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ENERGY EFFICIENCY: The value of ‘Big Data’

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

march 2014

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ONBOARD WITH LNG HOS ACHIEVER: New breed of OSV USCG: Getting mission ready

No. 164.141/36/0

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Engineered Solutions

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march 2014 Vol. 119, No. 3


departments 4 editoriAL Not your father’s marine industry

8 updAte


The U.S. Coast Guard is ramping up its fleet with a series of new vessel programs including the Fast Response Cutter class

features 14 LNG

24 eNerGy efficieNcy

Canada has earned its North American bragging rights. Not only does the country dominate in hockey, but also using LNG as fuel for ferries. PLUS: TOTE cuts steel for its first LNG containership

The use of “big data” provides the industry with an opportunity to improve energy efficiency, minimize environmental impact and optimize operational performance. How do we work as an industry to unlock its value?

LNG: An expanding story

20 reGuLAtioNs

the value of ‘big data’

setting a positive course for compliance

26 softwAre

Operators should navigate cautiously when it comes to the Towing Safety Management System proposed under Subchapter M

Designers of the Offshore Patrol Cutter must provide a 3D model compatible with ShipConstructor

23 offshore

Making sure the coast Guard is mission ready

hos Achiever: A new breed of deepwater vessel Hornbeck Offshore Services’ HOS Achiever, stands out from the crowd with its unique onboard features 2 MARINE LOG March 2014

cost cutters

28 MAritiMe security

In order to maintain the security of the Maritime Transportation System, the Coast Guard will need to inject new life into its aging fleet

• Jensen to design LNG bunker barges for operation on U.S. waterways • MMP protests the ill treatment of Seaman Guard 35 • Drive Green project to scrub out emissions • With LNG heating up W&O adds Perma Pipe • Two found dead on Maersk Alabama

13 wAshiNGtoN New “green” criteria for Title XI loan guarantees

31 NewsMAkers Former Deadliest Catch star joins Cummins’ northwest division 32 tech News Wärtsilä wins major LNG ship conversion contract 33 coNtrActs Donjon to build tank barge for Seabulk Tankers Inc.

36 sALvAGe coLuMN A closer look at OPA 90’s success

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Not your father’s mariNe iNdustry Cars have Certainly Changed since I first started driving. I first learned to drive on my father’s old 1965 Ford Falcon, which had a column shifter, six-cylinder engine, an AM radio, vinyl seats and a tan interior, including a very hard metal dashboard. For her day, the Falcon wasn’t bad on fuel economy, about 20 miles per gallon, but the basic philosophy regarding safety was, well, don’t get hit. Today’s cars are lighter, faster, safer and more fuel efficient, with air bags, crumple zones, ABS or automatic braking systems, rear cameras, zenon, halogen or LED headlights and road sensing suspensions. Flexible fuel and hybrid vehicles are common. Honda in the U.K. is advertising a diesel-powered, manual shift Civic that gets an impressive 78.5 miles per gallon and a gas hybrid Insight that gets 68.9 miles per gallon. Those same pressures and advances that have shaped the automobile industry— government regulation, rising fuel costs,

consumer demands and technological innovations—are at work in the marine industry. Our cover story this month highlights one of the emerging alternative fuels— Liquefied Natural Gas (LNG). In North America, where there’s an abundance of shale gas and currently the world’s largest Emissions Control Area in force, ship operators in Canada and the U.S. have placed orders in excess of $3 billion in the U.S. and Canada for dual fuel or “LNG-ready” vessels, including ferries, Platform Supply Vessel, tankers, ConRo vessels and containerships. BC Ferries is evaluating four builders who are vying for the contract to construct three dual fuel ferries. Agreements for LNG bunker supply and infrastructure are falling into place, too, with Harvey Gulf International Marine breaking ground on its LNG fueling facility in Port Fourchon, LA, and TOTE signing a fueling agreement with Pivotal LNG and WesPac

John R. Snyder, Publisher & Editor

Midstream. Crowley’s Jensen Marine is designing an LNG bunker barge for Houston-based LNG Amer ica, w hich w il l distribute LNG in the U.S. Gulf. Of course, LNG is not the only game (changer) in town. Japan’s K-Line has ordered a new Pure Car Carrier that will be the flagship of its “Drive Green” project, which aims to cut CO2 emissions by 25% or more when compared to a conventional design. It incorporates a real time fuel consumption indicator, solar power and low friction paint. You can read more about Drive Green in this month’s Update section. And, as Howard Fireman writes this month in “The Value of ‘Big Data,’” the keys to sustainable shipping may be locked away within the reams of information that shipping industry records every day. “For classification societies… ‘Big Data’ is an unprecedented opportunity to bolster the foundations of sustainable shipping.”

MaritiMe trivia trivia Question #12 What is believed to be the earliest known ship name? The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to:

There was no winning answer to last month’s trivia question, “What did guests call the Great Eastern after numerous attempts failed to launch that vessel?” Answer: Leave-Her-High-and-Dry-a-Than

4 MARINE LOG March 2014

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MarineLoG MARch 2014 VOL. 119, NO. 3 iSSn 08970491 USPS 576-910 PreSiDenT arthur J. Mcginnis, Jr.

inTernaTionaL SaLeS DireCTor Louise Cooper

PUBLiSHer & eDiTor-in-CHieF John r. Snyder

naTionaL SaLeS DireCTor Jeff Sutley

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ConTriBUTing eDiTor William B. ebersold

SaLeS rePreSenTaTive korea & CHina Young-Seoh Chinn

ConTriBUTing eDiTor Paul Bartlett WeB eDiTor nicholas Blenkey CreaTive DireCTor Wendy Williams arT DireCTor Sarah vogwill MarkeTing DireCTor erica Hayes

CLaSSiFieD SaLeS Jeanine acquart ConFerenCe DireCTor Michelle M. Zolkos ConFerenCe aSSiSTanT katelyn Lombardi CoLUMniSTS/ConTriBUTorS William Mahoney, SMS, LLC Howard Fireman, aBS Paul Hankins, aSa

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6 MARINE LOG March 2014

W&o introduceS by GF Piping Systems

Your Source for the onlY uScG Approved MArine therMoplAStic pipinG SYSteM W&O is the proud North American distributor for the groundbreaking SeaCor™ piping systems from Georg Fischer – the first and only commercially available United States Coast Guard-Approved (USCG) marine thermoplastic piping system in the world. SeaCor is also the only thermoplastic piping system that meets the requirements of Transport of Canada. Light in weight and long-lasting, the corrosion-resistant SeaCor piping system is a unique, cost-saving solution to optimize vessel performance. 800.962.9696 •

No. 164.141/36/0









Engineered Solutions

UPDATE The LNG bunker barges will be built for fuel distributor LNG America

Jensen to desiGn

LNG bunker barges for operation on U.S. waterways In another sIgn that Lng is on its way to becoming the go-to fuel of the future, Seattle-based naval architecture and marine engineering firm Jensen Maritime, part of Crowley Maritime Corporation, has won a contract to design the first liquefied natural gas (LNG) bunker barges in the U.S. for LNG America, LLC, Houston, TX. Currently no LNG bunkering barges are in operation on America’s waterways. The LNG fuel supply and distribution

company has an agreement in principle with Cheniere Energy to secure LNG from the Sabine Pass LNG facility in Cameron Parish, LA, and will have the capability to distribute LNG in the greater U.S. Gulf Coast region by the end of 2015. The company also says it will expand to other regions as commercial agreements are completed. LNG America, which was formed last July to develop LNG distribution infrastructure, will own or control the logistics

MMP Protests the ill treatMent of seaMan Guard 35

a U.s. marItIme UnIon is protesting the Indian government’s treatment of the 35 crew and security guards who were aboard the Seaman Guard Ohio which was seized October 12, 2013. The Seaman Guard Ohio is used by U.S.based maritime security firm AdvanFort International as an accommodation platform for counter-piracy guards between transits on commercial vessels in High Risk Areas in the Indian Ocean. The International Organization of Masters, Mates & Pilots (MMP) reports that the Seaman Guard personnel say they are being subjected to inhumane conditions in a Chennai prison where they are deprived of proper medical treatment, bathing facilities and adequate food. Following their arrests for allegedly, illegally carrying weapons and straying into domestic waters, the men have been denied bail three times by the court. 8 MARINE LOG March 2014

In court documents, the captain of the MV Seaman Guard Ohio says he was duped into leaving international waters by Indian Coast Guard officials who warned that the ship was in danger due to an impending cyclone. Once inside Indian territory the ship was no longer protected by the international laws, therefore, having the weapons aboard the vessel, without proper documents, violated Indian law. At press time, MM&P, the largest organization to join the mounting international outcry for justice for the detainees, said that the crew of the MV Seaman Guard Ohio had filed a new bail application in hopes it will be heard in an Indian courtroom. The bail application details the brutal treatment of the prisoners, including their deteriorating health due to malnutrition, unsanitary conditions, mental harassment and emotional trauma, which they have endured since their arrests more than four months ago. “This is an outrage—a violation of every civilized standard,” says Captain James Staples, an MM&P senior advisor and spokesperson. “The circumstances surrounding the arrests is suspect and the manner in which authorities are treating the crew is disconcerting

infrastructure—this includes LNG bunker vessels, tanker trucks, storage, and loading facilities—that are necessary to deliver highly reliable, cost competitive LNG to marine and terrestrial customers. With delivery expected for later 2015, the bunker barges have an initial planned capacity of up to 3,000 m3 of LNG. Once in operation, they will serve a dual purpose of moving LNG from LNG America’s Louisiana supply source to coastal-based storage and distribution terminals; and in directly bunkering large ships. “LNG America see the demand for marine LNG to be robust as long as LNG can be made available to the maritime industry on a reliable, dependable and cost-competitive bases,” says Keith Meyer, CEO, LNG America. “Our mission is to deliver competitively priced LNG as fuel where needed, when needed and in the quantity needed.” Johan Sperling, Vice President, Jensen Maritime, says, “The significance of this agreement is not only incredible news for the marine industry, which struggles with whether to develop LNG infrastructure or vessels first, but also for companies along the U.S. Gulf that hope to replace their traditional vessels with cleaner, more efficient LNG-powered ones.”

biz notes DSME wins gas carrier orders worth $640 million soUth Korea’s Daewoo Shipbuilding & Marine Engineering Co. (DSME) has started 2014 on a high note. The world’s second-largest shipbuilder recently won orders for eight gas tankers worth a total $640 million. The orders came from two unidentified Asian shipowners, who ordered four vessels each. Yonhap news agency reports that DSME will deliver the ships by the second half of 2016. The shipbuilder says that so far this year it has won orders for 14 vessels worth a combined $1.44 billion. In 2013, DSME secured orders for 57 vessels, of fshore platforms, and special ships wor th about $13.6 billion. Among those vessels ordered was the world’s largest LNG-FSRU vessel for Japan’s Mitsui OSK Line (MOL). The vessel will have the capacity to store 263,000 m3 of LNG and vaporize 10 million m3 of LNG per day.

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Drive Green Project to scrub out emissions

On January 1, 2015, IMO will lower the cap on sulfur emissions to 0.10% for vessels operating in Sulfur Emission Control Areas (SECA), such as the Baltic and North Seas. To help shipowners and operators meet the new SOx emission requirements, a group of maritime industry heavyweights— ClassNK, Kawasaki Kisen Kaisha, Ltd. (K-Line), Mitsubishi Heavy Industries (MHI), Mitsubishi Kakoki Kaisha, Ltd. (MKK), and Japan Marine United Corporation ( JMU)—have come together to launch and test the effectiveness of the new Sulfur Oxide scrubber technology. Part of K-Line’s new Drive Green Project, the research project includes the installation of the new Hybrid SOx Scrubber System developed by MHI and MKK. The unit will be fitted onto a 200 m, 7,500 unit Pure Car Carrier (PCC)—the flagship in a series of eight new PCCs on order by K-Line. The series will feature a number of green innovations including a wind resistant

reduction design, the use of solar power and low friction paint. The project also includes the installation of the world’s first low NOx emission engine, from Kawasaki.

Paddlewheel series on order for French river system

The paddlewheel is back in sTyle. A few months ago we reported on American Cruise Lines’ order for four riverboats featuring paddlewheels from Chesapeake Shipbuilding, Salisbury, MD. And now, Europe’s rivers will, too, feature a series of vessels propelled by paddlewheels. European river cruise specialist, CroisiEurope will begin offering cruises on France’s

longest river, the Loire in 2015. The operator has ordered three custom-designed 295 ft x 49 ft paddlewheelers from Neopolia. Neopolia Marine represents more than 40 marine companies that pool their expertise and collaborate to bring innovative solutions to the shipbuilding industry. T h e f i r s t ve s s e l i n t h e s e r i e s , t h e Loire Princess, will have its hull built at

The PCCs are under construction at Shin Kurushima Dockyard Co. Ltd and Japan Marine United Corporation. Delivery is set to start in 2015 and continue through 2017.

Mécasoud, a subcontractor to STX France, a Neopolia partner. Designed by Nantes-based Stirling Design International (SDI) and naval architecture and marine engineering firms Ship ST and Arco Marine, the paddlewheeler will feature three decks, 48 spacious outside cabins with accommodations for up to 96 passengers. As a result of the shallow waters on the Loire, the decision was made to go with powered-paddlewheels. Hydrodynamic studies on the hull and paddle wheels are being conducted by HydrOcean. Upon its delivery, the Lorie Princess will offer six to eight day cruises visiting a number of UNESCO-designated heritage sites, including Nantes, Saint-Nazaire, Anceis, Angers, Saumur and Bouchemaine. Construction is set to begin next month.

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Inland • Coastal • offshore • deepsea

With LNG heatiNG up, W&O adds Perma-PiPe Driven by the implementation of the North American Emissions Control Area and rising bunker fuel prices in combination with the abundance of natural gas, Liquefied Natural Gas (LNG) has begun to gain traction as a marine fuel in the U.S. That has caught the attention of distributors such as W&O, a specialist in supplying marine piping, valves and fittings, valve automation, and engineered solutions for naval and commercial ships. The Jacksonville-headquartered W&O has been named the exclusive North American marine distributor for Perma-Pipe, Inc., the largest North American manufacturer of pre-insulated piping systems and a subsidiary of MFRI, Inc. The partnership is a win-win for both companies. For W&O, it fills in a gap in its portfolio to provide engineered solutions to operators, shipyards and designers of LNGfueled vessels. It also builds on an earlier agreement to distribute Bestobell Cryogentic Valves. For Perma-Pipe, a leader in the oil & gas, environmental, industrial and heating and cooling segments, the partnership provides a conduit into shipboard applications. W&O will offer Perma-Pipe Fuel-Gard, an all stainless, double-wall construction, pre-engineered and pre-fabricated piping system, for LNG bunker fuel, and gas piping applications, as a solution for marine companies throughout North America. The insulation on the LNG piping is Cryogel from Aspen Aerogels which uses Nano-technology to reduce the insulation thickness and reduce the size of the system, ultimately providing cost savings. Perma-Pipe Fuel-Gard, which is currently in the process of receiving ABS Type approval, will be installed in the lead ship of a high-profile offshore support vessel series being built in the U.S. “The distribution agreement strengthens our ability to respond to the needs of our customers, for both W&O and Perma-Pipe, as it utilizes the common strengths of both companies,” says Robert Maffei, Vice President of Sales & Marketing for Perma-Pipe. Engineered solutions product manager for W&O, Matthew Hallisey, says, “Although LNG-fueled vessels are fairly new to the North American market, W&O has dedicated resources to this emerging technology, and we are engaged in conversations with naval architects and owner-operators about new projects. Perma-Pipe, along with Bestobell Cryogenic Valves, will strengthen our ability to support marine LNG projects from design to completion.”

tWo fouNd dead On maersk alabama two former navy SealS, Jeffrey Reynolds and Mark Kennedy, were found dead on the Maersk Alabama.The men, both 44-years old, were employed by the Trident Group, Virginia Beach, VA, to provide security guard services to Maersk Line Limited. An autopsy report indicated the men died of “respiratory failure, with suspicion of myocardial infarction.” However, several

media outlets reported that the bodies were found with traces of narcotics and hypodermic needles at the scene. At press time the toxicology report was not available. In a statement, Thomas Rothrauf f, President and CEO of Trident said the group would continue to monitor the situation and urged the public to hold back any assumptions before the facts were released.

March 2014 MARINE LOG 11

UPDATE Panama Canal work resumes after disputes are settled in spite oF a hiCCup last month that saw work on the Panama Canal expansion come to a grinding halt, workers were back on the job to complete the construction of the vital third set of locks. The dispute, between the Panama Canal Authorit y (ACP) and contractor Grupo Unidos por el Canal, S.A. (GUPC), brought construction to a halt for 15 days. The

breakdown in communications came when GUPC said unexpected geological conditions and other unforeseen problems would require an additional $1.6 billion in funds. A resolution was met when ACP agreed to pay GUPC $36.8 million to meet December invoices. The parties also agreed implement delivery date, a work schedule and a timetable of repayment moratorium .

Hybrid battery system part of midlife refit for BC ferry When BC Ferries, Vancouver, BC, Canada, completed the midlife refit of the 44-year-old M/V Tachek last fall, it incorporated a technology it had previously not used in its fleet—a hybrid battery system. According to a BC Ferries spokesperson, the hybrid battery system allows for more efficient use of peak energy demands when, for example, a bow thruster is brought on line. The batteries in conjunction with the shaft generators allow for a much more efficient system to meet all power demands of the vessel instead of operating traditional generators in non-optimal load conditions. “At BC Ferries, we are always looking for new and innovative ways to promote our environmental stewardship, as well as reduce our overall operating costs,” says Mark Wilson, BC Ferries Vice President of Engineering. Techsol Marine, Inc., Quebec, Canada, was the main systems integrator for the project. The SB12V160E batteries are a lithium ion, supplied by Super-B of Amsterdam, Netherlands. Techsol Marine supplied the shaft generators and the switchboards for power conversion. According to BC Ferries, total system energy efficiency is one of the design requirements for the vessel as a whole. Besides the hybrid battery system, the recent life extension on the Tachek incorporates a number of other energy-saving innovations, including PTO generators, bulbous bow and LED lighting. The car deck LED flood lighting TBFLOOD supplied by Beck Electr ic supply, while the interior lighting and emergency lighting supplied by Britmar Marine. The exterior LED navigation lighting was supplied by Jastram Technologies. The $19-million life extension will allow the 150-passenger, 30-vehcile ferry to remain in service another 15 years. The vessel spent eight and a half months at Point Hope Maritime in Victoria, BC, and another three months at BC Ferries’ Fleet Maintenance Unit in Richmond, BC.

12 MARINE LOG March 2014

inside washington

New “green” criteria for Title XI loan guarantees You might have to “green up” your application for a Title XI loan guarantee before you hand it into the U.S. Maritime Administration. That’s because MarAd is proposing to add new environmental policy considerations to its six mandatory factors in determining the “economic soundness” for applicants. In a Maritime Development Advisory, maritime attorneys Blank Rome report that MarAd proposes to add as a contributing factor for federal decisions to award Title XI loan guarantees “whether approval will help a vessel meet or exceed environmental standards.” Comments on the notice must be received on or before March 26, 2014. Comments can be filed at Currently, the six mandatory factors for determining the economic soundness of a project are: (1) the need in the particular segment of the maritime industry for new or additional capacity, including any impact on existing equipment for which a guarantee under this chapter is in effect;

(2) the market potential for employment of the vessel over the life of the guarantee; (3) projected revenues and expenses associated with employment of the vessel; (4) any charter, contract of affreightment, transportation agreement, or similar agreement or undertaking relevant to the employment of the vessel; (5) other relevant criteria; and (6) for inland waterways, the need for technical improvements, including increased fuel efficiency or improved safety. Blank Rome says that MarAd proposes to include in its consideration of “other relevant criteria” various environmental initiatives that are likely to increase efficiency and cost savings. Those “green” initiatives may include building Liquefied Natural Gas (LNG)-propelled vessels or converting existing ones to burn LNG, fuel cells, hybrid propulsion systems, ballast water treatment systems, or other environmentally friendly designs. As justification for this proposed policy change, says Blank Rome, MarAd references an increased demand for such

designs, fuels and new technologies, and the requirements to meet new air emission and other discharge standards. MarAd acknowledges, however, that these benefits cannot be quantified in a traditional manner, but may be able to be quantified by economists and environmental experts in qualitative terms. Blank Rome says that “trying to shoehorn analysis of the effect of the certain environmental issues and related social public benefits into ‘economic soundness’ is questionable. If MarAd wants to provide a basis to consider environmental factors in its evaluation of Title XI applications, it should incorporate a new priority factor that would allow the agency to do so.” Continues Blank Rome, “A regulatory proposal would allow for a full vetting of the scope of the environmental considerations MarAd should include in its evaluation of Title XI applications.” As we reported last month, MarAd received $38.5 million in appropriations for the Title XI loan guarantee program.

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March 2014 MARINE LOG 13

LNG the Queen of nanaimo along with the Queen of Burnaby will be replaced by three Lng-fuelled ferries

LNG: AN expANdiNG story Canadians grab bragging rights for North American dual fuel ferries By John R. Snyder, Publisher & Editor-in-Chief


hen it comes to hockey and dualfueled ferries, Canada can claim bragging rights for North America. Last month, Canada swept the gold medals for both men’s and women’s hockey at the Olympics and now is leading the way in pioneering the use of Liquefied Natural Gas (LNG) as fuel in the ferry market. In 2013, La Societe des Traversiers du Quebec (STQ) ordered two 92m double-end ferries from Chantier Davie Canada Inc. at a reported cost of about $125 million. Those ferries will be delivered in the third quarter of 2015. This order was on top of a C$148 million contract signed by STQ with Italy’s Fincantieri for a 130m dual fuel ferry in the summer of 2012. The 800-passenger, 180-vehicle ferry will be the first LNG-fueled ferry in North America when it is delivered later this year. Out west in British Columbia, BC Ferries will select one of five prequalified shipyards this spring to build three intermediate size dual fuel ferries to replace two of its older boats, the 48-year-old Queen of Nanaimo and 49-year-old Queen of Burnaby. As we went to press Canada’s Vancouver Shipyards, part of Seaspan, withdrew from the competition. 14 MARINE LOG March 2014

The winning bidder will construct two 145-vehicle, 600 passenger capacity ferries, as well as a 125-vehicle and 600-passenger capacity boat. One of the larger ferries will operate between Comox and Powell River and the other will provide service on the Tsawwassen and Southern Gulf Islands route. The third smaller ferry will augment peak and shoulder season service on the Southern Gulf Islands route, as well as provide “refit relief ” on other routes. BC Ferries projects the cost for the three boats will fall between $200 million to $300 million. The two 145-vehicle ferries will enter service in 2016 and the 125-vehicle boat will follow in 2017.

The bidders The international competition for the lucrative order includes shipyards in Norway, Germany, Poland, and Turkey. Each bidder has its merits. Here’s a quick overview of the players: Fiskerstrand BLrt as - This Norwegian shipyard has a strong portfolio, having delivered the Boknafjord, currently the largest LNG-powered car and passenger ferry. More recently, under contract from the

Linde Group, the yard converted the former car and passenger ferry M/F Fjalir to the LNGF SeaGas, the first special purpose, vessel-to-vessel, LNG-gas bunkering tanker in the world. FLensBurger schiFFBau-geseLLschaFt mBh & co. kg – A premier builder of ROPAX and freight ferries, FSG recently delivered the 210m x 29.6m RO/ RO vessel Oceanex Connaigra to Canada’s Oceanex Inc. Ice classed and designed for world-wide trade the 210m long Oceanex Connaigra is one of the world’s most modern, innovative, environmental friendly and flexible ConRo ferries. Also in FSG’s portfolio are BC Ferries’ 160m Coastal Class ferries, some of the largest double-ended ferries in the world. remontowa shipBuiLding – Poland’s Remontowa is well positioned to bid for dual fueled ferries. It was recently selected by Danish operator Samso Kommune to build an LNG double-ended ferry. It is not the first time an LNG ferry has been ordered at the yard. In February 2012, Remontowa Shipbuilding (RSB) signed a contract with Norway’s Norled for two SKS

LNG 165 type double-ended car passenger ferries based on an LMG Marin basic design. The 123.7m vessels will each have a capacity for 165 cars and 550 passengers. The propulsion will be diesel electric with four generating sets burning LNG, two of which will be fueled in an emergency from CNG tanks. sefine shipyard – A relative newcomer, Sefine Shipyard has built a number of car ferries. Current vessels on order include a 70 DE car and passenger ferries Ibestad and Kvernsund for Norled AS and the 38 DE car and passenger ferry for Fosennamsos. The ferries are designed by LMG Marin of Norway and are being built to DNV GL class. For BC Ferries, the decision to build three dual fuel ferries to replace its nearly 50-year-old Queen of Burnaby and Queen

of Nanaimo was one of economics and the environment. BC Ferries spokesperson Deborah Marshall, says fuel is BC Ferries’ second largest expenditure after labor. “Last year,” said Marshall, “we spent $121 million on diesel fuel. The use of LNG, which is currently about 50 percent cheaper than marine diesel, will greatly reduce this expenditure.” BC Ferries expects operating LNG vessels will save about 50 percent on fuel over a similar-sized vessel operating on diesel. It’s not clear how that will translate over the 40-year life of the vessels. BC Ferries says LNG also provides significant benefits in terms of reducing emissions from ship engine exhaust. Compared to conventional marine fuels, LNG provides up to 90% lower sulfur oxides (SOx), up to 25%

lower nitrous oxides (NOx), up to 75% lower particulate matter (PM), and up to 20 to 30% of less greenhouse gas (GHGs) on a CO2-equivalent basis at the ship level. If the ferries didn’t burn LNG, they would have to burn more expensive ultra-low sulfur diesel to comply with the stricter emissions standards of the North American Emissions Control Area (ECA). By January 1, 2015, vessels operating in the North American ECA, which extends 200 nautical miles off the coasts of Canada and the U.S., will have to burn ULSD with 0.1% sulfur content. Marshall says dual fuel also fits well into interoperability. “These new ferries may be operating in some remote locations and dual fuel allows us some flexibility with LNG supply as the LNG suppliers market

TOTE picks WarTsila TO cOnvErT iTs rO/rOs TO lnG Besides its groundBreaking LNG containership newbuild program, Totem Ocean Trailer Express (TOTE), Federal Way, WA, is also moving quickly to convert its two Orca Class roll-on/roll-off cargo ships - M.V. Midnight Sun and M.V. North Star to LNG. The conversions will be the largest ever undertaken in North America. TOTE reports that Wärtsilä will supply main engines, generators and integrated LNG storage and fuel gas handling systems (LNGPac) for the conversions. TOTE has not yet selected the shipyard that will carry out the conversions. TOT E P resident John P ar rot t cited Wärtsilä’s proven technology as a deciding factor in selecting the company. Parrott emphasized that “maintaining reliable, on time service is critical to Totem Ocean’s

customers as well as the economy and citizens of Alaska.” The contract was signed last year, and Parrott and Björn Rosengren, President & CEO of Wärtsilä Corporation, met on Februar y 17, 2014 in Tacoma, WA , to announce the project. “Economic constraints and the need to comply with environmental legislation have combined to accelerate the switch to LNG fuel,” says Rosengren. “Wärtsilä is uniquely positioned to enable this transition since we have been a leader in developing the appropriate technology for nearly 30 years.” As a result of the conversion, the TOTE vessels will eliminate SOx emissions; and reduce particulate matter by 91 percent, NOx by 90 percent, and CO2 by 35 percent. In 2011, Wär tsilä blazed the trail in

the Lng storage tanks will be fitted after the deckhouse

Europe when the product tanker Bit Viking was converted from Heavy Fuel Oil (HFO) to LNG operation. Once again, Wärtsilä will be a trend setter with the first oceangoing conversions in the U.S. “We’ve allocated significant engineering resources to finalize the design,” says Quetin Stewart, Sales Manager, Ship Power, Wärtsilä North America. “We’re collaborating closely with TOTE and NASSCO. The focus of the pre-construction effort has been to minimize the vessels’ downtime and maximize the use of its existing shipboard systems. Wärtsilä is customizing its equipment to be more easily installed within the ships.” Each of the vessels will be equipped with four 12-cylinder Wärtsilä 50DF dual-fuel engines and generator sets. The Wärtsilä 50DF engines have been designed to give high output combined with fuel flexibility, low emissions, efficiency and reliability. They can be run either on LNG, Marine Diesel Oil or HFO. Wärtsilä is also providing each ship with two 1,100m3 LNG fuel storage tanks and the associated automation and fuel gas handling systems (LNGPac). In addition to the equipment, Wärtsilä is responsible for the design, engineering and system integration, and project and site management for its scope of supply. “People are beginning to warm up to gas because of the ECA,” says John Hatley, Americas Vice President Ship Power, Wärtsilä North America. There is significant concern within the market that when the switchover to 0.1% sulfur fuel goes into effect by January 1, 2015, there will be a significant spike in the price of fuel. Natural gas is low cost and meets the emissions standards.”

March 2014 MARINE LOG 15

LNG develops on the coast for the marine transportation industry.” The ferries will also be able to burn Marine Diesel Oil (MDO). For every owner, capital expenditures and lifecycle costs are always major considerations. Marshall points out that BC Ferries expects no major cost differences in building diesel-powered vessels versus dual fueled vessels. BC Ferries also expects to reduce maintenance costs. “It is too early to fully predict,” says Marshall, “but initial indicators from operators using LNG as the fuel source have shown reductions in maintenance costs up to 10 percent.”

Refueling & TRaining BC Ferries expects fueling procedures for the new LNG ferries to be similar to those of the existing MDO-burning fleet. “We will refuel during a non-operational time of day when the ship is tied up at the terminal,” says Marshall. “A LNG fuel truck will drive to our terminal and transfer the LNG onto the vessel. We are not planning on having LNG bunkering facilities at our terminals.”

STeel cuT foR fiRST lng conTaineRShip In the U.S., no dual fuel ferries have been ordered, although Washington State Ferries

and the N.Y. City Department of Transportation, Staten Island Ferry Division, are both moving towards adding dual fuel or gas-only vessels to their fleets. In the U.S., however, there is about $3 billion worth of LNG or “LNG-ready” oceangoing tonnage on order, with significant orders at Aker Philadelphia, Philadelphia, PA, General Dynamics-NASSCO, San Diego, CA, Gulf Coast Shipyard Group, Gulfport, MS, and VT Halter Marine, Inc., Pascagoula, MS. Late last month, fireworks were part of the steel-cutting ceremony at GD-NASSCO celebrating the start of construction on the world’s first LNG-powered containership. The ship is the first in a series of two. On hand for the ceremony was U.S. Representative Duncan Hunter (R-CA), Chairman of the House Subcommittee on Coast Guard and Maritime Transportation. “These ships,” says Hunter, “will be the most advanced, environmentally progressive vessels of their kind. They also represent $350 million in U.S. investment, 600 American shipyard jobs, and the bright future of the indispensable domestic maritime industry.” U.S. shipowner TOTE Inc. says that the Marlin class vessels mark a new age in American shipbuilding and that its back to back announcements in 2012 — converting

The move to LNG fuel is no less significant than the evolution from sail to steam its existing RO/RO fleet in Alaska (see the accompanying sidebar) and investing in new containerships for the Puerto Rico trade, “began what can only be described as a change of tide in the U.S. maritime industry toward LNG as the new maritime fuel.” The new Marlin class are projected to reduce SOx emissions by 98 percent, PM by 99 percent, and NOx and CO 2 by 71 percent over TOTE’s ships currently operating in Puerto Rico. “The move to LNG fuel is no less significant than the evolution from sail to steam,” says Mark Tabbutt, Chairman of Saltchuk, TOTE’s parent company. “The Marlins represent the start of a new age in American maritime.” “We are excited to begin construction of the lead ship on this historic project,” says Fred Harris, President of General Dynamics NASSCO. “All of the stakeholders on this first-of-a-kind program, including NASSCO, our Korean partners DSEC, TOTE, ABS, and the USCG, are completely focused on its success.”


NAVIGATING COMPLEXITY DNV GL is the world’s leading classification society and a recognized advisor for the maritime industry. DNV GL global services: • Classification • Verification • Technology and innovation • Operational performance • Environmental performance • Safety and risk control ©Gettyimages\Gary S Chapman

16 MARINE LOG March 2014

LNG The Marlin Class ship will be homeported in Jacksonville, FL, and will enter service in late 2015 and early 2016. To ensure a reliable source of fuel, TOTE recently inked a deal with Pivotal LNG and WesPac Midstream to provide LNG to the ships. Pivotal LNG, Inc. and WesPac plan to create a joint venture that will develop a new LNG plant in Jacksonville.

First boat launch For pioneer harvey GulF Meanwhile, the Harvey Energy, the first of six dual fuel Platform Supply Vessels for Harvey Gulf International Marine (HGIM) was launched at the Gulfport, MS, shipyard of Gulf Coast Shipyard Group (GCSG), Inc. in January. HGIM has options to build an additional four dual fuel PSVs. Designed by STX Marine, Inc., which has offices in Vancouver, BC, and Houston, TX, the 302 ft x 64 ft dual fuel PSVs position Harvey Gulf as a leader in the application of LNG as a marine fuel and demonstrate GCSG’s ability to meet marketplace demand. “The launch of the first vessel of its kind in the United States, with another five to follow, demonstrates the commitment both Gulf Coast Shipyard Group and Harvey Gulf have to providing engineering solutions to advance environmental technologies,” says John Dane III, GCSG President and CEO. Based on STX Marine’s SV310DF design, the dual fuel PSVs reflect a strong European influence. “We don’t see LNG vessels specifically being the reason to see a move to European designs,” says Dave McMillan, President of STX Marine. “Overall, implementation of the Energy Efficiency Index (EEDI) will drive OSV designs to lower resistance hullforms and other energy saving measures. If and when the oil majors realize how much more they pay for fuel on current high block coefficient designs, then changes will occur. It comes down to the overall transportation efficiency North American designs are higher deadweight but less fuel.” As we reported previously, GCSG has leased some additional space at the Port of Gulfport to support the construction of the six dual fuel PSVs. HGIM could expand its $350 million newbuilding program with options to build four more of the vessels. Recently, HGIM broke ground for construction at its Port Fourchon, LA, terminal of its $25 million Phase 1, Slip B, LNG fueling facility. HGIM CEO Shane Guidry called the event “another significant step in the path for Harvey Gulf to establish itself as the nation’s leader in utilizing LNG as a marine fuel.” When operational later this year, the facility—the first of its kind in the U.S.

— will support the operations of both the oil and gas industry’s offshore fleet, as well as over-the-road vehicles operating on LNG. It will consist of two sites each having 270,000 gallons of LNG storage capacity and the ability to transfer 500 gallons of LNG per minute. As of yet, however, no other OSV operators have jumped into the LNG as fuel pool. Overall, implementation of the Energy Efficiency Index will drive OSV designs to lower resistance hullforms and other energy

saving measures. If/when the oil majors realize how much more they pay for fuel on current high block coefficient designs then changes will occur. Bill Lind, Vice President of Operations for STX Marine, says, “It seems as if the OSV clients in the U.S. are waiting for the Harvey Gulf vessels to go into service before further dual fuel vessel orders are placed. Although many hurdles have been successfully crossed, both development of infrastructure and bunkering remain to be done.” ■



March 2014 MARINE LOG 17


Setting a poSitive courSe ug and barge operators should navigate cautiously when it comes to the Towing Safety Management System (TSMS) proposed under the Subchapter M Inspection of Towing Vessels rule. The American Waterways Operators (AWO) and many of its members are under the impression that the TSMS is equivalent to AWO’s voluntary code of conduct—the Responsible Carrier Program (RCP). While the RCP addresses many of the same concerns within the rule’s outline for a TSMS, a number of proposed requirements either are new or exceed those in current RCP standards.


• Relevant to an operator’s organization and objectives; • Comply with applicable rules, regulations and guidelines; • Effective to achieve wanted results in the areas of operations, safety, and pollution prevention, while mitigating risks; • Sustainable over time while incorporating a process for continual improvement; and • Consistent with the plan-do-check-act cycle. Functional requirements aside, the RCP and TSMS also align partially in other areas concerning personnel policies and training, equipment inspection, and towing equipment requirements and specifications.

What are the similarities?

What are the differences?

The RCP introduces topics to be addressed by a company within documented policies and procedures. Topics include a wide range of concerns and indeed several do overlap with Subchapter M including those that relate to functional requirements of a TSMS as summarized by Figure 1. So-called functional requirements of a management system describe the categories and types of controls intended to make a system:

Subchapter M currently specifies that more requirements be incorporated into a TSMS than the baseline standards comprising the RCP in several key areas.

20 MARINE LOG March 2014

1. Survey ProgramS

The TSMS must incorporate requirements to establish all aspects of a company’s survey program including: • Survey performance and related testing; • Details of equipment, systems, and

By William Mahoney, SMS, LLC onboard procedures to be surveyed;

• Surveyor qualifications; • Procedures for documenting and

reporting major non-conformities, nonconformities, and deficiencies; • Procedures for reporting and correcting major non-conformities; • A manager who has the authority to stop vessel operations pending correction of non-conformities and deficiencies, oversee vessel compliance activities, and track and verify that non-conformities and deficiencies were corrected; • Procedures for recordkeeping; and • Notification and involvement of thirdparty organizations and OCMI under certain conditions. Note that annual survey expectations do not focus exclusively on hull and machinery items. As currently proposed, such events also establish an additional tier of verification by checking audit results, vessel recordkeeping, observation of drills or training, etc. Normally such activities would be verified during internal audits of the management system. Within Subchapter M, the survey is presented as an additional means of checking success in these areas.

Glynnis Jones /

for compliance

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Regulations Figure 1 – FunctiOnal requirements summary 46 CFR 138.215 FunCtional RequiRements oF a towing saFety management system (tsms)

RCP ii. management and administRation

(a) Policies and procedures to provide direction for the safe operation of the towing vessels and protection of the environment in compliance with applicable U.S. law

Each towing company should develop and document written policies and procedures covering, at a minimum, those items outlined below. Companies should abide by these policies in conducting their operations and should ensure that their employees are aware of, and trained in, those policies and procedures which affect their job responsibilities. Companies should develop a mission statement expressing their commitment to abide by their established policies and procedures and to ensure employee awareness and knowledge thereof. All AWO carrier members, as a baseline, should be in compliance with all applicable federal laws and regulations concerning marine safety and environmental protection

(b) Defined levels of authority and lines of communication between shoreside and vessel personnel;

I. Organization and Levels of Authority 1. Depict company organization and document authority and general responsibilities of individuals at different levels, including vessel master and crew

(c) Procedures for reporting accidents and non-conformities;

B. Safety Policy and Procedures 4) Reporting of safety deficiencies and/or nonconformities E. Incident Reporting Procedures

(d) Procedures to prepare for and respond to emergency situations by shoreside and vessel personnel;

F. Emergency Response Procedures

(e) Procedures for verification of vessel compliance with this subchapter;

G. Internal Audit and Review Procedures

(f) Procedures to manage contracted services;

H. Vendor Safety

(g) Procedures for internal auditing of the TSMS; including shoreside and vessels;

G. Internal Audit and Review Procedures

(h) Procedures for external audits

RCP Addendum C. Audit Issues

(i) Procedures for management review of internal and external audit reports and correction of nonconformities

G. Internal Audit and Review Procedures

2. Vessel OperatiOnal prOcedures

Policies and procedures are required to ensure compliance with part 140 “Operations” that relates to a number of vessel operational concerns that pertain to primarily above-deck operations including: • Pre-departure gear tests and inspections; • Vessel stability and water-tightness; • Navigational safety equipment operation and related recordkeeping; • Underway navigation; • Lookout; • Navigation watch assessment; • Pilothouse resource management; and • Navigation safety training. The RCP requires vessel operating procedures that address bridge transit, voyage planning for companies with operations on coastal routes, horsepower/tow size decisions, and fuel transfer. 22 MARINE LOG March 2014

Part 140 requirements additionally pertain to the health and safety of all crewmembers as presented by safe-working practices. 3. Vessel equipment installatiOns

Policies and procedures are required to ensure compliance with part 143 “Machinery and Electrical Systems and Equipment” and part 144 “Construction and Arrangement.” These parts present detailed requirements regarding machinery and electrical installations that greatly exceed the “Equipment and Inspection” standards of the RCP. As the proposed rule currently stands, detailed expectations regarding the design, installation, operation, maintenance, and testing of primary and auxiliary machiner y, electrical systems and equipment are presented as a series of requirements.

Construction and arrangement standards apply to both existing and new towing vessels.

Why are all these differences a good thing for the industry? The RCP has gathered broad support as the basis for safe tugboat and towboat operations for well over a decade. The Coast Guard took this into account in developing Subchapter M—including the TSMS compliance option. TSMS requirements enhance those of the RCP in the areas of vessel survey standards, operational standards, and machinery and structural standards. The success of a management system is based on the lasting improvements that it creates. TSMS requirements augment the RCP in areas that will most likely result in positive change over time. ■


HOS ACHIEVER: A New Breed of Deepwater Vessel


il companies have had to go further and deeper offshore to extract hydrocarbons as they become harder and harder to find. Over the last two decades, this has led to incredible advances in production technologies. One of the more unique solutions and challenging engineering feats is Perdido. Moored in 8,000 feet of water in the U.S. Gulf of Mexico, Perdido is the world’s deepest direct vertical access spar. The spar is a hub, gathering production from three deepwater fields—Great White, Tobago, and Silvertip—more than 1-1/2 miles below the surface. Before Perdido began producing oil in March 2010, the massive 555-foot cylindrical spar—nearly as tall as the Eiffel Tower— had to be secured to the sea floor. This required a fleet of specialized vessels. One of those was the multi-purpose support vessel HOS Achiever. Built in 2008 at IHC Merwede, one of the ship’s first charters was to support Shell as a flotel during the hookup and commissioning of the Perdido spar in 2009. For nearly eight months, most of Perdido’s offshore workforce lived aboard the HOS Achiever, which was configured by Hornbeck Offshore Services, Inc., to accommodate nearly 300 passengers. In addition, the HOS Achiever played a key role in the Macondo response when a methanol and ethylene glycol solution was mobilized to support high-pressure injections into the well for hydrate remediation and eventual BOP placement. A nitrogen injection spread was also installed on the vessel during the response. The 8,524 gt HOS Achiever served as the work platform on a successful riserless subsea, sliding sleeve well intervention on a production gas well in 2,600 feet of water and approximately 12,000 feet down hole with 6,500 psi shut-in tubing pressure. The Vanuatu-f lag vessel has also participated in numerous platform repair and installation projects in Mexico, working principally topside utilizing the reach of its 160 t crane. The work concluded with the termination of a pipeline, and tie-back to the platform. During this time the vessel also served as a flotel for over 100 offshore workers. This past January, the HOS Achiever visited a Gulf of Mexico shipyard for a bit of a makeover. When the vessel was delivered to HOS Port, the company’s shore base facility in Port Fourchon, LA, it was outfitted with customized modular deck houses. The units are not standardized, with each in a different configuration. The DP-3 vessel features berthing for 267 persons and an active motion compensated gangway for safe and easy access to offshore installations. With a focus on passenger comfort, the HOS Achiever offers active and passive roll damping. The new configuration expands on the company’s experience in providing flotel solutions since the HOS Achiever delivered in 2008. Features include two state-of-theart galleys, wireless Internet connections, theaters, lounges, coffee and tea room, exercise room, Internet café/quiet room, locker/ wash room, recreation/game room, smoker’s lounge, sick bay, and a deck changing room. Other vessel features include a Sikorsky-92 rated helideck, helicopter re-fueling capabilities, and a 160 Mt crane.

The HOS Achiever differentiates itself with its unique onboard features Hornbeck Offshore’s outfitting of the HOS Achiever is consistent with the company’s strategy of maintaining a diversified fleet. Hornbeck’s vessels have been adapted to operate in a host of oilfield specialty configurations, such as flotel services, extendedreach well testing, seismic, deepwater well stimulation, other enhanced oil recovery activities, high pressure pumping, deepwell mooring, ROV subsea construction, installation, IRM work and decommissioning services. Hornbeck’s goal was to increase the comforts onboard and to expand the features of previous f lotel configurations. The additional accommodations were custom designed and constructed according to specifications that were intended to match the comfort and quality of the vessel’s pre-existing berths. Hornbeck believes the vessel will provide a safe, DP-3 mono-hull solution to a specific niche based on the vessel’s available berthing and differentiating features, such as its motion compensated gangway, for the safe transfer of personnel, and helicopter refueling capabilities. The 432 ft x 72 ft HOS Achiever exemplifies Hornbeck Offshore’s reputation for safe, reliable performance. Accommodating hundreds of offshore workers who require repeated transfers between a work site and a dynamically positioned vessel over an extended period of time requires an absolute commitment to safety. For the Perdido project, Hornbeck Offshore was recognized for achieving Goal Zero in accordance with Shell’s safety program. The vessel and its crew completed nearly 50,000 personnel transfers, received nearly 1,000,000 gallons of fuel, and landed around three Sikorsky S-92 helicopters per day without a recordable or environmental incident. The vessel also maintained station next to the spar for more than eight months on continuous DP operations for 24 hours a day with no downtime or operational interruption. With the new features onboard, such as the motion compensated gangway, helicopter fueling capabilities, and expanded accommodations, the HOS Achiever clearly differentiates itself. ■ March 2014 MARINE LOG 23

EnErgy EfficiEncy

The Value of ‘BIg DaTa’ Industry needs to work together to build a common language and collection processes By Howard Fireman, Senior Vice President- Asset Performance Management, ABS


n the information age, “Big Data”—the global accumulation of the information that is captured, communicated, aggregated, stored and analyzed flows from every economy, business sector, organization and user on the planet. For classification societies— the de facto custodians of a wealth of technical information for the merchant fleet—“Big Data” is an unprecedented opportunity to bolster the foundations of sustainable shipping. In their pursuit to help improve safety standards and operating efficiency, classification societies are in the business of providing solutions. The right analytical tools can help unlock the full potential of “Big Data” for owners and operators by enhancing their decisionmaking confidence. A growing daily volume of transactional data is produced by every function of the shipping industry; vessel operators, their management companies and shipyards produce billions of bytes of information about ship performances, fuel consumption, component and vendor performance, maintenance records, seasonal and geographical sailing times and load trends. Solving the administrative and cognitive challenges of analyzing all this data will revolutionize the role of classification societies, allowing them to support more structured business strategies for the shipping industry. The first step, however—and it is not a small step—is for the industry to work together to build a common language and collection processes. Consistent methods of collecting data are the foundation on which any effective monitoring system is built and a 24 MARINE LOG March 2014

prerequisite for quality trend analysis. This in turn can give industry leaders the confidence to make future capital investments in innovative technologies. A good performance-monitoring process helps the operator to establish baselines and, subsequently, uncover trends for key performance indicators. Given the right analysis, this data can produce reasonably accurate performance trends for specific vessel speeds and loading conditions. Higher fuel prices—bunker fuels now represent up to 70% of an owner’s operating costs—and emerging regulations on carbon-related emissions, which can include penalties, have put a global premium on the development of energy-management strategies for fleet owners. New methods of analyzing “Big Data” are supporting the design of hull forms with reduced hydrodynamic resistance, more efficient power generation and propulsion systems, and improved performance of other factors which influence fuel consumption and carbon-related emissions. Improving the energy efficiency of a ship entails obvious tangible benefits such as cost savings and better environmental performance. But because energy efficiency is a key indicator of overall vessel performance, data can also provide insights into the operating health of systems and components. The physical and economic conditions in which commercial ships operate are a moving target, so industry would benefit from a transition away from the reliance on static analysis to more effective fluid models.

EnErgy EfficiEncy More comprehensive big data analysis can support that transition. The ships of the future will need to feature onboard data-monitoring centers connected to a central architecture which could be programmed to focus on driving better energy efficiency, or other operational priorities. Fleet operational data stored in cloud computing services, for example, can then be transformed by algorithms and data normalization to meaningful key performance indicators, which in turn drive business strategies. The operational transparency and interconnectivity of these “real-time” systems is increasingly being demanded by regulators, industry and stakeholders. In today’s data-driven world, ABS is meeting industry demand by developing a new generation of operational, safety and environmental systems and interpretive software aiming to transcend its traditional role of certification and also provide performance verification. Much of this development is committed to finding better ways to unveil and interpret the technical information held in big data. Because the technical role of a classification society transcends individual ship owners, shipyards, design houses, vessel types, regulatory regimes, markets and countries, it is uniquely placed to generate the type of predictive analytics that can underpin modern asset life-cycle strategies. Every year, ABS generates millions of data points through asset surveys, engineering evaluations and performance monitoring. Buried in that data is information on the performance of just about every component of the merchant fleet, from propulsion and ballast water systems to hull forms and life-saving equipment. Greater transparency and understanding of the life-cycle performance of those components—and their suppliers—will improve future ship designs, and will also support the formulation of more

effective maintenance schedules, which reduce downtime and increase the productivity of each ship. In supporting the development of predictive analysis tools, a classification society could also find vital ways to make its role in the industry less intrusive; survey schedules could be customized to specific vessel and component characteristics, rather than fixed annual dates. The work could be more targeted on the predictable areas, reducing vessel downtime. Through collaborative data sharing between operators, manufacturers and themselves, classification societies are already supporting routines for condition-based maintenance where equipment and systems receive a notation recognizing alternative survey arrangements. For example, on the carbon emissions front, the use of satellite- Automatic Identification System (AIS) data is already helping industry to better understand the energy efficiency of the global fleet. Today’s ship owners face a wave of new regulations in the next few years. In many ways, these regulatory challenges are driving innovation and putting a renewed emphasis on research and development. By promoting normalized data processes and designing predictive software programs, classification societies, regulatory bodies and government agencies could support the creation of better regulation—and voluntary schemes—that meet the goals of industry and society, while minimizing the cost of implementation. Given our industry’s complex nature, we are only just starting to scratch the surface of how shipping businesses can process, analyze and otherwise make use of all the information they are generating to tackle the sector’s challenges, navigate regulatory landscapes, increase profitability in a volatile economic market and become more sustainable. ■

March 2014 MARINE LOG 25


3D product models can help provide lifecycle support


Designers of Offshore Patrol Cutter must provide a 3D model Compiled by Marine Log Staff compatible with ShipConstructor


ompetition for the contract to build the Offshore Patrol Cutter has been understandably fierce. The U.S Coast Guard could potentially buy up to 25 OPCs. At an estimated $300 million to $400 million per cutter, that’s serious money. Earlier last month, it looked like the U.S. Coast Guard had whittled the contenders to three shipbuilding teams—Bollinger Shipyards, Inc., Lockport, LA, Eastern Shipbuilding Group, Panama City, FL, and GD-Bath Iron Works, Bath, ME. As we were going to press, however, Huntington Ingalls Industries, Pascagoula, MS, and VT Halter Marine, Inc., Pascagoula, MS, both filed protests of the awards with the General Accounting Office. The OPC will replace the Coast Guard’s aging 210-foot and 270foot Medium Endurance Cutters. The 270-foot cutters were built in the 1980s and the 210-foot cutters were built in the 1960s. For their proposed OPC, the U.S. Coast Guard has asked designers to provide them with a 3D product model that is compatible with ShipConstructor. ShipConstructor is the flagship software for SSI, Victoria, BC, Canada. The AutoCAD-based CAD/CAM suite is used widely by small-and medium- sized shipyards worldwide. The OPC RFP document J-4 Statement of Work for Detail Design, paragraph 085.5.2 says that, “The 3D Product Model shall be provided in either ShipConstructor or an ISO 10303 Step compliant system that is exportable to ShipConstructor.” “A key reason for this,” says SSI’s Mark Waldie, “is that there is a wealth of information contained in the ShipConstructor Marine Information Model that can be useful for Lifecycle Maintenance. More money is spent on maintaining the ship than building it.”

26 MARINE LOG March 2014

Waldie calls the new RFP requirement, “a natural evolution for the U.S. Coast Guard since their National Security Cutters (NSC) and Fast Response Cutters (FRC) are already built in ShipConstructor software.” He adds, “Almost all potential bidders on the OPC project already utilize the program.” Of the winning bidders, Bollinger Shipyards, Inc., and Eastern Shipbuilding Group already use ShipConstructor extensively. The Coast Guard is currently using ShipConstructor generated 3D models to review the progress of construction on the NSC and FRC projects and the Coast Guard plans to use data from as-built 3D product models to help provide lifecycle support.

2D drawing function Waldie says that one of the more important recent developments for ShipConstructor is the ability to generate a 2D drawing from the 3D product model. Classification societies require 2D drawings. Using shipyard standards, MarineDrafting allows the creation of 2D approval and workshop drawings directly from the 3D model. These drawings are created in AutoCAD DWG format and remain associatively linked to the 3D model as changes happen.

Reduction reworking The shorter project schedules associated with today’s demanding shipbuilding programs are causing more overlap between each phase of design and engineering. This overlap means that the 3D design continues to progress after approval or workshop drawings

contracts newsmakers


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This can significantly amount1,of2013. rework arequired major conversion, overhaul or refit. and government contracts are listed our website, teams as well as Engineering Services Naumann will be Such responsible for capabilities the areas Retired Nav yAdditional Captaincommercial 3D geometry in and theon same environment. advanced when changes occur. Estimating. He will alsowill hold a keyEPCs role like on NGLTech of finance and technology as well as the Terry been using enable to avoid fabrication and construction According to SSI, the 2D O’Brien drawingshas created MarineDrafting Shipyard Location Qtyof type particuLarS owner/operator the seniorstandards, management team. saving money management of seaeSt. and$ MiL shore-based staff. named ViceofPresident rework, and time.” are created from a combination configurable shipyard position was lefthat t vacant following Earlier in the month,The AVEVA announced Singapore’s AutoCAD styles and Business templates,Development the 3D geometry within the model, RECENT CONTRACTS EST. DEl. Semthe had sudden passing of Tribon former2ndHalf2015 managing dBellingham, Eattribute x ter nal A f f air s water elisaBeTh TørsTad bawang Shipyard Pte.County Ltd. from M3 software and the relationships parts in the model. All-American Marine a nand WAdata 2from taxis 250 PAX King Ferrymigrated District $11.8 director Uwe Groos. formodified Austal USA. O’Brien haspassengers been appointed CEO Chesapeake Shipbldg. Salisbury, MD 4 detailed river cruise 150-200 American Cruise Line 2017 to AVEVA Marine for its engineering, design and production projThese drawings can be and further by aboats user using willAutoCAD beBoat based out of Washington DC knowledge. and will - Oil &legacy Gas. ects.GL AVEVA’s Tribon M3 has long been the software of choice only capabilities, skills Master Builders Mobile, AL and 6 PSVs 220 ftof DNV Adriatic Marine NOV16 TOMMy ard evaluation, has been named be responsible of Austal’s previously Shipyard held Oregon Iron Works for allClackamas, OR business 2 fireboats 54 ft Tørstad x 16 ft, knot City of Portland AUG14 at40Sembawang but, afterMølga a thorough the comGlobal Chief Marine, Financialwhich Officer for Damco, development state andCA federal legisposition of to Chief decided upgrade to AVEVA proved to be the NGLTech optsefforts, for AVEVA Willard Marine Anaheim, 42 rescue boats 16 ft the pany U.S. Army AUG14 The Netherlands. He brings with him over lative well as coordinating y Officer for best and most complete solution for its current and future shipbuildLate lastactivities, month,asAVEVA announcedexterthat NGLTech Sdn Bhd.Technolog DElIVERIES 20 years of experience in finance in the nal communications and media relations. DNVAVEVA GL. PriorEveryto her recent appointment she ing requirements. (NGLTech), Kula Lumpur, Malaysia, had chosen Bollinger Shipyards Lockport, LA 1 Fast Response 154 ft, 28 knots U.S. Coast Guard $42 DEC13 Logistics was Operating for DNV’s mariAVEVA Marine has several keysector. technological advantages over the thing3D (AVEVA E3D) as its first and primary 3DChief design tool. Officer Gladding-Hearn Somerset, MA 1 patrol boat 61 ft x 15 ft NYPD DEC13 MaT Thew J. ThOMasdevelopment has joined the time andcompany oil and gasolder operations in the These include direct integration with AVEVA M3 software. NGLTech is a technology and licensing PENDING CONTRACTS NOTES across Washington, D.C. office of law firm Blank forAmericas and Sub-Saharan Africa sanTOs Venegas has PDMS on division. a single scalable platform, which drives efficiencies focused on developing innovative solutions the improvement Aker Philadelphia PA inter4oil and Options 50,000 dwtthe entire engineering Crowley $500 2017 hull and Rome as a partner inPhiladelphia, the maritime, MTN Communicaand design process.joined Combining both and enhancement of processes in upstream gas. The advanced BAE Systemstrade, Southeast Mobile, AL designgroup. 2 dump 7,700 ft3 outfitting Great Lakes Dredge Options national andnew public contracts harry has stepped tions as General Manager alsodown enables Sembawang to further improve their confunctionalities of the AVEVA software willscows playCharOgiannis a strategic Candies Shipbuilders Houma, LA business 1 operations, subsea vessel 108m x 22m, MT6022 Otto Candies LLC Option Thomas has more of than 20 years of experias Chief Financial Officer for StealthGas Inc. for its Oil and Gas Division. struction and production. role in the evolution NGLTech’s helping it to Five shipyards on list and 3minimizing vehicle ferries LNG fueled, 600 PAXthehas BC Ferries RFPrecently issued ence in maritime international trade Following thecosts. announcement, AthensVenegas most “AVEVA a long-standing relationship with Sembawang and we improve profitability by reducing risk and project Gulf Coast Shipyard Gulfport, MS 4 PSVs dual fuel, 302 ft x 64 ft Harvey Gulf Intl. Marine Options regulation government affairs. for NGLTechheadquartered company it “would s errefine ve d and a s develop Manag ing aresaid working withnot them to further integrate, their “We see 3Dand design as the future and AVEVA E3D Leevac Shipyards Jennings,reduce LA 2 PSVs ft x 62 strategic ft announced Tidewater Options with design its300 previously public Director for in Latin at Harris CapRock. vision for shipbuilding theAmerica 21st century,” says Hanno offers the ability to dramatically rework by proceed minimizing TBD OPCs Offshore Patrol Cutters Guardand Australasia, AVEVA. RFP/Phase I Topside and riding repairdeliverables services pro-more offering of and common at this time as itU.S. is Coast Tam, Vice President for SEA “Industryinconsistencies, whilecrew creating quickly cut- stock TBD 2 LASH carriers convert steam to LNG Horizon Lines RFP Offshore Inland Marine & Serkawi, Oilfield Principal not in the best interests of its stockholders.” manufacturer Nautic leading shipbuilders likeBoat Sembawang Shipyards canGlobal benefit Group, from the tingvider, project cost,” says Abdul Rashid Consultant, TBD 1 double-end ferry 70-car VDOT $27 RFP Services, Inc., Mobile, AVEVA AL, hasE3D appointed Inc., appointed JaMes r. MalOne as Marine’s integrated engineering and design NGLTech. “Furthermore, is incredibly easy to master, cost savings that AVEVA TBD 6 car ferries 1,200 PAX (convert to LNG) Washington State Ferries RFP issued Kealthe wOOdruff President of Kai nauMann has been namedprovides Managing of the Board of Directors and Chief solution acrossChairman all disciplines. Its ability to integrate into a making adoption ofto 3DVice design straightforward.” VT Halter Marine Pascagoula, MS 1 Roll-On/Roll-Off 692 ft, 26,600 dwt Pasha Hawaii Transport Option Projects. In thisNor, role,Senior Woodruff willPresident lead both Director of E.R. Offshore GmbH & Cie.KG Executivewhile Officer. He$137 succeeds Nautic large production environment, protecting legacy data,Global makes Rozita Mohd Vice for SEA & Australasia, the Production and Project Management (E .R. Of fshore), Hamburg, Ger many. Group CEO Michael A. Kitson. AVEVA Marine the most productive solution available to the shipAVEVA, says, “NGLTech is a great example of how an organization

Retired Navy Captain named VP of Business for Austal USA

can use AVEVA E3D to increase its efficiency and profitability. The

building industry.” ■

Hire the Best Maritime Talent visit

The marine log Job board Recruit and hire the best maritime talent with Marine Log’s online job portal. To place a job posting, contact: Jeanine Acquart • 212 620-7211 • 38 2014 32 MARINE MARINELOG LOGJanuary February 2014

March 2014 MARINE LOG 27

MaritiMe Security

Computer rendering of the Offshore Patrol Cutter from Eastern Shipbuilding, one of three shipyard groups competing for the program

Making sure the Coast Guard is mission ready In order to safely secure the Maritime Transportation System, the United States Coast Guard needs to inject new life into its aging fleet By Shirley Del Valle, Associate Editor


illions of dollars worth of cargo move through U.S. ports, waterways and vessels annually. Keeping the Maritime Transportation System (MTS) safe and secure—whether it is from a terrorist attack, drug smugglers in stealthy submarine-like vessels or illegal incursions into the Exclusive Economic Zone (EEZ) by foreign fishing vessels—is no small task. The task of protecting the MTS falls into the laps of an often under-funded U.S. Coast Guard. How big of a task is it? Testifying last month before the House Committee on Homeland Security, Subcommittee on Border & Maritime Security, Admiral Robert J. Papp, Commandant of the U.S. Coast Guard, outlined what the Coast Guard does on a daily basis. “Every day,” said Admiral Papp, “the Coast Guard conducts search and rescue, escorts vessels carrying dangerous cargoes, interdicts drug and migrant smugglers, patrols our ports and waterways, enforces fisheries laws, responds to oil and hazardous material spills, maintains aids to navigation, screens commercial ships and crews entering U.S. ports, inspects U.S.flagged vessels, examines cargo containers, 28 MARINE LOG March 2014

investigates marine accidents, trains international partners, and supports Overseas Contingency Operations.” The hearing of the Subcommittee on Border & Maritime Security, chaired by Rep. Candice Miller (R-MI), examined Coast Guard Homeland Security Missions. The focus of the hearing was to assess whether the Coast Guard had the assets to carry out all its missions. In her opening statement, Chairman Miller mentioned that since 9/11, the Coast Guard has taken on additional responsibilities—not an easy task given its aging cutter fleet. The chairman pointed out that the Coast Guard’s large cutters have an average age of more than 40+ years, while, by contrast, the average age of Navy ships is about 14 years old. The current Coast Guard fleet is providing less mission readiness, said the chair, in terms of lost operational hours and higher maintenance costs. The process of recapitalizing the fleet is a long-term, costly process, particularly in light of current budget constraints. The Department of Homeland Security (DHS) and the Coast Guard use a layered

approach to increase maritime security. This layered approach begins overseas at foreign ports, is projected on the high seas, and includes the U.S. Exclusive Economic Zone and territorial seas and ports. Working with its international and domestic partners, the Coast Guard uses its cutters, aircraft, boats, small craft and deployable specialized forces to improve security in the maritime domain. According to the Commandant, in 2013, Coast Guard forces conducted: more than 670 security boardings of high interest vessels; close to 8,500 security boardings of small vessels; more than 2,000 escorts of high-capacity passenger vessels; more than 1,200 escorts of high-value U.S. naval vessels transiting U.S. waterways, and; more than 690 escorts of vessels carrying certain dangerous cargoes. In concluding his testimony, Admiral Papp told subcommittee members: “The Coast Guard’s layered security regime is vital to the nation’s security. Our authorities, capabilities, competencies, and partnerships provide the President, Secretary of Homeland Security, Secretary of Defense, and other national leaders with a ready force and

MaritiMe Security the capabilities to lead or support a range of operations to ensure safety, security, and stewardship in the maritime domain.”

Adding newbies to the fleet While the addition of new vessels to the Coast Guard’s agining fleet is slow, it is happening. Newbuild programs are well underway, including the National Security Cutter (NSC) and Fast Response Cutter (FRC). James, the newest NSC, and fifth in the series, will be launched this spring at Huntington Ingalls Industries’ Ingalls Shipbuilding division, Pascagoula, MS. Referred to as the “centerpiece” of its fleet, the Coast Guard says the NSC is “capable of executing the most challenging operations.” The vessel is essentially a floating headquarters for “complex law enforcement and national security missions involving multiple Coast Guard and partner agency participation.” Initially planned under the Deepwater Program, the NSC will replace the 378 ft High Endurance Cutters (WHECs) which have been in service since the 1960s. The 418 ft NSCs can reach a top speed of 28 knots, has a range of 12,000 miles, an endurance of 60 days and capacity for a crew of 110. The Coast Guard plans to order a total of eight NSCs. Meanwhile the newest FRC, the Charles Sexton, will be commissioned by the Coast Guard this month and support operations in the Seventh Coast Guard District—an area comprised of 1.8 million square nautical miles ranging from South Carolina to the Caribbean. The 154 ft FRC, a “game changer” according to several Coast Guard officials, is based on a proven, in-service Damen Stan Patrol Boat 4708 design. It has a flank speed of 28 knots, state-of-the-art command, control, communications and computer technology, in addition to a stern launch system for the vessel’s 26 ft cutter boat. The FRC is capable of performing port, waterways and coastal security; fishery patrols; search and rescue; and national defense. The Sentinel-class FRCs are being built at Bollinger Shipyards, Lockport, LA. The Coast Guard plans to order 58 FRCs to replace the service’s 110 ft Island Class patrol boat fleet. To date, the Coast Guard has ordered at total of 24 FRCs.

UsCg AwArds oPC ContrACts Filling the gap between the Coast Guard’s NSC and FRC classes is the highly anticipated Offshore Patrol Cutter (OPC). After more than a year of evaluating proposals, the service awarded three firm fixed-price contracts for preliminary and contract design for the OPC acquisition project.

In the first, of what will be a two-phase process, Bollinger Shipyards, Inc., Lockport, LA, Eastern Shipbuilding Group Inc., Panama City, FL, and General Dynamics, Bath Iron Works, Bath, ME, were awarded contracts—worth $65 million in total. The Coast Guard deliberately chose the two-phase process approach to help mitigate cost and schedule risk by establishing stable requirements and design early on in the project. Moreover, the service strategically awarded three design contracts to maximize affordability and ensure that competition is continued through to a potential downselect for detailed design and construction. The OPC—which will replace the technologically obsolete and hard to maintain 210 ft and 270 ft medium endurance cutters (WMECs)—will feature green technologies that reduce fuel consumption, cut energy use and mitigate waterborne noise and waste streams. Phase II of the OPC project is planned for 2016. The Coast Guard has stated that it plans to acquire 25 OPCs. However, the OPC program’s progression may be put on hold. At press time, shipbuilders Hungtington Ingalls Industries and VT Halter Marine both filed with

the General Accounting Office protesting the Coast Guard’s awarding of the OPC contract. This means that all work under the contracts must be suspended until the GAO reaches a decision on the protest.

resPonse boAts: sAfety, sPeed And Comfort in mind Rounding out the Coast Guard’s lineup are two separate Response Boat Class prog r a m s — t h e Re s p on s e B o a t - Me d iu m (RB-M) and Response Boat-Small II. The Coast Guard’s 45 ft RB-M can reach a maximum speed of 42.5 knots making the class ideal for maritime security practices; smuggler and illegal migrant interdiction; and search and rescue operations. Since the RB-M travels at such a highrate of speed, crew comfort was heavily considered during the design process. The all-aluminum vessels feature a deep V, double-chine hull to provide balance and stability in various conditions; prominent fendering; and shock-mitigating seats. To date, 147 of the 170 RB-Ms have been delivered by Team RB-M, a partnership between Wisconsin-based Marinette Marine and Seattle’s Kvichak Marine Industries. As the 470 vessels in the Coast Guard’s



MaritiMe Security Defender RB-S class reach the end of their service life, the service will replace them with their next generation RB-S, the RB-S II. Currently under production at Metal Shark Aluminum Boats, Jeanerette, LA, the RB-S II is based on Metal Shark’s 29 Defiant Class and is designed to operate year-round in shallow coastal waters. Operating at a maximum speed of 45 knots, the 28 ft RB-S II can be used for a full range of Coast Guard missions, including port security, drug and migrant interdiction, environmental response operations and law enforcement missions. As was the case with the RB-M, the RB-S II’s design was created with crew comfort in mind. The craft features 360-degree visibility; state-of-the art shock-mitigating seats, including a forward shock-mitigating gunner’s seat; crew restraints; cabin integrated ballistics panels for crew protection; and a durable foam collar that offers impact protection. At press time 71 of the 99 RB-S II boats on order had been delivered. The Coast Guard plans to procure up to 500 units, with 20 going to the U.S. Customs and Border Protection and 10 to the U.S. Navy.

30 MARINE LOG March 2014

Rescue boats foR aMHs Willard Marine, of course, is no stranger to providing vessels for both the USCG and U.S. Navy. The boat builder has been in business for nearly 60 years, and with two shipyards—one in Anaheim, CA and Virginia Beach, VA—has delivered over 1,000 vessels to both services, including 400 RIBs to the U.S. Navy. Willard Marine’s Sea Force RIB series is a popular choice in particular. According to Richard Bryson, Director of Engineering, Willard Marine, the line’s versatility, seakeeping and multi-mission capabilities make the craft an optimal choice. More recently, Willard delivered two Sea Force 670 SOLAS fast rescue boats (FRBs) to the Alaska Marine Highway System (AMHS). Powered by an inboard 230 HP diesel engine and water jet, the two USCGapproved fiberglass FRBs are 22 ft long, can carry nine passengers and will be used in service with the passenger/RO-RO ferry M/V Columbia. Willard is also supplying two Sea Force 490 SOLAS Rigid Inflatable Boats (RIBs) for AMHS’ fast vehicle ferry (FVF) Fairweather and FVF Chenega later this year. ■

Navy boats oN tap When compared to its Coast Guard counterpart, the U.S. Navy has often faired better when it comes to maintaining a younger fleet. The service currently has a number of vessels on tap to help maritime security practices as well as training. Silver Ships, Inc., Theodore, AL, was recently awarded an Indefinite Delivery Indefinite Quantity (IDIQ) contract to provide the US Navy with the follow-on variant of the 11 meter Naval Special Warfare (NSW) Surface Suppor t Craf t (SSC). Silver Ships will deliver a total of 36 boats over the course of five years. T he de e p V- hulle d ve s s el w ill be used in a variety of areas including inland bays, waterways and deep water. The SSC can provide a number of services, such as open ocean diver and swimmer support, and can act as a safety craft, provide medical transport, and training support. Keeping the Navy’s patrol fleet fresh are several shipyards including familyowned boat building and repair company Marine Group Boat Works. Marine Group, Chula Vista, CA, has been providing military and commercial design, construction, refit and maintenance services for over 25 years. The group designs and builds aluminum and steel specialty and customized crafts for government agencies, including the U.S. Navy and Army Corps of Engineers. Back in 2009 Marine Group won a $40 million contract to design and build its signature vessel, the 114 ft all-aluminum Range Support Craft (RSC) for the U.S. Navy. The RSC is a “stealth, multi-mission training vessel designed to replace the Navy’s outdated fleet of Torpedo Weapons Retrievers (TWRs),” explains Todd Roberts, President, Marine Group Boat Works. It’s powered by Tier III Caterpillar engines and is equipped with Seakeeper’s gyro stabilizing technology. Currently, there are three RSC-110 crafts in operation, and one under construction at Marine Group’s yard. The group’s latest offering in the RSC series is the Offshore RSC-112 design. Roberts says the 112-foot all-aluminum, high-performance coastal patrol vessel endures high constant speeds and provides stability in extreme conditions. Marine Group is also nearing completion on the third in a series five 60-65 ft Dive Boats for the Navy.


Former Deadliest Catch star joins Cummins’ northwest division Mike Fourtner, a familiar face on Discovery channel’s Deadliest Catch and deckhand on the Time Bandit, has joined the sales team at Cummins Northwest. Fourtner will focus on developing the commercial marine markets in Oregon and Washington. Cummins’ says the addition of Fourtner to its team will bring the “voice of the fisherman into our business.” Additionally, Joe tobin, has joined Cummins’ Application Engineering Group. A 20-year veteran of the industr y, Captain AJAy P r A s A d h a s j o in e d Crowley Maritime Corpor ation a s Gener al Manager of subsidiar y T itan Salvage, Southeast Asia. Capt. Prasad will oversee the company’s business and operational activities in Southeast A sia, Australia, the Pacific Rim and Middle East.

W&O, Jacksonville, FL, has announced leadership changes for three of its East Coast branches as well as its Gulf Coast branches. Over on the East Coast a number of new Branch Managers have been named: kyle Posey, a W&O employee since 2004, will lead the way in the Charleston, SC branch; Phil JiAnnine will be in charge at the Norfolk, VA location; and ChArles ledFord will be at the helm at the Fort Lauderdale, FL branch. Meanwhile,the leadership changes at the company’s Gulf Coast branches include the addition of VinCe rodoMistA as General Manager W&O’s Houston, TX branch. Additionally, CrAig C A biro has been re -hired as Sales Manager for the Greater Houston area; tony CAlAMiA has been named Sales Manager of both the New Orleans and Houman, L A loc ations and J o h n n y l A ss e i g n e ha s be en promote d to Operations manager of the Houma branch.


Bollinger Shipyards, Lockport, LA, has named dAniel riChArdel Vice President-General Manager of Bollinger Mar ine Fabr ic ator s, Amelia, LA. Richardel has been with Bollinger for 17 years. liV hoVeM has been appointed Director of DNV GL- Oil & Gas’ Europe and Southern African division. Hovem leads 2,200 people in her division, which combines expertise in challenging operating environments such as the North Sea and Arctic. BMT Group Ltd, has named JAn koPerniCki as a non-executive Director on its Board of Directors. He has a career spanning over 40 years in the shipping industr y, including being responsible for Shell’s portfolio of oil tanker, LPG and LNG vessels.



Providing the warfighters the platforms to fight, win and return! 251-973-0000 • DESIGNERS AND BUILDERS OF ALUMINUM BOATS March 2014 MARINE LOG 31


Wärtsilä Wins major LNG ship conversion contract

Wärtsilä is about to leave its mark on the largest LNG ship conversion in North America. The propulsion provider has been chosen to supply main engines, generators and integrated LNG storage and fuel gas handling systems (LNGPac) to Totem Ocean Trailer Express (TOTE) for the conversion of two Orca Class RO/RO cargo ships. The conversion of the MV Midnight Sun and MV North Star to LNG will reduce SOx emissions by 100 percent, NOx emissions by 90 percent and CO2 by 35 percent. “It is an unprecedentedly exciting time to be in the maritime industry,” says Björn Rosengren, President & CEO of Wärtsilä Corporation. “Economic contraints and the need to comply with environmental legislation have combined to accelerate the switch to LNG fuel.” Each of the vessels will be equipped with

four 12-cylinder Wärtsilä 50DF dual-fuel engines and generator sets. The engines can run on either natural gas, light fuel or heavy fuel oil. It will also supply two 1,100 m 3 LNG fuel storage tanks and LNGPac. Wärtsilä will manage the design, engineering and integration of the system. Recently, Wärtsilä completed the technical design and installation of a new fixed pitch propeller (FPP) for the Ngujim-Yi floating production storage and offloading vessel (FPSO). Operated by Woodside Energy, the 332 m FPSO required a propeller design change after being converted from a tanker. Wärtsilä was involved in the pre-study of the existing propeller characteristics, a 3D CAD modeling and computational fluid dynamics analysis of the hull, and the design/manufacture of a 10,000 mm diameter FPP.

Panolin launches new stern tube oil, Stella Maris Created speCifiCally for stern tube applications, Panolin’s Stella Maris stern tube lubricant is based on its 100% saturated synthetic ester technology. An EPA Vessel General Permit compliant lubricant, Stella Maris, which separates water, includes few emulsifying proper ties—about 800 and 1,500 ppm—that enable the lubricant to trap water and adhere to the metal surface for lubricity advantages. Stella Maris differs from an emulsifying lubricants, which, when in use, can become emulsified because the water can not be separated from the lubricant. When the oil, water and heat mix, system failure can occur. According to Panolin, when water separation is happening with your stern tube lubricant then the majority of your lubricating oil is still protecting your equipment. Panolin says that the Stella Maris technology provides long-term cost savings because vessels require less downtime for maintenance, provide corrosion protection; superior viscosity behavior; Low Pour Point, and its oxidation stability provides long service life.

Calypso star looks to seakeeper to keep its shark operations steady When Calypso star Charters decided to once again refit the Calypso Star 2, a former lobster fishing vessel it purchased back in 2010, the goal was to enhance its customer’s experience. Calypso Star Charters offers guests close-up views of great white sharks on its diving day tours out on Port Lincoln, in South Australia. Part of 65-foot-long Calypso Star 2’s refit included a Seakeeper M26000 gyro stabilizer. The Seakeeper gyro stabilizer keeps the vessel steady while underway, anchored and during critical shark cage operations, enabling passengers to keep their footing while enjoying their shark watching experience. Andrew Wr ig ht, Gener al Manager, Calypso Star Charters, says, “The Gyro has 32 MARINE LOG March 2014

made a considerable difference to the comfort and safety of our guests and crew” and has allowed for operations to occur in harsh weather conditions. Seakeeper says the gyro reduces resonant vessel roll. According to Wright, in seatrials following the installation a 75% reduction in resonant roll motion was recorded while the vessel was anchored, a rate over 50% reduction was recorded while the vessel was underway and an impressive 87% was noted at zero speed at the diving location. The gyro’s internal system uses technology that spins a flywheel within a vacuum environment for maximum righting torque. Lightweight and compact, the gyros have a small footprint, draw

low power and provide quiet operation. That quiet operation was vital. Wright says, “The last thing I wanted to do was spend all this money and [have] it scare the sharks away from the boat.” Luckily, the use of the gyros haven’t deterred any sharks from approaching the vessel. “In the three months that we’ve had it installed, we haven’t had a day where we haven’t seen a shark. Noise on deck is minimal and can barely be heard over the genset and dive compressor.” Calypso Star 2 features a Conquest fiberglass semi-displacement hull, and is powered by a CAT C32 engine, generating 1,440 hp and cruising at a speed of 14 knots.

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: Some contract values and contract completion dates are estimated. Information based on data as of about February 1, 2014. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, Shipyard






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BMT Fleet Technology LTD . . . . . . . . . . . 6

Jotun . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Class NK . . . . . . . . . . . . . . . . . . . . . . . . C4

Kvichak Marine . . . . . . . . . . . . . . . . . . . 29

CSD Sealing . . . . . . . . . . . . . . . . . . . . . . 17

Marine Art Of J . Clary . . . . . . . . . . . . . . . 6

DNV GL . . . . . . . . . . . . . . . . . . . . . . . . . .16

Metal Shark Boats . . . . . . . . . . . . . . . . 30

DonJon Marine . . . . . . . . . . . . . . . . . . . .12

Silverships . . . . . . . . . . . . . . . . . . . . . . .31

ExxonMobil Global Fuels & Lubes . . . . C2

SMM Hamburg Messe . . . . . . . . . . . . . C3

Great American Insurance Co . . . . . . . 13

Tugs & Barges 2014 . . . . . . . . . . . . . 18,19

Hayata . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

W&O . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Hornbeck Offshore Services . . . . . . . . . .1

Wortelboer JR BV GJ . . . . . . . . . . . . . . . .10

March 2014 MARINE LOG 33

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contact: Jeanine Acquart Phone: 212/620-7211 Fax: 212/633-1165 Email: March 2014 MARINE LOG 35

Marine salvage

A closer look At oPA 90’s success

MarineLoG ISSN 08970491

USPS 576-910

A Simmons-Boardman Publication 55 Broad Street, 26th Floor New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165

One of the more important elements of these new salvage components is the integration of the salvor—through pre-negotiated salvage contracts—into the Vessel Response Plans. For the first time since the VRPs were instituted, engaging a salvor has become an initial part of the response rather than an action of last resort. As salvors, we now have the benefit of being contacted early in an incident, allowing a much broader set of alternatives to be considered in keeping a ship safe, and keeping the oil where it should be. What that means in terms of the broader picture is that another effective component of prevention is in place. The VRPs have become a principal tool for prevention. But what we all must remember is that the VRP is only as good as the people who utilize it.

OPA 90 was passed in response to the Exxon Valdez oil spill

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36 MARINE LOG March 2014

Masters, crews, and vessel operators must train with their designated salvors to understand the procedures. Data shows that where this occurs, the preventative response to advise or act to keep the ship safe becomes invaluable. It’s also important to understand this ‘new’ role of salvor. That initial call to the designated salvor does not necessarily mean the start of mobilization of hard assets. That will only occur when the situation dictates. What it does mean is the salvor is able to be apprised early of a developing situation, allowing for valuable input to the master and the collection of data helpful in making informed decisions. And when those decisions prevent a more catastrophic event —when they keep the oil in the ship—we all win.

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National Oceanic and Atmospheric Administration

As we ApproAch the 25th anniversary of the Oil Pollution Act of 1990, it is instructive to look at its broad success. While much has been made of the improved response readiness to oil spills, the larger story is the preventative success of the legislation. It is a true success story for all those involved in its implementation; oil spills in this country have precipitously dropped in the decades since its passage. According to the USCG Oil Spill Compendium, the number of spill events has steadily dropped from over 600 in 1990 to less than 100 in 2012. This statistic is indeed a remarkable preventative feat. While one could argue the pros and cons of various aspects of the bill itself, it’s tough to argue with its success, a fact that should be taken to heart by all involved in the prevention of spills at sea. And now—after over a decade in development—a signature piece of OPA-90’s prevention component was realized with the implementation in January of the salvage regulations for non-tank vessels, following the same in 2010 for tank vessels. It is important to look at these regulations with the same critical eye as the rest of the preventative package of OPA-90. These prevention measures will continue to reduce the number of spills even further. As every emergency responder knows, prevention is the key to our success.

Paul Hankins, President, American Salvage Association



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March 2014 Marine Log Magazine  
March 2014 Marine Log Magazine