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December 2012 Vol . 117, No. 12
the RO/RO pure truck Car Carrier, Glovis Challenge, is just one of the award winners in this year’s Distinctive Ships
History in the making • bP managers plead not guilty to charges from macondo incident • Salvors play important, unusual roles in post-Sandy response • bAe wins Jackson offshore PSV contract • Port of Savannah goes deeper. And much more...
p. 12 Features Distinctive Ships
2012 Award Winners
Diversification pays off
We take a closer look at the year’s most innovative ships, detailing how they improve efficiency and performance and better the bottom line p.12
ASrY’s expansion into the offshore and Navy repairs, power barge construction market has helped the yard weather the recent economic storm p. 24
Changing energy picture
Soaring global demand, new markets, new trades and the strongest freight market in recent memory are changing the energy game but the volatile sector claims new victims during its transition p.20
2013 looks good for U.S. shipyards thanks to a strong backlog and an increase in business p. 22
30 31 32 33 35 36
coast Guard icebreaker Polar Sea could get second life
tECh NEWS CONtRACtS ML MARkEtpLACE BuyER’S GuIDE ShIpBuILDING hIStORy
Dubuque Boat and Boiler Works: Riverboats by Tim colton
NDRF ships activated to house FEMA workers
responding to Sandy, FemA workers needed to be fed and sheltered. The solution: three National Defense reserve Fleet vessels p. 26
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December 2012 MARINE LOG 1
John R. Snyder Publisher & Editor Editorial
August 2000 Vol 105 No 8
New players and new ethusiasm for the new year
here are we going? That’s a pretty common question most people ask themselves when faced with the prospect of a new year. It was also a question that commonly popped up earlier this month at the International Workboat Show. The talk among most of the exhibitors—there were more than 1,000—was of “cautious optimism.” Many of the second-tier shipyards that were on hand talked about strong backlogs for 2013 and naval architects, such as Mike Carroll of STX Marine, could hardly contain their enthusiasm for the new projects they were working on. However, Carroll had to keep his enthusiasm at bay since he was under a “gag order” from his client. STX Marine, of course, already has plenty to talk about, including another dual fuel Platform Supply Vessel Blenkey for Harvey Gulf International Marine—the fifth— Nicholas ordered from TY Offshore, Pascagoula, MS. Editor NEW PLAYERS Clearly, deepwater and subsea work is driving business and it’s drawing new players to the market. One is Wes Bordelon, owner of Bordelon Marine, Lockport, LA, who talked about the addition of three DP2 Stingray 260 Class PSVs to his fleet. The boats are under construction at Bordelon’s own shipyard in Houma and are the company’s biggest vessels yet at 260 ft x 52 ft, with a clear deck area of 188 ft x 44 ft and liquid mud capacity of 9,600 bbl. It’s a big step up for Bordelon, which currently operates a fleet of 110 ft to 170 ft mini supply vessels and DP1 supply boats. The first of the class is due out in the first quarter of next year. You can read more about next year’s shipbuilding prospects for second-tier shipyards in “Shipyard Outlook” starting on page 22. Another new player is Lee Jackson, President and CEO of Jackson Offshore Operators, LLC, a minority owned business. I met Jackson at a breakfast hosted by Larry Rigdon at his beautiful New Orleans home on the final day of the Workboat show. The breakfast annually draws some of the heavy hitters from the Gulf and this year’s event was no exception. Rigdon is the entrepreneur’s entrepreneur. He was the Executive Vice President of Tidewater, Inc. until 2002, when he “retired.” Of course, he didn’t really retire when less than two months later, he started his own company, Rigdon Marine, which grew to operate a fleet of 20 diesel-electric PSVs and employ about 300 people. Rigdon worked with naval architect Guido Perla to introduce the GPA 654 PSV to the Gulf. When he sold Rigdon Marine to GulfMark Offshore in 2008 it had an enterprise value of $585 million. Now, Rigdon sits on the board of Terresolve Technologies, Inc., Cleveland, OH, a company that produces biodegradeable/ 2 MARINE LOG DECEMBER 2012
non-toxic hydraulic fluids, general purpose oils, greases, lubricants and engine oils. Jackson Offshore and Terresolve Technologies were the official sponsors of the breakfast. He’s also an advisor to Jackson. Right now, Jackson Offshore Operators LLC, owns two three-year-old high-speed crewboats, but is ready to move to the big time. It inked a deal with BAE Systems to build two Platform Supply Vessels, with options for two more. By the way, those new Jackson Offshore vessels are based on a Guido Perla Associates Inc.’s design. You can read more about the contract in this month’s Update section starting on page 6. At the breakfast, Jackson spoke enthusiastically about the new vessels, saying they would provide employment for 48 mariners and another 200 or so shipbuilders. Larry’s son Matt Rigdon is a Senior Vice President and a member of Jackson Offshore’s board. Matt worked at GulfMark Americas, Rigdon Marine and Bourbon Offshore. CLOSE TO THE EDGE One thing weighing on people’s minds is the so-called “fiscal cliff”—it’s the term used to describe when the terms of the Budget Control Act of 2011 kick in. If Congress does nothing (which they’ve been terribly good at doing for the last four years), when the clock strikes midnight on New Year’s Eve, it will mean the end of last year’s temporary payroll tax cuts, the end of certain tax breaks for business, the end of the Bush era tax cuts, higher taxes through the Alternative Minimum Tax and new taxes under the President’s healthcare plan. In other words, more taxes for everyone. On top of that, under the Budget Control Act, automatic spending cuts will go into effect across the board on over 1,000 government programs, including defense. The fear is that if we fall off the cliff, it could send the country right back into a recession. POST SANDY RESPONSE Also, this month, we cover some of the post-Sandy response by the maritime salvage sector, as well a new ferry service for Staten Island residents from New York Water Taxi. Salvors played a critical role in getting pumping capacity quickly to New York to dewater subway tunnels and commuter tunnels, as well as clearing the harbor of submerged containers containing both hazardous and non-hazardous materials.
December 2012 Vol. 117 No. 12
Known in Asia as the “bible of shipbuilding” SNAME’s well-respected Journal of Ship Production has been expanded to include Ship Design. The newly redesigned Journal of Ship Production and Design includes papers on ship design, design for production, and other marine technology topics such as ship operations, shipping economics, and safety. There are also papers on the technical issues that readers have come to count on, such as the problems of shipyard techniques and the production of merchant and naval ships.
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4 MARINE LOG DECEMBER 2012
Michael J. Toohey, President/CEO, Waterways Council, Inc. August 2000 Vol 105 No 8
tanding on the lock wall at Chick-
amauga Lock and Dam in ChatNicholas Blenkey tanooga on a sunny morning in Editor
late October, Senator Lamar Alexander (R-TN) announced, on behalf of he and his colleague Senator Lindsey Graham (R-SC), a new waterways and ports funding modernization plan called “The American Waterworks Act.” This new waterways funding proposal would: • Remove the requirement that Olmsted Lock and Dam, which has been plagued with cost over-runs that now total over $3 billion, be funded using Inland Waterways Trust Fund revenues (currently Olmsted Lock on the Ohio River has been consuming the vast majority of all the annual funding available for inland lock construction and rehabilitation and removing it from the Inland Waterways Trust Fund will free up revenue to address needed lock and dam repairs across the country); • Provide full federal funding for maintenance of harbors up to 50 feet deep (currently it is only full funding up to 45 feet, but the Panama Canal expansion will accommodate ships with a 50-foot depth); • Establish an accounting method for revenues from the Harbor Maintenance Trust Fund that will allow those revenues to offset annual Harbor Maintenance spending; • Speed up construction permit approval and provide states with the ability to
appeal slow moving regulatory decision making; • Authorize a five-year construction program to expand harbors to accommodate the larger ships expected after the Panama Canal expansion; • Increase revenue to Inland Waterways Trust Fund in a manner consistent with the agreement between the Inland Waterways Users and the U.S. Army Corps of Engineers; • Require Inland Waterways construction projects follow the plan agreed to by the Inland Waterways Users and the U.S. Army Corps of Engineers; • Fund Harbor Maintenance Trust Fund and Inland Waterways Trust Fund construction projects to authorized widths and depths as part of the five-year construction program; and • Fund landside infrastructure at ports. The American Waterworks Act adheres to many of the original recommendations of the Capital Development Plan, as well as WAVE 4 legislation in the House. And while at press time the WCI Board of Director had not formally endorsed the plan, as it was awaiting the official bill’s language, WCI applauded Senators Alexander and Graham, for their strong leadership in addressing the critical needs of the nation’s inland waterways and ports system. We believe that forward-thinking legislation like this will create American jobs and enable growth in U.S. exports. It will also better
Senator Lamar Alexander takes a tour of the Chickamauga Lock and Dam in Chattanooga, Tennessee
prepare us as a nation to be ready for the expansion of the Panama Canal and the additional volumes of cargo that could move on the inland system to the Gulf’s export ports. The current business model for constructing and funding our locks and dams is broken. Too few lock and dam projects are built on time and on budget. The American Waterworks Act to be introduced in the Senate and the WAVE 4 bill in the House are aimed at fixing the deficiencies in order to move the nation forward. And in so doing, the benefits to the U.S. agricultural sector, our labor and construction industry, our energy sector, our environment, our economy, and all the beneficiaries of the waterways system will be achieved. The next step on the American Waterworks Act is that Senators Alexander and Graham will seek bipartisan support of the bill and will consider adding it to a Senate WRDA bill or any other relevant legislative vehicle. WCI looks forward to this development, and to achieving success for the nation and its critically important piece in the waterways transportation supply chain. ML
DECEMBER 2012 MARINE LOG 5
James Harrison, Nooga.com
INLaND • COaSTaL O FFSHORE • DEEPSEa
HISToRY IN THE MAKING
he green ship technology bar has been raised. General Dynamics NASSCO has finalized a contract with TOTE, Inc., for the design and construction of the world’s first LNG-powered containerships. The ships will go to TOTE, Inc. subsidiary TOTE Shipholdings, Inc. The two 3,100 TEU LNGpowered ships will measure 764 ft long, making the pair the largest ships of any type to be primarily powered by liquefied natural gas. The vessels will be designed by DSEC, a subsidiary of Daewoo Shipbuilding & Marine Engineering (DSME), Busan, South Korea, and will include
DSME’s patented LNG fuelgas system and MAN ME-GI 8L70ME-GI dual fuel slowspeed engines. The MAN ME-GI is a gasinjection, dual-fuel, low-speed diesel engine that, when acting as main propulsion, can burn gas or fuel oil at any ratio, depending on the energy source available on board and dictated by relative cost and owner preference. Beyond operating on dualfuel, the ME-GI engine features no methane slip and has been proven to significantly reduce CO2, NOx and SOx emissions. Furthering its green initiative, the containerships will also come equipped with a ballast
water treatment system. Once delivered, the vessels will operate between Jacksonville, FL and San Juan, PR. “This investment demonstrates our commitment to the people of Puerto Rico and our environment,” says Anthony Chiarello, President and CEO of TOTE, Inc. “These vessels mark a new age of shipping using the best technology in the world.” Construction on the first ship is expected to begin at NASSCO’s San Diego shipyard in the first quarter of 2014, with delivery following fourth quarter 2015. Delivery of the second ship is scheduled for the first quarter of 2016.
biz NOTES KIRBY CoRp. ACQUIRES pENN MARITIME Kirby Corporation, Houston, TX, has acquired Penn Maritime Inc. and Maritime Investments LLC, in a deal valued at $295 million. Penn Maritime operates a 1.9 million barrel fleet of 18 heated, double-hulled tank barges and 16 tugboats that operate on the U.S. East and Gulf coasts. “Penn’s fleet will extend our coastal product capabilities, particularly transporting asphalt, which we expect to benefit from the need to repair and upgrade aging highway infrastructure throughout the United States,” says Joe Pyne, Kirby’s Chairman and CEO. “Penn also has vessels operating in the Gulf Coast crude oil trade which is benefiting from the production and transport of shale-based crude, particularly out of the Eagle Ford shale formation.” The transaction is expected to close mid to late December 2012.
Bp managers plead not guilty to charges from Macondo incident Two BP well siTe leaders and a former executive pleaded not guilty on Nov. 28 to criminal charges related the 2010 Macondo well blowout, which resulted in an explosion that killed 11 men on the rig Deepwater Horizon and led to the worst oil spill in the Gulf of Mexico in U.S. history. Under the charges, Robert M. Kaluza, 62, and Donald J. Vidrine, 65, are alleged to have engaged in negligent and grossly 6 MARINE LoG DECEMBER 2012
negligent conduct in violations of the federal involuntary manslaughter and seaman’s manslaughter statutes and the Clean Water Act. The two men were the highest-ranking BP supervisors onboard the rig Deepwater Horizon at the time of the incident on April 20, 2010. The charges carry stiff penalties. If convicted, Kaluza and Vidrine could each face up to 10 years continued on p. 8 www.marinelog.com
Salvors play important, unusual roles in post-Sandy response Maritime salvors, who are used to being the first responders to ship casualties, took on some unique roles as part of the post-Sandy response effort. Salvor Donjon Marine Co., Inc., Hillside, NJ, for example, provided much-needed pumping capacity. Donjon currently holds the U.S. Navy Salvage and Related Services contract for the North Atlantic zone. The Navy provided support to the stricken region following a request by the Army Corps of Engineers. By mobilizing its equipment, Donjon was able to provide “soup to nuts” support to the Navy response. It provided over 80,000 gallons per minute of pumping capability within 36 hours of the initial call. In addition, DonJon mobilized a team of 50 salvage personnel to place and operate the pumping and support equipment. The Donjon team worked alongside many other responders including the Corps of Engineers (CoE), Navy, Port Author-
ity of NY & NJ, the NYC police and fire departments. John Witte, Jr., Donjon’s Executive Vice President, says: “In spite of difficult conditions at home, the Donjon team mobilized and worked tirelessly throughout the emergency period.” Meanwhile, Titan Salvage, a Crowley company, was contracted by the Defense Logistics Agency (DLA) to pre-position equipment, including pumps, generators and transformers at Lake Hurst, NJ. The equipment was to be used “as needed” by government agencies, according to Crowley Maritime’s Jay Brickman, Vice President, Government Services. “We got the call on Oct. 29 at 1:30 in the afternoon,” says Brickman. “That evening, we began moving equipment from as far away as Texas and Canada. Everything was trucked in. Over a two-day period, we handled 100 truckloads of equipment, including
big pumps weighing up to 40,000 pounds apiece.” Coordination for the effort was handled out of Fort Lauderdale, FL, with much of the heavy lifting and loading in Pompano Beach and Jacksonville. Brickman says the Sandy effort allowed Crowley to leverage disciplines among its family of companies, utilizing everything from trucking, warehousing and logistics to salvage. “Titan Maritime knows a lot about pumps and generators. We took that experience from marine salvage operations and applied it to land. In addition,” says Brickman, “we worked with the government on the response to the earthquake in Haiti, so we knew how they liked to work.” In a more traditional salvor role, the Resolve Marine Group was contracted with continued on p. 9
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Update Bp managers plead not guilty continued from p. 6
in prison for each seaman’s manslaughter count, up to eight years in prison for each involuntary manslaughter count, and up to a year in prison on the Clean Water Act count. The government alleges that on the evening of April 20 Kaluza and Vidrine ignored
indications that the Macondo well was not secure and that oil and gas were flowing into the well. Despite this, the two men chose not to take the appropriate steps to prevent the blowout that led to an explosion on the rig that killed 11. The third man, David I. Rainey, 58, a for-
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The Bureau of Safety and Environmental Enforcement (BSEE) has begun an investigation into the explosion and fire aboard a production platform that sits about 18 miles southeast of Grand Isle, LA, that killed at least one worker, injured nine others and left one missing. Operated by Black Elk Energy Offshore Operations LLC, the production platform has been shut since mid-August. The explosion and fire reportedly occurred when workers were welding a pipe on the deck of the platform. For more info visit www.marinelog.com
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8 MARINE LoG DECEMBER 2012
mer BP executive who served as a Deputy Incident Commander and BP’s second-highest ranking representative at Unified Command during the spill response, is accused of misleading officials regarding the flow-rate of the oil spill and withholding information that would have contradicted BP’s official estimate of 5,000 barrels per day. The government contends that the flow rate from the well was closer to 60,000 barrels per day. Rainey is charged with one count of obstructing Congress and one count of making false statements to law enforcement officials. He faces up to five years in prison for each count. At press time, Rainey’s lawyer was in the process of requesting a trial delay. His trial was scheduled to begin Jan. 28. The indictments against the three men were returned by a grand jury in the Eastern District of Louisiana on Nov. 15. That was the same day that BP Exploration and Production Inc. agreed to plead guilty to felony manslaughter, environmental crimes and obstruction of Congress and pay a record $4 billion in fines and penalties related to the Macondo incident. BP was charged with 11 counts of felony manslaughter, one count of felony obstruction of Congress, and violations of the Clean Water and Migratory Bird Treaty Acts. BP also paid an additional $525 million in a settlement with the U.S. Securities and Exchange Commission regarding securities fraud related to under reporting the size of the oil spill to boost the company’s stock price. BP still faces potential fines related to a government civil lawsuit for violations under the Clean Water Act and Oil Pollution Act. The trial is set for February 2013.
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Salvors play important, unusual roles in post-Sandy response continued from p. 7
FEMA funding to remove containers and drums containing hazardous materials that had been swept by Sandy into New York Harbor and the East River. Resolve Marine’s Todd Duke, Project Manager for the effort,
says the company chartered a crane barge from Weeks Marine Inc. to recover waterlogged containers weighing upwards of 60 tons. Resolve used divers, underwater cameras and mini inspection ROVs to identify whether containers were hazardous after they had been located using sidescan radar.
Among the hazardous substances were caustic soda and printer’s ink. Overall, Duke says, Resolve Marine removed about 14 or 15 containers and another eight or nine 55 gallon drums.
BAE wins Jackson offshore pSV contract BAE Systems’ Jacksonville, FL, shipyard was recently contracted to build two new platform supply vessels for Jackson Offshore Operators, LLC. The contract includes options for two additional PSVs. The Jones Act qualified vessels will be based on the GPA 675J PSV design by Seattle-based Guido Perla & Associates, Inc. The vessels, which will each measure 252 ft long and 60 ft wide, will be fitted with an integrated Rolls-Royce ship systems package, including a low-voltage active front end diesel-electric system and a complete Rolls-Royce propulsion package with Azipull propulsion thrusters. The vessels are expected to enter into service in 2014. “This contract is a good fit for BAE Systems in Jacksonville as the facility has a proven track record and has been successful in the construction of vessels to support the offshore market,” says Richard McCreary, vice president and general manager of BAE Systems Southeast Shipyards. The Jackson Offshore contract is part of a continued effort by BAE Systems to increase the backlog of new construction work at its facilities in Jacksonville and in Mobile, AL. The company is currently constructing two dump scows and a trailing suction hopper dredge in Mobile with scheduled deliveries in 2013 and 2014 respectively. In August, the Mobile facility was awarded a contract to build two PSVs, with start of construction for the first vessel to begin in January. BAE Systems currently employs 630 people in Jacksonville and expects to hire an additional 250 workers there by mid-2013. www.marinelog.com
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DECEMBER 2012 MARINE LoG 9
Update Update Back to work after West Coast port strike Its back to business for workers at the Port of Los Angeles and Long beach, after a tentative agreement on a new contract had been reached. Workers who are part of the striking union ILWU Local 63 Office clerical Unit (OcU) were on an eight-day strike that shut down multiple terminals, costing the local economy billions of dollars, according to Los Angeles mayor Antonio Villaraigosa. ILWU International Vice President ray Familathe helped coordinate support for the clerical workers strike and assist them in the final negotiations. “Our campaign was always focused on securing good jobs and stopping the outsourcing that threatened working families in our harbor communities.” According to the union, the workers have won “new protection that will help prevent jobs from being outsourced to Texas, Taiwan and beyond.”
10 MARINE LOG December 2012
Port of Savannah goes deeper Scheduled for completion in 2015, the expansion of the Panama Canal will allow the transit of ships with drafts of as much as 50 ft. With that in mind, ports on the U.S. East Coast are gearing up to be Post-Panamax ready. One such port, the Port of Savannah, has the green light to dredge a whole lot deeper. Assistant Secretary of the U.S. Army (Civil Works) Jo-Ellen Darcy issued the Record of Decision on Oct. 26, approving the Savannah Harbor Expansion Project (SHEP). The project will deepen the harbor to 47 ft and is expected to improve general navigation, with wider channel turns and a larger turning basin. A study conducted by the Corps of Engineers concluded that the deepening of the harbor will lower shipping costs for containerized trade by $213 million annually
over the next 50 years—a total economic benefit of $10.65 billion. Additionally, decreased costs per container will lower the bottom line for the businesses that ship via the port. Georgia has already committed $181.1 million towards the estimated project cost of $652 million. With the Record of Decision issued, federal construction funds can now be appropriated to move the project forward. As part of his FY2014 budget proposal, Governor Nathan Deal is seeking an additional $50 million in funding for SHEP. If approved, the proposal will increase state funding for the project to $231.1 million. “Expanding the Savannah Harbor is vital to our renewed economic growth and plays an integral role in helping make our state the number one place in the nation in which to do business,” says Deal. The Port of Savannah is the fourth busiest port in the U.S.
Coast Guard icebreaker Polar Sea could get second life
hile most of the talk in Washington centers around the “fiscal cliff,” the House was able to pass by voice vote H.R. 2838, The Coast and Maritime Transportation Act of 2012. The bill now heads to the Democratcontrolled Senate for approval. H.R. 2838 represents a compromise between a bill passed by the House last year and another passed by the Senate this past September. The bill authorizes $8.6 billion in FY2013 and $8.7 billion in FY2014 for the activities of the Coast Guard, including new construction and fleet maintenance. REACTIVATING THE POLAR SEA One of the provisions in the bill would require the Secretary of the Department of Homeland Security to conduct
an analysis of the options for and costs of reactivating and extending the service life of the Polar Sea until at least September 30, 2022 in order to maintain the U.S. polar icebreaking capabilities. Built in 1977, the Polar Sea was deactivated in 2010 and was saved from scrapping this year. The analysis would have to determine the current condition of the Polar Sea, determine its capabilities in fulfilling the Coast Guard’s icebreaking needs, detail the costs of reactivation and life service extension; estimate the lifecycle cost of maintaining the Polar Sea during the rest of its extended life; and determine whether the reactivation is cost effective. The report would have to be submitted to the House’s Committee on
Transportation and Infrastructure and the Senate’s Committee on Commerce, Science and Transportation no later than 270 days after the enactment of the Coast Guard and Maritime Transportation Act of 2012. The cost to build a new icebreaker is estimated at $1 billion. TRANSPARENCY OF WAIVER PROCESS If there is one thing that really angers U.S.-flag operators it is when the U.S. Maritime Administration issues waivers to allow non-qualified Jones Act vessels to carry cargo between two U.S. ports seemingly when qualified vessels are available. It has certainly caught the attention of Congressman Elijah Cummings (D-MD). A long-time champion of the U.S. maritime
industry, Cummings would like to see more transparency in the waiver process. He joined with Jeff Landry (R-LA) in a bipartisan effort by adding an amendment to HR 2838 that requires MarAd to identify all of the actions that could be taken to enable U.S.-flag vessels to carry the cargo for which a Jones Act waiver is sought. “With this information,” says Cummings, “we will be better able to assess whether a Jones Act waiver is truly needed.” The move would shed more light on the entire waiver process and protect American mariner job opportunities. The Jones Act requires that cargo transported between two U.S. ports must be carried by ships under the U.S. flag, manned by American mariners and built in the U.S.
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Hopper suction dredger
TX Offshore & Shipbuilding’s Busan, Korea, shipyard delivered the 16,800 ton hopper suction dredger Al-Idrisi. The Al-Idrisi has an overall length of 119.1m, a molded breadth of 23m and a molded depth of 10.75m.
Each of the ship’s twin controllable pitch azimuthing propellers is driven by a non-reversible, four-stroke diesel engine that has an output of 4,000 kW at 750 rev/min. The dredger has a service speed of 13.7 knots. The 11,800-dwt vessel’s DP system can
control all its thrusters (rudder propellers, bowthruster). Wind data and forces in the suction pipe are used to calculate (“feed-forward”) the required counterforces. The hopper suction dredger trails its trailing suction pipe at starboard side when working, and loads the dredge spoil on the seabed into the hopper in the vessel. When the hoppers are full, the vessel sails to a disposal area and dumps the spoil through box-shaped four bottom doors in the bottom hull or pumps the spoil from the hopper to the shore through a bow connection or bow jetting installation on the foreship. A thermal oil system is applied instead of a steam boiler. The thermal fluid plant provides heating for the vessel, the accommodation, heavy fuel oil systems, storage tanks, etc. The hopper suction dredger has an automated engine room, suitable for unattended operation, according to the requirements of Bureau Veritas AUTUMS and Luxembourg Maritime Authorities.
BASLE EXPRESS 13,196 TEU containership One of the new generation of ultra large containerships, the 13,196 TEU Basle Express was built by Korea’s Hyundai Heavy Industries Co. Ltd. for Hapag-Lloyd. The Basle Express has an overall length of 366 m, width of 48.2 m and depth of 29.85 m with a design draft of 14.5 m. It is propelled by one Hyundaibuilt MAN B&W 11K98ME7 electrically controlled engine. The engine has an MCR of 58,274 kW at 91.8 rev/ min, enabling it to sail at a design draft service speed of 23.6 knots. When running at 90% MCR with 15% sea margin the vessel burns less
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fuel—at around 214.4 tons per day. The main engine is optimized with low load tuning by an exhaust bypass system for turbocharger for im-
provement of fuel consumption at practical operational condition. The PWM type shaft generator is fitted to cover a maximum 4,500 kW at sea, contributing to the reduction of CO2 emission. It is arranged in two islands concept with a separated location of accommodation from the engine room for crew comfort and an optimum ballast tank arrangement to minimize ballast amount at various loading conditions. The ship is classed by Germanischer Lloyd, CONTAINER SHIP, DG, +MC, AUT, RSD, EP, NAV-O, IW, BWM.
2012 Award winners
Jones Act 49,000 dwt product tanker
here is perhaps no vessel more aptly named than the 49,000 dwt, Jones Act-compliant chemical tanker American Phoenix. Originally started as part of a three-ship order by now bankrupt AHL Shipping, the uncompleted hull of the American Phoenix was acquired by MOTC, a joint venture of privately held Mid Ocean Marine and private equity firm Alterna Capital Partners, at a bankruptcy auction in early 2011 for $12.65 million. The ship was originally built under a virtual shipyard concept with several Gulf Coast shipyards constructing large modules or blocks of the vessel. Back in 2007, AHL Shipping had secured long-term charters for the three product/chemical tankers that were to be built under the virtual shipyard concept. The cost for each of the tankers at the time was reported as $124 million apiece. BAE Systems Southeast Shipyards, Mobile, AL, was then contracted to complete construction of the American Phoenix and prepare it for use in the Gulf of Mexico. The vessel is being chartered by Koch Industries. The American Maritime Officers (AMO) represents all of the licensed officers onboard the vessel. The U.S.-flag chemical tanker, American Phoenix has a capacity of 339,000 barrels, length of 616 feet long, beam of 105 feet and draft of 36 feet. It is the largest vessel ever built and launched in the State of Alabama. Operating management of the American Phoenix is being performed by Seabulk Tankers, a division of Seacor Holdings.
BNEIDER 125,220 m3 product tanker for KOTC When it comes to piracy, the 125,220 m3 product tanker Bneider won’t be an easy target. Shipowner Kuwait Oil Tanker Company (KOTC) has incorporated some of the lastest anti-piracy technologies into the ship, including an antipiracy deckhouse structure (with no external deckhouse ladder), cross bar doors for door-lock and key system, anti-ballistic film over the windows in the accommodation area, an anti-piracy jetting gun, a Long Range Acoustic Device (LRAD), a Ship Security Alert System and CCTV with night vision for the bridge wing fore and aft area.
The Bneider was built by Daewoo Shipbuilding & Marine Engineering Co. Ltd (DSME) and classed by Det Norske Veritas, +A1(E), “Tanker for
Oil ESP”, CSR, COAT-PSPC(B), E0, PLUS, HMON(G4,A1),NAUTICUS(O peration), CLEAN#, VCS-2, TMON, SPM, COMF-V(3), BIS, NAUT-OC, VIBR. With an overall length of 249.9m, beam of 42m and molded draft of 21m, the Bneider has an MAN B&W 6S60ME-C8 main engine, rated at 13,350 kW at 98.4 rev/min. The fuel oil consumption for the engine is 170.7 g/kWh at maximum continuous rating. As an energy saving measure, the ship has a pre-swirl stator installed at the stern frame in front of the propeller.
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ELKA LEBLON Shuttle tanker The 155,000 dwt shuttle tanker Elka Leblon was built by STX Offshore & Shipbuilding’s Jin-hae shipyard. STX Offshore & Shipbuilding led research, design and construction of the Elka Leblon. The ship’s accommodation including navigation bridge and engine room are
located in aft, and cargo area consists of double cargo oil tanks (port and starboard) and a pair of slop tanks, one port and one starboard, with a double bottom and double hull. The aft body with transom stern is used for the steering gear compartment, fresh water tanks and aft peak tank. The Elka Leblon has a service speed of 15.5 knots at 85% MCR of main engine power, and maximum deadweight is about 154,844.8 metric tons on scantling draft of 16.6 m. Additionally, the vessel has a Heli deck for Sikorsky S61N type helicopter and bow loading system on the forward deck. The two 2,200 kW controllablepitch azimuth thrusters, two bow tunnel thrusters, one 2,200 kW and the other 2,830 kW, and one 2,200 kW stern tunnel thruster are fixed in the vessel for dynamic positioning system. All thrusters are driven by an electric motor. For regulatory compliance, the Elka Leblon has a ballast water treatment system on upper deck.
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BRIGHTOIL GRAVITY 318,000 dwt Very Large Crude Carrier The 318,000 dwt Very Large Crude Carrier Brightoil Gravity was delivered to Brightoil by Hyundai Heavy Industries Co. Ltd. The VLCC has an overall length of 333 m, width of 60 m and depth of 30.4 m with a design draft of 21 m. Propulsion for the Brightoil Gravity is supplied by a Hyundai-built MAN B&W 6S90ME-C8.2 engine with MCR of 30,423 kW at 75.6 rev/min—enabling the ship to sail at a service speed of 16.4 knots at design draft when running at 90% MCR with 15% sea margin burning less fuel, about 108.8 tons per day,by adopting an electrically controlled engine. It has five pairs of side cargo oil tanks, five center cargo oil tanks and one pair of slop tanks with double bottom and double side structure, five pairs of water ballast tanks and peak tanks. The Brightoil Gravity is able to load and discharge three different kinds of cargo oils simultaneously without contamination. The cargo pump system allows maximum unloading rate of cargo oil 15,000m3/hr with three main cargo pumps, which are driven by three 3-stage steam turbines. It is classed by Lloyd’s Register of Shipping, +100A1 Double hull oil Tanker, CSR, ESP, ShipRight (CM, ACS(B)), *IWS, LI, DSPM4, +LMC, IGS, UMS, COW(LR), ShipRight (BWMP(S), SCM.
GLOVIS CHALLENGE 6,500-unit Roll-on/Roll-Off Car Carrier The 6,500-unit Roll-on/Roll-off Pure Truck Car Carrier Glovis Challenge was built by Hyundai Heavy Industries Co. Ltd. for Glovis (Korea). With an overall length of 199.98m, beam of 32.26m and depth of 32.64m, the Glovis Challenge has a total vehicle capacity of 6,450 standard cars and deadweight is 20,880 tons at the summer load draft of 10 meters. The Glovis Challenge is arranged with 12 separate car decks including four liftable decks. The liftable decks feature a huge height clearance and bigger uniform load and axle load making it highly beneficial for heavy car loading. It is furnished with one side ramp and one stern ramp ensuring the enhanced loading efficiency. Propulsion power is supplied by a Hyundai-built MAN B&W 6S60MC-C8 engine with an MCR of 12,213 KW at 100.rev/min, enabling it to sail at a service speed of 20.4 knots at design draft when running at 90% MCR.
CMA-CGM MARCO POLO 16,000 TEU containership At 16,000 TEU, the CMA CGM Marco Polo is the world biggest containership in operation. Built by Daewoo Shipbuilding & Marine Engineering Co. Ltd., the CMA CGM Marco Polo is designed as double-skinned construction in way of cargo holds and arranged with eight cargo holds, 24 bays of 40 ft containers with 22 hatches. Aftermost one bay is designed to accommodate 45ft containers from 1st tier on deck. The CMA CGM Marco Polo is fully welded flush decker type with bulbous bow, a transom stern with open water type stern frame, two bow thrusters that are equipped for effective berthing, a full spade rudder and a fixed pitch propeller directly driven by Wartsila 14RT-flex96C engine with maximum rating of 80,080 kW at 102 rev/min. The ship has a speed of 24.1 knots at the scantling draft of 16 m on even keel at 90% MCR and a pre-swirl stator as an energy saving device has been provided to have lower fuel oil consumption. Thanks to the design with superstructure amidships, the number of container slots is about 16,000 TEU including about 800 FEU reefer containers and homogeneous intake based on unit weight of 14T/TEU is more than 12,100 TEU.
NAVE CASSIOPEIA 74,711 dwt product carrier The 74,711 dwt, Liberia-flag product carrier Nave Cassiopeia was designed and built by Korea’s Sungdong Shipbuilding. Classed by ABS, the product carrier has six pairs of cargo oil tanks, two slop tanks, one residual tank, fore and aft peak tanks, segregated water ballast tanks, fuel oil tanks and fresh water tanks. The 219m Nave Cassiopeia has a cargo capacity of 86,628 m3. It has 12 sets of hydraulically motor-driven, submerged cargo pumps that each have a 900m3/ hr capacity and two sets of slop pumps that each have a capacity of 300m3/hr. The tanker can transport either crude oil or petroleum products with a flash point at or below 60 degrees C and the specific gravity up to 1.025. Propulsion power is supplied by a MAN B&W 6S60MC-C8 Tier II main engine, which develops 11,016 kW at 101.4 rev/min and achieved a speed of 15.75 knots at design draft at sea trials. www.marinelog.com
JS AMAZON Ultramax bulk carrier The environmentally friendly 63,500-dwt JS Amazon is the first of eight new generation Crown 63 Ultramax bulk carriers built by Sinopacific Shipbuilding’s Yangzhou Dayang Shipyard in China. Greenship Bulk, wholly owned by Greenship Holdings, manages the company’s bulk shipping investments
and owns the SETAF Group. Delivered in March to Jaccar Shipping, the JS Amazon was classed by Bureau Veritas to its first attestation for Energy Efficiency Design Index (EEDI) in reduction up to 20%. The JS Amazon attained an EEDI of 3.944 g/t*nm, well under the required 4.930 g/t*nm. The ship has an overall length of 199.99m, beam of 32.26m, and draft of 13.3m. The JS Amazon has five holds, with four 35 SWL cranes and five hydraulically operated folding hatch covers for improved cargo handling. Propulsion is supplied by an electronically controlled MAN B&W 5S60ME-C8.1-TII diesel engine that drives a 6,900mm Nakashima fourblade, fixed-pitch propeller. The bulk carrier has super-low fuel consumption, with an optimized hull, larger diameter and lower speed propeller. The ship also has a Green Passport for ship recycling and the engine room and steering gear room, are organized as a citadel against piracy attack.
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PTSC BIEN DONG O1 350,000 bbl FSO With a capacity to hold 350,000 barrels of oil, the Floating Storage Offloading (FSO) unit PTSC Bien Dong 01 was delivered to PetroVietnam Technical Services Corporation (PTSC) from Korea’s Sungdong Shipbuilding & Marine
SONANGOL PORTO AMBOIM 157,000 dwt crude oil carrier This past July, Daewoo Shipbuilding & Marine Engineering Co. Ltd. delivered the 157,000 dwt crude oil carrier Sonangol Porto Amboim to state-owned oil company SONANGOL. The ship has an overall length of 274m, beam of 48m and depth of 23.7m. Propulsion power is supplied by a single MAN B&W 670MC-C8 diesel engine rated at 16,850 kW at 91 rev/min. The Sonangol Porto Amboim has been designed and built under the survey of ABS and classed +A1(E), “Oil Carrier ESP”, CSR, SafeShip-CM, CPS, +AMS, +ACCU, VEC, TCM, RW, UWILD, ES, NIBS, SH-DLA, SFA(30). The Bahamas-flagged ship is built with a higher strength steel portion—about 50%—as compared with other general Suezmax tankers.
STX ARBORELLA 55,000 dwt wood pulp carrier Engineering Co. Ltd. The double-sided, single-bottomed FSO will be permanently moored in approximately 132 meters of water on Bien Dong Oilfield Offshore Vietnam. The first FSO ever built for PTSC, the PTSC Bien Dong 01 is moored by the Internal Turret Mooring system. The Internal Turret Mooring system control room is arranged under the forecastle deck. A skeg was integrated into the design of the hull to allow for easy transport from the shipyard in Korea to Bien Dong Oilfield Offshore Vietnam. The PTSC Bien Dong 01 has a continuous upper deck with forecastle and a raked stem. The transverse and longitudinal bulkheads below the upper deck are plane type. Accommodation and machinery space are located at the stern of the vessel. A helideck is arranged above the accommodation. A tandem mooring arrangement and cargo offloading station and equipment are located at the stern of the vessel.
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Built by STX Offshore & Shipbuilding’s Jin-hae shipyard, the 57,000 dwt STX Arborella is the first of 20 Supramax Open Hatch General Cargo Carriers ordered by STX Pan Ocean. With an overall length of 199.9m, a molded breadth of 32.26m, a molded depth of 19.3m, the STX Arborella can ship more than 55,000 tons of wood pulp. The ship has eight cargo holds with double-bottom, water ballast tanks and side water ballast tanks. The ship was deployed in trade between Brazil and the Americas, Europe and Asia, this past September, where it will carry all of Fibria’s exported wood pulp freight for 25 years. The STX Arborella was optimally designed to suit the characteristics of wood pulp freight carried by STX Pan Ocean. It has a dehumidifier in its cargo holds to meet client’s needs in order to prevent cargo damage from increased moisture in the cargo holds. Propulsion power is supplied by a slow-speed, two-stroke, reversible, Tier IIcompliant MAN B&W 6S50MC-C8.1 diesel engine built under license by STX. The electric-generating plant consists of three sets of main diesel generator engines and one set of emergency diesel generator engine. STX Arborella’s sister ships will be delivered one-by-one by 2014 from STX Offshore and Shipbuilding’s Jinhae Shipyard and STX Dalian.
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BY PAUL BARTLETT, CONTRIBUTING EDITOR ShipBuilding
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CHANGING ENERGY PICTURE U.S. to be energy self-sufficient by 2020
he future of two of the world’s largest tanker companies is currently a hot topic, but the fortunes of many smaller ones lie in the balance, some analysts are warning. Weak demand continues to depress rates as markets already awash with tonnage prepare to absorb another 400 tankers, including nearly 90 VLCCs, over the next two years or so. U.S. heavyweight OSG may well have been forced into Chapter 11 by creditors with wide-ranging interests and more or less security over the company’s many assets, but the fact that such a mighty corporation could have been brought to its knees just a few years after tanker owners were basking in a prolonged spell of super-profits demonstrates the volatility of the sector. Meanwhile, on the other side of the pond, Danish shipping giant AP MøllerMaersk has been playing down its latest corporate reorganization which sees Maersk Tankers demoted to a non-core business. At a recent capital markets day, group chief executive Nils Andersen cited four key focus areas—Maersk Line, Maersk Drilling, Maersk Oil and APM Terminals. Tankers were conspicuously absent. 20 MARINE LOG dECEMBER 2012
Indeed, Maersk Tankers has been divesting itself of tonnage recently, having just sold 11 handygas tankers to Navigator Gas for delivery through 2013, and 13 small products carriers—under the Brostrom brand—to Sweden’s Thun Tankers. Two VLCCs have also been placed in cold lay-up in Brunei Bay. In a statement following the Navigator Gas deal, Maersk Tankers CEO Hanna Sørensen said the sale supported the company’s aim of simplifying and releasing capital for future investments. But some analysts were questioning whether further sales could be in the cards, if willing buyers could be found. The short-term prospect for the tanker market may indeed look bleak but, in the medium term, prospects are much brighter. The International Energy Agency’s key conclusions in this year’s recently published World Energy Outlook, for example, include the likelihood that the U.S. will be energy self-sufficient by 2020 and that, by then, the country will be producing more oil than Saudi Arabia. And that’s great news for both tanker and gas carrier owners. Huge volumes of oil and gas, previously trapped but now up for fracking and potentially available, have trans-
New LNG trades will create demand for Floating Storage Regasification Units (FSRUs) such as this one
formed the energy outlook, not only for the world’s largest economy, but probably across the planet. This, together with wide-scale subsidies by governments, will mean that energy consumers remain addicted to fossil fuels for the indefinite future, the IEA believes. The result has far-reaching implications for tanker and gas carrier owners and—at least medium term—these are positive. As Simon Newman, a tanker analyst at ICAP, explained to delegates at a recent ship finance conference in London, self-sufficiency does not mean that the U.S. will stop importing oil. In fact, it could mean quite the reverse—as demand continues to increase, more, heavy long-haul oil could well be shipped from producers like Saudi Arabia, while newly accessed, lighter U.S. crudes are sold for export, or refined and exported on new product trades. Newman pointed out that more oil in the world would almost certainly mean more demand for tanker capacity. Positives, he said, included rising production www.marinelog.com
ENERGY ShipBuilding in West Africa, Libya, Latin America and particularly Iraq; vast strategic storage in China; and more refineries in both China and India which would generate new export demand for medium- and long-range products carriers. A few weeks earlier—at this year’s Gastech event, also in London—there was a strong undercurrent of excitement as exhibitors and delegates delighted in the long-awaited LNG upturn. Once again, the U.S. was center stage, with cheap gas and a range of export projects a major topic of discussion. Cheniere’s Sabine Pass LNG export facility, now under construction and due to start exporting gas in 2015, was a key focus. When all its production trains are commissioned, the company will export some 2.2bn ft³/day of gas to international
customers including BG Group, GAIL of India, South Korea’s KOGAS and Gas Natural Fenosa of Spain. Meanwhile, seven other export terminals have been proposed to the Federal Energy Regulatory Commission and are now under consideration. Engineering firms specializing in gas handling cryogenic technology and exhibiting at Gastech could hardly contain their excitement. Many are predicting the construction of a host of new import/ export terminals of varying shapes and sizes, spread right across the globe. All will require sophisticated regasification or reliquefaction facilities, supported in many cases by floating storage units of one type or another. Relatively cheap U.S. gas is likely to be the catalyst for many of these developments.
In shipping, LNG bears have expressed concern on a number of counts—the scale of the 70-plus LNG carrier orderbook; the fact that many vessels have been ordered on spec by new entrants to the sector; and the fact that around 30 of the LNG carriers currently under construction remain unfixed today. The bulls, meanwhile, point to soaring global gas demand, new markets, new trades and the strongest freight market anyone can remember. Energy shipping is certainly undergoing a change of emphasis and more blood will likely be spilt over the next two years. However, for those strong enough to weather the imminent storm, there are likely to be spectacular opportunities ahead. ML
Waller Marine to develop small-scale LNG terminals Liquefied natural gas has sparked strong interest as a marine fuel because of its relative abundance, low price and attractive environmental performance. One challenge is the ready availability of liquefied natural gas (LNG) for bunkering. Houston-based Waller Marine, Inc., however, is working towards a solution. Through its LNG development subsidiaries, Waller Energy Holdings, LLC and Waller LNG Services, LLC, it is developing a natural gas liquefaction (LNG) facility on a 175-acre site the at the Calcasieu Ship Channel in Cameron Parish in Southwest Louisiana. It is the first of seven planned small-scale LNG terminals that will be cited around the U.S. coast. Using small-scale liquefaction technology, Waller Marine plans to install nominal 500,000 gallon per day LNG trains in phases as the market and demand for marine LNG fuels expands. The first trains are planned for the Waller Point LNG terminal in Cameron Parish, and additional trains are planned for a second terminal that it is developing through its subsidiary Waller Energy Partners, LLC, at a site to be secured on the Mississippi River in the first quarter of 2013. With the new North American Emission Control Area (ECA) regulations in effect, Waller Marine’s focus is to supply LNG to the marine fuels market. To enable the supply and distribution of LNG to and from small scale LNG
Waller Marine’s 30,000 m3 ATB LNG RV terminals and for bunkering LNG as a marine fuel, Waller has also conceived and designed a series of small LNG vessels ranging from its 2,000 to 10,000 m3 capacity river transport and bunker barges and its 10,000 to 30,000 m3 coastwise ATB LNG vessels. Waller’s concepts are patent pending before the USPTO, and Waller has recently acquired Approval in Principle from ABS. U.S. vessel owners are faced with increasing costs of operations as the ECA regulations drive decisions on how they should comply; one, by installing exhaust gas scrubbers or two, by using expensive ultra-low sulfur fuels. A third and more cost-effective alternative that will permit compliance with emissions is the use of LNG to fuel their vessels. Waller Marine says with strategically located LNG supply facilities, a
distribution of the fuel by Waller barges to small-scale LNG storage terminals combined with ship fueling with Waller LNG bunker barges at anchorages, ports and terminals throughout the U.S., vessel owners will have access to competitively priced LNG. Waller anticipates that substantial savings can be achieved by vessel owners using LNG fuels with payback for conversion costs being as short as six months. Waller has also initiated a vessel conversion strategy and is working with partners on providing funding for the conversion of ships to be fueled by LNG. Working with engine manufacturers and equipment suppliers, Waller is engineering shipboard LNG fuel storage and supply systems for vessels having a range of horsepower. They are also developing pre-manufactured systems to reduce or eliminate downtime during conversion. ML
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The 136 ft longliner Arctic Prowler is currently under construction at Vigor’s ketchikan facility in Alaska
ShIpyARd OUTLOOk The promise of a new year—2013 looks good for u.S. Shipyards Smaller “second-tier” shipyards across the U.S. believe 2013 will be a good year for the industry—its promise of prosperity improved by a full backlog, increased demand, planned expansions and an upswing in new hires. One yard with a strong backlog is Somerset, MA-based Gladding-Hearn Shipbuilding, A Duclos Corporation. The shipyard has 13 vessels on order for 2013, says Peter J. Duclos, GladdingHearn’s President and Director of Business Development, and is busy lining up work for 2014. The shipbuilder has orders to construct five patrol boats for the New York City Police Department (NYPD) Harbor Unit, three patrol boats for the Columbian Navy, four pilot boats and one fast ferry. Similarly, business has picked up at Gulf Coast shipyards. As we reported last month in “Gulf gets a lift” (ML November 2012 p. 24), there are about 65 Platform Supply Vessels on order, all of which except for two are under construction at Gulf Coast shipyards. Leading the charge are Eastern Shipbuilding, 22 MARINE LOG dECEMBER 2012
Panama City, FL, and VT Halter Marine, Inc., Pascagoula, MS, followed by the likes of BAE Systems Southeast Shipyards, Mobile, AL, Thoma-Sea Shipyard, Houma, LA, and TY Offshore, which is building dual-fuel PSVs for Harvey Gulf International Marine. But beyond the oil patch, business is starting to percolate, too. Just ask Conrad Industries. With four shipyards located in Louisiana and Texas, Conrad Industries, Inc., Morgan City, LA, goes into 2013 optimistic, albeit cautious. Its newbuild orders are up, its repair business remains steady and the inland market continues to be strong for the shipbuilder. Conrad reports that in the first nine months of 2012, it added $183.5 million of backlog to its new construction segment, up from the $135.9 million in backlog for the first nine months of 2011. Diversity and flexibility is key for Conrad as shown by its order book. Currently, between its four yards, the shipbuilder is building two 200 ft Class Lift Boats, an LPG barge, deck barges,
several 2,000 hp inland push boats and numerous 30,000 bbl inland tank barges. And recently, it was announced, that Seattle-based Harley Marine placed an order for four 297 ft, 30,000 bbl sisterclass double hull petroleum barges. The first barge will be completed by the end of this year. INFRASTRUCTURE INVESTMENT Of course to remain competitive, shipyards have to invest in new machinery and equipment, fabrication buildings and machine shops to improve productivity, efficiency and expand business. As we were going to press, VT Halter Marine broke ground on its new ship repair facility at its Pascagoula location. The new facility will generate 400 jobs. “We are now realizing an important part of VT Halter Marine’s five-year strategic plan to develop a full service repair facility to complement our existing new construction facility,” says Bill Skinner, VT Halter Marine CEO. “We are grateful to all of our local, state and federal partners that made this opportunity possible.” www.marinelog.com
Shipbuilding ShipBuilding The Mississippi Development Authority (MDA) provided assistance through the Hurricane Katrina Community Development Block Grant (K-CDBG) program for infrastructure improvements related to the project. One of the “biggest” small shipyard groups with 28 dry docks in Louisiana and Texas, privately held Bollinger Shipyards, Inc., Lockport, LA, continues to upgrade its facilities with new technology, training programs, improved services and new dry docks, according to Robert Socha, Executive VP, Sales & Marketing, Bollinger Shipyards. While Bollinger Shipyards’ eight repair and conversion facilities “have seen a gradual slow down for the fourth quarter into the first quarter of 2013,” the yards remain fairly busy, says Socha. The shipbuilder has several ongoing projects including large programs working with OPA 90 conversions and OSV conversions, as well as an “assortment of vessels from a diverse customer base,” explains Socha. Bollinger recently delivered the fourth FRC to the USCG and launched the seventh vessel in the series. As for commercial activity, Socha says early 2013 will see the delivery of the Crowley Ocean Class DP2 tugs and the New York City sludge vessels are “moving forward.” Bollinger Shipyards has also secured a contract from Hornbeck Offshore Services to lengthen and upgrade six 200 ft DP1 offshore support vessels to 240 ft, DP2. The planned 40-ft mid-body extensions and DP upgrades will bring each vessel’s capacity up to 2,850 tons of deadweight and roughly double their liquid mud carrying capacity to about 8,000 barrels. Over in Jeanerette, LA, Metal Shark Aluminum Boats recently expanded its 65,000 ft2 manufacturing facility to better manage increased USCG orders. Metal Shark currently has 63 RB-S II 28 ft Defiant Class vessels on order for the USCG with up to 480 boats expected to be delivered across the fleet. However, expansion plans aren’t done yet, promises Greg Lambrecht, Vice President, Metal Shark. The plan is to continue expanding well into next year in anticipation of future growth. WEST COAST EXPANSION Meanwhile, Vigor Industrial is no stranger to expansion. This past summer, after acquiring Alaska Ship & Drydock, Vigor completed a brand new state-ofthe-art 70,000 ft2 assembly hall at its www.marinelog.com
Ketchikan facility. Ketchikan Shipyard is owned by the Alaska Industrial Development and Export Authority (AIDEA) and operated by Vigor. The new Ship Assembly and Production Hall is meant to minimize material flow, maximize efficiency and position Ketchikan as a competitive emerging shipyard. Currently, the 136 ft Arctic Prowler, a steel-hulled factory longliner for the Alaska Longline Company, is under construction at Ketchikan. The vessel’s engine room module was the first moved into the new assembly hall back in August. The vessel will be delivered 2013. The assembly hall will soon be joined by a 134 ft x 70 ft x 70 ft Steel Shop. The year ahead will also see Vigor delivering a split-hull dump barge for American Construction. Designed by The Glosten Associates, Seattle, WA, the 242 ft barge will be built at Vigor’s Swan Island shipyard, Portland, OR. Delivery is set for June 2013. Moreover, Vigor anticipates undertaking several lengthenings and rebuilding projects next year, as well as supporting offshore oil and gas exploration efforts in the Beaufort and Chuckchi Seas. Vigor is also among the eight shipbuilding companies competing for the USCG Offshore Patrol Cutters (OPC) contract. If Vigor wins, it would potentially build up to 25 OPCs based on the Ulstein X-Bow design. The contract’s value is potentially worth an estimated $8 billion, according to Fosheim. The U.S. Coast Guard has extended the deadline to submit proposals to Jan. 23, 2013. The initial contract would be for 11 OPCs valued at $300 million apiece. Besides Vigor, others expected to be in the running or that have expressed interest include: Bath Iron Works, Bath, ME, Bollinger Shipyards, Eastern Shipbuilding, Panama City, FL, Huntington Ingalls, Pascagoula, MS, Marinette Marine, Marinette, WI, NASSCO, San Diego, CA, and VT Halter Marine, Pascagoula, MS. THE APPEAL OF INNOVATION While small, Seattle’s Kvichak Industries has shown an ability to continually improve and expand its role in innovative projects. The boat builder has unique in-house design capabilities that attracts new projects. To further enhance its appeal to customers, Kvichak has an on going program for continuous improvement of its general facilities Recently, the
The seventh FRC is launched at Bollinger’s Lockport facility. FRC 5 and 6 are outfitted in the background
yard installed a water jet cutting table. The improvements couldn’t have come at a better time. Kvichak and RB-M team partner Marinette Marine, Marinette, WI, are producing and delivering Response Boat Mediums for the U.S. Coast Guard. Additionally, the yard is wrapping up construction on the third 45 ft RB-M C for the NYPD Harbor Unit and has started construction on an RB-M C for another law enforcement agency in the U.S. Its midway through construction of fifteen 30 ft skimmers for the U.S. Navy, building a 19 ft Seine skiff for a customer in San Diego, a 64 ft pilot boat for the Savannah Pilots, a 50 ft pilot boat for the South West Alaska Pilots Association and the yard is currently in the final development stages on a couple of partnering projects. STEADY REPAIR On the repair side, Detyens Shipyards, Inc., North Charleston, SC, expects growth in the year ahead. The first five months of 2012 saw the yard dry dock and repair more than 10 internationally owned vessels. Currently, the yard is finishing work on a six-ship repair job for Germany’s Jungerhaus Maritime Services. Recently, Detyens was awarded two Navy contracts: a $13 million contract to overhaul the USNS Zeus and a $21.5 million contract to repair and upgrade the USNS Arctic. The USNS Zeus’ overhaul will be completed March 2013. ML
dECEMBER 2012 MARINE LOG 23
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DiVERSiFiCATiON pAYS OFF ASRY’s expansion into offshore and Navy repairs, power barge construction pays dividends
well-planned diversification strategy over the past few years at Bahrain’s Arab Shipbuilding & Repair Yard Co (ASRY) has enabled the yard to ride out the continuing shipping market storms which have badly affected other yards solely reliant on ship repair work. In recent years ASRY has diversified from being a repairer of commercial vessels, to handle offshore rig repairs, naval repairs, and most recently move into the Power Barge construction market. This summer the yard opened a new division ASRY Consultancy Services, which will offer owners turn-key solutions to major refit and conversion projects as well as oil and gas related newbuildings and shipyard consultancy. Despite the continued shipping recession ASRY has shown another strong first half year performance in 2012, demonstrating the yard’s resilience and determination to remain at the forefront of global ship repair and maintenance, including the demanding offshore oil and gas markets. WEATHERING THE ECONOMIC STORM Commenting on the first half of 2012 ASRY CEO Chris Potter says, “Our strong performance during the first six months of 2012 is vindication of a diversification policy that has seen the yard weather the recent economic storm and move forward with expansion plans as competitors struggle for business. Without diversifying, ASRY would not be the region’s leading shipyard, nor have its global reputation.” Continues Potter, “The ship repair industry is facing a lot of challenges and to meet them ASRY has strong future plans. We have been very busy over the last two years after a slow period, but we are looking towards a commanding performance in the coming years.” Looking ahead, Potter sees prospects picking up. “As things stand now,” he says, “2012 will have been a good year, while 2013 promises to be better. And in 2015 the situation is expected to improve considerably.” Business during the first half of 2012 24 MARINE LOG dECEMBER 2012
The Vela-owned Leo Star was in dry dock at ASRY this past October
at ASRY virtually mirrored that of the same period for 2011 in terms of number of vessels repair and contract value. During the first six months of 2012 ASRY repaired a total of 97 vessels compared to
107 the previous year; the business coming from both the Arab and international markets, for a wide variety of ship types: ULCCs, container vessels, naval craft, offshore jack-up rigs and offshore supwww.marinelog.com
Ship REpAiR ShipBuilding
port vessels. Arab owners accounted for 58% of the work and International owners 42%. Once again rig repair work accounted for a large slice of the yard’s business. Notable repairs completed in the first half of 2012 in terms of value included major work on three jack-up rigs, as well as repairs to the Kuwaiti-owned livestock carrier Al Messilah, the Italian-owned bulk carrier Rosalina d’Amato and three large vessels owned by U.S. operator Maersk Lines Ltd, the two containerships Maersk Carolina and Maersk Missouri and the PCTC Alliance Norfolk. Arab owners continue to support ASRY in large numbers. During the period under review 16 vessels were repaired from owners based in Saudi Arabia, notably the National Shipping Co of Saudi Arabia and Red Sea Marine Services; nine vessels from Kuwait, almost all from the Kuwait Oil Tanker Co (KOTC) and 21 vessels from Bahrain. U.S. owners once again led the way for the international market, repairing a total of 13 vessels; much of this work coming from Maersk Line Ltd. Maersk signed a Fleet Repair Agreement with ASRY at the beginning of 2012 for its entire global fleet operation. Owners from Norway have been long term customers at ASRY and the first half of 2012 was no exception with eight vessels repaired: two large LPG carriers from BW Fleet Management AS, BW Boss and BW Broker, and four chemical tankers from the fleet of Odfjell Management AS: Bow Victor, Bow Fortune, Bow Faith and Bow Flower. As regards to the yard’s on-going $188 million facilities expansion programme, ASRY’s new 1.38 km repair quay wall was officially inaugurated in mid-December 2011 and its two
The U.S. owners represent an important sector for ASRY, including the U.S. Navy. Above, a U.S. Navy minehunter undergoes repairs
rail-mounted cranes were officially commissioned in March. Meanwhile, the yards four new tugs, built by ASRY itself, are now in service. The hull of the first Power Barge has now been completed and construction work on the second and third barges has started. Work continues at ASRY to improve existing facilities and a new sub-contractors workshop facility has just been completed alongside the new repair quay wall. ML
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dECEMBER 2012 MARINE LOG 25
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NDRF ships activated to house FEMA workers Hurricane Sandy left a swath of destruction in the New York metropolitan area leaving millions without electricity and some without food, water and shelter. The relief required the housing of hundreds of Federal Emergency Management Agency (FEMA) response personnel. The problem was where to house and feed these workers? The solution: National Defense Reserve Fleet vessels. We spoke with Kevin Tokarski, Associate Administrator for National Security, Maritime Administration, about some of the challenges in activating these ships. ML: Which ships were used from National Defense Reserve Fleet to house FEMA personnel who are involved in Hurricane Sandy relief efforts? Kevin Tokarski: Three ships from the National Defense Reserve Fleet are being used to assist in the relief efforts of Hurricane Sandy. Those ships are, in order of assignment, TS Empire State from State University of New York Maritime, Ready Reserve Force’s SS Wright from Baltimore, MD and the TS Kennedy from the Massachusetts Maritime Academy. ML: When was it decided to use the NDRF ships to house the workers? KT: Following the storm’s landfall in New Jersey and New York, at the requests of the Department of Homeland Security and FEMA on October 31, The Training Ship Empire State, shown above in a file photo, was one of three National Defense Reserve Force ships activated by the Maritime Administration to house FEMA workers. Photo: Glenn Fitzpatrick 26 MARINE LOG dECEMBER 2012
MARAD activated the TS Empire State, and began making preparations to activate the TS Kennedy and SS Wright for berthing response personnel in the New York area. These mission assignments were to expire in early December; however, FEMA is currently revising these requests to mid/late December to accommodate the needs of the recovery efforts.
challenges included acquiring and keeping enough bed linens and towels available, setting up internet cafe’s, parking for vehicles, making accommodations for K-9 animals, and for some guests climbing into the upper rack or bunk bed configuration that is normally used by young students and marines. But it should be noted that great galley service and hospitality greatly relieved worries.
ML: What were some of the challenges that ML: How many you faced in activatFEMA personing the ships for the Kevin Tokarski, nel were/are being Associate Administrator for National response effort? housed? K T : T h e R e a d y Security, Maritime Administration KT: On November 20, Reserve Force serves a typical day, the TS as a reserve of ships Empire State housed for national defense and national emer- 470 passengers overnight and served gencies, and as such, are expected to 1,079 meals. Aboard the TS Kennedy be fully operational and ready to sail 461 passengers were housed overnight within their assigned 5- or 10-day readi- and 957 meals were served and on the ness status. The NDRF schoolships are SS Wright 184 were housed overnight not assigned a readiness status for DOD with 284 meals served. To date, over purposes but generally are available for 17,000 overnight guests and over 31,000 emergency service in less than 10 days meals have been served. after notification. After receiving the request from FEMA all vessels were acti- ML: Are there any plans for a special vated well within expected timelines and Thanksgiving dinner for the FEMA perready to complete their assignments as sonnel? requested. KT: We provided a traditional ThanksChallenges encountered were unique giving dinner and celebration for emerto the mission of berthing FEMA-spon- gency personnel that were aboard the sored response personnel. Some of the ships during the holiday. ML www.marinelog.com
N.Y. Water Taxi operates new ferry to Staten Island Staten Island, one of New York’s boroughs hardest hit by Hurricane Sandy, received a new temporary ferry service on Nov. 26 operated by New York Water
New York Water Taxi’s distinctive yellow vessel on an early morning commuter run
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Taxi, which was selected by the New York City Department of Transportation (DOT) in an expedited bidding process. The ferry service will operate for eight weeks from Great Kills, Staten Island to Wall Street and East 35th Street in Manhattan. Funding for the new service was being provided by the Federal Emergency Management Agency (FEMA). The service was initially set to cost $2 each Great Kills was one of the areas hard hit by Hurricane Sandy way. However, on Dec. 3, New York Water Taxi announced it would Island’s south shore have been lobby“pick up the tab” for 500 commuters tak- ing for ferry service to Manhattan for a ing the service starting on Dec. 5. while. Our hope is that by offering 500 According to Travis Noyes, senior vice free rides next week, more people will try president, Sales and Marketing, New the service and we can better gauge the York Water Taxi, hundreds of Staten viability of continuing service from the Island residents had used the new ser- South Shore to Manhattan on a longer vice during its first week. term basis,” he adds. “Residents and politicians on Staten ML
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28 30 MARINE MARINELOG dECEMBER LOG AUGUST 2012 2002
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April 2–3, 2013 Join Marine Log and raiLway age in Baltimore for a special conference exploring the multi-modal approach to moving cargo efficiently—by rail, by ship, by truck. ConferenCe topiCs • • • •
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Newsmakers Ku’uhaKu ParK has been named vice president, government and community relations at matson navigation company, inc. He will be responsible for directing Matson’s government relations and community services activities in Hawaii. The u.s. merchant marine academy, Kings Point, N.Y., has named retired captain susan L. dunlap, u.s.n. (Ret.) as its new deputy superintendent. The 28-year Navy veteran will begin work at the Academy next month. captain cliff Porter has been promoted General Manager, Traffic and Business Development for signet maritime corporation. svein engh has been appointed Managing Director and Group Head of ciT maritime Finance. CIT Maritime Finance is a new business launched by ciT Group inc. that will originate and underwrite blue water vessel financing. clay maitland has been named CoChairman of new York maritime inc.
30 marine LOG DECEMBER 2012
capt. susan dunlap Ku'uhaku Park maTsOn naviGaTiOn usmma
svein engh ciT
(nYmar). He will serve as co-chariman with Peter shaerf of ama capital Partners.
member companies of the SCA in the mission, function and management of the trade association.
bureau veritas’ Marine & Offshore Division has named Philippe donche-Gay its Executive Vice-President. The announcement followed the retirement of bernard anne from the position.
sphere Offshore solutions LLc, Houston, TX, has appointed captain andrew cox as Vice President. Sphere Offshore Solutions is a marine survey and rig moving company. Its parent company is signet maritime corporation.
Director of Navy and Government Sales at W&O, Jacksonville, FL, Fred Loomis, has been selected to serve on the shipbuilders council of america’s (sca) new Industry Partners Committee. The committee’s focus will be to make recommendations on how to best integrate and represent the numerous partner
Jaya holdings Limited, Singapore, has named chong chow Pin its Chief Financial Officer Designate. He will be responsible for financial treasury and all corporate services. He succeeds Thai Kum Foon who steps down at the end of this month.
Northern Lights for marine education
www.northern-lights.com northern Lights will be helping 10,000 school children learn about the world’s waterways. Its Hybrid marine system has been selected to power a new “floating schoolhouse” for the maritime Aquarium, norwalk, cT. The school’s new Incat crowther-designed 65-ft research vessel will be used on the Long Island sound to entertain and educate aquarium visitors, including the 10,000 school children who visit the aquarium annually. The Hybrid marine system will enable the vessel to use clean and reliable propulsion, with use of stored energy keeping operations quiet and eco-friendly. The system also provides the vessel’s Ac electrical power, alleviating the need for running an additional genset.
The Hybrid marine system can be designed for electric propulsion, shipboard Ac power, or both—as is the case with the aquarium’s vessel. The system provides power via Lugger L1064A propulsion engines with integrated starter generators (IsG). energy is held in the energy storage module (esm) and metered through a power control system (Pcs). The traction motor provides energy to the prop, while energy is stored for its most efficient usage. “The entire package is designed to be clean, quiet and environmentally responsible,” says northern Lights vice president mike maynard. “our hybrid marine solution eliminates wet stacking and will reduce both energy waste and fuel costs.”
aBS nautical Systems to equip oceanografía fleet Abs nautical systems has signed a contract with one of mexico’s largest offshore vessel operators specializing in underwater survey, diving, pipe laying construction and maintenance operations, oceanografía s.A. de c.v. Abs nautical systems will install the ns5 enterprise asset management software system across oceanografía’s entire fleet of multi-purpose osvs. The plan is to first implement the software on the six Abs-classed newbuilds, which will utilize the maintenance & repair and Drawing management modules as part of the Abs newbuild Program. This will result in savings for software licenses, database development and consulting services of nearly $100,000. Additionally, the Purchasing & www.marinelog.com www.marinelog.com
Inventory and crew management modules will be installed. The remaining vessels in oceanografía’s fleet are scheduled for software installation within the next 12 months. “while there are other fleet management software suppliers, it was Abs nautical systems’ unrivalled dominance and credibility as trusted suppliers to the offshore industry that tipped the scales,” says captain Juan carlos Hernandez, Director of operations, oceanografía. oceanografía valued the direct link the software system had to a classification society, and as a long time customer of Abs felt confident that ship-to-shore transparency across their fleet would provide a more consistent management process. www.eagle.org
new engine from aBC with a century of engine-building expertise under its belt Anglo belgian corporation (Abc), belgium, celebrated its 100year anniversary with the introduction of its new engine, the DL36. The DL36 range will expand the company ’s market to larger vessels, such as ferries, osvs and larger tugboats. Available in a 6- and 8-cylinder range, the DL36 will deliver 650 kw/cylinder at 750 rev/min with bmep of only 24 bar, ensuring that the traditional reliability and robustness Abc is known for is maintained. The line will also include new innovations such as eGr, two-stage turbo-charging and an optimized common rail system. The DL36 meets Imo Tier 3 requirements. Additionally, the engines will run on diesel, heavy fuel and bio fuels, with the option of running on dual fuel available. www.abcdiesel.be
Heating things up with your First mate ii Your First mate just got an upgrade. oregon-based FLIr systems has launched the next generation of its popular First mate line. The First mate II thermal night vision camera boasts the thermal imaging performance quality FLIr is known for but comes with the added powerful InstAlert feature. Highlighting the strongest heat signature in the image in red, the InstAlert instantly alerts crew about men overboard and hazards along the way. First mate II models are ultra-compact, lightweight and easy to use. The line is available in 240 x 180 and 320 x 240 resolutions and comes with a variety of lens options. Additionally, the camera features a long battery life and a rugged, all-weather design. www.flir.com
December 2012marinelog 57 marine log 31 november 2012 november 2011 marine log 57
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While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your Shipyard Contracts input. Please e-mail any changes to: email@example.com. Some contract values and contract completion dates are estimated. Information based on data as of about December 1, 2012. (*) Asterisk indicates in series delivered. “C” aafter a vessel type indicates a major converREGULATION & IMPLEMENTATION AT A GLANCE May 1, 2012. (*) Asterisk indicates first infirst series delivered. A “C” Aafter vessel type indicates a major conversion,
sion, overhaul or refit. Additional commercial and government contracts are listed onwebsite, our website, www.marinelog.com. overhaul or refit. Additional commercial and government contracts are listed on our www.marinelog.com.
Ballast Water Capacity
Commercial New Vessels All
On or after Dec. 1, 2013 SHIPyARD Shipyard Location LOCATION QTy TyPE Particulars PARTICULARS Qty 1,500 m Type Est. Value $ Mil 3 Existing Vessels Less than BeforeOwner Dec. 1, 2013
Vessel’s Compliance Date
OnOwNER/OPERATOR delivery EST. $ MIL EST. DEL. Est.Scheduled Del. First Drydocking after Jan. 1, 2016
Alabama Shipyard Mobile, AL 1 riverboat casino 38,000 ft2 casino Hollywood Park Casino 35.0 7/00 RECENT CONTRACTS AllenShipbuilders Marine, Inc. Sitka, passenger catamaran 78 ft Allen Marine Tours Candies Houma, LA vessel 102m x 20.6m Candies LLC 2014 1,500 – AK 5,000 Before Dec. 1,72013 FirstOtto Scheduled Drydocking after Jan.2.01, 2014 2000 JUN18 Huntington Ingalls Pascagoula, MS m31 1 subsea assault ship LHA U.S. Navy $2,381.4 AllenMarine Marine, Inc. Sitka,RI AK passenger catamaran 61 NYWaterwayTowing 2.0 2000 2013 Senesco Kingston, ASD tug 5,150 McAllister Gladding-Hearn Somerset, MA 31 1 patrol boats ft xhp 1778ftft NYPD AMFELS Brownsville, TX 1 deepwater construction vessel 4000-ton deckload CalDive International 100.0 1Q/01 Senesco Marine Kingston, RI dry dock 420ftft, 7,300 lt cap Caddell Dry Coastal Dock Voyages Gladding-Hearn Somerset, MA boats 70 17 ft passenger Atlantic Marine, Inc. Jacksonville, FL 21 m 2 3patrol cruise shipsBefore Dec. 226 Delta Queen 60.01, 2016 6/01 2013 Greater than 5,000 1,x2013 FirstNYPD Scheduled Drydocking after Jan. Vigor/US Fab Seattle, WA MS auto ferry 362ftftx 336in x ft83 ft 2hp in Washington State Ferries FEB14 Signet Shipbuilding Pascagoula, tug dredge 80 ft, 5150 Signet Maritime Bay Shipbuilding Sturgeon Bay, WI 1 1 tractor cutterhead 250 Lake Michigan Contractors 2000 MAY13 Bay Shipbuilding Sturgeon Bay, WI 1 trailing suction hopper dredge 5,000 m3 Great Lakes Dredge & Dock 51.6 3Q/2001 Bender Shipbuilding Mobile, AL 1 MP deepwater vessel 340 ft Torch Inc. 30.0 2001 DELIVERIES Bender Shipbuilding Mobile, offshore tug OttoCoast Candies, Inc. 5.0 8/00NOV12 DELIVERIES Bollinger Shipyards Lockport, LA AL 1 1 FRC 154 ft 150 ft U.S. Guard Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 10/00 Bollinger Shipyards Lockport, LA 1 FRC 145 ft x 25 ft U.S. Coast Guard $47 MAY12 Chesapeake Shipbuilding MDRI 1 1 paddlewheeler 295ft, 150 Linelisted only five BWM2000 JUL12 in are similar to theSalisbury, ones adopted by Guard a Type Approval certif- American (SABCruise Study) techBlount Shipyard Warren, harbor13tughas issued 55PAX ftft stock GD-NASSCO San Diego, CA 1 T-AKE 689 ft x 106 U.S. Navy $412 APR12 Horizon Shipbuilding Bayou2016; LaBatre, AL new 1 1 towboat 120 ft x 35 ft Florida Marine Transp. Blount Shipyard through Warren, RI oyster dredge 90 will ft Tallmadge Brothers 7/00 OCT12 the Convention the icate, AMS certification no longer be nologies that met the IMO D-2 discharge US Fab Portland, OR 1 covered barge 180 ft x 52 ft Georgia Pacific Consumer MAY12 Blount Shipyard sightseeing dinner boat 74 ft xfor ft610 Chicago from the Lake, Ltd. Horizon Shipbuilding BayouWarren, LaBatre, AL 1 1 towboat 3264ftwhich in in the Coast Canal Barge OCT12 construction implementation isRI almost possible for vessels standard that is now adopted in4/01 the Bollinger Marine Fabricators Amelia, oceangoing barge 400 ft McDonough Marine Service 2/01NOV12 Meridien Maritime Matane, CANLA 1 1 research vessel 25m x 9.2m Canadian Coast Guard two Bollinger years Shipyards apart, with the Lockport, Convention at Guard Type Approved system is deemed Coast Guard Regulations: 1. De-oxygenLA 1 cement barge 295 ft Lone Star Industries 2000 PENDING CONTRACTS Bollinger Lockport, LA towboat 8,000 hp 8.0 + chlorine 3/01 NOTES January 1,Shipyards 2012 and the Coast Guard at 1 suitable. Title 46 CFR Part 162.060 Riverway ationCompany + cavitation; 2. Filtration PENDING CONTRACTS Bollinger Shipyards Lockport, LA 1 utility vessel 166 ft Gilco Supply Boats, Inc. 8.0 10/00 TBD 6 car ferry 1,200 PAX (Convert to LNG) Washington State Ferries RFP by NOTES July 11 3 December 1, 2013. sets out the requirements for submittals Great dioxide; 3. Filtration$137.0 + UV; Lakes Dredge BAE Systems Southeast Mobile, AL MS 21 1 dump 7,700 Bollinger Shipyards Lockport, LA utilityscows vessel 166 ft dwt Gilco Supply Boats, Inc. 8.0 4. Filtration 5/01option VT Halter Marine Pascagoula, Roll-On/Roll-Off 692 ft,ft26,600 Pasha Hawaii Transport option Bollinger Shipyards Lockport, LA 1 utility vessel 145 ft 6 in Lytal Marine Operators 8.0 9/00 TBD 6 car ferries 1,200 PAX (Convert to LNG) Washington State Ferries RFP issued For BWM equipment installed prior from Type Approval testing by a foreign + UV + Ti O2; and 5. Filtration + electro VT Halter Marine Pascagoula, MS 24 PSVs 97.2m, DP2 Hornbeck Offshore $1,080.0 options Bollinger Shipyards Lockport, LAimpleutility vessel 145250 ft 6ftin Plaisance Marine 8.0 1/01 RFP TBDthe 5 1 OSVs stretch to Harvey Gulf Intl. Marine to Coast Guard Regulations administration. chlorination. Brusco Tug & Barge Longview, WA 1 Z-Drive tug 3,600 hp Diversified Marine, Portland, OR 5.0 4Q/00 TBD OPCs Offshore Patrol Cutters U.S. Coast Guardthe Convention and RegulaRFP/Phase I mentation date, the Coast Guard Once Conrad Shipyard Morgan City, LAmay 1 lift boat 110 ft undisclosed 5.0 1Q/00 TY Offshore New Orleans, LA LA 2 1 PSVs dual fuel, 302 x 64 ft Harvey Gulf Intl. Marine Conrad Shipyard Morgan City, lift boat 111 ftOFftBWM Global Marine 5.0 6/00options issue a five-year certificate for the use SELECTION AND INSTALLATION SYSTEMS tions build dates requirements are taken VT Halter Marine Pascagoula, 692 ft, 26,600 Pasha Hawaii Transport $137.0 5.0 Conrad Shipyard MorganMS City, LA 1 1 Roll-On/Roll-Off liquid mud barge 130 ft dwt undisclosed 1Q/00option of anConrad Alternative Management System The vessel owner’s attention must Hornbeck intoIndustries account, Guard system Shipyards MorganMS City, LA 24 1 PSVs dry dock 10,000 ton Conrad 4Q/00options VT Halter Marine Pascagoula, 97.2m, DP2 Offshore and a Coast $1,080.03.0 Dakota Industries Anacortes, WA Prevention/Response Tug108m 140 ft,MT6022 10,192 hp Z-drives Crowley MarineLLC Services 8.0 an owner’s 7/00Option (AMS) toCreek foreign Type-Approved equipnow turn to the selection of BWM sys- Otto approval appears assured, Candies Shipbuilders Houma, LA 1 1 subsea vessel x 22m, Candies Shipyards Mamaroneck, NY 1 2 research pilot boats 56 ft aluminum NY/NJ Sandy Hook Pilots Association 2.0 12/00 TBD Derecktor vesselthe timing 65ft, hybrid Maritime Aquarium Shipyard ment that demonstrates equivalent pertems and of the installation. selection from among these alternatives Eastern Shipbuilding Group Panama City, FL 1 Offshore Supply Vessel 204 ft Naviera Tamaulipas 7.0 6/00 to be selected formance to thatShipbuilding with Coast Guard Science Advisory30,000 Board willMarine depend upon the circumstances of FirstWave/Newpark Houston, TX Type- 1 The tank barge bbl Study that Blessey Services 3.0 6/00 Friede Goldman Halter Escatawpa, auto/pax ferries passengers/40 DOT operation and10.8 7/00 Approved equipment. Once the MS Coast 2 was submitted to the 300 EPA in July autos 2011 North theCarolina vessel’s the configuraFriede Goldman Halter Pearlington, MS 2 casino barges Harrah’s Entertainment 2Q/00 Friede Goldman Halter Gulfport, MS 30 inland deck barges 200 ft Ingram Industries 9.0 4Q/00 Friede Goldman Halter Gulfport, MS 1 oceangoing tank barge 370 ft, liquid sugar Express Marine 10.0 8/00 Friede Goldman Halter Pascagoula, MS 1 pure car truck carrier 579 ft Pasha Hawaii Transport Lines 70.0 sp/02 Friede Goldman Halter Pearlington, MS 1 self-unloading bulker 740 ft Great Lakes Marine Leasing 30.0 4/00 Friede Goldman Halter Lockport, LA 1 tugboat hull 150 ft Thoma-Sea Boat Builders 4.0 4Q/00 Friede Goldman Offshore Orange, TX 1 semi-submersible 7500 ft water depth ENSCO International 100.0 8/00 Friede Goldman Offshore Pascagoula, MS 2 semi-submersibles 5000 ft water depth Petrodrill Construction Inc. 186.8 12/01 Friede Goldman Offshore Pascagoula, MS 1 semisubmersible (C) Ilion Noble Drillling/FGII N/A N/A Friede Goldman Offshore Pascagoula, MS 2 semisubmersibles (C) Bingo 9000-12 Ocean Rig ASA (Norway) 313.0 12/00 Gladding-Hearn Shipbuilding Somerset, MA 1 fast ferry 143 ft Boston Harbor Cruises 5.0 2000 Gladding-Hearn Shipbuilding Somerset, MA 3 pilot boats 75 ft Charleston, Boston Pilots 6.0 2000 Gunderson, Inc. Portland, OR 3 railcar/deck cargo barges 420 ft Alaska Railbelt Marine, LLC 15.0 2000 Gunderson, Inc. Portland, OR 1 split hull hopper barge 1,700 yd3 capacity J.E. McAmis, Inc. 3.0 2000 Houma Fabricators Houma, LA 1 offshore tug 125 ft Harvey Gulf International 7.5 2000 Kody Marine, Inc. Harvey, LA 3 switchboats 1,500 hp LC Power 2.0 1Q/01 Kvichak Marine Industries Seattle, WA 1 catamaran 54 ft aluminum Maui Classic Voyages 0.8 7/00 Kvichak Marine Industries Seattle, WA 1 oil spill response vessel 38 ft Clean Sound Co-op 2000 Kvichak Marine Industries Seattle, WA 1 passenger shuttle 54 ft aluminum Atlantis Submarines 0.8 3Q/00 Kvichak Marine Industries Seattle, WA 1 patrol boat 38 ft aluminum Nassau County Police 0.5 12/00 Kvichak Marine Industries Seattle, WA 1 pilot boat 73 ft aluminum Columbia Bar Pilots 2.6 8/00 Kvichak Marine Industries Seattle, WA 1 whalewatch catamaran 65 ft aluminum Eco Adventures 0.9 3Q/00 Leevac Shipyards Jennings, LA 2 deepwater supply vessel 260 ft-280 ft Hornbeck Offshore Services 36.0 6/01 Leevac Shipyards Jennings, LA 1 it’s riverboat casino 280 ft, 30,000 sq ft casino Hollywood Shreveport 36.0 10/00 Find the right people, whether shore-side or LeTourneau Vicksburg, MS 1 jackup rig 400 ft depth Rowan Offshore 211.7 6/00 LeTourneau Vicksburg, MS 1 Super Gorilla XL 550 ft water depth Rowan Offshore 190.0 3Q/03 shipboard professionals by leveraging jobs.marinelog.com. Litton Avondale Industries New Orleans, LA 3 Alaskan tankers 125,000 dwt ARCO Marine 496.0 4/01 Litton Ingalls Shipbuilding Pascagoula, MS 2 cruise ships 1,900 passenger American Classic Voyages 880.0 1/04 Litton Ingalls Shipbuilding Pascagoula, MS 3 multipurpose jackup vessels 180 ft water depth Searex, Inc. 21.9 2000 MARCO Seattle Seattle, WA 2 pilot boats 104 ft San Francisco Bar Pilots 8.0 1Q/01 Marine Builders Utica, IN 1 dinner cruise boat Winston Knauss 5.0 2000 Mark Steel Corporation Salt Lake City, UT 1 car passenger ferry 148 pax/26 auto Utah DOT 3.0 9/00 NASSCO San Diego, CA 2 RO/RO ships 839 ft TOTE 300.0 3Q/02 Nichols Brothers Boat Builders Whidbey Island, WA 1 dinner boat 800 passenger Argosy Cruises 8.0 6/00 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 400 passenger Golden Gate Bridge, Hwy. 8.5 6/01 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 379 passenger Catalina Express Lines 8.5 sp/01 Nichols Marine Ways Portland, OR 1 hydraulic pipeline dredge Manson Construction 10.2 N/A North American Shipbuilding Larose and Houma, LA1 AHTS 7,200 hpEdison Chouest Offshore 8.0 5/00 North American Shipbuilding Larose and Houma, LA1 Offshore Supply Vessel 190 ftChouest Offshore Ser vices3.5 5/00 North Florida Shipyards Jacksonville, FL 1 oil tanker 171 ft Marine Tankers Services, Ltd. 10.0 2000 Orange Shipbuilding Orange, TX 1 deck barge 200 ft undisclosed 2.0 2Q/00 Orange Shipbuilding Co., Inc. Orange, TX 1 deck barge 120 ft undisclosed 1.0 1Q/00 Patti Shipyard Pensacola, FL 2 offshore towing vessels 150 ft Harvey Gulf International 22.0 2000 Quality Shipyards Houma, LA 1 towboat 8000 hp Marquette Transportation 8.0 8/00 SEMCO Lafitte, LA 3 Multi-Purpose Vessels 156 ft x 103 ft Transocean Sedco Forex 15.0 2000 Swiftships, Inc. Morgan City, LA 2 crewboat 170 ft aluminum hull Candies Fleet 12.0 3Q/00
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TOTAL, COMMERCIAL 134 SHIPS, BOATS, VESSELS 32 MARINE MARINE LOG LOG DECEMBER 2012 60 JUNE 2012 YEARBOOK 26 MARINE LOG MAY 2012
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CONTACT: Craig Wilson Phone: 212/620-7211 â€˘ Fax: 212/633-1165 Email: email@example.com All Major Credit Cards Accepted
products & services
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Ask for Bill Gobel
DECEMBER 2012 MARINE LOG 33
engineers & architects KEEL DESIGN CO RP O RATIO N naval architects & marine engineers Quality technical services 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917
GILBERT ASSOCIATES, INC.MARINE LOG
Naval Architects and 3.375 x 7 Marine Engineers
cb/cb 350 Lincoln St. Suite 2501 Hingham, MA 02043
Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: firstname.lastname@example.org
eMPLOYMent HARLEY MARINE SERVICES Open Positions: Dir. of Health, Safety, Quality & Environmental – Seattle, WA General Manager – U.S. Gulf Coast Port Captain – U.S. Gulf Coast Port Engineer – L.A./Long Beach Harbor, CA Barge Superintendent – L.A./Long Beach Harbor, CA Apply online at: W: www.harleymarine.com E: email@example.com
International Ship Repair in Tampa, FL
Is accepting applications for the following positions: Production Manager Outside Machinist Superintendent Quality Assurance Manager Steel Superintendent Steel Foreman Electrical Superintendent Leadman all Crafts If you have 3 to 5 years of experience working at a ship repair facility, please send your resume with the position you are applying for in the subject line of your email to: firstname.lastname@example.org for consideration. ISR is an EOE, VDFM. 34 MARINE LOG DECEMBER 2012
Marathon Petroleum Company LP has an immediate opening in its Marine Transportation group for a Vetting Inspector in its Garyville, Louisiana office.
VETTING INSPECTOR The Vetting Inspector will inspect marine vessels (i.e., oil tankers, ocean-going/ inland barges, tow boats) to ascertain the physical condition and suitability to safely transport oil cargo in bulk for Marathon Petroleum Company (MPC). They will review appropriate documentation and certifications to ensure compliance with maritime regulations; review crew readiness, ensure navigational, communications and safety systems are operational; review structural conditions of vessels, equipment, etc. They document findings and recommend corrective action/comments as appropriate; provide detailed inspection reports for vessels and associated equipment; recommend acceptance/rejection of vessels for MPC use based on inspection findings; and, stays current with applicable rules and regulations for the maritime industry. Additionally, the Vetting Inspector will conduct management audits of ship owners, operators and management companies. The Vetting Inspector will be required to obtain Oil Companies International Marine Forum (OCIMF) inspector accreditations. This position will require both domestic and international travel. A Bachelor’s Degree in a Marine-related field, Transportation or Engineering is strongly preferred. It is preferable that applicants possess 10+ years’ marine-related experience as well. Ideal applicants will have recent senior officer experience (deck or engine) aboard tank vessels. Consideration may also be given to applicants with extensive vessel inspection experience with a major classification society or port state control agency. In return for technical expertise, communication and interpersonal skills, Marathon offers an attractive salary/benefits package and a challenging professional environment. Qualified applicants must apply online at: www.marathonpetroleum.com/careers. Applicants will be contacted if there is further interest in their application after initial review. Applications will be Equal Opportunity Employer accepted through November 30, 2011. © 2011 Marathon Petroleum Company LP
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ENGINEERS & ARCHITECTS Company
Coastal Marine Equipment
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CONCEPTUAL DESIGNS MARINE ENGINEERING PRODUCTION ENGINEERING
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Hyundai Heavy Industries
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Irving Shipbuilding, Inc.
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Marine Yellow Pages
Offshore Alternatives 2013
STX Offshore & Shipbuilding
DECEMBER 2012 MARINE LOG 35
December 2005 Vol. 110 No.12
December 2012 Vol. 117 No. 12
bY TIM COLTON
DUBUQUE BoAT AnD BoiLER WoRKS: RiVERBoATS
MarineLoG ISSN 08970491
A Simmons-Boardman Publication
345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com ISSN 08970491 USPS 576-910 A Simmons-Boardman Publication 345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: http://www.marinelog.com
Commissioned in 1924, the 200 ft side paddlewheel river tender, the Willow, was built by dubuque boat & boiler Works for the U.S. Lighthouse Service for service on the Mississippi River
Corps of Engineers and the 150-foot torpedo boat Ericsson for the Navy. In fact, it was this last project that got them into financial difficulty and triggered the sale of the business, in 1904, to Captain John F. Killeen, a riverboat captain originally from County Mayo. The first thing Captain Killeen did was rename the company Dubuque Boat and Boiler Works. The new company went all ahead full in the same direction as the old one, building a variety of vessel types. The first boat built was the rail transfer ferry Albatross, which in 1940 was converted into the casino boat Admiral and which was only scrapped last year. The yard became a major builder of dredges and towboats for the Corps of Engineers and,
Advertising Sales UNITED STATES New York Sales Office 345 Hudson St., 12th floor New York, NY 10014
China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Fax:Korea +822-481-3414 Enfield, Middlesex Seoul 134-070, U.S. GULF COAST Tel: +822-481-3411 International e-mail: jesmedia@unitel. EN1 2QB, UK Michael Librizzi Louise Cooper co.kr Tel: +44 208 364 1441Fax: +822-481-3414 Tel (212) 620-7233 e-mail: email@example.com International Sales Manager CLASSIFIED SALES Fax: +44 208 364 1331 Fax (212) 633-1165 Tel: +44 1444 416368 E-mail: firstname.lastname@example.org Diane Okon E-mail: mlibrizzi@sbpub. CLASSIFIEDClassified SALES Fax: +44 1444 458185 Advertising com Craig Wilson E-mail: email@example.com Sales Korea Sales Plaza, 222 S. Riverside Young-Seoh Chinn Classified Advertising WORLDWIDE 345 HudsonSte. St, 12th 1870floor JES Media International Europe & Australia 10014 IL 60606 Chicago, 2nd Fl. ANA Bldg. New York, NY Representative Tel: (212) 620-7211 Tel: (312) 466-2453 257-1, Myungil Dong, John Labdon & AssociFax: (212) 633-1165 Fax: (312) 466-1055 Kangdong-Gu ates E-mail: dokon@sbpubSeoul 134-070, KoreaE-mail: firstname.lastname@example.org 1D, Queen Anne’s Place
U.S. Gulf Coast, West Coast and Mexico UNITED STATES Jeff Sutley New York Sales Office Regional SalesSt., Director 345 Hudson 12th Tel (212) 620-7233 floor Fax (212) 633-1165 New York, NY 10014 E-mail: email@example.com
Roland Espinosa U.S. East Coast, Midwest Sales Manager and Canada Tel (212) 620-7225 Tamara Book Fax (212) 633-1165 Regional Sales Manager E-mail: Tel (212) 620-7225 firstname.lastname@example.org Fax (212) 633-1165 E-mail: email@example.com
36 MARINE LOG DECEMBER 2012
when World War I came along, it was ready to build sub chasers for the Navy and tenders for the Coast Guard. Keeping busy between the wars enabled them to grow significantly for World War II, building 17 buoy tenders for the Coast Guard and 10 tugs and box boats for the Army. In the immediate post-war period, the yard had little work but returned to the commercial market in the 1950s, becoming increasingly specialized in excursion boats, building two or three a year. Most of these were diesel-powered replicas of the old steamboats, some with fake wheels, others with chain-driven wheels, and some with wheels driven by hydraulic rams, as on the boats of the 1920s. But all were powered by diesel rather than steam engines and were notable also for their economical crewing requirements. Many of these imaginative creations are still in service. Business started to decline in the late 1960s and the shipyard was sold to one of its managers in 1970. It was too late, however: the company failed in 1972 and was liquidated, almost exactly 100 years after it began. Its last delivery was the 400-passenger stern-wheel excursionboat Julia Belle Swain, which operated until recently out of La Crosse, WI. The site of the shipyard in Ice Harbor is now home, appropriately enough, to the National Mississippi River Museum, which is well worth a visit.
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Bush Hill Park
This versatile shipyard started life in 1871, when Rouse, Dean & Company, a machinery manufacturer, foundry and fabricator, set up a shipyard called Dubuque Marine Ways in the Eagle Point section of Dubuque. The parent company’s name was changed to Iowa Iron Works in 1880 and, when Dubuque’s Ice Harbor was opened up for development in 1882, they built a new shipyard there. The company’s plan was to use its strategic location on the river, midway between St. Paul, MN, and St. Louis MO, to become a major builder and service center for riverboat operators. The yard was innovative from the outset, leading the way in the use of a variety of technologies. The very first boat they built, the 100-foot Clyde—named for the famous river and shipbuilding center in Scotland—was the first iron-hulled boat built on the Upper Mississippi. Other innovations were the shoal-water propeller, which allowed boats to operate in shallow waters, feathering paddlewheels, which reduced resistance, and the use of electric light. In those early years, Iowa Iron Works built a remarkable variety of vessels, including boats for the lumber industry, passenger steamers, towboats, rail ferries, barges, packets, and, of all things, a yacht for the King of Siam. They got into government contracts too, building the 170-foot cutter Windom for the Revenue Service, the 175-foot towboat General John Newton for the
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