and one crew member and will be fitted with a stabilizing system to ensure it remains level with respect to the vessel’s deck. The system will also damp the gondola’s movement ensuring passengers have a comfortable ride.

The contract marks the first time a crane supplier is involved in such a project—a challenge MacGregor says it is ready to take on. Designed for 100 percent redundancy with two separate power units—each large enough to drive the crane in reduced speed

mode—the system also comes with a dieseldriven emergency power pack. Additional safety features include automatic cut outs and safety valve overload protection on all crane motions.

MacGregor says North Star will be controlled using a separate PLC safety system in addition to a MacGregor CC3000 crane control system. “The CC3000 provides excellent load control and can easily be adjusted with a laptop computer for different parameters, such as speed ramp times,” explains Jonas Hägglund, MacGregor Sales Manager.

The system will also be “fitted with an airtype cooler to keep the crane’s hydraulic oil at a moderate temperature even in very hot ambient conditions,” Hägglund adds.

The two 348 m, 4,180-passenger Quantum class ships are under construction at Meyer Werft. The first ship in the series, Quantum of the Seas, will enter into service, fall 2014. The second ship, Anthem of the Seas is expected to follow, spring 2015. www.cargotec.com

W&o NaMed PG MArinE’S North aMericaN rep Florida-based W&O Supply has been selected as the exclusive North American sales agent for PG Marine Group—Ing Per Gjerdrum AS. PG Marine offers a range of simple pumps and pumping systems to automated, bridge-integrated computerized solutions for the OSV and special tanker markets.

Among PG Marine’s system offerings is the PG-MACS (Multi Application Cargo Solution) system. The system provides a tailor made, cost efficient, flexible cargo handling system for OSVs that focuses on safe and secure below-deck handling of drill cuttings and other hazardous slops.

PG Marine also happens to be the exclusive sales channel for the Hyde Guardian

ballast water treatment solution. This essentially leads PG Marine, Hyde and W&O to have a three-way partnerships that will enable W&O to become the exclusive North American sales distributor for the Hyde Guardian system.

W&O was also named as the exclusive North American distributor for UK-based Bestobell Valves. www.wosupply.com

Mexico-based Mantenimiento Express Marítimo S.A.P.I de C.V., part of SEACOR Holdings Inc., signed a contract with ABS Nautical Systems for use of its Energy & Environmental Manager and Maintenance Manager modules on four newly built workboats. The offshore marine services company, which offers its services to PEMEX operations in the Gulf of Mexico, was in need of a solution to manage its fleet for better efficiency. www.eagle.org

daMeN AMonG toP GrEEn CoMPAniES

DaMen ShipyarDS Group was named one of the top-three greenest companies in the Netherlands. The Netherlands largest newspaper, De Telegraaf, conducted the competition, awarding Damen’s first hybrid tug, the ASD Tug 2810 Hybrid, with third place and honoring the vessel with the term “Dutch Pride.”

The hybrid features a diesel-direct, diesel-electric and battery-powered propulsion system—giving the operator the option of what type of propulsion would be most suitable for the situation at hand.

The system provides a 10 to 30% reduction in fuel consumption and a 20 to 60% reduction in emissions—all dependent on how the vessel is used.

The use of the battery enables the engines to be turned off all the while enabling the vessel to maintain position, continue maneuvering and sailing without tow. The hybrid also features solar panels that can be used to power 24V consumers, such as lighting, and the engine starting system.

Damen Shipyards Galati, the group’s yard in Romania, will deliver the first ASD 2810 Hybrid to Iskes Towage & Salvage.

The second hybrid will be available from stock end-2013. www.damen.com

August 2013 MARINE LOG 25

FERRIES 2013 M L CONFERENCE & EXPO arine oG

November 4 & 5, 2013 Grand Hyatt Seattle Seattle, WA

CONFERENCE TOPICS • Saving money & increasing profits through proper maintenance • Show me the money: Financing your fleet • LNG for new and existing vessels • Does hybrid propulsion make sense?

• Focusing on safety & crew training

EXHIBIT AND SPONSORSHIP OPPORTUNITIES AVAILABLE For details, contact Jane Poterala, Conference Director, Marine Log. Email: jpoterala@sbpub.com Phone: (212) 620-7209 www.marinelog.com/events

Moderator: Stan Stumbo, PE, Principal, Stumbo Associates

NOVEMBER 4, 2013

NOVEMBER 5, 2013

Continental breakfast—Sponsored by ABS | Expo open

Continental breakfast—Sponsored by ABS | Expo open

Keynote address

Regulatory policy on operational bunkering and training aspects for LNG

What’s happening in Washington?

Overview of the ferry market

The ABC’s of LNG: A regulator’s perspective Roy Bleiberg, Director of Engineering, ABS, Americas Division

Coffee break | Sponsorship available | Expo open

What does the LNG supply picture look like?

Marine financing panel Moderator: Richard Paine, Sr. H. Clayton Cook Jr., Esq., of Counsel, Seward & Kissel LLP

LNG fuel vessel risk analysis Speaker from DNV

Luncheon | Sponsorship available | Expo open

Alaska Class Ferry design study Matt Williamson, Project Manager, Elliott Bay Design Group

EPA regulatory outlook: Meeting emissions standards

Restarting a ferry service between Maine and Canada

Propulsion optimization

Luncheon | Sponsorship Available | Expo Open

Hybrid vessels, Brent Perry, Chief Executive Officer, Corvus Energy

Washington State Ferries: a clearer path to LNG Speaker from Washington State Ferries

Energy break—Sponsored by DNV | Expo open

Washington State Ferries terminal design standards Colleen Fischer, Senior Civil Engineer, Moffatt & Nichol

Innovative Planned Inspection & Maintenance Program Ches King, Business Development Manager, RINA USA Inc. Crew training for LNG as fuel John Hatley, PE, LNG Initiatives, Americas Vice President Ship Power Building new ferries for Quebec Cocktail reception | Sponsorship available | Expo open

CONFERENCE UPDATES www.marinelog.com/events

The build process for Washington’s new Olympic Class ferries Speaker from Vigor Industrial Adjourn Shipyard tour at Vigor (advanced registration required) Program subject to change

twitter: @MarineLogEvents

CONFERENCE REGISTRATION Please register me for the Ferries 2013 conference & expo November 4 & 5, 2013 in Seattle, WA, at the delegate rate of $850. A discounted registration fee of $495 is extended to employees of companies whose primary business is ferry ownership/operation. (All fees must be paid in advance of the event.)

Standard delegate rate - $850 Name ______________________________________________________ Title _______________________________________________________

Ferry owner/operator rate - $495

Check enclosed (payable in advance to Marine Log) Bill my company Charge my credit card

Company ___________________________________________________ Address ____________________________________________________ City ______________________ State _________ Zip ______________ Telephone _______________________ Fax ______________________ Email ______________________________________________________

Card expires _______ / _____ Security code ______________________ Account number ______________________________________________ Signature ___________________________________________________ Cardholder name _____________________________________________ Billing address for card _________________________________________

I’d like a complimentary subscription (publisher reserves right to limit numbers): Marine Log Magazine Marine Log Daily News

___________________________________________________________ Email receipt to ______________________________________________

Send completed form to: Jane Poterala, Conference Dir., Simmons-Boardman Publishing, 55 Broad Street, Flr. 26, New York, NY 10004 | T: (212) 620-7200 x7209 | conferences@sbpub.com

37.002.2300

CONFERENCE FEE: The registration fee for this event includes admission to all conference sessions and social functions, as well as conference documentation containing all available presentations (sent via email post-event). Registration confirmation and invoice will be emailed. CANCELLATION POLICY: Confirmed registrants canceling less than one week prior to the start of the event are subject to a $250 service charge. Registrants who fail to attend are liable for the entire fee unless they notify Simmons-Boardman in writing (email/fax) prior to the event. HOTEL: The Grand Hyatt Seattle, 721 Pine Street, Seattle, WA. The Hyatt has set aside a block of rooms for conference attendees. (Room rates are: $195/night single/double occupancy, King; $210/night single/double occupancy, two beds.) These will be held until 30 days prior to the conference. Please contact the hotel directly at (206) 774-1234 for room reservations (group code: “Marine Log”).You will receive room confirmation directly from the hotel.

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 July 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major Company page #contractsCompany page # conversion, overhaul or refit. Additional commercial and government are listed on our website, www.marinelog.com.

Index of AdvertIsers

JMS Naval Architects . . . . . . . . . . . . . . . . . . 2 ABS Americas . . . . . . . . . . . . . . . . . . . . . . . G8 Location Qty type particuLarS owner/operator eSt. $ MiL JRC North America . . . . . . . . . . . . . . . . . . . . 7 ABS Americas . . . . . . . . . . . . . . . . . . . . . . . 10 RECENT CONTRACTS EST. DEl. KVH Industries, Inc . . . . . . . . .$1.7 . . . . . . .2014 . . . C3 ABS Nautical Systems . . . .-- . . .TAO(X) . . . . . . . GC4 Huntington Ingalls Pascagoula, .MS study--replace TAO tankers U.S. Navy GD-NASSCO San Diego, CA -TAO(X) study--replace TAO tankers U.S. Navy $1.7 2014 Kvichak Marine Industries . . .$1.7 . . . . . . 2014 . . . . 25 Austal USA . . . .Gulfport, . . . . .MS . . . . .-- . . .TAO(X) . . . . . . . G11 VT Halter Marine study--replace TAO tankers U.S. Navy Platypus Marine Port Angeles, .WA 58 ft Lufkin Industries . . . . . . . . . . . . . . . . . 2013 . . . . G2 Baker Marine Solutions . . .1 . . .fishing . . . .vessel . . . . 16 Lufkin Industries . . . . . . . . . . . . . . . . . . . . . 26 Bay Shipbuilding Co/Fincantieri . . . . . . . . .

9 DElIVERIES Eastern Shipbuilding Panama City, FL 1 LCV 302 ft x 64 ft Harvey Gulf International Metal SharkDelta Boats . . . . . . . . . . . . . . . .JUL13 . . G10 Bok Financial . .Somerset, . . . . . MA . . . . .1 . . .pilot . . .boat . . . . . G4 Gladding Hearn 52.6 ft x 16.11 ft Launch Services JUL13 . . Marine . . . .Services . . . . . . . . . . . . . . .JUL13 . . . .14 Bollinger . .Isl., . WA . . . .1 . . .tug . . . . . . . . G3 Nichols BrothersShipyards Whidbey 100 ft x 40 ft,Monti Z-drive Power Harley National Maritime Salvage Conference NOTES . G6,G7 Centa Corporation . . . . . . . . . . . . . . . . . . . G9 PENDING CONTRACTS BAE Systems Southeast Mobile, AL 2 dump scows 7,700 ft3 Great Lakes Dredge Offshore Energy Challenge . . . . . . . . .Options . . . 28 Coastal Marine Equipment . . . . . . . . . . . .

G5 GD-NASSCO San Diego, CA 3 containerships 764 ft x 106 ft TOTE Opts ex. 2013 Omnithruster . . . .State . . .Ferries . . . . . . . . . . . . .RFP . .issued . . 11 Conrad Shipyard . . . . . . . . . .6 . . .car . .ferries . . . . . . G5 TBD 1,200 PAX (Convert to LNG) Washington TBD OPCs Offshore Patrol Cutters U.S. Coast Guard RFP/Phase I Senesco Marine . . . . . . . . . . . . . . . . . .RFP . . . 18 Det Norske Veritas . . . . . . . .2 . . .LASH . . .carriers . . . . . . convert 8 steam TBD to LNG Horizon Lines TBD 1 double-end ferry 70-car VDOT $27.0 RFP Signal International . . . . . . . . . . . . . . . . . GC2 Elliott Bay Design Group . . . . . . . . . . . . . . 27 TY Offshore New Orleans, LA 4 PSVs dual fuel, 302 ft x 64 ft Harvey Gulf Intl. Marine Options Silverships . . .Hawaii . . . .Transport . . . . . . . $137.0 . . . . . . . .Option . . . .15 Ferries Conference . . . . . . . . . . . . . . . . . . . .

5 VT Halter Marine Pascagoula, MS 1 Roll-On/Roll-Off 692 ft, 26,600 dwt Pasha Candies Shipbuilders Houma, LA 1 subsea vessel 108m x 22m, MT6022 Otto Candies LLC Option Smith Berger Marine . . . . . . . . . . . . . . . . . 27 Global Greenship Conference . . . . . . . 20, 21 Leevac Shipyards Jennings, LA 2 PSVs 300 ft x 62 ft Tidewater Options VT Halter . . . JAN14 C2 Great American Insurance Co . .vehicle . . . .ferries . . . . 23 TBD 3 two 145 vehicles, 600 PAX Marine, BC Ferries Inc . . . . . . . . . . . . . . .Award one 125 vehicle, 600 PAX W&O Supply . . . . . . . . . . . . . . . . . . . . . . . . 12 Hempel . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4 Wortelboer . . . . . . . . . . . . . . . . . . . . . . . . . 24 Herbert-ABS . . . . . . . . . . . . . . . . . . . . . . . G10 Hydrex NV . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Shipyard

OFFSHORE

ENERGY CHALLENGE

December 3-4, 2013 Washington Marriott Washington, DC

CONFERENCE + EXPOSITION

The world energy picture is changing.

Are you changing with it?

28 MARINE MARINELOG LOG July August 2013 28 2013

Tabletops & Sponsorships Contact Jane Poterala at jpoterala@sbpub.com (212) 620-7209 www.marinelog.com/events

Index of AdvertIsers Company

page #

Company

page #

ABS Nautical Systems . . . . . . . . . . . . . . . . S9

International Workboat Show . . . . . . . . . . 18

Baker Marine Solutions . . . . . . . . . . . . . . . . 9

Jotun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SC2

Blank Rome . . . . . . . . . . . . . . . . . . . . . . . . . S6

KVH Industries, Inc . . . . . . . . . . . . . . . . . . . 16

Castrol Marine . . . . . . . . . . . . . . . . . . . . 12,13

Marine Art Of J . Clary . . . . . . . . . . . . . . . . . 24

Christie & Grey . . . . . . . . . . . . . . . . . . . . . . s11

Meridian Ocean Services . . . . . . . . . . . . . . C2

ClassNK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Monti Power . . . . . . . . . . . . . . . . . . . . . . . . 23

Clean Gulf . . . . . . . . . . . . . . . . . . . . . . . . . . C3

National Maritime Salvage Conference . . 20,21

DonJon Marine Co . . . . . . . . . . . . . . . . . . . . . 8

Offshore Energy Challenge . . . . . . . . . . . . 28

Electronic Power Design, Inc . . . . . . . . . . SC4

Schottel GmbH . . . . . . . . . . . . . . . . . . . . . S12

Elliott Bay Design Group . . . . . . . . . . . . . . 29

Scienco/Fast . . . . . . . . . . . . . . . . . . . . . . . . S7

Ferries Conference . . . . . . . . . . . . . . . . .26,27

Smith Berger Marine . . . . . . . . . . . . . . . . . 29

Global Greenship Conference . . . . . . . . 14,15

Svitzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Great American Insurance Co . . . . . . . . . . 10

Thoma-Sea Marine Constructors . . . . . . . . C4

Hyde Marine . . . . . . . . . . . . . . . . . . . . . . . S10

 





No-nonsense Player Seeks Partner t

Rugged and reliable. Looking for a serious operator who’s committed to satisfaction.

Let’s get to work. www.ebdg.com

      





Seattle: 206.782.3082 · New Orleans: 504.529.1754







better to build · better to operate



Seasoned First Mate Seeks August 2013 MARINE LOG 29

marketplace pROducTS & SERvicES

MARKETPLACE

FOR SALE: Custom Replica Ship Models ANY Vessel – Any Scale www.SDModelMakers.com (760) 525-4341

ENGiNEERS & ARcHiTEcTS

2 DRYDOCKS, SHIFT BOATS, CRANES, POLLUTION RECOVERY BARGE. Contact William Harrison 251-232-3810

WATERFRONT LEASE PORT OF MOBILE, AL Two Prime Waterfront Properties Contact William Harrison 251-232-3810 or visit www.harrisonbrothers.com/land *Subject to mutually agreed upon terms and conditions of a written lease. All Real Estate Brokers or Agents shall be considered agent of, and sole responsibility of, theTenant.

SOFTWARE

Marketplace SaleS contact: Jeanine Acquart

Phone: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com 30 MARINE LOG August 2013

marketplace ENGiNEERS & ARcHiTEcTS Marine

Industry

M.A.C.E. Inc.

FT. LAUDERDALE - USA - WORLDWIDE PHONE: (954) 563-7071 FAX (954) 493-9559

Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements

GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers

350 Lincoln St. Suite 2501 Hingham, MA 02043

Website www.jwgainc.com NAVAL ARCHITECTURE CONCEPTUAL DESIGNS MARINE ENGINEERING PRODUCTION ENGINEERING

BOKSA

Marine Design incorporated

LOFTING & NESTING • TOOLING DESIGN

BoksaMarineDesign.com 813.654.9800

Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: inbox@jwgainc.com

KEEL DESIGN CORPORATION NAvAl ArcHitEcts & mAriNE ENgiNEErs QuAlity tEcHNicAl sErvicEs 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917

6129 Churchside Drive Lithia, FL 33547

EMpLOYMENT DEGREED NAVAL ARCHITECT CORN ISLAND SHIPYARD Located in Southern Indiana, Corn Island is a premier builder of custom offshore and inland commercial vessels. We design most of the vessels that we build and offer our Customers a unique integration of sales, engineering and production. This process has produced a variety of high quality vessels that now operate on all four U.S. coasts and throughout the inland waterway system.

This position offers a unique opportunity for the right individual to perform and grow in all phases of modern shipbuilding.

Corn Island Shipyard Inc. P.O. Box 125 Lamar, IN www.cornislandshipyard.com Phone: 812-326-8808 Contact: Bud Johnson

PHONE: 251.405.6500 FAX: 251.405.6501 HARLEY MARINE SERVICES

Open Positions: General Manager - Alameda/San Francisco Harbor, CA Port Captain – U.S. Gulf Coast Barge Operations Supervisor – U.S. Gulf Coast Marine Operations Manager – Anchorage, AK Port Engineer – L.A./Long Beach Harbor, CA Assistant Port Engineer - U.S. Gulf Coast Captain – Seattle, WA and U.S. Gulf Coast River Pilot – U.S. Gulf Coast Tankerman – U. S. Gulf Coast Engineer (licensed engineer preferred) – All Locations

Apply online at: www.harleymarine.com August 2013 MARINE LOG 31

Shipbuilding hiStory

Oceans, FOrts and Parks For most oF us in the u.s., the topic of merchant shipbuilding in World War II immediately brings to mind the phenomenal effort involved in the construction of 2,700 Liberty ships, 400+ Victory ships, 500+ T-2 tankers and a bunch of other ships of different types and sizes. So, who remembers the Oceans, Forts and Parks?

The British Technical Merchant Shipbuilding Mission which came to the U.S. in September 1940 brought with it the detail design of a 10,000-dwt tramp steamer called the Dorington Court, which had been designed and built by John L. Thompson & Sons, Ltd., in their yard in the North Sands district of Sunderland. This was the design which, after a lot of modifications, became the basis of both the British Empire Liberty class and the U.S. Liberty class. What is not so widely known, however, is that the mission contracted for 86 of them before it went home, 60 with two U.S. yards and 26 with three Canadian yards.

The first group of ships was called the Ocean class and was evenly split between two brand new shipyards, Todd Bath Iron Shipbuilding, in South Portland, ME, and Todd California Shipbuilding, in Richmond,

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CA. The first of these was a joint venture of Todd Shipyards, Bath Iron Works and Kaiser Corp., which later became New England Shipbuilding, after Todd and Bath bought out Kaiser. The second was a joint venture of Todd and Kaiser, and later named the Permanente No. 1 Shipyard, after Kaiser bought out Todd. The shipbuilding contracts were signed in December 1940, the first ship was delivered in October 1941, and all 60 ships were delivered by November 1942. The contracts effectively gave these two yards a flying start for their subsequent careers as builders of Liberty ships.

The second group of ships was called the Fort class and was divided among three long-established Canadian shipbuilders: 14 at Burrard Dry Dock, in Vancouver, BC, six at Canadian Vickers, in Montreal, QC, and six at Davie Shipbuilding, in Lauzon, QC. The first of this batch was delivered by Canadian Vickers in December 1941, with all 26 delivered by the end of 1942.

Three months after executing the initial contracts, the Fort-class program was increased to 89 ships. The contracts for these ships were spread across nine shipyards and all the ships involved were delivered by March 1943, by which time the program had been enlarged again. Ultimately, Canadian yards built 348 of these ships, 200 of the basic design and 148 variants. Of these, 199 were to be transferred to the U.K. and were acquired by a Crown Corporation called Wartime Merchant Shipping, Ltd., later replaced by Wartime Shipbuilding Ltd. The other 149 were acquired by a separate

company, the Park Steamship Company, which was set up by the Canadian Government to buy ships for use in Canadian trade: these were generally of the same design as the Fort class, but were designated as the Park class.

At the outset, the basic design of the Forts and Parks was the same as that of the Empire Liberty class being built in the U.K., but with none of the modifications that were made to the Oceans, the most significant of which involved welded hulls and oil-burning propulsion. The Forts and Parks had a very simple hull form with minimal complex curvature and a structural arrangement that was designed for riveting; it had a deadweight of 10,300 tons, was 425 feet by 57 feet by 35 feet, with a loaded draft of 11 feet, and was propelled by a coal-burning steam plant of 2,500 shp, providing a service speed of about 10.5 knots.

The leading shipbuilder on the program, Burrard Dry Dock, produced 108 of the 348 ships. North Vancouver Shipyards built 53, West Coast Shipbuilding 46, United Shipyards 45, Marine Industries 30, Victoria Machinery Depot 26, Davie Shipbuilding 19, Prince Rupert Dry Dock 13, Canadian Vickers 6 and Yarrows 2. As in other emergency programs, their improvement curve was striking: while the first ship from each yard took an average of 307 days, a year later the average was 163 days.

Canada’s emergency shipbuilding program may have been a lot smaller than that undertaken in the U.S., but it was still a significant achievement.

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