Special Supplement: Voices of the industry
arine oG M L Reporting on Marine Business & Technology since 1878
Distinctive vessels of 2013
Orders for LNG fueled ships grow at U.S. yards Chouest to build Ulstein vessel in U.S.
dEcEMbER 2013 VOL. 118, NO. 12
Two 3,600 TEU containerships being built for Matson Navigation by Aker Philadelphia will incorporate a number of green ship technologies, including a fuel efficient hull, dual fuel engines and fresh water ballast systems
LnG gains traction in the marine industry Burning liquefied natural gas as fuel benefits the bottom line and helps comply with stricter environmental regulations
Orders for LnG fueled tonnage swell at u.S. shipyards The value of LNG-fueled and -ready vessels ordered from U.S. shipyards has ballooned to close to $3 billion
20 diStinctive ShipS
Award winners of 2013 Among this year’s winners is the world’s first LNG-powered tug, a flexible Platform Supply Vessel, the world’s fastest ferry and a state-of-the-art Offshore Support Vessel
A stroll through history
SPECIAL SUPPLEMENT voices of the industry thought leaders of 2013
America wins this one
6 updAte • Next generation OCV to be built by Chouest in U.S. • WSF, a step closer to LNG • NASSCO to build ECO tankers
12 WAShinGtOn Navy suspends Inchape contracts
25 neWSmAkerS Bruner named president of MLL
26 tech neWS NCL crew to be trained by Resolve
28 cOntrActS Vigor delivers deck barge to Harley 32 ShipbuiLdinG hiStOry Steel and steam create the new navy
Smart solutions build the future Special advertiSing Supplement
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December 2013 MARINE LOG 1
A stroll through history Walking around the streets of lower Manhattan is like taking a stroll through history. Just a stone’s throw away from our offices is Fraunces Tavern, arguably the oldest surviving building in Manhattan and, more famously, where General George Washington bid farewell to his officers in the Continental Army in 1783. This December 4 marks the 230th anniversary of the address. First opened as a tavern in 1767, Fraunces Tavern is still an active pub and restaurant that can pour a fair pint and serve up some good fare—including Washington’s favorite, chicken pot pie. The tavern even has a place in maritime history. According to one account, in 1775 the building took a cannonball through its roof from a broadside from the HMS Asia. The British sailing ship had fired on the city in retaliation against a group of patriots who had seized a cannon in lower Manhattan and fired upon the ship. As one of the oldest existing maritime magazines, Marine Log can trace its roots back 135 years to the end of the age of sail in 1878. Among the technological milestones covered in the pages of International Marine Engineering—a forerunner of Marine Log—was the first application of the marine diesel for propulsion in 1903 by Dr. Rudolph Diesel. Working with French engineers Andre Bochet and Frederic Dyckhoff, Dr. Diesel installed a small diesel engine in a canal boat. Reporting on the sea trials of the MS Selandia, one of the first oceangoing
diesel-powered ships, International Marine Engineering said, “The future of the big motor ship is practically assured.” After official acceptance tests, Burmeister & Wain Shipyard in Copenhagen, Denmark, was “inundated with orders for similar vessels from steamship owners who were aboard and now has enough marine oil (vessel) contracts on hand to keep them busy for about three years.” That same year, M.A.N., Sulzer Bros., Krupp’s Germania Yards, Vickers Sons & Maxim, and Carel Freres were already busy testing two-stroke marine engines, with as much as 2,000 hp per cylinder. Commenting on the tests, Dr. Diesel said, “If, as seems probable, these test give satisfactory results, the era of very large Diesel engines has come.” Despite all the technological changes over the last 100 years, the diesel remains the prime mover of choice, but as we highlight in this issue, it’s the choice of fuel that is changing. More than $3 billion in orders have been placed at U.S. shipyards for vessels that will burn or potentially use Liquefied Natural Gas (LNG) as marine fuel. With the onset of World War II, Marine Engineering & Shipping Review—an ancestor to Marine Log—reported extensively on the ramp up of production in the 1940s at U.S. shipyards. One of the companies it reported on was Higgins Industries. While Liberty and Victory Ships quickly come to mind when discussing mass-produced vessels of World War II, General Dwight D.
John R. Snyder, Publisher & Editor email@example.com
Eisenhower, in speaking to historian Stephen Ambrose said, “Andrew Higgins ... is the man that won the war for us. If Higgins had not designed and built those LCVPs, we never could have landed over an open beach. The whole strategy of the war would have been different.” The “LCVP” that Eisenhower referred to was the Landing Craft, Vehicle Personnel, used extensively for amphibious landings in World War II, including the Normandy invasion. Typically made of plywood, the shallow-draft, barge-like LCVP were built by Higgins Industries, owned by New Orleans entrepreneur Andrew Jackson Higgins. Higgins Industries built more than 20,000 of the landing craft at facilities in and around New Orleans. For the war effort, Higgins Industries also built 199 speedy Patrol Torpedo or PT boats—made famous by John F. Kennedy. The National World War II Museum is located in New Orleans because of the city’s contributions to the war effort. If you have a chance, you should visit the museum. See if you can sign up for the tour for the PT boat restoration project. Volunteers are currently restoring the PT 305 for launch on Lake Pontchartrain in the spring of 2015. As we enter the holiday season and approach the New Year, I’d like to leave you with the words Washington said to his officers at his farewell: “With a heart full of love and gratitude I now take leave of you. I most devoutly wish that your latter days may be as prosperous and happy as your former ones have been glorious and honorable.”
MaritiMe trivia trivia Question #9 What food was known as “Strike me Blind?” The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to: firstname.lastname@example.org
The winning answer for last month’s trivia question, “Who was considered the most successful pirate?” was submitted by Michael J. O’Connor, Division Manager, Stevedoring, Weeks Marine, Inc. Answer: Bartholomew Roberts, May 17, 1682 to February 10, 1722, was considered the most successful pirate, having taken over 400 vessels from Brazil to Newfoundland.
2 MARINE LOG December 2013
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4 MARINE LOG December 2013
Marine Log Magazine (Print iSSn 0897-0491, Digital iSSn 2166-210X), (USPS#576910), (Canada Post Cust. #7204654), (Bluechip int’l, Po Box 25542, London, on n6C 6B2, agreement # 41094515) is published monthly by Simmons-Boardman Publishing Corp, 55 Broad Street, 26th Floor, new York, nY 10004. Printed in the U.S.a. Periodicals postage paid at new York, nY and additional mailing offices. PriCing: Qualified individuals in the marine industry may request a free subscription. non-qualified subscriptions Printed or Digital version: 1 year US $95.00; foreign $207.00; foreign, air mail $307.00. 2 years US $151.00; foreign $263.00; foreign, air mail $463.00. BoTH Print & Digital versions: 1 year US $142.00; foreign $311.00; foreign, air mail $411.00. 2 years US $228.00; foreign $394.00; foreign, air mail $594.00. Single Copies are $28.00 ea. Subscriptions must be paid for in U.S. funds only. CoPYrigHT © Simmons-Boardman Publishing Corporation 2013. all rights reserved. Contents may not be reproduced without permission. For reprint information contact: ParS international Corp., 102 W 38th St., 6th Floor, new York, n.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For SUBSCriPTionS, & aDDreSS CHangeS: Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail email@example.com or write to: Marine Log Magazine, Simmons-Boardman Publishing Corp, Po Box 1172, Skokie, iL 60076-8172. PoSTMaSTer: Send address changes to Marine Log Magazine, Po Box 1172, Skokie, iL 60076-8172
AmericA Wins This One Here’s a matH word problem: Eight Senate conferees walk 250 yards to meet 28 House conferees to reconcile one longoverdue water resources development reauthorization bill that could provide anywhere from $83 million to $164 million annually for the nation’s 50+year-old locks and dams on the 12,000 miles of navigable waterways in the U.S. Who benefits from this action? Answer: Just about every American who drives a car, has electricity, eats breakfast cereal or works in construction. By way of background, last May, after six years since the last water resources reauthorization legislation was passed in 2007,
Barbara Boxer, Senator (D-CA)
Nick Rahall, Representative (D-WV)
Michael J. Toohey, President/CEO, Waterways Council, Inc.
the Senate passed its version of the Water Resources Development Act (WRDA), S. 601, by a strong bi-partisan vote of 84-13. The House passed its Water Resources Reform Development Act (WRRDA)— H.R. 3080— by an astounding vote of 417-3 in October. On November 5, conferees in both the Senate and the House were named to come together to reconcile the two bills. Senate conferees are Environment and Public Works Committee Chairwoman Barbara Boxer (D-CA) and Ranking Member David Vitter (R-LA), along with Democratic Senators Max Baucus (MT), Tom Carper (DE), Ben Cardin (MD) and Sheldon Whitehouse (RI), and Republican Senators James Inhofe (OK) and John Barrasso (WY). The House named its conferees on November 14 as follows: Transpor tation & Infrastructure (T&I) Committee Chairman Bill Shuster (R-PA), fellow T&I Committee members John Duncan (R-TN), Frank LoBiondo (R-NJ), Sam Graves (R-MO), Shelley Moore Capito (R-WV), Candice Miller (R-MI), Duncan Hu n te r ( R- C A ) , L a r r y Bu c s h o n (R-IN), Bob Gibbs (R-OH), Richard Hanna (R-NY), Daniel Webster (R-FL), Tom Rice (R-SC), Markwayne Mullin (R-OK) and Rodney Davis (R-IL). House Natural Resources Committee Chairman Doc Hastings (R-WA) and member Rob Bishop (R-UT) were also named.
Bill Shuster, Representative (R-PA)
Democratic conferees are T&I Committee Ranking Member Nick Rahall (WV) and T&I Committee members Peter DeFazio (OR), Corrine Brown (FL), Eddie Bernice Johnson (TX), Tim Bishop (NY), Donna Edwards (MD), John Garamendi (CA), Janice Hahn (CA), Rick Nolan (MN), Lois Frankel (FL) and Cheri Bustos (IL). House Natural Resources Committee member Grace Napolitano (CA) was also named. House and Senate conferees hope to conference the two versions into one strong bill that could be signed into law by the President at the end of this year. The bill would help modernize our waterways’ infrastructure, dredge our shipping channels, bolster our levees, make safer our dams, protect our critical ecosystems and marine habitats, create jobs, and prepare us for growing American exports. After a bill is signed into law, Congressional Appropriators will next focus on funding the WR(R)DA bill’s priorities, among them harbor, port and channel improvements, and investment in locks and dams that facilitate more than 60% of the nation’s grain for export, 22% of its petroleum and petroleum products, and 20% of the coal used for electric power generation. One Senate bill + One House bill = a strong water resources law that underscores the importance of waterways investment to the supply chain equation.
David Vitter, Senator (R-LA)
December 2013 MARINE LOG 5
UPDATE biz notes Nichols Brothers wins ferry contract
GIANT ULSTEIN-DESIGN OCV to be built at chouESt YarD The nexT generaTion of offshore vessels is upon us. Edison Chouest Offshore (ECO) and Island Offshore have ordered two new offshore construction vessels (OCV) based on the newly developed U l s tei n SX165 de sig n, t h roug h Louisiana-based Island Ventures II LLC. OCV will be built in the U.S. at one of Chouest’s sh ipya rd s a nd t he ot her at Ulstein Verft, Norway. Each of OCV will measure 145.7 m x 28 m—that’s 478 ft x 92 ft—with accommodations for 200. The OCV will be equipped with two cranes that can lift 400 tons and 140 tons, respectively; a large moon pool measuring 11.2 m x 12 m; plus two smaller moon pools with ROVs. T he ve s s el ’s de sig n i nc lude s t h re e sepa rate eng ine rooms to prov ide operational reliability.
The OCVs will be fitted with an SCR catalyst system for NOx emission reduction. “We are very pleased to develop the next generation of offshore vessels together with ECO and Island Offshore,” says Ulstein Group CEO Gunvor Ulstein. The contract, which includes an option, marks the first time an Ulstein-designed vessel will be built in the U.S. “The cooperation between our companies is excellent and we look forward to working with Ulstein on the construction of these multifunctional vessels,” says ECO CEO Gary Chouest. The design, the largest ever to be built at Ulstein Verft, will be challenging but Kristian Sætre, managing director, Ulstein Verft assures that the yard is “ready, and looking forward to the assignment.” Deliver y is set for the third quarter of 2015.
nichols BroThers Boatbuilders, Freeland, WA, has been awarded a contract from Washington State’s Wahkiakum County for the construction of the M/V Oscar B, a 115 ft x 47 ft passenger ferry. The ferr y, which will operate at a speed of 8 knots between Puget Island, Cathlamet, WA , and Westpor t, OR, will carry 100 passengers and 23 cars. Designed by Elliott Bay Design Group (EBDG), Seattle, WA, the steel hull, aluminum superstructure vessel will be powered by two Cummins QLS diesels delivering 9,285 hp at 1,800 rev/min coupled to ZF Marine reversing reduction gears with two fixed-pitched propellers. To help pay for the ferry’s construction, the Washington Department of Transportation (WSDOT) granted a $1.1 million zero-interest loan to the county. Nichols Brothers bid $5.68 million to build the ferry. The M/V Oscar B will be delivered from Nichols Whidbey Island shipyard February 2015. Additionally, Nichols was awarded a contract to build a 150 ft x 50 ft Landing Craft vessel for Bowhead Transport, LLC. The vessel was designed by Columbia Sentinel Engineering, Inc. Propulsion will be provided by three Caterpillar C-18 DITA Commercial EPA Tier III diesel engines. The landing craft will operate in coastal villages of the North Slope Borough of Alaska between the Pacific and Arctic oceans.
BSEE citES offShorE opEratorS for SEMS deficiencies Bure au of Safety and Environmental Enforcement (BSEE) Director Brian Salerno cited 12 offshore operators for their failure to demonstrate compliance with the Safety and Environmental Management Systems (SEMS) requirements of the Workplace Safety Rule, 30 CFR Subpart S. The SEMS requirements were put in place in October 2010, following the Deepwater Horizon oil spill. Per the regulations, offshore operators were required to complete an initial SEMS audit by November 15, 2013. “An effective, fully implemented SEMS program is essentia l to reducing risks across offshore operations,” said Director Salerno. “BSEE must be assured that companies are addressing the key elements of 6 MARINE LOG December 2013
SEMS and that they are not needlessly putting their workers and the environment at risk. We will vigorously enforce compliance with this fundamental requirement.” Beginning Nov. 16, Director Salerno directed five companies to halt operations because they failed to provide BSEE an audit plan and completed audit by the Nov. 15 regulatory deadline, calling into question whether they have implemented a SEMS program. The companies were given three days to reach a safe point in their operations before ceasing work. While most of the companies are conducting plugging and abandonment or other decommissioning activities, the elements of a SEMS program are applicable to all offshore operations.
BSEE has determined that the impact of this enforcement action on Gulf of Mexico production is minuscule. Seven additional companies submitted audit plans that were in compliance with regulations, but failed to complete the audits before the Nov. 15 deadline. Those companies have been directed to immediately provide BSEE with a copy of their SEMS program; have the company CEO certify, under penalty of perjury, that their company has implemented the SEMS program ; and complete their SEMS audit without further delay. BSEE may take other enforcement measures if operators do not meet these requirements. For more information visit marinelog.com
Inland • Coastal • offshore • deepsea
WSf anothEr StEp cloSEr on LNG conversions Wa shingTon sTaTe ferries says it is “another step closer” to converting six Issaquah Class vessels to LNG fuel. The proposal was officially submitted to the U.S. Coast Guard on Nov. 18 in a formal letter of intent (LOI) and waterways suitability assessment (WSA). The submission of the LOI and WSA marks the off icial starting point of the Coast Guard’s review process. WSF expects the Coast Guard to issue a finding regarding the LNG conversion proposal in 2014. “Fuel is WSF’s fastest growing operating expense,” says David Moseley, Assistant Secretary for the Washington State Department of Transportation, Ferries Division. “Replacing diesel with LNG on the Issaquah Class ferries could result in very substantial savings on fuel over the remaining 30 years of their service life. This will also mean a cleaner, more efficient future for our f leet by significantly decreasing emissions.” The average Issaquah Class vessel carries up to 124 cars and 1,200 passengers on some of the state’s busiest routes. C onve r t i ng t he f ue l s y s t e m s f rom ultra-low sulfur diesel to LNG would significantly reduce emissions according to WSDOT’s Air Emissions Model, including: 89 percent reduction in particulate matter; 61 percent reduction in nitrous oxide; 28 percent reduction in carbon dioxide; and 59 percent reduction in sulfur dioxide. For t he proposed LNG conversions, t he ferr y operator wou ld insta l l main propulsion engines to use natural gas and retrofit LNG fuel tanks on the top decks of the six vessels. According to the LOI, the LNG tanks will be located on the upper deck of the Issaquah Class ferries, and will not be accessible to passengers. As shown in the image above, the two skid-mounted tanks will be located on either side of the existing exhaust stacks. The tanks will have an integrated assembly with a cold box and control system to control bunkering and vaporization of the LNG to gas for use in the engines. The tanks will be manufactured using the same technology used in over the road LNG truck trailers. The capacity of each tank will be 100 m 3 (26,000 gal), resulting in a total capacity of 200 m 3 (52,000 gal). LNG will be transported to the vessels by dedicated over-the-road tractor trailers that carry 10,000 gallons of LNG. The proposal calls for a phased approach for conversions to avoid schedule changes or delays. Once vessels are converted and back in service, they would begin a routine
If converted to LNG WSF’s Issaquah Class ferries will have its fuel tanks on the vessels’ top decks
overnight, out-of-service refueling process similar to current diesel refueling. Since 2010, WSF has been studying the benefits of alternative fuels and evaluating the feasibility and safety of using LNG to fuel its vessels. The process included the U.S. Coast Guard, multiple agencies at the state and local level, private industry organizations, the Washington State Joint Transportation
Committee and consultants including Cedar River Group and Det Norske Veritas. WSF concluded its study process by issuing the f inal water ways suitabilit y assessment, which includes a safety and security assessment and a risk-management plan. The study found that the LNG proposal is inherently safe with risks as low as reasonably practicable.
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December 2013 MARINE LOG 7
UPDATE Incat tasmanIa to buIld Sado Kisen’s first high-speed passenger ferry AustrAliA-bAsed Incat Tasmania Pty Ltd has signed a contract with Japanese ferry operator Sado Kisen for the construction of an 85 m wave piercing catamaran for operation on the 39 nautical mile route from Naoetsu Port in the Niigata prefecture to Ogi, the southernmost port of Sado Island. The catamaran will transport 700 passengers to Sado Island and has capacity for
seven large trucks and 98 cars—in a car only configuration including mezzanine decks, it will carry 173 cars. S ado K i s en i s a long s t a nd i ng a nd respected operator in Japan, with origins from the Sado Steam Ship Company. The company has a f leet of conventional car ferries and jet foils, however, with an operating speed of 30 to 34 knots, the new Incat
News for Owners of Vessels of 24 metres or more: Changes in Service Delivery for Certification and Inspections In January 2014, Transport Canada will direct vessel owners to request their certificates and related inspections from one of five Recognized Organizations (RO). This change will take effect in phases. It applies to all non-pleasure vessels of 24 metres or more, except barges that do not require certificates. The ROs are: • • • • •
Bureau Veritas Lloyd’s Register American Bureau of Shipping Det Norske Veritas Germanisher Lloyd
For more information, please contact Transport Canada at 1-866-995-9737 or tc.gc.ca/marinesafety.
Avis aux propriétaires de bâtiments d’une longueur égale ou supérieure à 24 mètres : Changement dans la prestation des services de certification et d’inspections À compter de janvier 2014, Transports Canada invitera les propriétaires de bâtiments à soumettre toute demande relative à la certification et aux inspections connexes à l’un des cinq organismes reconnus (OR) mentionnés ci-dessous. Ce changement s’effectuera graduellement. Il s’applique à tous les bâtiments d’une longueur égale ou supérieure à 24 mètres qui ne sont pas des embarcations de plaisance, exception faite des barges pour lesquelles un certificat n’est pas requis. Voici les organismes reconnus : • • • • •
Bureau Veritas Lloyd’s Register American Bureau of Shipping Det Norske Veritas Germanisher Lloyd
Pour de plus amples renseignements, veuillez communiquer avec Transports Canada en composant le 1-866-995-9737 ou en visitant le tc.gc.ca/securitemaritime.
8 MARINE LOG December 2013
Hull 068 will be Sado Kisen’s first highspeed vehicle and passenger ferry. Incat’s website shows that construction of Hull 068 appears to already be well underway and looks to have obviously gotten started some time in advance of the announcement of the Sado Kisen contract. The 85 m vessel was selected following a competitive international tender process that prioritized a proven hull form and seakeeping, reliability, efficiency, heavy freight capacit y, barrier f ree access, minima l crewing, timely delivery and the ability to integrate with existing port infrastructure. Sado is the sixth largest island of Japan in area, following the four main islands (Hok k a ido, Honshu, Sh i kok u, a nd Kyushu) and Okinawa Island. Its rich history and relaxed rural atmosphere make Sado one of the major tourist destinations in the Niigata Prefecture. The Incat ferry will operate a year round service replacing the 1995 built conventional 120 m car ferry Kogane Maru. Although the Naoetsu to Ogi service will be the vessel’s main route, it will also support the Niigata to Ryotsu route on a seasonal basis. Incat Chairman Robert Clifford and Managing Director Craig Clifford were both present at the signing ceremony on November 28 at Niigata. Robert Clifford commented, “This is yet another positive foray into the growing Asian market, with continued interest in fast and economical ferries. We are excited to be working with a new client in Japan, and look forward to building their ship through 2014 for delivery in 2015.”
KvIchaK to buIld tender for fisheries
K vichAK MArine industries, Seattle, WA, will build an all-aluminum 66 ft Shallow Draft Tender for Norton Sound Econom ic Development C or porat ion (NSEDC) for use in multiple fisheries in and around Norton Sound, AK. Designed by Kvichak Marine, the tender will be powered by twin Cummins QSM11 marine diesel engines rated for 450 BHP at 2,100 rev/min. The engines are coupled to ZF 360 transmissions that drive NiBrAI 4-blade propellers. The tender will come equipped with an Effer 220M S2 crane; includes a 36-ton dual IMS RSW System, and will have a 500 gallon fresh water capacity, and 1,740 ft 2 total product capacity. Delivery is scheduled for spring 2014.
Inland • Coastal • offshore • deepsea
NASSCO to build ECo tankers for Seabulk Se abulk tankerS, inc., a wholly ow ned subsidiar y of Seacor Holdings Inc., has been awarded a contract by General Dynamics NASSCO for the design and construction of one 50,000 dwt LNG-conversion-ready product carrier, plus an option for one additional vessel. The 610 ft tanker will have a 330,000 barrel cargo capacity and will meet Jones Act requirements. Based on the ECO MR tanker design, the vessel will deliver improved fuel efficiency and incorporates the latest environmental protection features, including a ballast water treatment system. “These ECO tankers,” said Charles Fabrikant, Executive Chairman, Seacor Holdings, “will play a vital role in offering Seabulk’s customers some of the most modern and fuel efficient vessels available as they determine their Jones Act transportation requirements for crude oil and refined products over the coming years.” Construction on the product tanker is scheduled to begin in 2015 at the NASSCO shipyard in San Diego, CA. Delivery is scheduled for the fourth quarter of 2016 . NASSCO is also currently under contract to build two tankers of the same design for Seabulk and four vessels from American Petroleum Tankers.
aEgEan marinE acquires Hess’ bunkering business With hopeS of further expanding its operations, Aegean Marine Petroleum Network Inc. has entered into an agreeme nt to ac qu i re He s s C or p or at ion’s U.S. East Coast bunkering business for a purchase price of $30 million, plus an a mount to be pa id for inventor y. The transaction is to be completed during the fourth quarter of 2013.
Hess is the leading marketer of marine fuels along the east coast. Its bunkering operation and associated assets supply the ports of New York, Philadelphia, Baltimore, Norfolk and Charleston, and include approximately 250,000 m 3 meters of leased tank storage. The last three years, has seen these bunkering operations average 1.8 million metric tons in annual sales.
delivered by Damen Damen ShipyarDS Group delivered the fourth Platform Supply Vessel in a series of six to Norway’s World Wide Supply. The World Emerald is based on the Damen PSV 3300 CD design . The 3300 is part of a new range of Damen PSVs. Its slender hull lines help it meet challenging environmental conditions, allthe-while minimizing fuel consumption and enhancing crew comfort. At 80 m long, the World Emerald has a deck load of 1,500 tonnes and can be used to transport crew and equipment to and from offshore platforms. The vessel also has fire-fighting and oil pollution recovery capabilities. The f inal vessel in the series, World Sapphire is due for deliver y midDecember 2013. Damen says that four of the six PSVs have secured long-term contracts supporting Petrobras’ operations. The remaining two will be used on the North Sea.
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December 2013 MARINE LOG 9
UPDATE Scorpio Tankers, Bulkers go on Buying Binge Scorpio TankerS inc. and Scorpio Bulkers Inc. put out more than $1 billion on vessel acquisitions earlier this month. Scorpio Tankers awarded contracts for the construction of seven Very Large Crude Carriers (VLCCs) and entered into an agreement with an unaffiliated third party to issue shares in exchange for the transfer
of ownership to the company of four MR product tankers currently under construction in South Korea. Scorpio Tankers reached agreements with Daewoo Shipbuilding and Marine Engineering Co., Ltd and Hyundai Samho Heavy Industries for the construction of the seven VLCCs for a total price of $652.5 million. One vessel is scheduled for delivery in the third quarter of 2015, two in the fourth quarter of 2015, two in the first quarter of
2016 and two in the fourth quarter of 2016. Scorpio Tankers has also reached an agreement with an unaffiliated third party to issue shares in exchange for the transfer of ownership to the Company of four MR product tankers currently under construction in South Korea. The purchase price of the four vessels, in total, is about $154 million. One vessel is expected to be delivered in the third quarter of 2014 and the remaining three are expected to be delivered in the f irst quarter of 2015. These vessels are similar to the company’s newbuildings that are also under construction at the same shipyard. Mea nwh i le, Scor pio Bu l kers Inc. reported that it entered into agreements for the purchase of six Kamsarmax dry bulk vessels and two Ultramax dry bulk vessels. Two of the 82,000 dwt Kamsarmax vessels will be built by China’s Shanghai Waigaoqiao Shipbuilding and delivered in the second and third quarter 2014; the four remaining Kamsarmax vessels will be built by Jiangsu Yangzijiang Shipbuilding and delivered all in 2015; and the two U ltrama x 60,200 dw t dr y bulk vessels will be built at Mitsui Engineering and Shipbuilding with delivery expected during the third quarter of 2016. The total purchase price for the vessels is approximately $242 million.
Great Lakes Shipyard’s improves efficiency with new cutting machine
GreaT LakeS Shipyard, Cleveland, OH, has installed a new state-of-the-art Plate Pro Extreme 3100 plasma cutting machine. Made by Koike Aronson Inc./Ransome, the table is an automated dual side drive that provides speed, accuracy, versatility and durability in thermal cutting. The Plate Pro Extreme has the capability to burn plates up to six inches thick with a table capacity for plates of up to 10 ft wide by 20 ft long. The addition of the table will expand the shipyard’s range of services, improve t he e f f ic ie nc y of it s op e r at ion s a nd enhance the quality and precision of the work being produced. Hav i ng t he mach i ne i n-house a lso enables the shipyard to make its own parts without relying on any outside vendors or subcontractors. Great Lakes Shipyard’s current order book includes dr ydock ing a nd USCG inspection on the Miller Boat Line Ferry, M/V South Bass; and repairs on the U.S. Army Corp of Engineers tug Mike Donlon. 10 MARINE LOG December 2013
Inland • Coastal • offshore • deepsea
FiNCANtiEri to build vessels for russia iTaly’s fincanTieri has won a contract from RosRAO, the Russian Federal Unitary Enterprise for radioactive waste management, to build a semi-submersible floating platform for the transportation of nuclear submarine reactor compartments. The shipbuilder will also work together with Russia’s Krylov State Research Center on a project to develop a drillship able to navigate in ice up to 1.5 m thick, ambient temperatures of -40°C and with a fourmonth operational autonomy. The semi-submersible for RosRAO will be built in Fincantieri’s Italian shipyards for delivery by the end of 2015. At 82 m long x 27 m wide, it will have a 3,000 ton displacement and will be used to transport what is described as “special material” between the storage area and White Sea shipyards facing the Kola Peninsula. The RosRAO contract follows the 2003 cooperation agreement between the Russian and Italian governments for the dismantling of nuclear submarines and the safe management of radioactive waste and spent nuclear fuel, reached within the framework of the G8 Global Partnership. The areas of intervention identified by this agreement include several projects, among which was one for the construction of a multipurpose vessel to transport nuclear fuel and radioactive waste from the decommissioning of Russian nuclear submarines. This vessel, named Rossita, was delivered from Fincantieri’s Muggiano yard in the summer of 2011. Meanwhile, Fincantieri and the Krylov Center signed a framework agreement to cooperate earlier this year. Fincantieri says that by 2030 “Russia plans to buy dozens of vessels like those covered by the agreement, with unit values possibly in excess of $1 billion.” “This day is doubly significant for us,” said Giuseppe Bono, Fincantieri CEO at the time of the agreement. “Not only has the alliance with our Russian friends been strengthened by the placing of a prestigious order, but also the agreement signed today with Krylov launches the operational phase of our collaboration with this prestigious research institute. We’re ready to work together to harness the great potential in the oil and gas industry and in the cruise sector, which is looking towards new areas of development.”
Bv classes world’s largest bilobe LNG tanks inTernaTional classificaTion society Bureau Veritas has classed the world’s largest bilobe gas tanks. Nearing completion at China’s Sinopacific yard, the tanks will be installed in a series of four 27,500 m3 semi-refrigerated LNG/Ethylene carriers being built for Denmark’s Evergas. Each of the IMO Type C bilobe tanks has
a capacity of 9,686 m3. In each vessel, two of the tanks will be supplemented by a third conical Type C cargo tank and a smaller LNG fuel tank on the deck. “These tanks are pushing at the frontier of small scale LNG transportation,” commented Carlos Guerrero, Manager Gas Carriers, Bureau Veritas. The ships will be delivered in 2015 and will operate between Marcus Hook, Philadelphia, PA, and Rafnes, Norway.
December 2013 MARINE LOG 11
Navy suspends Inchcape Shipping Services contracts One Of the wOrld’s largest suppliers of husbanding services —Inchcape Shipping Services Holding Ltd. (ISS) — has been suspended from doing business with the Navy. ISS is owned by Istithmar PJSC, a subsidiary of Dubai World. The news comes in the wake of the continuing probe into Glenn Defense Marine that has seen several arrests and the suspension earlier this month of two admirals. In November, the Navy suspended the access to classified material of Vice Adm. Ted Branch, Director of Naval Intelligence, and Rear Adm. Bruce Loveless, Director of Intelligence Operations. “The decision to suspend their classified access was made based upon the nature of allegations against Admirals Branch and Loveless in connection with an ongoing Naval Criminal Investigative Service (NCIS) investigation into illegal and improper relations with Leonard Francis, CEO of Glenn Defense Marine,” said a November 8 statement by Rear Admiral
12 MARINE LOG December 2013
John F. Kirby, Navy Chief of Information. A November 27 announcement from Rear Admiral Kirby said that the Navy “suspended Inchcape Shipping Services Holding Ltd. (ISS) and its affiliated companies from contracting with the Federal government on November 26, 2013. The suspension prevents Department of the Navy (DON) and all other Federal departments and agencies from entering into any new contracts, exercising options under existing contracts or issuing any new task or delivery orders under indefinite quantity contracts with ISS or its affiliates above the minimum guarantee during the period of suspension without agency head approval.” According to the Navy, the DON Acquisition Integrity Office recommended ISS’s suspension to the Suspension and Debarring Official (SDO) based upon evidence of conduct indicating questionable business integrity affecting ISS’s present responsibility to be a Government contractor. “The SDO’s decision reinforces the high
standards of conduct and business practices to which the DON holds contractors who desire to do business with the Federal government. It also reflects the mandate of the Secretary of the Navy, Ray Mabus, to ensure that DON contractors are fully compliant with contracting regulations and procedures.” In September, the Glenn Defense Marine investigation saw the arrests of Leonard Glenn Francis, the CEO of Singapore-based Glenn Defense Marine Asia Ltd. (GDMA), U.S. Navy Commander Michael Vannak Khem Misiewicz and NCIS Supervisory Special Agent John Bertrand Beliveau II. The complaints against them allege that Francis paid Misiewicz and Beliveau with luxury travel and prostitutes in exchange for confidential information and other assistance in relation to hundreds of millions of dollars in Navy contracts. A third Navy official, Cmdr. Jose Luis Sanchez, 41, was arrested in Tampa and was charged with accepting $100,000 from Glenn Defense Marine Asia.
LNG GaiNs tractioN iN the mariNe iNdustry Cost, positive environmental benefits when compared to traditional marine fuels By The Honorable William P. Doyle, Commissioner, Federal Maritime Commissioner
ique f ie d Nat u r a l G a s (L NG) i s increasingly gaining traction in the United States as a marine fuel. There is an abundant supply of natural gas in America and it is being produced in substantial amounts from shale formations such as the Marcellus in Pennsylvania and West Virginia. Natural gas has some positive environmental benefits when compared to traditional marine fuels. Considering the economics, natural gas is a more cost effective fuel source than marine residual and distillate fuels. For more than a decade Norway has led the way in LNG marine fuel usage in its passenger ferry systems. China is three years into an impressive long-term program with respect to using LNG as a marine fuel in its domestic trade. In the U.S., the Obama Administration is embracing the concept of LNG as a marine fuel, and the maritime industry is in the process
of developing, converting and constructing LNG-powered vessels. With all transportation modes, there needs to be an adequate supply of fuel sources by which these modes can fuel and refuel their assets.
Abundance of Natural Gas The United States has abundant supplies of natural gas and leads the world in producing natural gas from shale formations. The United States and Canada are the only major producers of commercially viable natural gas from shale formations in the world. China is the only nation outside of North America that has identified commercially viable production of shale gas. Shale gas accounted for 39% of all natural gas produced in the U.S. China today derives less than 1% of its natural gas from shale formations. That said, China is ranked as the largest holder of shale gas resources among the 41 countries
assessed for technically recoverable shale resources in the study released by EIA/ARI this past June. Natural gas production in Appalachia and the Marcellus Shale has significantly increased this past year. The Marcellus Shale formation extends across Pennsylvania, West Virginia, New York, Ohio and Maryland, but most of the production is in Pennsylvania and West Virginia. According to Bentek, an energy consultancy, natural gas production in both Pennsylvania and West Virginia has risen 50% since the beginning of 2013. In the first six months of the year, Pennsylvania produced 1.5 trillion cubic feet of gas from the Marcellus Shale, and that number is expected to reach about 3.2 trillion cubic feet by yearâ€™s end. The Marcellus Shale is even beginning to displace activity in the Gulf of Mexico. December 2013 MARINE LOG 13
The use of LNG as a marine fuel is nothing new. LNG carriers in the 1960’s burned boil off gas from LNG cargo as a fuel source.
In 2008, Pennsylvania hardly registered as an output source on the national energy level. In a mere four years since then, the Marcellus is supplying the bulk of energy to Pennsylvania and other northeastern states. Arguably, the Marcellus has become the most productive gas reserve in the nation. And, Ohio shale gas production is in its beginning stages but is expected to grow substantially in 2014 and 2015.
Environmental Benefits of Natural Gas International shipping is a signif icant source of sulfur, nitrogen oxide and carbon dioxide emissions. Replacing conventional marine fuel with LNG makes it possible to reduce shipping’s environmental impact. The use of LNG reduces sulfur oxide (SOx) emissions by bet ween 90 % and 95%. This reduction in emissions brings SOx emissions within limits mandated by the Emission Control Areas designated by the IMO. Using LNG reduces nitrous oxide (NOx) emissions by approximately 90%. NOx is a major contributor to smog. Finally, LNG has a lower carbon content than traditional bunker fuels, giving off up to 25% less CO2 emissions. Under MARPOL’s Annex VI, progressively stricter limits for NOx and SOx emissions are being placed on global shipping over the next decade. Within U.S. waters, these requirements are implem e nt e d t h r ou g h t h e A c t t o P r e ve nt Pollution from Ships (APPS). NOx emission limits are being imposed in a tiered approach, based on engine speed, while SOx is being limited by regulating sulfur content in fuel. 14 MARINE LOG December 2013
Economics Based on the current forecasts, natural gas delivered for production of LNG in the U.S. is now at least 70% less expensive on an energy equivalent basis than marine residual fuel and 85% less expensive than marine distillate fuel. EIA currently projects that this relative price advantage will continue, and even increase, through 2035. This has opened up an opportunity for significant annual fuel cost savings when converting marine vessels that use petroleum fuel to natural gas operation. About 70% of domestic shipping relies on distillate fuel oil and the remaining 30% relies on cheaper residual fuel oil. By contrast, over 90% of international shipping is fueled by residual fuel oil. In comparison to distillate fuel, residual fuel is much more viscous—and is essentially a solid at room temperature. Residual fuel must be heated to keep it in liquid form for transport and storage as a marine fuel. Residual fuel also has significantly higher sulfur content than distillate fuel—1% sulfur or more—and much higher heavy metal content.
Historical Use of LNG as a Marine Fuel The use of LNG as a marine fuel is not a new concept. Since the first generation LNG tankers in the 1960s, the “boil off” of LNG cargo would be used as a fuel source for boilers that produced the steam for the ships’ turbines. Prior to 2000, there were a limited number of small ferries that used natural gas for propulsion. Most of these vessels used dualfuel diesel/natural gas engines and carried
their fuel as compressed natural gas (CNG) while operating in Canada, the Netherlands, and Russia. The Glutra was the first modern vessel built to operate exclusively on LNG fuel. It went into operation in Norway in 2000. Since then, approximately 30 additional LNG-powered vessels have been placed into service worldwide. Most LNG vessels in service are car and passenger ferries and virtually all of these operate in Norway. The second largest group of LNG vessels is offshore supply vessels operating in the North and Baltic Seas. There are also three Norwegian coast guard vessels that operate on LNG.
China’s LNG Marine Fuel Program In 2010 China implemented a pilot program on a single vessel whereby it would utilize LNG-diesel dual fuel technology. The goal was to harness the economic and environmental benefits of LNG. Since then, China has placed into service 30 dual fuel vessels—including tugs, bulkers and a dredging vessel. Looking forward, China intends to have 2% of their domestic inland f leet operating on LNG dual fuel vessels by 2015, and 10% by 2020. More recently, China discussed setting a goal for building 200-500 solely fueled LNG vessels.
The United States Begins to Embrace LNG as a Marine Fuel The Obama Administration is embracing the concept of LNG as a marine fuel. The Department of Transportation through the Maritime Administration (MarAd) is sponsoring a demonstration project involving an ocean-going container ship that will
opinion be repowered to use LNG as a propulsion fuel. MarAd is also funding research related to LNG fuel transfer, infrastructure and training. This research is slated to be completed in 2014. U.S. operators are moving quickly to order vessels that will burn LNG as marine fuel. For example, Ocean Tug & Barge Engineering Corp., Milford, MA, was recently selected to design a new high-speed, LNGfueled Articulated Tug and Barge (ATB) container carrier for Minyan Marine LLC, of Houston, TX. It will be the world’s first LNG-powered ATB. Minyan Marine LLC is planning to operate high-speed U.S. coastwise ATB cellular container vessels on the U.S. East, Gulf and West Coasts. The ATB’s barge portion will have a capacity of 1,056 TEUs. The barge will feature a set of LNG fuel tanks adjacent to the tug notch and will employ a barge to tug gas fuel transfer system. The barge will carry enough LNG to provide a round trip capability in gas fuel over the primary intended trade route. This spring, New Orleans-based Harvey Gulf International Marine (HGIM) is preparing to launch the first U.S. flag OSV that will be operated primarily on natural gas. The LNG dual fuel Harvey Energy is the first of at least six dual fuel offshore supply vessels for HGIM. Har vey Gulf recently stated that it may order as many as 10 of these vessels. HGIM estimates that the use of LNG will potentially save as much as $2.4 million per ship per year on fuel costs. Less than a year ago, Totem Ocean Trailer Express (TOTE) inked a deal to construct two new LNG-powered container ships for the Puerto Rico trade, with options for three more vessels for additional domestic service. The deal is with General Dynamics NASSCO shipyard in San Diego, CA. Once completed, the 764-foot-long containerships are expected to be the largest ships to be primarily powered by LNG. Delivery is expected in 2015 and 2016. This past January NASSCO finalized a contract to design the conversion of TOTE’s two existing Orca Class, diesel-electric trailerships to LNG propulsion. In September, Seabulk Tankers, Inc. entered into a contract for t he design and construction of two LNG-conversion ready product tankers. In addition, this past May, NASSCO announced that it had entered into a contract with American Petroleum Tankers for the design and construction of at least four product tankers that will be ready for conversion to use LNG as a marine fuel.
Furthermore, Aker Philadelphia Shipyard (APSI), signed a contract with Matson Navigation Company to construct two dual fuel 3,600 TEU container ships. The Interlake Steamship Company, a Great Lakes carrier, announced plans to convert its first vessel to LNG as the main propulsion fuel by the spring of 2015. Interlake has reached an agreement in principle with Shell to supply LNG to support Interlake’s LNG-fueled vessels. Ferry systems in the U.S. are also taking a serious look at constructing or retrofitting their vessels to accommodate LNG fuel. The Washing ton State Ferr y System is North America’s largest ferry operator and the third largest in the world. It has been reported that WSF burns more than 17 million gallons of ultra-low sulfur diesel a year. They are considering retrofitting up to six of their vessels to operate on LNG. Although the capital cost of the gas engines and gas storage tanks is higher compared to conventional diesel equipment and fuel storage tanks, they have concluded fuel cost savings can quickly pay back that capital investment. According to WSF officials, fitting six ferries would cost $75 million and save nearly $ 8 million a year. The return on investment would take about a decade, with 20 years of service after that. WSF has received conceptual approval from the U.S. Coast Guard to retrofit the propulsion system with new engines on the six Issaquah Class ferries to burn LNG. The Staten Island Ferry, New York City Department of Transportation, received a $2.34 million federal grant to help pay for a conversion of one of its Alice Austen Class ferries to operate on LNG. NYCDOT estimates saving 50% on fuel costs as compared to using low-sulfur diesel.
as its strategic partner for LNG bunkering in the port of Antwerp. The partners plan to start construction of the LNG bunkership early 2014. Earlier this year, Houston-based Waller Marine announced it would build a smallscale LNG facility at the Port of Greater Baton Rouge, LA, to fuel vessels. Waller pla ns to spend $ 200 mi l lion initia l ly, though that amount could double as it adds capacity. Waller will work with existing port tenant Kanorado Corp. to turn Kanorado’s 11-acre facility into a 25-acre joint effort. Kanorado’s terminal moves sand, rocks and other aggregate. Finally, Clean Energy Fuels Corp. entered into a purchase contract to build an LNG fuel terminal in Jacksonville, FL. The company claims it would be the f irst LNG facility on the Eastern seaboard to specif ically supply LNG for the maritime, heavy-duty trucking and rail industries. This sector is blossoming before our eyes and I am sure that there are so many more projects on the horizon. ■ About the author On January 1, 2013, the United States Senate confirmed President Barack Obama’s nomination of William P. Doyle to Commissioner of the Federal Maritime Commission. He was sworn in on January 10, 2013. Prior to being sworn-in as Commissioner, Doyle was at the top of the Marine Engineers’ Beneficial Association staff, where he served as Chief-of-Staff for the organization.
Bunkering With all transportation modes, there needs to be an adequate supply of fueling stations by which these modes can fuel and refuel their assets. Vessel bunkering, natural gas-fueled vessels may, in concept, receive fuel in a number of ways. Methods used in Norway consist of a direct supply from LNG storage tanks located onshore, where vessels can refuel at their convenience, and using LNG tank trucks that deliver LNG similar to the method used to deliver diesel fuel. Additionally, vessel-to-vessel transfers whereby LNG is offloaded from a barge alongside a vessel also are being considered. The Antwerp Port Authority recently announced that it had appointed EXMAR
William P. Doyle, Commissioner, Federal Maritime Commission
December 2013 MARINE LOG 15
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voices of the industry
Class Collaboration Vital to Furthering LNG as Fuel
“The risk that we as an industry face, in the rush to adopt environmental standards...is compromising...safety” Jim Watson President and COO, ABS Americas Division Houston, TX
S2 MARINE LOG December 2013
rom equipment construction, to regulatory requirements, to training and bunkering— there are many areas that must be addressed for the wide-scale adoption of LNG as a marine fuel. Knowledge-based partnerships among Class societies, regulatory bodies, and ship operators are critical to balancing the objectives of safety, environmental regulation, and operational efficiency. Class societies provide guidance to the marine and offshore industries by working closely with regulators and research institutions to manage operational safety and performance issues when existing technologies are used in new applications. The risk that we as an industry face, in the rush to adopt new environmental standards or embrace more efficient technology, is compromising the safety of the vessel, its cargo, or the crew. Partnerships allow us the opportunity to understand risk trade-offs and share technical experiences so that we can take a proactive approach that supports the wider industry and safely advances technology applications. In the case of gas-fuel propulsion systems, ABS provides technical standards for the arrangement, construction, installation and operation of machinery components and systems for gas-fueled vessels in its Guide for Propulsion and Auxiliary Systems for Gas Fueled Ships.
Additionally, a recently assembled team of industry-focused professionals at ABS, the Global Gas Solutions Team, is collaborating with owners, shipyards, and equipment manufacturers to evaluate the use of LNG-fueled propulsion systems as a solution for compliance with Annex VI MARPOL Convention requirements. The Global Gas Solutions Team draws from first-hand experience working with designers and key regulators to develop guidelines and policies addressing the challenges unique to adopting the first LNGas-fuel initiatives in the U.S. Among ABS’s LNG-as-fuel projects are the Harvey Gulf dual fuel offshore support vessels, TOTE’s dual fuel new construction and conversion projects, and various floating LNG export terminal projects under development. We also are supporting Horizon Lines and Interlake Steamship as existing vessels are converted and Staten Island Ferries and BC Ferries as they study the feasibility of using LNG as fuel. We are fortunate to have industry partners such as Harvey Gulf, NASSCO and the Society for Gas as a Marine Fuel assisting us with these efforts and to share previous “lessons learned” from projects ranging from floating LNG liquefaction to the world’s first LNG regasification vessels. All told, ABS has more than 50 years of LNG handling and storage
New energy-efficient ship designs that use LNG as fuel propulsion systems have the potential to reshape the operating landscape
Images courtesy TOTE Inc. (top), Harvey Gulf International Marine LLC (bottom).
experience, and each new project is another opportunity to shape concept and design specifications for U.S. flag, LNG-fueled vessels. Continued efforts to collaborate on a broad range of issues such as operations, bunkering requirements, and safety considerations for specific vessels will provide a better understanding of appropriate operational requirements and restrictions, design loads, applicable class society rules, industry standards, and flag state statutory
Among ABSâ€™ LNG-as-fuel projects are the Harvey Gulf dual fuel offshore support vessels
requirements as gas-fueled technology gains ground in North America. Looking ahead, ABS is seeking input from stakeholders to assess infrastructure needs and availability, define training requirements, develop feasibility study criteria, and carry out economic modeling in an internally funded initiative to support LNG as fuel in North America. The study also will consider other key safety and operational factors that could impact the acceptance of LNG as fuel in North America.
There are challenges to implementing LNG as a fuel on a wider scale. But creative and technical points of contention are what drive us toward innovative solutions. Our industry must do more than adapt to changing operating and regulatory landscapesâ€”it must seek greater efficiency and, above all, strengthen its safety measures. By le ver ag ing our abilit ies, technical experience, guidance, and competence of Class, we are well positioned to tackle these challenges head on and to develop better practices for both regulators and industry alike that will reinforce these knowledge-based partnerships. Trust remains at the crux of collaboration. Class is and should remain an independent voice at the center of the process of finding solutions. ABS has a unique position in the marine community working with regulators and industry partners, and we will continue to align our internal resources with external needs to identify solutions to the most pressing operational challenges facing our industry. December 2013 MARINE LOG S3
voices of the industry
Leveraging New Technologies for Solution-Based Repair Services
“Technology is advancing at an unbelievable pace and one must evolve with it or die.” RICHARD BLUDWORTH CEO Bludworth Marine LLC Houston, TX
S4 MARINE LOG December 2013
ludworth Marine combines over 200 years of expert industry experience with the next 200 years of new talent, to continue the tradition of solution-based repair services. We specialize in vessel repair services, new construction, rotating equipment pump repairs, marine electrical troubleshooting, and marine engineering. Bludworth Marine LLC is leading the marine industry and laying the groundwork for an innovative future by placing strategic bets on new technologies and out-of-the-box thinking. Our decades of operational and repair experience provides a unique background for customer satisfaction. We understand the need to get customers back to work. Since its inception, Bludworth Marine has offered a diverse portfolio of services. We began working on offshore tugs and barges in 1998. Growth was slow at first, however, we quickly doubled our capacity every year for five consecutive years and have continued to grow in recent years. We currently operate four shipyard locations in the Texas Gulf Coast region, with crews capable of traveling internationally. Our growth and success has been made possible by our highly specialized team of experts. We have been fortunate enough to have the opportunity to hire some of the best men and women in the industry. These people have continued
to open up new markets, sub-sectors of existing industries and give us all another expert perspective. As t h e i n du s t r y con t i nu e s to change, so do we. We have quickly evolved our collection of services to adapt to the changing business environment. Our focus remains m a r i n e f a b r i c a t i o n a n d ve s sel repair, though we do not stop there. We are recognized industry-wide for our expertise in heavy steel repair. Our team continues to come up with innovative solutions to large repairs, sometimes utilizing automated welding procedures. Additionally, we have employed some of America’s best pump and rotating equipment, as well as electrical specialists. As the world becomes more automated, vessel owners are going to depend on qualified technicians to troubleshoot and resolve issues. Inherently, the vast array of projects that come to our yards give us the opportunities to solve new problems everyday. With each new job, comes a new challenge. Innovative use of technology Everyone knows technology and software are growing at an uncontrollable rate, and making proper adjustments and evaluating current systems is necessary to prevent being left behind. Within our industry, we recognized the inability to get our customers real-time information
Bludworth Marine has four shipyards along the Gulf Coast to service inland and offshore tugs and barges, OSVs and oceangoing ships
on projects. Traditionally, the typical construction business operates weeks, and sometime, months in arrears. To eliminate this, we have developed a cloud-based software system that gives us the ability to enter time, material cost, job specifications and daily turnovers in the field. Every single Bludworth foreman and supervisor is trained on and equipped with this technology. They now have the ability to manage their jobs and create reportable data for the customer at the same time. We then use this data to keep our customers up-to-date, analyze current projects and find better ways of conducting repairs. This innovative
real-time system separates traditional shipyards from the ones that will change industry standards. Additionally, to stay relevant and competitive, we also gain advantages by using established technologies in innovative ways. Bludworth Marine began focusing on the manufacturing of new inland barges in 2010. We dedicated time and resources conducting hands-on research trying to find safer and more cost-effective ways to the building and launching of new vessels, during which we developed a new procedure for docking vessels. We accomplished this by deploying dozens of rubberized airbags underneath the hull, as you
would when launching a new barge into the water. We have engineered a way to use rotating equipment to strategically apply the correct amount of force to pull 300+ foot vessels on land, without the use of a traditional dry-dock. This method is much safer for working on vessels, and cut material handling times by half, as we have easy access all around the base of the vessels. Bludworth Marine lives its motto, â€œSolutions, Not Problems,â€? and is already leading the next generation of marine repair, with its innovative and flexible solutions to the marine industry.
Bludworth Marine continues to employ innovative techniques and technologies for vessel repairs
December 2013 MARINE LOG S5
voices of the industry
Top Quality Underwriting Begins with Knowing your Client’s Needs
“The bottom line is we want to grow with our client’s needs and expanding our product lines makes that a reality.” H. EldEr Brown, Jr. Chairman, Continental Underwriters Ltd. Covington, LA
S6 MARINE LOG December 2013
o n t i n e n t a l Un d e r w r i t ers, Ltd. is not new to the marine insurance business. With over 43 years of continuous marine experience, we have garnered an enviable reputation for quality and service. There are less than three companies such as ours that have been in business as long as we have. Our clients know we are more than fair in our approach to their account. You can buy cheaper but you can’t buy better. Our underwriting division represents one of the only A+ XV (as rated by AM Best) and AA (as rated by S&P) insurers. Such quality is not obtained through shoddy cut rate selling of insurance. We have two types of accounts. The first one is a Core account and the other is a soon to be Core account. We pride ourselves in always being able to work through difficult markets, losses and economic times. With rare exception have we seen an account that can’t be written if there is a willing insured. When we write an account we expect to be writing that account 10-plus years in the future. Just ask family-owned LiftBoat operator Montco Offshore, Inc., Galliano, LA, or crew/supply boat operator Gulf Logistics, Inc., Larose, LA. We’ve worked with Montco for 35 years and Gulf Logistics for over 25 years. The amount of time we have insured these companies is not
out of the ordinary. The mutual loyalty and respect between us and our insureds has been earned over time. We spend a lot of time working through a client’s needs. It makes sense to know the client’s business well up front before wishing we had done our homework years later when the claims start rolling in. We can resolve most every issue once we have the necessary information in hand without delay. We recently expanded our business plan to include much higher capacity for our marine program. Over the last year and a half we have increased our in-house capacity five fold on excess and bumbershoot liabilities with a combined capacity of $30,000,000. Having completed that phase of our expanded footprint, we also were encouraged to broaden our facilities to write a very comprehensive portfolio of Inland Marine business which also has a strong cross over benefit to our existing core clients and for new clients. Just recently we commenced our Inland Marine Division. We have the absolute top underwriters in the business, full stop. Our mainframe Hull and Machinery and Marine Liability lines remain strong with continued support from the world’s top reinsurers. The bottom line is we want to grow with our client’s needs and expanding our product lines makes that a reality. With an expanding footprint
Over the last year and a half we have increased our in-house capacity five fold on excess and bumbershoot liabilities with a combined capacity of $30,000,000. offering more capacity and more products requires management skill beyond simply saying we have this ability. We have very senior management within our group and in conjunction with our insuring partners. Ask any client of ours and you will hear accolades as to our claims handling. We do not simply write a check when a loss occurs. We get involved. We want to know what went wrong, if anything did. We use every claim as a learning experience
for us but we especially want our clients to benefit from our root cause analysis of a claim. This hopefully helps prevent or minimize a similar loss in the future. Our founder, H. Elder Brown, believed that loyalty was the cornerstone of our business. Two generations since we have remained true to that foundation. Even when a client’s results are less than acceptable, we will work diligently to provide a quality product for them.
That’s because clients are not seen as a simple application on paper. They are seen as the lifeblood of our company. Insurance is not always an absolute even though some may feel it is. It is words on a piece of paper with a promise to pay—maybe. That’s where we outshine our competitors. We are always willing to sit down and work out any problem. Try putting a price on that.
Continental Underwriters has a strong presence in the Inland and Offshore marine industry
December 2013 MARINE LOG S7
voices of the industry
Setting the Standard for Penetration Sealing Systems
“The key to delivering long-term sealing capabilities is advanced rubber technology ‘know-how.’” Hans Beele President Beele Engineering BV Aalten, The Netherlands
S8 MARINE LOG December 2013
ealing systems for pipe and cable penetrations play a vital role in protecting ships and offshore installations against the spread of fire, smoke and water. In the event of an accident or an equipment failure, fire, smoke or water can travel rapidly. If a sealing system fails, the results can be at worst catastrophic or at best expensive. The most important consideration is, of course, whether the selected system will do what it is intended to do and keep on doing it for the entire life of the installation. Further questions concern reliably budgeting and planning. What are the costs of keeping the system functional over the life of the installation? Does the system require continuous maintenance, or is it basically maintenance-free? When these factors are taken into account, very few systems will qualify. Sealing systems are, in fact, engineered products. Meeting the required specifications with products that deliver long-term, minimum-maintenance functionalit y, calls for up-to-date manufacturing technology and high-tech materials, backed by continuous R&D and testing. One company with all of these capabilities is Beele Engineering (and note the “Engineering” in the name). Beele Eng ineer ing has been developing and improving sealing systems for more than 40 years and
has led the field with state-of-theart products and technologies. Its record of invention and innovation is demonstrated by a long list of patents granted over the years. Driving these innovations is continuous contact with designers, shipyards and end users around the world. This is all part of a “we care” attitude inspired by a passion to deliver systems that will do the job when and where it really counts – in the field and during a crisis. tyPe APProvAL The idea that a Type Approval certificate is “good for everything” is simply not the case. Beele Engineering has established “limitation matrices” for fire, gas and water tightness for sealing systems. A limitation matrix is unique for each product/system of every manufacturer. Beele maintains that the “limitation matrices” must be observed to ensure the products will perform as intended. Based on these limitation matrices, Beele not only designs but tests accordingly. In addition, Beele is one of the very few companies, if not the only company, to provide stamped detail drawings along with the Type Approval Certificates. WAter tiGhtness: settinG the stAndArd The key to delivering long-term sealing capabilities is advanced
SEALINg SYSTEmS category
Fire safety is an even more complex issue. While watertight sealing is more or less a mechanical issue, fire-stop systems must retain mechanical stability under fire load while coping with the behaviour of the material compositions of ducted pipes and cables
rubber technology â€œknow how.â€? Simply compressing rubber components to perform the tightness function of the sealing system is not the optimum solution. Rubber is, by nature, incom-pressible, and the ultimate result of heavy compression is stress relaxation and permanent deformation. Within quite a short time, depending on the composition and the vulcanization process, the flexibility of the rubber w il l be reduced, w hich could result in leakage. Re-tightening by compressing further only accelerates the undesired deformation. Beele
Engineering has established that long term functional sealing is achieved by coupling an optimized design of the rubber components with an appropriate polymer and that severe compression is to be avoided. In addition, extreme hardness or hardening of the rubber over time must be avoided as this has an adverse impact on sealing capability. FIRE SAFETY Fire safety is an even more complex issue. While watertight sealing is more or less a mechanical issue, fire-stop systems must retain mechanical stability under fire load while coping with the behaviour of the material compositions of ducted pipes and cables. Factors that must be considered include: flame erosion, mechanical stresses caused by expansion, melting cable sheathings, charring of sealing material, heat transmission by copper conductors or metallic pipes, as well as distortion of the construction. Passive fire protection systems must undergo not only fire tests,
but also mechanical tests and, for complete safety, ageing tests. They should deliver proof that they are not moisture-sensitive or vulnerable from environmental or mechanical exposure. TOTAL COST OF OWNERSHIP In addition to outstanding quality and performance, Beele products offer low total cost of ownership. While the initial installed cost is competitive with most other systems on the market, the real benefit is the return on investment over the long service life of an installation. B eele pro duc ts, w hich have been artificially aged for over 20 years, have shown there is no need for replacementâ€”a unique feature not applicable to many competitive products. Once the initial investment is made, the transits never need to be repacked unless a complete structural overhaul is undertaken. T h e re s u l t i s p e a ce of mind for all concerned for the entire life of the structure. December 2013 MARINE LOG S9
voices of the industry
New Hayata Technology Revolutionizes Banding and Tagging Operations
H “Technology has made it possible to not only barcode tags,..., but also generate high-speed output of embossed tags.” Tom CrouCh President Hayata, Ltd. Carrollton, TX
S10 MARINE LOG December 2013
ayata, Ltd. President Tom Crouch has seen a lot of change during his 15 years of manufacturing and selling stainless steel banding, ties and tags, but never before, he says, have there been such positive advances in the industry. Two particular breakthroughs are transforming the industry. “Technology has made it possible to not only barcode Stainless Steel tags, providing more detailed information that remains readable in all conditions, but also generate highspeed output of embossed tags,” says Crouch. Barcoded tags While barcoding has been around since the early 1960s, when it was first developed to identify rolling stock cars in rail yards, use of the technology has soared in the last decade. Most anything you buy these days has some kind of barcode associated with it. Coupled with a special reader, which instantly interprets the data and displays the item’s price and associated data, the barcode is common in most industries. But until now, it hasn’t figured into stainless steel tags. “Cables, pipes, valves and other mission-critical objects that require specific tags for safety and maintenance control can now be marked and identified with an ease and precision never before possible,” says Crouch. “This is a game changer for
tagging operations. The user can put more information on the tag and use a hand-held reader to get accurate, easy to read information.” Today’s most common barcodes systematically represent data by varying the width and spacing of parallel one-dimension (1D) lines. However, barcodes also take the form of two-dimensional (2D) dots. Hayata has been first to market with a new tag production system service that outputs embossed 2D barcode stainless steel tags. Customers email their data in a spreadsheet and the tags are output using a 2D dot format. The completed tags ship within 24 hours of data receipt on normal business days. Hayata’s 2D tag algorithms are industry standard and hand-held barcode readers, such as Dataman and Motorola 2D readers, are readily available. The 2D embossed barcode tags cover all the same bases as regular embossed ones. Hayata has put up to three coats of paint on their new tags and the reader is still able to interpret all the information. Best of all, the reader enables maintenance or safety inspectors to get clear, precise information without having to grasp and visually read the tag. This reduces human tag reading errors in low light or hazardous conditions and allows personnel to cover more ground in less time. The quick gathering of accurate information is also helpful for isolated
TaggIng & BanDIng category
The quick gathering of accurate information is also helpful in isolated applications on ships and offshore oil rigs
Hayata is now offering 2D embossed barcoded tags (left). The Hammerhead CT-7 is a lightweight, one-hand operation installation tool featuring a flat heavy-duty nose (right)
applications such as shipboard or offshore oil rigs. Users can transmit data acquired by the reader directly to land-based vendors to make orders for vital replacement parts 100% accurate. This can reduce order errors and speed delivery time, which can reduce downtime. High-Speed Embossing Historically, embossed stainless steel tags have been slow to produce. It generally takes five-to-ten minutes to create one tag on a manual machine.
But all that has changed. Hayata has developed a new auto-embossing machine that takes the tedium out of the tag production process. The Hayata SmartTagTM 2500 can produce up to 400 4-line embossed tags per hour, with data input into the unit from the user’s spreadsheet. For users needing a high volume of alpha-numeric embossed tags, this breakthrough technology will put them on the leading edge. A single operator with a SmartTag 2500 unit can produce all the tag
The Hayata SmartTag TM 2500 can output up to 400 embossed stainless steel tags per hour
requirements of a large-scale marking operation. Hammerhead Speeds Stainless Steel Banding Installation Another Hayata breakthrough is the Hammerhead CT-7, a manual ratchet tool designed to make stainless steel cable tie installations more efficient and tooling last longer. Hammerhead, which features a flat heavy-duty “hammerhead” nose, offers easy one-handed operation, is lightweight to reduce installer fatigue and allows the user to hammer down cable tie heads or tails if required without damaging the tool. “We continually test how to make stronger, easier-to-install stainless steel bands and better, more automated tools to speed the process. The Hammerhead was designed after observing how the installer works and creating a tool to make him more efficient,” says Crouch. For more information contact us at 214-360-7708 or email@example.com. December 2013 MARINE LOG S11
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Crowley’s new 2,400-TEU ConRo ships are being designed by Wartsila Ship Design
Orders for LNG-fueled tonnage swell at U.S. shipyards
he use of Liquefied Natural Gas—LNG—as a marine fuel has captured the imagination of U.S.-f lag operators. The value of LNG-fueled and “LNG-ready” vessels being built at U.S. shipyards has ballooned to close to $3 billion, following orders totaling over $850 million placed last month by Crowley Maritime, Matson Navigation and a subsidiary of SEACOR Holdings, Inc. Overall, there are 24 vessels (including one option) on order at shipyards on all three U.S. coasts. The most recent contract was signed between Crowley Maritime Corp., Jacksonville, FL, and VT Halter Marine Inc., Pascagoula, MS, for the construction of LNG-fueled, 26,500-dwt Container Roll-on/ Roll-off (ConRo) ships for trade between the U.S. mainland and Puerto Rico. The value of the contract is estimated at $350 million. What’s driving the LNG revolution is the abundance of cheap natural gas from shale discoveries in North America, the rising price of ultra-low sulfur fuel and stricter emissions standards for vessels operating in North America. The U.S. Caribbean Emissions Control Area (ECA), which includes Puerto Rico and the U.S. Virgin Islands, goes into effective in 2014. The ECA puts strict regulations on emissions of nitrogen oxides (NOx), sulfur oxides (SOx) and particulate matter from diesel engines. The North America ECA has been in effect since 2012. “Our investment in these new ships—the first of their kind in the world—is significant on so many fronts,” says Crowley Chairman and CEO Tom Crowley. “We named them the Commitment Class of ships because they represent our commitment to our customers and the people of Puerto Rico whom we will continue to serve for years to come with the superior service they expect from Crowley.”
Compiled by Marine Log Staff Crowley also notes that the ships are part of the company’s “EcoStewardship” to use the best-available technology to green the company’s operations. “And lastly,” says Crowley, “our actions are clear evidence of our commitment to the U.S. maritime industry and the Jones Act. American built, crewed and owned ensures U.S. shipbuilding capabilities, skilled U.S. merchant seamen, and available domestic vessel tonnage, all of which are of vital importance to our national defense.” Designed by Wartsila Ship Design, the Commitment Class ConRo ships will have an overall length of 219.5 meters, beam of 32.2 meters and deep draft of 10 meters. Cargo capacity will be about 2,400 TEUs, with additional space for nearly 400 vehicles. The main propulsion and auxiliary engines will be fueled with LNG. The ships, set for delivery in the second and fourth quarter of 2017, will represent quite a step up in service for the Jones Act trade to Puerto Rico. They will replace Crowley’s towed triple-deck barge fleet, which has been in operation since the early 1970s. The ships will be named El Coquí and the Taíno. Crowley’s design arm, Jensen Maritime Consultants, Seattle, WA, will oversee the construction of the ships. “Safety and environmental protection were also at the forefront of our design process,” says Jensen Vice President Johan Sperling. “For example, one of the superior safety systems we engineered included a feature that places all fuel tanks behind double-wall voids with no exposure to the environment.” Sperling says the ships will meet or exceed all regulatory requirements and have the CLEAN notation, which requires limitation of operational emissions and discharges, as well as the Green Passport, both issued by DNV-GL. December 2013 MARINE LOG 17
Shipbuilding LNG or LNG-ready VesseLs oN order at U.s. shipyards Shipyard
American Petroleum Tankers
Seabulk Tankers, Inc.
Seabulk Tankers, Inc.
Gulf Coast Shipyard
Harvey Gulf International
VT Halter Marine Inc.
With the contract, VT Halter Marine Inc. becomes the second shipyard on the U.S. Gulf Coast to have a contract to construct LNG fueled vessels. The Gulf Coast Shipyard Group, Inc., formerly TY Offshore, is building six dual fuel Platform Supply Vessels for Harvey Gulf International Marine, New Orleans, LA, at its Gulfport, MS, facility. Harvey Gulf International Marine (HGIM)—which kicked off the LNG revolution over two years ago with its first order—could potentially build additional vessels if it exercises its options with Gulf Coast Shipyard Group. The ABS-classed PSVs are 302 feet in length with a beam of 64 feet, and are based on a design from STX Marine, which has offices in Houston, TX, and Vancouver, BC, Canada. The vessels will be outfitted with Wärtsilä’s 6L34DF gensets, Wärtsilä transverse and steerable thrusters, Wärtsilä switchgear and Wärtsilä I.A.S. machinery control, alarm and monitoring system. The system is designed to maximize fuel efficiency and economical power generation for all operating conditions and is ABS certified. The two AC propulsion drive motors each have a maximum continuous rating of 3,620 hp, variable input speed up to a maximum rev/min continuous rating. General Dynamics NASSCO, San Diego, CA, and Seabulk Tankers, Inc., Fort Lauderdale, FL, a wholly owned subsidiary of SEACOR Holdings Inc., for the design and construction of one 50,000 dwt LNG-conversion-ready product carrier with a 330,000bbl cargo capacity, plus an option for a sister ship. NASSCO will begin building the tanker in 2015, with delivery scheduled for the fourth quarter of 2016. In a recent SEC filing, SEACOR Holdings reports that the new tanker and option “are in addition to the two 50,000 dwt product tankers to be constructed under the original Contract for Construction with expected delivery in May 2016 and March 2017. The purchase price for the additional vessel is approximately $124 million subject to certain adjustments, with a portion of the purchase price to be paid through quarterly installments and the balance paid upon delivery. General Dynamics Corporation has previously guaranteed NASSCO’s obligations, and the Company has previously guaranteed Seabulk’s obligations, under the Contract for Construction.” The three Seabulk Tanker vessels, as well as four previously ordered by American Petroleum Tankers (APT), Plymouth Meeting, PA, are based on the ECO MR tanker design from DSEC, a subsidiary of Korea’s Daewoo Shipbuilding & Marine Engineering. The partnership between NASSCO and DSEC has catapulted the U.S. shipyard to the status of one of the top builders of LNG-fueled and LNG-ready ships in the world. At the heart of DSEC’s ECO design is a G-series MAN ME 18 MARINE LOG December 2013
Est. $/Unit ($ in Mil.)
slow-speed main engine and an optimized hull form. The tankers will have conversion-capable, dual-fuel-capable auxiliary engines and the ability to accommodate the future installation of an LNG fuel-gas system and Type C LNG tanks.
Matson containership order A similar story is playing out on the East Coast in Philadelphia at Aker. It recently signed a $418 million contract to build two 3,600 TEU Jones Act containerships for Matson Navigation. The boxships will have the largest dual-fuel engines ever ordered in terms of power output. Each ship’s MAN B&W 7S90ME-GI engines will develop a massive 42,700 kW. The engines and related systems will be manufactured by MAN Diesel Turbo’s licensee, Hyundai, and will be able to use HFO, MDO or LNG as fuel. The 3,600-TEU Aloha Class boxships will be delivered in the third and fourth quarters of 2018. The first of the two new ships will be named after the late Senator Daniel K. Inouye, a proponent of the U.S. maritime industry and its role in supporting Hawaii’s economy. The 850-foot long vessels will be the largest Jones Act containerships ever constructed and are designed to operate at speeds in excess of 23 knots, ensuring timely delivery of goods in Hawaii. Importantly, the ships will also be able to navigate safely into some of Hawaii’s smaller ports. The new vessels will incorporate a number of “green ship technology” features such as a fuel-efficient hull design, dual fuel engines, environmentally safe double hull fuel tanks and fresh water ballast systems. MAN Diesel & Turbo says that the 7S90ME-GI uses the Diesel cycle to maintain high efficiency, with no need for any derating. The use of the diesel operating principle means there will be negligible methane slip and no need for restrictive load ramps or other knock-preventing measures. MAN Diesel and Turbo view the order as yet another significant step in the adoption of its dual-fuel technology by the marine market. “The ME-GI has a number of inherent characteristics that we feel give it a decided advantage in the market,” says Ole Grøne, Senior Vice President Low-Speed Sales and Promotions, MAN Diesel & Turbo. “Primarily, it is a diesel engine in contrast to the other dual- or triple-fuel engines on the market, which are Otto engines. Simply put, engines that operate according to the Diesel principle have a higher efficiency and power concentration than those following the Otto principle. Furthermore, in the light of after-treatment, a Diesel engine’s performance can benefit from NOx control, both in regard to fuel and gas, and within both Tier II and Tier III areas.” ■
May 13-14, 2014
Stamford Marriott Stamford, CT Keynote Address Deborah franco, Vice president Hr, HsQe, and administration, Harley marine services, inc.
Conference Topics Human factors: safety and training Subchapter M, Crew Endurance Management and onboard training
LnG suppLy and bunkering Where’s the supply of LNG going to come from?
WHat opportunities are there for building new barges? Articulated Tug Barges, LNG, LPG, and deck barges
epa tier 4 compliance Be fully prepared for the 2014 phase-in of standards for marine diesel engines
www.marinelog.com/events exhibit and sponsorship opportunities michelle m. Zolkos, marine Log firstname.lastname@example.org | 212.620.7208
Harley marine services (Hms) is raising the bar on operational responsibility One of the fastest-growing marine transportation providers in the country, HMS has made a serious commitment to safety, the environment and responsible operations. It’s received ISO 9001 (Safety), 14001 (Environment) and ISM Certifications with ABS and is in the process of attaining OHS&S 18001 (Occupational Health and Safety) certification.
spearheading the company’s certification efforts is Deborah franco Combining her experience at HMS with the industry insights of an AWO boardmember, Deborah will discuss some of the major challenges faced by the tug and barge segment. Deborah will also reveal Harley Marine’s strategy to keep HMS growing and how it plans to stay in the forefront of environmental leadership and stewardship. Join us at tugs & Barges 2014 for this and other crucial, business-changing perspectives.
DISTINCTIVE Vessels of 2013 Our award-winning selections for this year represent a diverse portfolio of innovative coastal, offshore and oceangoing vessels, with a special focus on more fuel efficient, cleaner designs
Borgøy World’s first LNG-powered tug DeemeD a milestone in the tug market—a market dominated by vessels running on diesel fuel—the Borgøy is the first in a pair of LNG powered tugs being built by Turkey’s Sanmar shipyard for Buksér og Berging. The twin tugs are the first tugs in the world to be powered solely by LNG. The use of LNG is expected to eliminate sulphur emissions, and reduce CO2 discharge by almost 30 percent and NOx discharge by up to 90 percent. Particulate matter emissions will also be brought down to nearly zero—meaning the tug will comply with all known future emission regulations. The 35 m x 15.4 m tug will be operated by Norwegian state oil company Statoil at its Kårstø gas terminal. Designed by owner Buksér og Berging and Marine Design, the Borgøy will be fitted with two 1,705 kW Rolls-Royce Bergen C26:33L6PG six-cylinder in-line gas engines driving two US35 azimuth thrusters. The tug operates at a speed of 13.5 knots. The propulsion package ensures the tug has rapid maneuvering and positioning capabilities essential to the tug’s escorting operations. The gas engine technology also meets the International Code of Safety for Gas Fuelled ships and DNV Classification Society rules. The Borgøy was built to DNV-Class including FiFi, oil recovery and escort notation. It has a static Bollard pull of 70 tonnes and escort capabilities of 100 tonnes steering force at 10 knots. The tug is also fitted with a main towing winch from Karmoy that has a brake load capacity of 250 tons and a deck crane. 20 MARINE LOG December 2013
a First: the world’s first lnGpowered tug, the Borgøy
Aegir Deepwater Construction Vessel a recent winner of the 2013 KVNR Shipping Award, Heerema Marine Contractors’ 50,288 gt, 210 m deepwater construction vessel, Aegir will serve the offshore pipelay and construction market in ultra-deep water. The vessel, based on the customized Ulstein Sea of Solutions SOC 5000 design, is a DP3-classed vessel that can be self-propelled or dynamically positioned by means of seven thrusters. With its primary function as a pipelaying vessel, the Aegir comes equipped with a multi-joint pipe handling plant installed on its main deck. Assembled pipe spools are laid down to the seabed via J-lay tower situated above the moonpool in the center. The tower is also
distinctive ships suitable for a pipe reel lay system, which is more efficient because of the speed of laying—one kilometer of pipe per hour. This speed is possible because most of the welding is done onshore. An Abandonment and Recovery system is also equipped for operations in bad weather conditions. Another standout function is Aegir’s heavylift capabilities. The vessel is equipped with a fully revolving 4,000 ton capacity offshore mast crane. The crane is situated aft at starboard side. Therefore, it is necessary to maintain an even keel condition during heavylift operation. A total of 10 anti-heeling ballast tanks are arranged at both starboard and port side. To cope with various operating situations, the vessel can run the anti heeling system on manual, auto and load moment control mode. To allow for easy maintenance, a condition monitoring system together with vibration monitoring system is installed on the main and auxiliary system.
APL Vancouver Containership neptune orient lines’ (NOL) containership, the APL Vancouver was built by Korea’s Daewoo Shipbuilding & Marine Engineering Co. Ltd (DSME). Designed by DSME, the 328 m long ship is a fully welded flush decker with a bulbous bow, double-skin construction, and a transom stern with open water type stern frame. The hull form has been optimized for a wide range of vessel operations.
The vessel’s environmentally friendly design includes the use of stainless steel materials, an enlarged grey water holding tank, ballast water treatment system and full double hull protection of its oil tanks. A pre-swirl stator has been applied as an energy saving device, improving propulsion efficiency by 3 percent. The APL Vancouver features nine cargo holds, 19 bays of 40 ft containers with 18 hatches. The number of nominal container slot is about 9,330 TEU including, 1,030 FEU of reefer containers. Homogenous intake based on unit weight of 9T/TEU is more than 8,700 TEU. One of the ship’s standout features is its propulsion package. The vessel’s main engine, a MAN B&W 10S90ME-C9.2 engine producing 51,070 kW of power, is installed with derating for low fuel consumption. MAN B&W’s S90ME-C9.2 engine has been proven to offer significant fuel savings—up to 7%—when compared to existing main engines. APL Vancouver can reach speeds of 23.6 knots at the designed draft of 13 m on even keel at 85%. The APL Vancouver is also equipped to combat piracy. The containership comes with, among other things, a fully enclosed navigation bridge, security doors, net securing fittings and crew shelter. The APL Vancouver is ABS classed +A1(E), Container Carrier, SH, SHCM, +AMS, +ACCU, CPS, ENVIRO, EP2020, NBLES,GP, RW, HIMP, TCM, UWILD.
Bourbon Explorer 501 Platform Supply Vessel FlexiBility was the key worD when designing the Bourbon Explorer 501. Designed by Shanghai Design Associate, the Bourbon Explorer 501, based on the SPP35 PSV design, was meant to combine a basic concept of a PSV and multipurpose vessel with the functionality of IMR (Inspection, Maintenance and Repair), ROV support and oil recovery vessels. The vessel meets requirements for well stimulation operations and can be upgraded for ROV support and light subsea intervention work. The vessel can also support drilling activities. Built by China’s Sinopacific Shipbuilding, the 3,600 DWT PSV measures 78.6 m x 17.2 m, can reach a maximum speed of 14 knots, a service speed of 12.5 knots, and has accommodations for 50. Its power configuration is made up of four Caterpillar CAT3512C/4 diesel electric engines, each producing 1,432 kW of power. The Bourbon Explorer 501 is also friendly to the environment. The PSV features an
optimized bulbous bow and hull line that, when coupled with the vessel’s propulsion system, provide considerable fuel savings. The risk of an environmental impact due to accidental hull damage is also reduced thanks to a double shell and double bottom protecting the vessel’s fuel oil tanks. Bourbon Explorer 501’s DP-2 system enables it to have tremendous station-keeping capability; exceptional maneuverability and provides safer operations alongside rigs and platforms. It also allows for increased operational time in adverse conditions. The vessel is classed BV I + HULL, + MACH, Unrestricted navigation, Supply Vessel, LHNS, WS, Oil product, Fire-fighting Ship 1, Water praying, + AUT-UMS, + DYNAPOS-AM/AT R, CLEANSHIP (7+), Protected FO tanks, COMF-NOISE 3, COMF-VIB 3, Oil Recovery Ship, Special Service, Standby Rescue Vessel (200 Survivors, Tropical Area). December 2013 MARINE LOG 21
Clipper Quito LPG Carrier Built By South Korea’s Hyundai Heavy Industries, the Clipper Quito is one of the world’s most fuel efficient LPG carriers. The 84,000 m3 liquefied petroleum gas (LPG) carrier, the first in a series of two being built for Norway’s Solvang ASA, is fitted with an EGCS (Exhaust Gas Cleaning System, SOx Scrubber) that enables the vessel to continue operating on heavy fuel oil, instead of switching to
low sulfur fuel oil, in order to meet the new IMO regulation. The new regulation, limiting the amount of sulfur in exhaust gas, comes into force in 2015 (SECA, SOx Emission Control Areas) and 2020 (Worldwide). The scrubber removes 95% of SOx emissions and 85% of particles. The 225 m x 36.6 m vessel is powered by a Hyundai-MAN B&W 6S60MC-C8.1 main engine with a NCR output of 11,340 kW at 89.5 rev/min, enabling the ship to sail at a service speed of 17 knots with 15% sea margin. Electrical supply is derived from three diesel driven alternators of 1,200 kW, plus an emergency unit of 130 kW. The 9.5% of power saving at the design point of bare hull is achieved with hull form development including LWL lengthening and propeller optimization. Designed for simultaneous loading, transport and discharging of two grades of cargo, Clipper Quito is capable of containing and handling commercial butane (ISO and normal), pure propane, commercial propane mixture of propane and butane in any proportion and propylene. The carrier’s reliquefaction plant can simultaneously handle two grades of refrigerated cargo, and major equipments. Cargo unloading is done by two deep well pumps per each cargo tank allowing for discharge of a full cargo in about 19 hours. Loading a full cargo, at maximum rate of 4,800 m3/h from fully refrigerated atmospheric storage is accomplished in 19 hours.
Esvagt Aurora Standby Vessel winner of the Association of Naval Architects and Marine Engineers in Spain (AINE) “Best Spanish Ship Built in 2012” award, the Esvagt Aurora was built to operate and provide immediate assistance in all types of harsh climates. Built by Spain’s Zamakona Shipyard S.A., Bilbao, the standby vessel is owned by Esvagt AS, part of the A.P. Moller-Maersk Group. Based on the Ulstein SX123 design ERRV (Emergency Rescue and Recovery Vessel) the Esvagt Aurora can perform a variety of high sea towage tasks. Its DP2 Dynamic Positioning system helps it maintain position in all types of rough sea conditions— including hurricane force winds. The DP system further enables the vessel to operate ROVs in deep seas. Measuring 87 m long and 17 m wide, the vessel is powered by a diesel-electric set-up including four STX-built MAN 6L21/31 engines generating 2,640 kW of combined power.
The Esvagt Aurora’s design incorporates the latest innovative equipment, including pollution control gear, de-icing equipment to prevent ice from forming on decks and the latest technology for the launch and recovery of rescue boats. The DNV-classed vessel is fully compliant with the Clean Design environmental cla ss notation. Esvagt Aurora also achieved a DNV Comf-V notation due to low noise and vibration levels. It has a bollard pull of 100 tons, can travel at a speed of 16.5 knots and has accommodations for 40.
Francisco High-Speed Ferry South American company Buquebus has the premier distinction of being the owner of the world’s fastest ferry, the 99 m Francisco. Built by Australia’s Incat Tasmania, the high-speed ferry achieved a speed of 58.1 knots at 100% MCR during lightship trials. Francisco also happens to be the world’s first dual fuel high-speed ferry to operate on LNG as its primary fuel, and the fastest, environmentally cleanest, most efficient, high-speed ferry in the world. The vessel’s high speed is attributed to its Incat wave piercing catamaran design; the use of lightweight, strong marine grade aluminum; and the power produced by two 22MW GE LM2500 gas turbines driving Wärtsilä LIX 1720 SR waterjets. Incat believes the ship could go faster. During lightship trials there was a full load of LNG on board—two 40 m3 tanks, in addition to 35 tonnes of marine distillate that could have slowed the vessel down. “When we have less fuel on board, and delivery spares removed, we will see that speed go higher still in the shallow water of the River Plate (Rio Plata),” said Incat Chairman, Robert Clifford. 22 MARINE LOG December 2013
Francisco will operate on Rio Plata, between Buenos Aires, Argentina and Montevideo, Uruguay. The ferry has capacity for 1,000 passengers and 150 cars. The vessel is the eighth Incat-built vessel to be operated by Buquebus.
Front Arrow Tanker
Front arrow is the first in a series of six for Frontline 2012
the oil/chemical tanker Front Arrow was built by South Korea’s STX Offshore & Shipbuilding for owners Frontline 2012 Ltd. The vessel, designed by STX Jin-Hae Shipyard, is the first in a series of six fuel efficient MR tankers being built for the company and the first vessel of 60 currently on order for Frontline 2012. All vessels are expected to be delivered by 2016. Frontline’s SeaTeam Management Pte Ltd, Singapore, will manage the vessel, which according to SeaTeam “represents a diversification from our core tanker business in the crude oil sector.”
Red Dawn Offshore Support Vessel
red Dawn is based on eastern’s tiger shark class series
Front Arrow has a length of 183 m, beam of 32.2 m, a depth of 19.1 m and a draft of 13.3 m. It is 49,452 dwt and has a gross tonnage of 9,993 tonnes. Its fuel efficient propulsion system includes STX HI/MAN B&W 6S50ME-B9.2 engines generating 7,260 kW of power at MC. Front Arrow’s generators are STX/MAN 6L23 with 960 kW at 900 rev/min. The vessel is Marshall Islands-flagged and DNV classed +1A1, Tanker for Oil and Chemicals, ESP, E0, CSR, COAT-PSPC (B), TMON, BIS, VCS-2B, CLEAN, BWM-E(s), COW, ETC. hornBeck oFFshore is leaving its mark in the deepwater market with help from one of the largest OSV shipbuilders, Eastern Shipbuilding Group, Panama City, FL. Currently the yard is under contract to build 12 HOSMAX Offshore Supply Vessels and MPSVs for the operator for operation in the U.S. Gulf of Mexico deepwater oil patch. The first vessel is the designated HOSMAX 300 series DP-2 OSVs, the 292 ft x 64 ft x 24 Red Dawn, set the benchmark high when it was delivered 10 days ahead of schedule this past June. Designed by naval architectural and marine engineering firm STX Marine Inc., the HOSMAX series is based on Eastern’s Tiger Shark Class Series. The state-of-the-art Red Dawn is fitted with four Caterpillar 3516C 16-cylinder turbo charged Tier III diesel generator engines each rated at 1,825 kW at 1,800 rev/min. Main propulsion is provided by two GE Energy furnished Hyundai 2,500 kW 690VAC electric motors driving two Schottel SRP 2020FP Z-Drives with nozzles rated at 2,500 kW at 1,205 rev/min each for a total output of 6,704 hp. The offshore support vessel can reach a cruising speed of 12 knots and a maximum speed of 14 knots. GE Energy Power Conversions provided the complete system integrated diesel electric package. Red Dawn has a total below deck fuel oil capacity of 241,551 gallons of diesel fuel, 578,597 gallons of drill/ballast water, and 10,585 ft2 of clear deck area. The vessel is ABS classed A1, Offshore Support Vessel and Ocean Service, Loadline, AMS, ACCU, Circle E, DPS-2 with additional ABS Class notations UWILD, ENVIRO, FFV-1. Red Dawn is also certified under SOLAS and IMO.
December 2013 MARINE LOG 23
JO PROVEL Crude Oil/Product Tanker Built by STX Offshore & Shipbuilding Co., Ltd., the 74,500 dwt crude/product oil tanker Jo Provel was delivered to owner Zippora Pte Ltd. this past March. The tanker measures 219 meters in length, 32.34 meters in width and 20.65 meters in depth. Flying the Norwegian flag, Jo Provel is managed by Jo Tankers AS,
a provider of deep-sea transportation services for chemicals, petroleum products and edible oils. The product tanker has 14 tanks. Its cargo area has three longitudinal bulkheads with double bottom and double hull; and is made up of six cargo oil tanks, one pair of slop tanks and six segregated water ballast tanks—ballast capacity on the vessel is 30,234 m3. The ship’s propulsion package includes a two-stroke STX MAN 7S50ME-B8.1 engine as its main engine with an output of 9,680 kW. Meanwhile, its generator diesel engines include two STX-MAN 6L21/31 engines, producing 1,320 kW of power and one STX-MAN 5L21/31 producing 1,000 kW of power. An emergency diesel engine is provided by Cummins. Service speed is 14.6 knots at NCR power with 15% sea margin. Jo Provel has a DNV class notation: 1A1 CSR Tanker for oil ESP SPM E0 VCS-2 BWM-E(s) COAT-PSP(B) BIS TMON. Jo Provel, along with fellow member of the Jo Takers fleet, Jo Pinari, is equipped with Becker Marine Systems’ Becker Mewis Duct. The duct straightens and accelerates the hull wake into the propeller and also produces a net ahead thrust. The Becker Mewis Duct is expected to produce about 3% power savings on the Jo Provel.
the 120 m Gas odyssey is owned by Benelux overseas
Gas Odyssey Gas Carrier the stx-Built LPG tanker Gas Odyssey was delivered this past October to Greece-based Benelux Overseas, Inc. The 10,128 DWT vessel is powered by an STX/MAN B&W 6S35 ME-B9.1 engine generating 5,220 kW. The tanker’s generator, an STX Engine 6L21B1 generates 1,320 kW at 900 rev/min driving Haeyang four-blade fixed-pitch propeller.
The Gas Odyssey has a length of 120.4 m, a beam of 19.8 m, a depth of 11.2 m and a draft of 8.8 m. The vessel has a gross tonnage of 9,160. It is classified by Germanischer Lloyd with an RSD Notation of Fatigue. The vessel’s longitudinal stiffeners have a life cycle of 40 years. Gas Odyssey is fitted it a Flutek Kawasaki electro-hydraulic main pump, with a high-pressure split drum and non auto tension.
Saga Fjord Cargo/Containership saGa Shipping’s 37,499 gt, 199 m Saga Fjord was built by Daewoo Shipbuilding & Marine Engineering and delivered this past March. Designed with a double-skinned construction in way of cargo holds—double bottom, double side—and arranged with 10 cargo holds with 10 cargo hatches. The ship is an open hatch type carrier, enabling the accommodation of various types of cargoes including containers, pulp, packaged lumber, grain, roll paper, aluminum, ingots, coat and other solid bulk cargoes. Saga Fjord also features an environmentally friendly design and comes equipped with an Optimarin ballast treatment system. The vessel is a fully welded flush decker type with a bulbous bow, a transom stern with open water type stern frame, a bow thruster equipped for effective berthing, a full spade rudder and a fixed pitch propeller directly driven by MAN B&W5S60ME-C8.2 engine with maximum rating of 9,560 kW at 92.4 rev/min. Saga Fjord can reach a service speed of 15 knots at the designed draft of 11.5 m on an even keel at 85% MCR. 24 MARINE LOG December 2013
Two electric-powered gantry cranes with 42 tons (SWL) lifting capacity are installed on the upper deck. Moreover, the vessel’s gantry cranes ensure faster and more efficient loading and unloading operations. A large-capacity dehumidifier is installed so that special cargoes can be kept dry. Saga Fjord is DNV Class +1A1 General Cargo Carrier, Container, HC-B, DK(+), HA(+), IB(3), E0, CLEAN, BWM-T, TMON, BIS.
Bruner named President of Maersk Line, after Reinhart retires John F. ReinhaRt (pict ure d ) w ill ret ire a s President and CEO of Maersk Line, Limited (M L L) come Januar y 2014. Reinhart has been part of the A.P. Moller – Maersk Group for nearly 23 years. MLL’s Board of Directors has named J. Russell BRuneR to replace Reinhart in the role of President and CEO. Bruner joined Maersk in 1989 and has been President and CEO of Maersk, Inc. since 2004 and Executive Vice President of the A.P. Moller-Maersk Group since 2006. President of the Scorpio Group, RoBeRt B u g B e e , ha s b e e n nam e d a s t h e Connecticut Maritime Association (CMA) Commodore for 2014. Bugbee will be presented with the award on March 19, 2014 at the Gala Dinner marking the conclusion of the CMA conference and expo. Tidewater Inc., New Orleans, L A , has elected RoBeRt l. PotteR to its Board of
Directors. Potter, who recently announced that he would retire from his position as President of FMC Technologies, Inc., Houston, TX, will be on the board from December 1, 2013 to July 2014. stuaRt CameRon has been appointed UK Managing Director for Maersk Training. He will oversee both UK training centers in Aberdeen and Newcastle and will be responsible for driving the company’s expansion plans in the UK Oil & Gas, Maritime and Offshore Wind sectors. The International Propeller Club has honored CaPtain RiChaRd goBen, Por t Captain, Hornblower Cruises & Events, San Diego, CA, with the 2013 Maritime Person of the Year award. Goben received the award in honor of his service as an ambassador on behalf of the maritime industry and in gratitude for his tireless advocacy for maritime safety and security.
noRman n. deJong, one of the founding partners of DeJong & Lebet, Inc., Naval Architects, Jack sonv ille, F L , ha s passed away. Known for his innovative designs, DeJong’s work included the first Panama Canal Z-drive tug, as well as several Casino Vessel designs. Bristol Harbor Group, Bristol, RI, continues to expand its naval architecture and marine engineer practice with the addition of annie FisheR, Naval Architect; nathan seeling, Mechanical Engineer; ChRis toPheR Cluett, Naval Architect; and Rhea levin, Administrative Assistant to its team. TOT E Ser vices , Inc ., ha s appointed sCot t Jone s as V ice President for Business Development and Strateg y. Jones will be responsible for developing new business in the gover nment and commercial sectors, strategic planning and contract management.
December 2013 MARINE LOG 25
Hybrid sCrubbers for robin Hood
MHi-MMe reCeives orders froM HHi For Ultra steam tUrbine Plants Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. (MHI-MME), has received orders from Hyundai Heavy Industries Co., Ltd. (HHI) of Korea for four Ultra Steam Turbine (UST) plants to be installed in four LNG (liquefied natural gas) carriers HHI is to construct for Petroliam Nasional Berhad (PETRONAS), the stateowned oil and gas provider in Malaysia. The orders, which were received with an option on additional USTs for four more carriers, marks the first time the MHI group has sold USTs outside Japan. Delivery is scheduled for 2015. The four UST plants on order consist of four marine turbines and eight boilers. The technology incorporated into the UST was developed by MHI independently. The adoption of a reheating cycle, a field in which the company has a strong track record in onshore commercial power generation plants, results in a near 15% improvement in fuel efficiency compared to conventional steam propulsion
plants, making MHI USTs more economical and environmentally compatible. The USTs on order from HHI will serve as the main engines of PETRONAS’s four new LNG carriers, which will play a major role in transporting LNG produced in PETRONAS’s future LNG projects. HHI operates the world’s largest shipyard, and in addition to ships it also produces a broad scope of products including industrial robots, power generation plants and equipment, heavy machinery, construction machinery and special-purpose vehicles. MHI-MME is currently undertaking the manufacture of USTs for eight ships under construction by MHI. Leveraging that experience plus receipt now of its first overseas order, going forward the company aims to more proactively pursue UST marketing in a quest to secure a solid position within the global market. www.mhi-mme.com/index.html
NCL Crew to be trained by resolve Resolve MaRitiMe acadeMy, Fort Lauderdale, FL, has been selected by Norwegian Cruise Line (NCL) to provide simulator-based training courses and safety courses to NCL officers. A l l t r a i n i n g w i l l b e co n d u c t e d a t Resolve Maritime Academy’s Simulation Training Center. The courses will include a five-day customized Bridge Resource Management Course using NCL’s specific policies and procedures. “Resolve’s state-of-the-art facility utilizes the same equipment as we have on our ships, which makes it a perfect place to conduct simulation training for our officers,” says Svein Sleipnes, Senior Vice President, Marine Operations, Norwegian Cruise Line. 26 MARINE LOG December 2013
Previous to the switch to Resolve the cruise line conducted its simulation training in Holland. NCL isn’t the only cruise line to tap Resolve for its simulation training needs. When the Academy first opened in 2012, Royal Caribbean Cruises Ltd (RCL) and its cruise brands Azamara Club Cruises, Celebrity Cruises and Royal Caribbean International were among its first trainees. Resolve’s simulation center includes a 240 degree HFOV Transas Full-Mission Class “A” simulator, a separate 205 degree Bridge Wing, four 120 degree mini bridges, and an ECDIS Lab Classroom Environment that uses Transas NaviSailor 4000 and Sperry Vision Master ECDIS. www.resolveacademy.com
GeRMan-swedish feRRy operator TT-Line has awarded a turnkey project contract to Wärtsilä to retrofit an exhaust gas cleaning system on its Ro-Pax M/S Robin Hood. The retrofit project is part of TT-Line’s Green Ship strategy and is co-funded by the European Union through the TEN-T MOS Green Bridge on Nordic Corridor projects. The use of the new hybrid scrubber system will enable the vessel to comply with SECA (Sulfur Emission Control Area) requirements. Under the contract Wär tsilä will provide four Wärtsilä Hybrid Scrubber Systems. The systems will operate either in open loop or closed loop mode using seawater to remove SOx from exhaust. Wärtsilä will also provide prefabrication, installation, classification, project management and construction site management.
Wärtsilä introduces new low-pressure engine
The solutions provider also recently introduced a new range of low-speed two-stroke dual-fuel engines. The first engine to feature the low-pressure technology, the Wärtsilä RT-flex50DF, will be available for delivery the third quarter of 2014. The remaining engines in the Generation X series will be available 2015 and 2016. When compared to other technologies, the low pressure engines offer capital expenditure (CAPEX) reductions of 15 to 20 percent; significant gains on the OPEX (operating expenditure) side; and the ability to operate on gas across the entire load range. The new engines are Tier III emissions compliant in gas mode, meanwhile minimum Tier II level is achieved with liquid fuel. www.wartsila.com
Anglo belgiAn CorporAtion rEcEivEs TiEr iii cErTificATE from Us EPA
Klüberbio gear and stern tube lubricants receive European Ecolabel Approval
dieseL engine manufacture Anglo Belgian Corporation Diesel (ABC Diesel) has received its Tier III approval for its “DZC” engine line from the Environmental Protective Agency (EPA). The DZC engine is available in a 6 and 8-cylinder inline or 12- and 16-cylinder V configuration operating from 600 rev/min to
1,000 rev/min and producing up to 5435hp. The engines—all mechanical, simple and robust—can run on diesel, heavy fuel or bio fuels; as well as a dual fuel execution. Sales, field service and spare parts inventories for the U.S. will be handled by Trans Marine Propulsion Systems, Inc. (TMPS). www.transmarine.org
Londonderry, nH–based Klüber Lubrication has announced that its Klüberbio EG 2 gear oil for thrusters and Klüberbio RM 2 stern tube oil now carry the European Ecolabel, signifying compliance with the U.S. Environmental Protection Agency’s (EPA’s) 2013 Vessel General Permit (VGP). The EU Ecolabel is a label of environmental excellence that is awarded to products and services meeting high environmental standards throughout their life-cycle: from raw material extraction, to production, distribution and disposal. Klüber’s gear oils for thruster and CPP propulsion units and its stern tube oils are approved for use by leading thruster and seal system OEMs and now have independent assurance, from the EU Ecolabel Program, that the products achieve the U.S. EPA’s requirements for classification as an Environmentally Acceptable Lubricant (EAL). Therefore, these high-performance lubricants meet the standards for biodegradability, minimally toxic, and non-bioaccumulating standards set in Appendix A of the U.S. EPA’s VGP. “Receiving the certification from the EU Ecolabel program for our gear and stern tube lubricants is significant,” says Ben Bryant, marine market manager, Klüber Lubrication North America L.P. “The VGP states that lubricants with this label qualify as an EAL and therefore vessel owner/ operator can be absolutely certain that the product meets all of the requirements set in Appendix A of the VGP.” Klüberbio EG 2 oils have a high scuffing resistance, protecting gear teeth reliably against fretting damage even at high peak loads. Klüberbio EG 2 and Klüberbio RM 2 oils have a longer service life than mineral oils owing to the good stability towards ageing, oxidation and hydrolysis of the synthetic base oil.
December 2013 MARINE LOG 27
contracts Shipyard ContraCtS While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: email@example.com. Some contract values and contract completion dates are estimated. Information based on data as of about November 1, 2013. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com. Shipyard
RECENT CONTRACTS Aker Philadelphia GD-NASSCO
eSt. $ MiL
Philadelphia, PA San Diego, CA
containerships product tankers
3,600 TEU 50,000 dwt, 330,000 bbl
Matson Navigation Co. Seabulk Tankers
EST. DEl. 4Q2018 1Q2017
Kvichak Marine Metal Shark
Seattle, WA Jeanerette, LA
tender target boats
66 ft x 25 ft
NSDEC U.S. Navy
Nichols Brothers Silver Ships
Whidbey Isl., WA Theodore, AL
ferry target boats
115 ft, 23-car
Wahkiakum Cty. U.S. Navy
VT Halter Marine
219.5m, 2,400 TEU
DElIVERIES Marinette Marine Vigor Fab
Marinette, WI Seattle, WA
survey vessel deck barge
208 ft 250 ft x 70 ft
NOAA Harley Marine Services
PENDING CONTRACTS Aker Philadelphia BAE Systems Southeast
Philadelphia, PA Mobile, AL
Options dump scows
50,000 dwt 7,700 ft3
Crowley Great Lakes Dredge
OPCs LASH carriers
Offshore Patrol Cutters convert steam to LNG
U.S. Coast Guard Horizon Lines
4Q2018 OCT2013 $500
NOTES 2017 Options RFP/Phase I RFP
TBD TY Offshore
double-end ferry PSVs
70-car dual fuel, 302 ft x 64 ft
VDOT Harvey Gulf Intl. Marine
New Orleans, LA
VT Halter Marine Candies Shipbuilders
Pascagoula, MS Houma, LA
Roll-On/Roll-Off subsea vessel
692 ft, 26,600 dwt 108m x 22m, MT6022
Pasha Hawaii Transport Otto Candies LLC
Leevac Shipyards TBD
PSVs vehicle ferries
300 ft x 62 ft two 145 vehicle, 600 PAX
Tidewater BC Ferries
Options Award JAN14
1,200 PAX (convert to LNG)
Washington State Ferries
To make it safely to harbor,
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28 MARINE LOG December 2013
Ocean Marine Division www.GreatAmericanOcean.com
marketplace products & services
WATERFRONT LEASE PORT OF MOBILE, AL Two Prime Waterfront Properties Contact William Harrison 251-232-3810 or visit www.harrisonbrothers.com/land
Specializing In Barges • •
Single or Double Hull, Inland or Ocean-Going Design, Construction & Modification • Chartering & Sales 503-228-8691 1-800-547-9259 3121 SW Moody Avenue, Portland, Oregon 97239
*Subject to mutually agreed upon terms and conditions of a written lease. All Real Estate Brokers or Agents shall be considered agent of, and sole responsibility of, theTenant.
2000-TON DRYDOCK, SHIFT BOATS, CRANES, POLLUTION RECOVERY BARGE. Contact William Harrison 251-232-3810
eNGiNeers & ArcHitects
December 2013 MARINE LOG 29
marketplace eNGiNeers & ArcHitects
Naval Architecture Conceptual Designs Marine Engineering Production Engineering Lofting & Nesting Tooling Design
HARLEY MARINE SERVICES Open Positions: Port Captain – Seattle, WA and U.S. Gulf Coast Marine Operations Manager – Anchorage, AK Port Engineer – L.A./Long Beach Harbor, CA Dispatcher – Seattle, WA and L.A./Long Beach Harbor Captain – Seattle, WA and U.S. Gulf Coast River Pilot – U.S. Gulf Coast Tankerman – U. S. Gulf Coast Engineer (licensed engineer preferred) – All Locations For a list of all open positions or to apply online, please visit our Careers page at www.harleymarine.com
MAXIMO MAINTENANCE PLANNER The Steamship Authority is seeking an individual experienced with Computerized Maintenance Management Systems (CMMS), preferably Maximo or NS5, who will be responsible for assisting in the planning and scheduling of the Authority vessels’ preventative maintenance and corrective maintenance activities. Responsibilities will include working in collaboration with Sr. Chief Engineers, Sr. Captains, Terminal Managers and Maintenance Supervisors to plan and schedule the execution of maintenance work orders. Other responsibilities will include overseeing the management process to ensure maintenance activities are performed as required, in addition to other duties requested by the supervisor. The applicant shall have at least two years of experience in the Marine Engineering field and be familiar with CMMS programs, possess a Bachelor’s Degree in Marine or Mechanical Engineering or equivalent and be versatile with Microsoft Office Suite. The applicant must also possess excellent written and verbal communication skills. A USCG Engineer’s license is preferred. Competitive salary and fringe benefit package. EOE. Interested parties should respond by January 17, 2014. Send resume to: Director of Human Resources Steamship Authority P.O. Box 284 Woods Hole, MA 02543
HMS Global Maritime is looking to fill the following positions for our new steamboat in Portland, OR. For more information and to apply for any of these positions, please go to our website www.HMSGM.com Captain Second Mate Able-Bodied Seaman Deckhand Utility/Painter Chief Engineer Second Engineer QMED Oiler
More positions will be added over the next few months!
30 MARINE LOG December 2013
TROPICAL SHIPPING USA, the Premier Logistics Company in the maritime industry is seeking to fill the position of Marine Engineering Supervisor at our facility in West Palm Beach, Florida. RESPONSIBILITIES: Supervision of mechanics and technical direction for our in-house repair shop; scheduling of vessel maintenance and repairs; conducting voyage repairs and dry dockings; assisting with the department budget. REQUIREMENTS: Minimum BS degree in Marine Engineering or a related field and a Marine Engineer’s License with several years sailing experience on Motor vessels (over 4,000 HP). Previous shore side supervisory experience for the repair and maintenance of vessels is preferred but not required. Valid driver’s license and valid passport with a willingness to travel internationally as needed. COMPENSATION & BENEFITS: Highly Competitive Salary commensurable with candidate’s experience and skills. Attractive benefits package that includes healthcare, dental, 401k profit sharing plan, paid vacations, company paid holidays, and annual incentive bonuses. Full Relocation offered. The ideal candidate will have excellent scope for career development as well as exposure to the International Business environment. Interested applicants with updated resume should: Apply online on the CAREER link at www.Tropical.com Tropical Shipping USA, LLC is an Equal Opportunity Employer
Marketplace SaleS contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: email@example.com
All MAjor Credit CArds ACCepted
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Thickness - hardness crack determination Ultrasonic flaw detection Vibration - noise structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements
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ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Hayata Ltd . . . . . . . . . . . . . . . . . . .S10, S11
ABS . . . . . . . . . . . . . . . . . . . . . . . . . S2, S3
KVH Industries, Inc . . . . . . . . . . . . . . . . .16
Beele Engineering . . . . . . . . . . . . . S8, S9
Marine Art Of J . Clary . . . . . . . . . . . . . . . 4
Bludworth Marine LLC . . . . . . . . . . S4, S5
Meridian Ocean Services . . . . . . . . . . . . 11
Capstone Turbine . . . . . . . . . . . . . . . . . C2
Metal Shark Boats . . . . . . . . . . . . . . . . . 7
CMA Shipping 2014 . . . . . . . . . . . . . . . .25
STX Corporation . . . . . . . . . . . . . . . . . . C4
Continental Underwriters LTD . . . . S6, S7
Transport Canada . . . . . . . . . . . . . . . . . . 8
Daewoo Shipbuilding . . . . . . . . . . . . . . C3
Tugs & Barges 2014 . . . . . . . . . . . . . . . .19
Donjon Marine, Inc . . . . . . . . . . . . . . . . 27
Vigor Industrial . . . . . . . . . . . . . . . . . . . . 9
Eastern Shipbuilding . . . . . . . . . . . . . . . .3
World LNG Fuels . . . . . . . . . . . . . . . . . . 12
Great American Insurance Co . . . . . . . 28 December 2013 MARINE LOG 31
Steel and Steam Create the “new navy” When the Civil War ended, there was, inevitably, a surplus of both warships and merchant ships, of all types and sizes. As a result, the demand for new ships built in U.S. shipyards fell off abruptly, a phenomenon that, not too surprisingly, repeated itself after both world wars. This blow to the U.S. shipbuilding industry was made worse by the need to convert the yards for the construction first of iron hulls and, from 1877, steel hulls, with triple-expansion steam engines that were no longer supported by auxiliary sail power. The U.S. had been dominant in the international market for wooden-hulled ships, but in this new arena, it soon fell behind the yards in Europe, partly because of the U.S. yards’ failure to modernize, partly because of the high cost of U.S. iron and steel, and partly because of the high cost of U.S. labor. As a result, U.S-built ships cost at least 40% more than Britishbuilt ships: suddenly, shipowners who were not required to build in U.S. yards shifted their business to Britain, France or Germany. Depressing demand further was the almost complete absence of orders for naval vessels. By 1883, eighteen years after the end of the Civil War, there were only three U.S. shipbuilders with the ability to build modern, steel-hulled, steam-powered ships, although several smaller yards had achieved a limited degree of modernization. The big three – all on the Delaware River – were William Cramp & Sons, in Philadelphia, John Roach & Company, in Chester, and Harlan & Hollingsworth, in Wilmington. But in 1883, the Navy seemed to awake from
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18 years of stupor to the realization that its fleet was old and obsolete and needed to be totally replaced. The first orders for the “New Navy” were placed that year and the industry began to come alive again. Over the next 23 years, through 1906, the Navy ordered 138 ships, including 27 battleships, 10 monitors, 34 cruisers, 16 destroyers, 18 gunboats and 33 torpedo boats, an average of seven ships a year. (The year 1906 is the significant milestone here because historians call it the beginning of “the Dreadnought Age”. It was the year in which HM Dockyard Portsmouth delivered HMS Dreadnought, the first capital ship on which all the guns were big guns and the first capital ship capable of achieving the much higher speeds made possible by Parsons’ development of
steam-turbine propulsion.) This surge of activity not only brought welcome work to the three established yards—Cramp, Roach and Harlan & Hollingsworth—but also stimulated the construction of new yards, notably Bath Iron Works (established in 1888), Columbian Iron Works (1880), Crescent Shipyard (1889), Fore River Shipbuilding (1899), Maryland Steel (1891), Moran Bros. (1882), New York Shipbuilding (1900), Newport News Shipbuilding (1886), Union Iron Works (1885) and several smaller companies. And it was not only shipyards that were created during this era of growth: the Society of Naval Architects & Marine Engineers was formed in 1893 and Webb Institute of Naval Architecture was founded in 1894. The HMS Dreadnought had five 12-inch guns, twenty-seven 12-pounders and five 18-inch guns
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32 MARINE LOG December 2013
By Tim Colton
WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: firstname.lastname@example.org
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