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R e p o r t i n g o n M a r i n e B u s i n e s s & T e c h n o l o g y s i n c e 18 78

December 2017

Best Ships

of 2017

Voices of the Industry

Offshore wind in U.S. Picks Up

Bollinger, VT Halter Reel in ATB Order

A unique business platform for the global shipping industry 22.000 VISITORS 1.825 EXHIBITING COMPANIES 101 COUNTRIES Welcomed by the owners of a fleet of over 4,000 vessels

4 - 8 June 2018 Metropolitan Expo, Athens Greece





2E  ditorial Time to Get Plugged In


BEST SHIPS Best Ships of 2017 This year’s winners include a small ship with a big cruise impact, the largest ship to travel through the Panama Canal, Finland’s first electric double-ended ferry, and an ATB unit built for the Jones Act trade


East Coast Offshore Wind Rises in the East Backed by gubernatorial and state legislative support, offshore wind picks up speed on the U.S. East Coast


Special Supplement Voices of the Industry Thought Leaders Steer the Way • New Nautican Ocean Series IPUs for Workboat Applications • Victaulic Couplings Help Contain Fires at Sea • Thrustmaster Waterjets the Right Choice for High-Bollard, High Speed Applications • Digitalization and Automation Reshape the Industry and Class • The Future of Maritime Training and Education


Buyers Guide Marine Log’s 2017 Buyer’s Guide Company and product listings from manufacturers, suppliers and service providers for the marine industry

4 Industry Insights 5M  arine Innovations 6W  ellness ColuMN Navigation in the Holiday Season

7 Inland waterways The Impacts of Unscheduled Lock Outages

8 Update  T Halter and Bollinger Shipyards V Win ATB Contract • With Oil Patch Slow, Mississippi Shipyard Diversifies • Construction Starts on LNG-Ready Con-Ro • EBDG to Design Ferry for Miller Boat Line •

12 Inside Washington BWMS: Don’t Expect “Plug and Play Equipment” 20 Newsmakers Rodriguez to lead Ponant’s Brand Awareness in the Americas

Cover photo: American Cruise Lines


21 Tech News Inmarsat’s Next Generation Safety Service

26 Safety First Personal Locator Beacons December 2017 // Marine Log 1


MarineLoG DECEMBER 2017 Vol. 122, NO. 12 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: PRESIDENT Arthur J. McGinnis, Jr. PUBLISHER & EDITOR-IN-CHIEF John R. Snyder Associate Publisher Jeff Sutley

Time To Get Plugged In


s we close out one year and approach the next, it’s natural to take stock of how far we’ve come and to see where we are going. One thing that is clear is that increasing automation and digitalization will have a profound impact on the way we live and work. One trend that has emerged is the increasing interest in the use of electrification for vehicles and vessels. While only about 2 million electric cars were sold worldwide as compared with 92 million combustion vehicles in 2016, the scales will soon begin to tip as Asia, Europe, and the U.S. continue to tighten curbs on CO2 emissions in the ramped up fight against global warming. According to a global autos sur vey released by securities firm UBS, 16.5% or one in six cars sold will be electric by 2025. UBS analyst Patrick Hummel said in the report, “The shift to electric cars will come faster and in a more pronounced way, fueled by the diesel demise in Europe, battery technology advancements and regulation in China and Europe.” Those same shifts will be evident on our rivers, lakes, harbors, and oceans. While electrification for propulsion on large commercial oceangoing ships is not yet practical, applications for inland waterway towboats, harbor tugs, and passenger vessels make

perfect sense. One of Marine Log’s award winners for Best Ships of 2017, the Elektra, is a perfect example. I had a chance to ride and tour the engine room of the Elektra—Finland’s first fully electric newbuild car ferry—last month and was impressed with the Siemens BlueDrive Plus C propulsion system. The double-ended ferry serves as a vital connector between two Finnish roadways, plying a 1.6 km route that takes about 15 minutes to cross. The ferry loads and gets a quick 5-minute supercharge at the dock via a Cavotec charging system before departing. As I sit at my desk, I can watch from my office windows and see ferries zip past in NYC Harbor and on the East River. It’s not hard to imagine that they, too, one day will be powered by electricity. After all, the future is electric; it’s time to get plugged in. I want to wish all our readers a Happy and Healthy Holiday Season and a Prosperous New Year.

John R. Snyder Publisher & Editor

J.R. Snyder

PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2017. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 3135, Northbrook, IL 60062-3135.

2 Marine Log // December 2017

CONTRIBUTING EDITOR Paul Bartlett WEB EDITOR Nicholas Blenkey Art Director Nicole Cassano Graphic Designer Aleza Leinwand MARKETING DIRECTOR Erica Hayes PRODUCTION DIRECTOR Mary Conyers REGIONAL SALES MANAGER Elaina Crockett SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn CLASSIFIED SALES Jeanine Acquart CONFERENCE DIRECTOR Michelle M. Zolkos

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St. 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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What principles set Atlas Copco apart? We pride ourselves on our quality. We never put anything into the market that has not been fully tested. Before any compressor goes onto the market, we make sure the design has been brutally tested for years to ensure the highest standards of quality and reliability. We also stand behind every piece of equipment we sell. We have an extensive network of factory-trained technicians who are direct Atlas Copco employees, equipped to service our customers at a moment’s notice.

MAS GA 90 VSD Marine Air Compressor

Atlas Copco Provides Smooth Sailing for the Marine Industry Atlas Copco is a world-leading provider of sustainable productivity solutions and serves customers with innovative air compressors, vacuum solutions and air treatment systems. Atlas Copco develops products and services focused on productivity, energy efficiency, safety and ergonomics. The company was founded in 1873 and is based in Stockholm, Sweden, with a global reach spanning more than 180 countries. The focus for Atlas Copco in the marine industry is providing custom solutions that fit specific needs while working to be first in mind and first in choice for its customers. Jim Donohue is the Business Development Manager for Railway and Marine Air Systems at Atlas Copco. His mission is to oversee the service that Atlas Copco provides to the Marine Industry and ensure that the customers who rely on the brand to provide efficient solutions always receive the best equipment and service possible. Donohue provided his thoughts on how the company looks to serve its markets, where its headed and some of the challenges faced within the marine industry. What are the goals for Atlas Copco and the mission that drives them? Like most companies, we strive to be the biggest and best player in any market in which we operate. We strive for reasonable yet sustainable growth in every business area and division. We want to be first in mind and first in choice for all our customers. This means when they think about compressed air solutions, we want them to think about Atlas Copco. What key aspects govern how Atlas Copco serves its customers? Atlas Copco is a company driven by innovation. We invest heavily in talented engineers who know their products and their application inside and out. Because of this, we have a much more thorough understanding of our customers’ needs, and we design our equipment to closely match those needs. We strive to become application experts not just technology experts in multiple industries. We want to be partners with our customers. To do that we have to establish ourselves as more than just a sales engineer that takes an order for a compressor. The approach that we take is to be a partner with our customer and assist them even when they have issues not directly related to compressors.

What is unique about how Atlas Copco serves the Marine Industry? Our marine product design incorporates what the market demands. We include many technical components that are not typically found in our regular equipment into the design of our marine compressors. We also design with the marine environment in mind. For example, any water cooling should be stainless steel or nickel plated to resist salt water. There are some things that are fairly obvious that we incorporate and then there are things that are not so obvious. The footprint of our machine is specifically designed to fit through a standard hatchway, so you don’t have to cut a hole in the side of the ship to replace a compressor. We provide purpose built equipment that precisely matches LT Marine Starting Air Compressor customer demand. What can marine customers expect when talking to Atlas Copco? We believe strongly in continuous improvement. This is more than just cutting costs or finding more efficient ways to build a product. We want to create a culture in which you work to advance and improve every single day. We are always looking to learn something new from every experience in every industry. We work hard to apply this experience to new challenges and help our customers overcome them through better equipment and better service.

MAS 250 Marine Air Compressor

To learn more about how Atlas Copco serves the Marine Industry and others, go to For more information: contact Jim Donohue, at

INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month, thanks to VesselsValue, we take a quick look at the Global Offshore Service Vessel (OSV) market. Of the OSVs in operation, about 50 percent are operating in Asia & Australasia, West Africa, and the Middle East. About 12 percent are working in the North Sea and 14 percent in the Gulf of Mexico. With companies such as Edison Chouest, Tidewater, and SEACOR, the U.S. remains the top OSV owning nation, with more than 400 more than #2 Singapore.

OSV Age Profile

Offshore Rigs Operating in U.S. GOM (on or about November 1 of respective year)




48 57

2013 1500


2014 1000


2015 21




2017 0

On 0-4 Order

5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49



Source: VesselsValue






Source: Baker Hughes

Global Offshore Support Vessel Fleet Global OSV Fleet,

Top OSV Owning Nations,

Global OSV Fleet,

By Type

# of Vessels

On Order

PSV 2,201 1,417 USA

AHTS 2,600

715 Singapore

AHT 745

198 Brazil


203 8



Ocean Tug


443 Norway

Ocean Tug 599



471 Malaysia

FSV 1,123


ERRV 426



Source: VesselsValue

Recent Contracts, Launches & Deliveries Qty



Bollinger Marine Fabricators, Amelia, LA


55,000 bbl ATB Tank Barge

Bouchard Transportation


Bollinger Shipyards, Lockport, LA


154 ft FRC

U.S. Coast Guard


Lake Assault Boats, Superior, WI


34 ft Fireboat

City of Pittsburgh


Eastern Shipbuilding, Panama City, FL


15,000 yd3 ATB Hopper Dredge

Great Lakes Dredge & Dock


Columbia Class SSBN submarine

U.S. Navy


GD Electric Boat, Groton, CT

Est. $

Est. Del.


VT Halter Marine, Pascagoula, MS


4,000 hp ATB Tug

Bouchard Transportation


VT Halter Marine, Pascagoula, MS


4,000 m3 ATB LNG Bunker Unit



Source: Marine Log Shipbuilding Contracts

4 Marine Log // December 2017


Marine Innovations Ultra-SoniTec LLC CleanAHull Ultrasonic Antifouling System CleanAHull® ultrasonic antifouling systems prevent microorganisms from attaching to a vessel and maturing, becoming hard fouling. Hull, rudders, thruster tubes, stabilizers, and more are constantly kept clean. Antifouling paint lasts two to three times longer, saving haul out costs. Hull surface is always smooth so there’s no increase in fuel usage due to fouling. CleanAHull® from Ultra-SoniTec LLC is currently used on U.S. Navy and Coast Guard vessels and commercial craft up to 220’.

Dometic Introduces New Machinery Space Ventilation System Controller Dometic, manufacturer of complete Engine Room Ventilation Systems, launched its new C-EVC2PT Series Controller—a highly customizable system for automatic pressure and temperature control of machinery space ventilation. Configuration and operation through a 7.5” color touch screen allows automatic and manual control of ventilation fans as well as fire dampers. C-EVC2PT includes a wide variety of analog & digital inputs and outputs to communicate with ship-wide centralized control systems, including Dometic’s STIIC Network System.

Furuno Further Enhances its Proven DRS4DL Radar Furuno has added an impressive Fast Target Tracking and ARPA capability to one of its most compact radar offerings—the popular DRS4DL. The DRS4DL for NavNet TZtouch and NavNet TZtouch2, now named the DRS4DL+, will be able instantly acquire and track up to ten targets when interfaced with suitable heading sensor. Once a target has been selected, a speed and course vector is displayed in seconds. The Drs4DL+ is a 4kW, 35 nautical mile Radar housed in a compact 19” Radome.

MCMURDO Introduces the World’s Most Powerful EPIRBS The new Smartfind G8 AIS EPIRBs offer users Accelerated Rescue via a unique combination of four search and rescue frequencies, with greater location accuracy through multi GNSS receivers and the world’s first EPIRB to contain the localized rescue power of AIS. McMurdo SmartFind EPIRBs include innovation as standard with ruggedized base, easy service battery and MEOSAR compatibility. The additional false activation protection and multiple self-tests also offer total user confidence.

MyTaskit Subscription-based Task Management Software MyTaskit provides a subscription-based task management software for the general service industry that is easy to use, fits with existing work processes, and saves time by simplifying job tracking and coordination. MyTaskit is used extensively in the commercial and recreational service and repair marine markets and has over 1,000 service pro users and 50,000 registered boat owners. The company announced in 2017 it is expanding into the construction, industrial equipment and property management industries. December 2017 // Marine Log 5


Navigation in the Holiday Season celebrated before the date allow for the memory of having watched the excitement of the moment already played out on the kids/loved ones faces. This memory is worth making in advance and it can be sustaining through the loss of contact.

3. Navigating the Blues

1. Navigating Connection & Gratitude - Thank a Mariner Through Christmas at Sea/Gift Giving Programs For those at home making the holidays special in the absence of their sailor and for those at sea during the season there are Christmas at Sea/Gift Giving Programs. In 1898 the Seaman’s Church Institute in New York distributed hand-knit hats, mittens, and scarves for those who were miles from home during the holidays. Today this program has morphed into the distribution of over 71,000 gifts to sailors out of North America for the holidays. They contain letters of thanks, along with hand-made hats, scarves and other knit goods, all made and packed by volunteers. Most of the time ships pick-up these packages 6 Marine Log // December 2017

at a local Seafarers Mission while in port between Thanksgiving and Christmas. Captains/Management can call in advance with the number of boxes needed and volunteers often carry them to the ship, or ship’s crew can pick them up. There are many ways to participate in these programs locally, and nationally giving everyone a great way to connect with mariners during times of separation (and all year

The world runs on the backs of seafarers who take goods and military cargo across this world long). This long upheld tradition is one of the ways that a mariner can get recognition and gratitude for the work that they do and the service they provide.

2. Navigating Separation Celebrate Early Twenty-five years of living with a mariner has taught me that special occasion dates matter very little. The rotation is the rotation and birthdays, wedding anniversaries, and all other manner of special occasion are celebrated whenever, wherever. One thing I have learned is to celebrate earlier rather than after the date of the occasion. Christmas presents, birthday and other festivities

Emily Reiblein

Crowley Maritime Corporation, Labor Relations-Union Wellness Programs/ Operations Integrity

Shutterstock/Elena Shashkina


ll sorts of navigation will go on this holiday season. We will inevitably navigate parties, presents, vacations, family road trips and the list goes on. As we navigate on land, we need to take a moment to recognize the scope and scale of what our commercial sailors navigate while at sea. The world runs on the backs of seafarers who take goods and military cargo across the blue, gray, and brown waters of this world. Their cargo keeps homes warm, brings relief to victims, provide us all with clothes, food and fuel. Estimates are that there may be upwards of 75,000 seafarers navigating the seas this season. The following will help navigate the season of separation for seafarers and their families, and show gratitude for these men and women who make our season warm and bright.

Contrary to popular belief, the holiday season does not see a spike in suicides. This does not mean holiday blues are not on the up-tick though. According to the National Alliance on Mental Illness, 64 % of us report loneliness, frustration, feelings of loss, etc. around the holidays. A little extra support and enrichment, perhaps a hug (or two) may be needed onboard a vessel. In the United States, members of the North American Maritime Ministry Association (those who also support the gift giving programs) are at the ready to respond in over 50 locations across North America and in Canada, along with similar services internationally. Chaplains can be contacted in most ports and can help support any number of needs from providing a holiday service onboard a vessel, to one-on-one support or counseling. Many of them are trained in suicide prevention and intervention should the need arise (despite the statistics). While these programs are faithbased, they minister to any and all seafarers and their families no matter what their denomination. Additionally, these Centers usually accommodate rides to local shopping locations, a cold or hot drink, free Wi-Fi, and computer access for sailors in need and can mail presents or wages home for mariners. Missions are always looking for volunteers to work the phones, drive a sailor and deliver packages and a hug (or at least a hand shake) around the holidays. As we navigate this season, take a moment to remember that expressions of gratitude can heal many a lonely heart and can connect us with each other over seas of separation. Reaching out in the absence of a loved one to help others of a similar cloth, and cultivating sustaining moments can help brighten the navigation of the season.

inland waterways

The Impacts of Unscheduled Lock Outages

U.S. Army Corps of Engineers


n Nove m b e r 1 , t h e Na t i o n a l Waterways Foundation (NWF), in cooperation with the Maritime Administration (MARAD), released a ground-breaking study– “The Impacts of Unscheduled Lock Outages”—that examines multiple impacts of unscheduled lock outages on the inland waterways system. The study also serves to highlight the economic benefits associated with reliable inland waterways navigation. The study was conducted by the Center for Transportation Research at the University of Tennessee, and the Vanderbilt Engineering Center for Transportation and Operational Resiliency at Vanderbilt University. It studied four geographically different locks on the inland waterways system: Markland Locks and Dam (Ohio River near Cincinnati), which opened in 1959; Calcasieu Lock (Gulf Intracoastal Waterway in Louisiana), which opened in 1950; LaGrange Lock and Dam (southern-most of the navigation structures on the Illinois River), which opened in 1939; and Lock and Dam 25 (Mississippi River, north of St. Louis), which opened in 1939. These four locks that were studied support traffic on critical segments of the Mississippi River system. For each lock, specific screening tool elements reflected Physical Characteristics; Performance; and Network Role. Among the key findings, the study reported: • If an unscheduled closure of the Markland Locks and Dam were to occur, the Shipper Supply Chain Cost Burden expected is estimated to exceed $1.3 billion annually. An unscheduled outage that carriers and shippers would have no opportunity to prepare

for at Markland would require the availability and use of 40,000 additional rail carloads and 60,000 additional truckloads to transport the cargo transiting the lock. • The Shipper Supply Chain Cost Burden of an unscheduled closure of the Calcasieu Lock is estimated to exceed $1.1 billion annually. An unscheduled lock outage at Calcasieu would require the availability

The findings underscore the critical need to recapitalize the lock and dam infrastructure

and use of 10,000 additional rail cars and several hundred locomotives to transport the current cargo transiting the lock. • The Shipper Supply Chain Cost Burden for a closure at LaGrange and/or Lock and Dam 25 is estimated to exceed $1.5 billion at either lock annually. Unscheduled outages at LaGrange and/or Lock and Dam 25 would severely stress the nation’s railroad system to transport the current cargo transiting the locks. Trucking to alternative waterway locations would mean an additional 500,000 loaded truck trips per year and an additional 150 million truck-miles in affected states. • These navigation projects span a broad

range of both geographies and economic purposes, and in some cases provide freight mobility that may not be easily replaced by other transport modes. • Lock outage duration for this study is based on a one-year closure that triggers longterm changes by shippers and carriers. • While every state supported by the four locks benefits from the availability of inland navigation, the results reflect the system’s extraordinary value to 18 states, especially Louisiana, Texas, and Illinois. The mission of the National Waterways Foundation is to develop the intellectual and factual arguments for an efficient, wellfunded and secure inland waterways system. This national study reveals, for the first time, the broad range of economic and societal impacts of unscheduled lock outages. There were real-world examples of outages that occurred in September through November at Locks and Dams 52 and 53 in Illinois, and at the Inner Harbor Navigation Canal Lock in October in Louisiana. Both events impacted shippers and consumers. “The study underscores that if the inland waterways were unavailable to transport the nation’s freight, the average number of trucks on rural highways would increase and result in significant impacts on safety, highway maintenance cost, and fuel consumption,” said Joel Szabat, MARAD Executive Director. On the inland waterways system, there are 219 locks at 176 sites. The average age of the locks is more than 60 years, with 59 percent of them more than 50 years old. The total tonnage moved on the inland system in 2016 was 557.8 million tons valued at $300 billion dollars. This study’s findings underscore the critical need to recapitalize the inland waterways lock and dam infrastructure. There may be a chance to do just that ahead in the Administration and in Congress, and we remain hopeful – and vigilant – for that opportunity. See the full study at: waterwayscounc i l . o rg / l o c k s d a m s / For additional information visit and

Dan Mecklenborg Chairman, National Waterways Foundation

December 2017 // Marine Log 7


Sister unit M/V Evening Star and B. No. 250

VT Halter, Bollinger Win ATB Contract T wo gulf coast shipyards have

been chosen to bring to fruition the latest articulated tug barge unit for Bouchard Transportation Co., Inc. The New Yorkbased operator says the new unit is part of its fleet expansion program that began in 2012. The tug component of the ATB, the M/V Evening Breeze, will be constructed by VT Halter Marine, Inc., Pascagoula, MS. The barge component, B. No. 252, is being constructed by Bollinger Shipyards at its Bollinger Marine Fabricators facility in Amelia, LA. The M/V Evening Breeze is the sister vessel to ATB tugs M/V Denise A. Bouchard and M/V Evening Star. The 4,000-hp tug will meet U.S. EPA Tier 4 requirements, measure

112 ft by 35 ft by 17 ft, and will be equipped with an Intercon Coupler System. The B. No. 252 being constructed by Bollinger is the sister vessel to the B. No. 250. Measuring 317.5 ft by 70 ft by 28 ft, it will have a 55,000 barrel capacity, and be utilized to transport liquid petroleum products throughout the Jones Act Market. Both vessels are to be delivered in the first quarter of 2019. Continuously maintaining and advancing its equipment has always been a top priority for Bouchard and these Jones Act vessels include the newest modifications to the Intercon coupler and pin system, as well as the most technologically advanced equipment designed to reduce total emissions.

BIZ NOTES BV to class CMA CGM’s 22,000 TEU containerships Clas sific ation s ociet y B u r e a u Veritas has signed a contrac t agreement to class all nine of CMA CGM’s 22,000 TEU dual-fuel containerships. The all gas-fueled Ultra Large Containerships are to be built to BV class rules and under BV newbuilding supervision. The ships will be the world’s largest LNG-fueled containerships and among the most environmentally friendly of their kind. CMA CGM says that the use of LNG in vessels of this size is “a real technological breakthrough” that will yield significant benefits compared to heavy fuel oil, including: up to 25% less CO2; 99% less sulfur emissions; 99% less fine particles and 85% less NOx emissions. The contrac t was signed by China St ate Shipbuilding C o r p o r a t i o n ( CSSC ) s h i p yards Jiangnan Changxing Shipbuilding Co., Ltd. (Hudong Zhonghua) and Shanghai J i a n g n a n C h a n g x i i n g H e av y Indus tr y Co., Ltd ( SWS ) —the yards building the ships. Deliver y for the 400m long ships is set for 2020. Each ship will feature a WinGD 12X92DF slow-speed dual fuel engine—with GTT designing each of the ship’s LNG fuel tanks and TOTAL supplying LNG for the ships.

Netherl ands - ba sed compan y

specializing in the manufacture and design of offshore oil drilling equipment, SBM Offshore, and its wholly owned U.S. subsidiary, SBM Offshore USA Inc., have agreed to resolve criminal charges and pay a total criminal penalty of $238 million in connection with schemes involving the bribery of foreign officials in Brazil, Angola, Equatorial Guinea, Kazakhstan and Iraq in violation of the Foreign Corrupt Practices Act (FCPA). Of that $238 million, $500,000 will go to 8 Marine Log // December 2017

the criminal fine and $13.2 million in criminal forfeiture that SBM has agreed to pay on behalf of SBM Offshore USA. SBM entered into a deferred prosecution agreement in connection with criminal information filed in the Southern District of Texas charging the company with conspiracy to violate the anti-bribery provisions of the FCPA. According to the SBM’s admissions and court documents, from at least 1996 to 2012, SBM conspired to violate the FCPA by paying more than $180 million in

commissions to intermediaries, knowing that a portion of those commissions would be used to bribe foreign officials in the countries of Brazil, Angola, Equatorial Guinea, Kazakhstan and Iraq. The payments were made in order to influence officials and secure improper advantages to obtaining or retaining business with state-owned oil companies in the five countries. SBM acknowledged that it gained at least $2.8 billion from projects it obtained through said companies.

Bouchard Transportation Co., Inc.

SBM to Pay U.S. Criminal Penalty in Corruption Case


With Oil Patch Slow, Mississippi Shipyard Diversifies

Lik e man y shipyards on the U.S.

Gulf Coast, Signet Shipbuilding & Repair’s workload was dependent on activity in the oil patch. “A large amount of our shipyard and tug business depends on the oil industry,” explains Stacy Reese, General Manager, Engineering & Shipyard at Signet Maritime Corporation. Reese points out, however, that the company has taken steps to diversify its

workload. “Earlier this year, [Signet Shipbuilding & Repair] received its certification as a USCG-approved shipyard. Since that time, we have been able to secure work from the U.S. Coast Guard and Army Corps of Engineers. We hope to expand our work for the U.S. government as we move forward.” The Pascagoula, MS, shipyard, which employs about 20 workers and five office personnel to support the facility, was purchased from Colle Towing in 2010. Since

then, Reese says Signet Maritime Corporation invested in a $7.2 million infrastructure expansion. The completed improvements to the facilities include: A new 150-ton LinkBelt crawler crane; 200 ft x 270 ft concrete repair slab that can accommodate simultaneously five vessels for repairs; new utilities to feed oxygen, gas, water, air and electric to each position on the slab and in the shop; a new 150 ft x 73 ft covered fabrication shop tall enough for a Marine Travelift to place and remove a 661 short ton vessel; and newly installed bulkheads on a dockside repair slip. “The expansion continues,” says Reese, “as we currently have plans for more new bulkheads, dredging projects, and an upgrade of the machine shop.” Like many, Reese is not sure when the oil patch will pick up, but until it does, he says, “we are concentrating on what we can control, which is being ready when the recovery happens and searching out alternate sources of revenue until it does.”

Philly Shipyard Delivers Final Tanker in Series to Kinder Morgan’s APT Philly Shipyard, Inc. has delivered the

American Pride, the fourth and final ship in a series of next generation 50,000 dwt product tankers it built for American Petroleum Tankers (APT). APT is a subsidiary of Kinder Morgan, Inc. The American Pride is based on a proven Hyundai Mipo Dockyards (HMD) design that incorporates fuel efficiency features, flexible cargo capability and meets the latest regulatory requirements. The vessel has also received LNG Ready Level 1 approval from ABS. Originally, the American Pride and its sister ships were under contract with Philly Tankers, a Jones Act shipping company established in June 2014 by Philly Shipyard and other investors. In August 2015, Philly Tankers entered into a definitive agreement with APT to assign its shipbuilding contracts and related assets to APT.

“We are proud to deliver the final product tanker in the four ship series for American Petroleum Tankers that began with the promotion by Philly Shipyard of a new Jones Act shipping venture, Philly Tankers, over three years ago,” said Steinar Nerbovik, Philly Shipyard’s President and CEO. “As American Pride leaves our dock, there is a piece of each and every one of us at the yard that leaves with her. We celebrate this achievement and wave farewell as she joins the other 27 Jones Act vessels built here in Philadelphia that are currently servicing America’s ports.” Philly Shipyard is currently constructing two 3,600 TEU containerships for Matson Navigation Company, Inc. with planned deliveries in 2018 and 2019. The delivery of the American Pride marks the successful conclusion to the shipyard’s plan of investing in eight Jones Act product

tankers with an approximate contract value of $1 billion through the PSI-Crowley joint venture (Hulls 021-024) and Philly Tankers (Hulls 025-028). The yard also has a Letter of Intent with TOTE Maritime covering the construction and sale of up to four new, cost-efficient and environmentally friendly containerships for the Hawaii trade.

MARITIME Trivia­– Happy Holidays to all. See You in the new year!

Philly Shipyard, Inc.

The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to October’s trivia question: WHAT DID SAILORS CALL SHARKS? Answer: Hyenas of the Sea. Winning answer submitted by Scott Shultzabarger of ABS Americas.

December 2017 // Marine Log 9


Damen to build Great Lakes “hybrid-ready” ferries for Canada

10 Marine Log // December 2017

Great Lakes Dredge & Dock Corporation Takes Delivery of Ellis Island G r e at L a k e s D r e dg e & D o c k Corporation, Oak Brook, IL, has taken

delivery of the articulated tug barge (ATB) hopper dredge Ellis Island and tug Douglas B. Mackie. The two vessels were built by Eastern Shipbuilding, Panama City, FL. The Ellis Island, which measures 433 ft x 92 ft x 36 ft, is the largest hopper dredge in the U.S. market. Meanwhile, the ATB tug Douglas B. Mackie measures 158 ft x 52 ft x 33 ft. Calling the two vessels a “substantial reinvestment” in its fleet, David Simonelli, President, Dredging Division for GLDD said, “The Ellis Island significantly increases the United States commercial Jones Act hopper fleet capacity as the largest hopper

dredge in the United States market, with a carrying capacity of 15,000 cubic yards.” Lasse Petterson, CEO of GLDD, added: “This addition to our fleet represents a great milestone in Great Lakes history. The Ellis Island is capable of meeting the current and future U.S. Army Corps of Engineers’, State and U.S. Ports’ deepening, coastal protection, coastal restoration and maintenance dredging infrastructure demand. The Ellis Island’s haul capacity and dredging systems will yield more efficient and faster project execution.” GLDD is one of the largest providers of dredging services in the U.S. and the only U.S. dredging company with significant international operations.

Construction Starts on LNG-ready ConRo Gener al Dynamic s NASSCO has

kicked off construction of an LNG-ready Kanaloa-Class ConRo containership being built for Matson Navigation Company, Inc. The Jones Act vessel is part of a two-vessel contract for the operator. The 870 ft long, 3,500 TEU containership will feature an enclosed garage space for up to 800 vehicles or breakbulk cargo, state-of-the-art green technology including a fuel efficient hull design, double hull fuel tanks, fresh water ballast systems and dual fuel engines; and roll-on, roll-off capability. NASSCO partnered with South Korea’s DSEC to provide Matson with a state-of-theart design and shipbuilding technologies.

The ships will be equipped with dual fuel main engines—MAN 6G90ME-C10.5-GI— and auxiliary engines capable of operating on LNG when systems are put in place in the future. “These Jones Act-qualified, Kanaloa Class vessels are designed specifically for our Hawaii service, and we’re thrilled to partner with NASSCO on their development,” said Ron Forest, President of Matson. The class name, Kanaloa, is in honor of the ocean deity revered in the native Hawaiian culture. The first vessel in the class will be named Lurline and the second will be named Matsonia. The ships are expected to be delivered 2019 and 2020, respectively.

Damen; Great Lakes Dredge & Dock Corporation

Da men Shipyards Group has signed a contrac t with the Government of Ontario, Canada to design, build and deliver two “road” ferries to operate on Lake Ontario. The lake is one of the five Great Lakes in North America. The ferries will be a 68m Damen Ro a d Fe r r y 6 819 a n d a 98 m Damen Road Ferr y 9819— both will be built at Damen Shipyards Galati in Romania. While the ferries may differ in size they will share certain design elements and equipment specifications. More specifically, they will each be hybrid-ready, enabling the use of batteries when needed. “Investing in new ferries will keep these beautiful island communities connected to the Ontario mainland,” says Steven Del Duca, Minister of Transportation. “In addition to moving people to and from Wolfe and Amherst Islands, these new ferries will generate local economic opportunities and growth that will benefit all residents.” The ferries will be based in Kingston and Loyalist Township, Ontario, with the larger ferry serving Wolfe island and the smaller serving Amherst Island. The new ferries are expected to make the crossings faster for the one million passengers and 500,000 vehicles that travel annually bet ween Wolfe Island and Kingston, and the 270 passengers and 130,000 vehicles that travel to and from Amherst Island each year. The ferries are to be delivered at the end of 2019 and end of 2020, respectively.


Doyle to Leave Federal Maritime Commission Last month , Commissioner William P.

Doyle announced he would be leaving his post at the Federal Maritime Commission effective January 3, 2018. Doyle, who was appointed by President Barack Obama, said in a statement “It has been an honor and privilege to continue serving in the Trump Administration.” He also thanked Obama for nominating and appointing him twice for the Commissioner position. “I have learned so much in this position, and I thank you both for the opportunity to serve the United States of America.” Over the past five years, an enormous amount of change has occurred in the international maritime industry—consolidations,

mergers, bankruptcies and mega ocean carrier alliances to name a few. In his role as Commissioner, Doyle was intimately involved and successful in negotiating terms and conditions into carrier alliance agreements—safeguarding American businesses from the alliances using their collective market power to drive down the rates of U.S.-based suppliers, service providers and small businesses (such as tugs, equipment lessors and marine terminals). “I’ve had the opportunity to find reasonable compromises with some of the world’s largest ocean carrier companies and build solid working relationships with governments that oversee international oceanborne trade,” added Doyle.

Elliott Bay Design Group to Design Ferry for Miller Boat Line Elliott Bay Design Group (EBDG) has been awarded a design contract for a new passenger / vehicle ferry for Ohio-based Miller Boat Line. The new ferry will be 136 ft long and carry up to 600 passengers and 26 standard vehicles on its Lake Erie Islands service.

“We are thrilled to partner with Miller Boat Line as they invest in the future of their operation and ridership,” said Brian King, Principal in Charge and Chief Engineer for EBDG. He adds, EBDG’s team is “dedicated to delivering a vessel that meets the requirements of Miller Boat Line.”

The new ferry will be ADA accessible and will feature Tier 3 propulsion technology. Special attention was given to designing a vessel that enhances onboard passenger comfort and improves the loading and discharge times for both vehicles and passengers. The vessel is to be delivered in 2019.

“There is Posidonia, Nor-Shipping and CMA Shipping”


March 12, 13 & 14, 2018 Federal Maritime Commission

The Hilton Hotel, Stamford, CT, USA For more information contact: Lorraine Parsons, CMA Event Director at Tel. +1.203.406.0109 ext. 3717 • Fax. +1.203.406.0110 Email. OR visit us at

December 2017 // Marine Log 11

inside washington

BWMS: Don’t Expect “Plug and Play Equipment”


y now shipowners know that when it comes to ballast water management nothing comes easy. So it should come as no surprise that anyone who was looking for their new ballast water management systems (BWMS) to be “plug and play equipment” are in for

a disappointment. At least that’s what Rear Adm. John Nadeau, Assistant Commandant for Prevention Policy for the U.S. Coast Guard, wrote as part of a six-part Ballast Water Series on the Coast Guard’s Maritime Commons blog. As Admiral Nadeau sees it, owners who recently built ships and wrote BWMS specifications into the contracts with the expectation that, upon delivery, there would be sufficient space, power, and piping available for a future “plug and play” type system are now frustrated that the selection and installation of a BWMS requires additional work specific to the ship and its operating profile. Others expect a system that will “plug and play” into their operations and be effective under all conditions wherever they operate around the world. The different treatment technologies employed by the various BWMS manufacturers each

have unique features and operational requirements that must be satisfied in order for the equipment to function properly. Owners should expect that fitting a BWMS to a specific vessel will require a thorough analysis of the vessel’s engineering systems, cargo operations, and trade routes. To comply with the regulations, vessel operators may have to modify the vessel design, operations and, to some extent, their technical and logistical support operations. The complexity and breadth of a BWMS’s impact on vessel operations means that a “plug and play” solution is not likely to succeed. The preferred approach may be to “get in the game.” Successful efforts include additional design and engineering, a comprehensive comparison and analysis of BWMS to shipboard operations, and the development and implementation of a crew training plan for the BWMS.


u o y k c o d Dry ! ship here Charleston, South Carolina 12 Marine Log // December 2017

U.S. Coast Guard

Customer before company, employee before owner, family before self, safety above all

Best Ships Of 2017

Best Ships of 2017 American Constellation

American Cruise Lines

Small Ship, Big Cruise Impact Small ship cruising is becoming the next big thing in travel in the United States. Guilford, CT-based American Cruise Lines’ American Constellation embodies that American spirit of exploration. Designed specifically to navigate the country’s inland waterways, the 4,057-gross ton ship brings passengers into ports that can’t be accessed by their larger counterparts. And while the ship is built for rivers it is also capable of ocean travel. American Constellation was designed and built by ACL’s sister company Chesapeake Shipbuilding in Salisbury, MD. At 238.7 ft

x 55 ft, the ship can carry 175 guests, features 90 staterooms across six decks—with almost all rooms featuring a private furnished balcony. The ship is powered by two Caterpillar 3512C 3,000 hp engines. Earlier this fall, ACL announced it would triple its capacity in the Puget Sound and the entire Pacific Northwest, moving the American Constellation from its East Coast route to the Pacific Northwest. The ship will make the transition in 2018 where it will sail the 8-day “Tulip Festival Cruises” on Puget Sound in April before officially heading up to Alaska

for the summer season where it will take part in the “Grand Puget Sound” and “Highlights of the Puget Sound” itineraries offering passengers cruises from Seattle, Washington to Southeast Alaska. According to ACL the American Constellation will be the only fully stabilized ship in the region—equipped with Rolls-Royce stabilizers—and will offer the largest staterooms of any small ship in Alaska. ACL says, “American Constellation elevates cruising in Alaska by providing the intimate access of smaller ships coupled with the comfort and sophistication of larger ships.” December 2017 // Marine Log 13

Best Ships Of 2017 VOS Start

The Harvest/Abundance

ATB Unit Built for Jones Act When Vigor launched The Harvest earlier this summer it made history marking the first time since 1982 that a complex liquefied ammonia transport barge was built in the U.S. for the Jones Act trade. The Harvest operates as part of an articulated tug and barge (ATB) unit. The 508 ft x 96 ft ATB tank barge was built under an aggressive timeline—completed in 23 months. The barge is operated by a subsidiary of The Savage Companies. The ATB supports the Jones Act trade of Tampa Port Services, LLC, a subsidiary of The Mosaic Companies, one of the world’s leading producers and marketers of concentrated phosphate and potash. Built to the highest ABS and U.S. Coast Guard safety standards, the barge will transport 22,000 tons of American-made anhydrous ammonia (NH3). The Harvest

14 Marine Log // December 2017

features complex systems to support its onboard re-liquefaction plant that keeps the cargo cooled to -27 degrees F. It has a full storage capacity of 27,250 gallons and is fitted with four Type A Prismatic tanks. The power behind the Harvest—the 4,000 hp tug aspect of the ATB unit, the Abundance— was built by Nichols Brothers Boat Builders, Whidbey Island, WA. The 139 ft x 44 ft ATB tug connects to the barge via an Articouple hydraulic connecting pin system. The tug is classed by ABS, Maltese Cross A1-Towing service/AMS/ACCU/UWILD SOLAS compliant and meets USCG Subchapter I. Designed by Ocean Tug and Barge Engineering, Milford, MA, with production engineering by BMT Nigel Gee, Southampton, UK, the Abundance meets all rules and regulations for unrestricted ocean pushing/towing service. Abundance is fitted with Rolls-Royce shafting and propellers, RollsRoyce Promas FMP flap rudders and two Lufkin RHS 3,200 reduction gears. Propulsion power is provided by two EMD 16- 710T13 diesel engines, each rated at 4,000 hp at 900 rev/min. Electrical power is supplied by two Caterpillar C7.1 200kW Tier III auxiliary generators, one Caterpillar C9.3 200kW Tier III generator and one Caterpillar C7.1 138kW Tier III emergency generator system.

Offshore wind parks typically consist of as many as 100 individual wind turbines connected by infield cables to transformer stations—each needing to be attended to. With its sight set on meeting the demand for offshore transfer solutions Vroon B.V. debuted the VOS Start, the first subsea support walk-to-work vessel. The 80m x 18.4m vessel, built by China’s Fujian Southeast Shipbuilding, is equipped with two MAK 2,400 kw main engines, and twin CPP azimuth thrusters for propulsion. The VOS Start is fitted with a motioncompensated gangway system and an active SMST heave-compensated crane to support offshore operations and walk-towork projects. The vessel is based on a Khiam Chuan Marine (KCM) design. The VOS Start is classed DP2 and complies with the latest SPS code regulations. The vessel offers accommodations for the client teams, office space for engineering and project managers, a warehouse to store materials and tools, an onboard workshop to prepare for day-today tasks, and an access system—such as the Barge Master and Bosch Rexroth motion compensated gangway system—that guarantees safe transfer for the teams and their material to and from wind turbines. Damen Shiprepair Oranjewerf completed the installation of the gangway system and crane as well as Kongsberg’s Lightweight Taut Wire, Radius and Hipap position reference systems. The VOS Start’s first charter was with MHI Vestas Offshore Wind for the construction of the Walney Extension Offshore Wind Farm in the Irish Sea. The wind farm includes 87 turbines with the total capacity of 659MW. The Walney Extension Offshore Wind Farm covers an area of 145km2 and is 100% owned by Ørsted.

Top photo: Vigor/Lower left: Nichols Brothers Boat Builders; Lower right photo of VOS Start: Flying Focus

First Subsea Support Walk-to-Work Vessel

Best Ships Of 2017 Elektra

CMA CGM Theodore Roosevelt

Top left: Siemens; Top right: Port of Virginia

Finland’s First Electric Largest Ship to Ever Cross the Panama Canal, Double-ended Ferry Continues to Break Records

Finland’s First electric double-ended newbuild ferry, Elektra, was built in Poland at CRIST yard and can carry 372 passengers and 90 vehicles. The Elektra began operating this past summer on a 1.6 km route across the Finnish Archipelago. The ferry provides a glimpse of the future for state-owned operator FinFerries, which carries 4 million vehicles and 10 million passengers on its 40-plus routes around the country. The Elektra is part of a growing fleet of green electric ferries that are built on Siemens technology. It joins the Ampere, the world’s first all-electric ferry that went into service in Norway in 2015. “The Elektra is part of a fleet now numbering four fully electrically propelled ferries run by the shipping company FinFerries which are equipped with our BlueDrive Plus C propulsion concept,” says Odd Moen, Head of Marine & Shipbuilding at Siemens Norway. “This encompasses a power storage system, a warning and observation system, and variable-speed propulsion technology for the propellers.” The 525 dwt Elektra has an overall length of 97.98m, beam of 15.2m, and draft of 3.55m, with five lanes to accommodate up to 90 cars. The concept design for the ferry was done by Deltamarin, Turku, Finland. While the Elektra can operate in three propulsion modes: all electric, hybrid, and diesel-electric, it has only operated in its all-electric mode. The diesel-generators, composed of four Scania diesels and 50 Hz/690 V Stamford generators, will come into play if the ferry needs to make headway through ice conditions this winter. Instead of bunkering on MDO, it gets a quick 5-minute charge at each end of its crossing from Cavotec automated mooring and charging stations. A quick plug in at the dock keeps the ferry’s 1MWh battery cluster charged at an optimum level—about 75%.

With a capacity of 14,414 TEUs and a length of 1,208 ft, the CMA CGM Theodore Roosevelt is four times longer than an American football field. The ship, which belongs to French shipping giant CMA CGM, became the largest capacity containership ever to pass under the newly elevated Bayonne Bridge and visit the Port of New York and New Jersey—and is also the largest capacity ship to cross the Panama Canal and the largest containership to make calls at various ports along the U.S. East Coast. Built by South Korea’s Hyundai Heavy Industries, the CMA CGM Theodore Roosevelt, or CMA CGM T. Roosevelt for short, is the first in a series of six new ships being built for CMA CGM.

The 148,687 dw t CMA CGM Theodore Roosevelt is classed by Bureau Veritas and operates on the South Atlantic Express Service—traveling from Hong Kong to Shanghai, to the U.S. East Coast. The boxship can sail at a speed of 22 knots.

Caribbean FLNG

World’s First FLNG Barge The world’s first barge-based floating natural gas liquefaction and storage vessel was delivered to Exmar from China’s Wison Offshore & Marine. The ship has a liquefaction capacity of 500,000 tons per year and LNG storage capacity of 16,000 m3. The vessel marks the first time in history that LNG has been produced onboard a floating facility as well as the first time that a floating liquefaction unit has completed gastrial and performance test before sail-out. Exmar says the 144m x 32m Caribbean FLNG “will drastically reduce time-to-market by providing floating liquefaction and

storage in a cost-efficient and flexible way to gas fields located onshore and offshore, eliminating the need for large infrastructure on land.” While the ship is innovative, it has yet to prove profitable for Exmar. The company says “No income is expected from the Caribbean FLNG before the end of 2018.” The Caribbean FLNG was originally slated to work off of Colombia but Pacific Exploration & Production (PEP) cancelled the project. However, recent reports indicate that the Caribbean FLNG vessel will be used for an Iranian export project.

December 2017 // Marine Log 15

Best Ships Of 2017

Salish Orca

First LNG Fueled Ferry for BC Ferries Built by Poland’s Remontowa Ship-

building, the Salish Orca is the first in a series of three natural gas-fueled ferries for BC Ferries—marking the operator’s first series of natural gas-fueled vessels. The 107m Salish Orca, along with sister ships, Salish Eagle and Salish Raven, carry 145 vehicles and up to 600 passengers and crew. The Salish Class of ships use natural gas as the primary fuel source—which is expected to reduce greenhouse gas emissions by approximately 15 to 25 percent, reduce SOx

by over 85 percent, reduce NOx by over 50 percent and nearly eliminate particulate matter. The 5,952 hp ferries have a maximum speed of 15.5 knots. The ferries can also operate on ULSD. Each ship is powered by three Wärtsilä 8L20DF engines. BC Ferries has been at the forefront in adopting environmentally friendly technologies. Classed by Lloyd’s Register, the new Salish class ferries replace the aging Queen of Nanaimo and the Queen of Burnaby, which operated for more than 50 years.

Artwork from First Nations artists adorns both the outside and inside of each Salish ferry. The Salish Orca features work by Darlene Gait from Esquimalt Nation; the Salish Eagle features work by John Martson from Stz’uminus; and the Salish Raven includes work from Thomas Cannell from the Musqueam. The Salish vessel names play homage to the regions indigenous origins and recognize the Coast Salish as the original mariners of the Salish Sea.

McAllister Towing’s First EPA Tier 4 Tug on the U.S. East Coast Built by Horizon Shipbuilding ,

Bayou La Batre, AL, the 100 ft x 40 ft Capt. Brian A. McAllister is the first in a series of new Z-drive escort/rescue tugs being built for New York-headquartered McAllister Towing & Transportation, Co., Inc. The tug is powered by U.S. EPA Tier 4-compliant Caterpillar 3516E engines with twin Schottel SRP4000 FP units, and uses an SCR after-treatment system to reduce emissions. R.W. Fernstrum provided the tug with WEKA Boxcoolers to cool the engines. The Capt. Brian A. McAllister is the 31st and most powerful tractor tug in McAllister’s 16 Marine Log // December 2017

fleet. The harbor tug, which features stateof-the-art remote controlled fire monitors and ABS FiFi certified deluge systems, is Load Lined and Classed ABS Maltese Cross A-1 Towing, Escort Service, FiFi 1 and Maltese Cross AMS. The hull, designed by Jensen Maritime, enhances ship docking capabilities. Markey Machinery supplied towing machinery including a tow winch and an asymmetric render-recover winch on the bow. The Capt. Brian A. McAllister produces 6,770 horsepower and delivers an 80-ton bollard pull. T h e t u g i s n a m e d i n h on or of t h e

company’s Chairman, Captain Brian A. McAllister, who is the great grandson of the founder of the company. A sister tug, Rosemary McAllister, is named in honor of his wife.

Top: BC Ferries; bottom: Randall Farhy courtesy of McAllister Towing

Capt. Brian A. McAllister

VOICES December 2017


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Voices of the Industry

New Nautican Ocean Series IPUs for Workboat Applications


Nautican continues to invest in R&D, finding new solutions for vessel owners to increase power and maneuverability, and reduce fuel use.

autican engineers the highest quality marine propulsion products and has been invested in groundbreaking research and development for more than 40 years. From pioneering the use of hydrofoils to increase barge efficiency, to the development of advanced nozzle profiles, and the integration of propulsion and maneuvering systems for increased hydrodynamic efficiency and responsiveness. Nautican continues to invest in research and development, finding new solutions for vessel owners to increase power and maneuverability, and reduce fuel use. Responding to customer feedback and high demand, Nautican recently completed the pre-engineering of

standardized components for a full range of Integrated Propulsion Units (IPUs), for propeller diameters from 64” to 156”. These pre-engineered components form the core of the new Nautican Ocean Series, and allow Nautican to rapidly design a complete system for each customer, based on these standardized components. The new Nautican Ocean Series is a complete line of fully engineered Nautican IPUs, designed for heavily loaded workboat applications. The Ocean Series IPU combines Nautican’s high efficiency nozzles, triple rudders, pre-swirl stators, and propellers. This high performance complete package incorporates Nautican’s years of experience with a wide range of tugs and fishing

— Elizabeth Boyd President

Nautican Integrated Propulsion Units combine High Efficiency Nozzles, Triple Rudders, Pre-Swirl Stators and Propellers for superior performance S2 Marine Log // December 2017


vessels, and delivers a level of performance that cannot be duplicated. “Engineering used to be our biggest bottleneck” says Elizabeth Reynolds Boyd, President of Nautican. “It used to take six weeks to engineer a complete system for each customer, and even longer to ensure that all components were fully designed for production. So, eighteen months ago we invested in a massive effort to preengineer all major components for the full range of systems for ocean and coastal workboats – the Ocean Series.” Since implementing the Ocean Series, Nautican has been able to cut down significantly on the time it takes to show customers exactly what system best meets their specific vessel needs. “For most projects, we can tell the customer on the first phone call what system will work best for them and how it will perform,” says Boyd. In addition, the pre-engineering of the Series has decreased—by an order of magnitude—the amount of time and effort required to get the project from drawings into production. The push towards standardized components also means that manufacturing is smoother, faster and more predictable. Nautican is now better equipped to work with suppliers in providing the most accurate and achievable delivery dates to customers. Which allows Nautican to schedule projects more accurately, with less slack time in the schedule. This has helped Nautican to respond to increasing demand from customers while also

cutting down on lead times. Each Nautican Ocean Series IPU comes fully assembled and is combined with a ready-to-install unit complete with headbox. The inner shell of every Nautican Nozzle is made entirely of Grade 316 stainless steel for reliability and long life with minimal maintenance. Rudderstocks, pintles and bearing housings are made with high quality 316 stainless steel throughout (and high quality Duplex in the larger units) for maximum corrosion resistance and longevity. About Nautican Nautican helps companies become more fuel efficient, profitable and env ironmentally fr iendly w ith

our high-performance integrated propulsion units and hydralift skegs. Our independently tested systems have been shown to maximize power while reducing fuel consumption, offering an exceptional return on investment. For decades, Nautican has manufactured ultra-reliable propulsion systems, using only the highest quality materials and construction techniques—and we continue to research and develop new ways to improve efficiency and performance. We work hand-in-hand w ith our customers to understand their op er at ional ne e ds and identify the best solution for their new construction or retrofit vessels.


December 2017 // Marine Log S3

Voices of the Industry

Victaulic Couplings Help Contain Fires At Sea


aking preventative measures to stop a fire from happening is the best way to protect your vessel at sea. Once a fire has ignited, reducing the impact is mission critical.

Victaulic’s reliable and proven innovations have driven consistent performance and solutions for nearly 100 years. — Len Swantek, Director Global Regulatory Compliance, Victaulic

S4 Marine Log // December 2017

Proven Partner Experience and performance set the best companies apart. Victaulic has been providing pipe joining solutions for nearly 100 years and has established a reputation for producing reliable products and solutions for a wide range of applications. Victaulic couplings have demonstrated their value in rigorous maritime applications since the 1920s. Shipbuilders began choosing them for water supply and sanitation lines because, in addition to being easy to install, they were flexible, dependable, and had a high tolerance for vibration.

In the 1940s and 1950s, Victaulic couplings were installed in thousands of piping systems of merchant and navy ships, including the Liberty ships built for WWII. The couplings were used for bilge, ballast, freshwater, seawater, sanitary and deck drains, fuel oil fitting and transfer, cargo loading, and fire mains. Fit for Fire Historically, Victaulic’s couplings have performed in some of the most demanding environments, and today, improved designs make them especially suited for shipboard use, including in those areas where there may be an inherent risk of fire. Victaulic grooved pipe couplings are designed to withstand direct exposure to fire under extreme and exacting conditions. The housings of Victaulic couplings—which are cast of durable

Pipe Joining Systems

ductile iron in accordance with A S T M A- 5 3 6 — c a n w i t h s t a n d direct fire exposure to temperatures greater than 760°C (1,400˚F) with no adverse effects to their structural or metallurgical attributes. This first line of defense shields the internal gasket and protects it from direct exposure to flame and intense heat. Depending on the duration of the direct exposure to flames, the ductile iron housing eventually transfers a portion of the heat to its internal surfaces and thus also to the gasket. To ensure consistent performance in fire conditions, Victaulic gasket compounds are engineered to provide a unique balance between thermal resistance and pressure responsiveness, with the objective of maintaining the highest degree of sealing performance at the maximum temperature limits. The compound formulation in Victaulic gaskets uses ingredients with high thermal decomposition temperatures to ensure minimum material loss during fire. The compound also minimizes the effects of severe heat on critical material properties such as hardness, tensile strength, elongation, compression set, and compressive stress relaxation. The gasket’s fire endurance is enhanced by designs developed to best fit the specific sealing material properties under different stress conditions. The volume of the gasket cross section is optimized to accommodate thermal expansion of both the sealing material and the pipe under extreme temperature.

Victaulic engineers have studied the stress concentration and distribution across the entire seal geometry to develop gaskets that will not split or crack or become permanently deformed. The gasket geometry is optimized to ensure there is always sufficient sealing force on the pipe surface to maintain a pressure responsive seal. Combined, these characteristics help maintain gasket integrity under extreme temperature conditions. Victaulic components are qualified to relevant codes and standards. For example, grooved mechanical pipe joints used in the maritime industry endure a fire exposure test for 30 minutes at 800˚C (1,470˚F) in accordance with ISO 19921/19922 to verify their ability to remain leak

tight. Afterwards, the test components also undergo a hydrostatic pressure test at 1.5 times the product’s rated working pressure. Innovating for Better Solutions Improving crew safety is a critical concern. Enormous effort has been invested, particularly in the last several decades, to eliminate risk and reduce work-related injuries in the maritime industry. Victaulic understands the gravity of this effort. For nearly a century, the company has been dedicated to helping the industry with new products and pipe preparation tools that ease assembly and provide for greater consistency and quality throughout the installation process.

Victaulic piping systems were used on Liberty ships during WWII

December 2017 // Marine Log S5

Voices of the Industry

Thrustmaster Waterjets the Right Choice for High-Bollard, High Speed Applications


or more than 30 years, Thrustmaster of Texas has been designing and manufacturing Z-Drives, tunnel thrusters, retractable azimuthing thrusters, deck-mounted propulsion units and waterjets. We serve commercial and military markets around the world. We are one of the largest suppliers of these products and we manufacture them all in Houston, Texas.

The feedback from our customers is that the jets perform extremely well and are bullet-proof. — Joe Bekker, Founder & President, Thrustmaster of Texas

Expanding into Waterjets Back in 2014, Thrustmaster of Texas expanded its propulsion offerings through an agreement with Doen Pacific, adding waterjets to its product line. Doen is one of the world’s oldest waterjet manufacturers with a proven line of jets. Doen is based in Australia and is not very well known in the USA. Thrustmaster acquired the technology and the rights to manufacture, market and service these products in the Americas.

The units are very well designed, incorporating enhancements from almost 50 years of operational feedback in terms of performance, durability and maintenance. The smaller jets are transom mounted (up to 1,000 hp continuous rating / 1,250 hp sprint rating) substantially increasing the usable space in the boat. The larger jets range in size from 1,000 hp to over 8,600 hp and feature a pre-fabricated intake mounted inside the machiner y space, much like traditional waterjets, but offer a variety of special features to attract customers and shipyards to utilize these amazing waterjets and control systems. We stock selected sizes in Houston for quick delivery and sell them at attractive price levels. Using Amer ican-built products allows boat builders to comply with Buy America regulations of the U.S. Government for military

The Thrustmaster 200 Series range of waterjets are available in four models sizes from 540 hp to 3,350 hp for 50 to 150 ft vessels S6 Marine Log // December 2017


Thrustmaster has a full range of waterjets that are manufactured in the U.S. and ideal for military, passenger, ferry, fishing and commercial planing vessel applications

applications, as well as passenger ferries that receive Federal Transit Administration (FTA) or Federal Highway Administration (FHWA) funding. These waterjets offer equal or better performance than any foreign-built waterjet and are very robust, yet simple in construction. Waterjets for a Broad Range of Applications Our focus is on military, passenger ferries, fishing boats and other commercial planing boat applications. We have supplied a number of waterjets to the U.S. Navy for RHIBs and for Unmanned Surface Vessels (USVs). In addition to the Military, we are currently supplying jets for whale watching boats, fireboats, crew boats, etc. We are building jets for passenger ferries in several states that will be in service in 2018. The only complaints we have heard in the past were that getting service and parts resulted in long lead times from Doen in Australia and from previous distributors. Thrustmaster, with its dedicated Waterjet Team, quickly put those concerns to bed with a large inventory of spare

parts and strategically located Service Centers and Distributors. Outside of the Doen line, Thrustmaster has developed its own line of waterjets, the HI500 Waterjet for applications that need high-bollard pull and thrust in addition to medium operating speeds. It’s a jet specifically designed for fishing boats in Alaska and the Pacific Northwest. We are building a series of these waterjets now to be stocked in Houston and have applications in service in Alaska. Thrustmaster’s HI500 waterjet design combines the performance of two types of waterjets: a highspeed type waterjet and high-thrust type waterjet. This allows the HI500 to provide the best features of both types into one impressive waterjet system. The HI500 impeller technology gives unmatched performance from bollard pull conditions up to pushing a craft at 40 knots. The HI500 will typically provide the user with twice the bollard thrust of typical high-speed jets. The HI500 impeller technology provides the waterjet with high resistance to cavitation thus supplying the craft

with excellent load carrying capabilities, as well as giving a massive amount of thrust for extreme acceleration when its needed. The HI500 is the first to integrate a waterjet ride plate that effectively adds back the ride surface taken away by the intake opening. This allows the installation of the larger HI500 to replace smaller high-speed jets without affecting the drag of the vessel. The ride plate feature also completely protects the waterjet system from net entanglement or impact damage. We feel that we are in a good position to capitalize on new towboat applications for the Inland Waterway market with our rugged Z-Drives and Tunnel Thrusters. Thrustmaster has over 30 years of experience designing this type of equipment for use in shallow “brown water” applications. We also see great opportunities in Government projects, both domestic and foreign. Then there is the Commercial HighSpeed Ferry Market gaining strength with more and more Port Authorities and Transit Authorities adding ferry routes to their harbors, rivers, and waterways.

December 2017 // Marine Log S7

Voices of the Industry

Digitalization and Automation Reshape the Industry and Class


Digitalization is the way forward across all of DNV GL’s business areas. — Knut Ørbeck-Nilssen CEO, DNV GL Maritime

S8 Marine Log // December 2017

arine Log had the opportunity to sit down with Knut Ørbeck-Nilssen, CEO of DNV GL Maritime, to discuss how the increasing use of digitalization and automation are reshaping shipping and class. ML: The shipping industry is not only in a downturn, but it faces quite a number of environmental compliance challenges. How is DNV GL supporting its clients? KØN: Let’s take a step back for a moment. Society at large has different expectations. IMO is trying to balance international regulations against regional political pressures. This is not an easy job for IMO; it’s trying to create sensible regulations and sensible timelines for compliance. We’ve seen regional regulators take an active role in this, thinking that the IMO is not moving fast enough. This has created an extremely difficult situation for shipping. Regional specific regulations are not a very effective way of getting things done. What is also a big challenge now is that regulatory pressures to reduce the environmental footprint are coming at a time when shipping is in one of the longest downturns ever. There are companies that are fighting for survival. Having to address these issues now is a real strain on them. The world fleet of vessels that need to be fitted with ballast water treatment technology is about 70,000 to 80,000 vessels. This is

a huge undertaking. The actual world fleet stands at 115,000 sea-going vessels, but not all of them (only > 400 GT require BWT). So when you talk about ballast water management—leaving aside regional specifics—there are now almost 70 IMO type approved systems. Now it is a matter of implementing and installing them on board. For us, we have about 8,000 vessels in our class that need to be fitted with a BWTS. That’s not only a huge undertaking for each owner, but also for surveyors who come onboard to test it and class societies to approve it. But we have an extensive advisory portfolio to help owners develop their ballast water management plans. We also introduced an app that assists owners in developing a ballast water management plan. ML: Another challenge is IMO’s 0.5% Global Sulfur Cap. KØN: Yes, that is big! We realized after having so many conversations with owners that there is no real “one solution that fits all.” Some owners will use heavy fuel oil with scrubbers, others will go for gas, while others will opt for distillates. The oil majors and the downstream activities are in the best position to answer as to whether there will be enough low sulfur fuel available. As for LNG, there are more than 100 vessels on the order book and another 100 in operation. There are also quite a few owners that have


chosen the Gas Ready notation— a good sign that they are building with the future in mind. ML: Hybrid propulsion is gaining traction. What is DNV GL doing in that area? KØN: While it is still in the early stages in the marine industry, it is developing fast. Batteries not only have zero emission characteristics, but also offer power instantly to DP systems, equipment, etc. Operators not only have the option to use batteries in the harbor, but also the possibility of optimizing their gensets. We have quite a few ongoing projects with batteries and have also initiated a battery forum which brings together interested parties. We remain in close contact with the “battery cluster.” ML: Any research into fuel cells? KØN: We are involved in a pilot project on the Viking Lady, an offshore supply vessel. It allows us to get hands-on experience in a realworld situation. ML: The Internet of Things, digitalization of shipping, big data. Certainly classification societies have access to a wealth of data. What is DNV GL doing in this area? KØN: Our strategy is to become more data smart. Digitalization is the way forward across all of the business areas of DNV GL. We are putting drones to use for service—enabling us to perform surveys, safely, quickly and efficiently. For me, though, it is more about trying to make data smartness and digitalization into something of practical use. Everyone is talking about it, but how do you make

it into something that is useful and makes operations more efficient? We have a number of apps to help our customers comply or assess their risks in a much easier and better way. Looking a little bit further ahead, the next generation of vessels will have sensors onboard that will provide lots of data. It is important that the information meets a certain quality standard. We must be able to digest and make sense of the data that’s being generated. That’s why we introduced the data platform Veracity. Our ambition with Veracity is to provide a platform where customers can store their data and collaborate with anyone they want. They will be the owner of the data. The shipowner will decide who they want to cooperate with. It is important for us that they manage the data. For example, if they only have a couple of vessels classed with us and the rest of their

fleet was with another class, they could bring all of the data onto the Veracity platform. ML: Do you see more sharing o f i n f o r m a t i o n , t r a n s p a re n c y between classification societies? KØN: I think transparency will naturally develop from this process. Just take AIS data, for example. The time a vessel takes to be unloaded used to be something that nobody knew apart from the ship manager, owner and port. Now you can monitor it via AIS data. We are heading towards a future where transparency becomes a more obvious fit. It’s going to be very interesting. There will be a lot of changes in the way we do things. I’m challenging the way we are doing things in DNV GL. To quote data scientist W. Edwards Deming, “Without data you are just another guy with an opinion.” The more data you have the more insight you have.

December 2017 // Marine Log S9

Voices of the Industry

The Future of Maritime Training and Education


We need to have policies in place that assure that we remain a strong maritime nation. — RADM Michael Alfultis, USMS, PhD, President, SUNY Maritime College

S10 Marine Log // December 2017

tate University of New York (SUNY) Maritime College is in the midst of updating its strategic plan, which will set its course for the next five to 10 years. Working with students, faculty, alumni, and industry, the strategic plan will shape the college’s future mission, practices and curriculum. The strategic planning effort is being chaired by SUNY Maritime President RADM Michael Alfultis, USMS, Ph.D., who became its 11th President in 2014. MARINE LOG was for tunate enough to catch up with Admiral Alfultis to discuss the future of SUNY Maritime College, maritime training and education, and the maritime industry. ML: What goals did you set when you came to SUNY Maritime? MA: As a new leader, my first goal was to take the time to listen and learn. I didn’t know the culture of a maritime college. My first year I spent engaged in the process of listening and learning as much as I could about the school. I was the fourth President in five years for the school. While I made adjustments where I thought immediate adjustments were needed, I wanted to put a steady hand on the helm and get things going in a steady course. My second year, I started to focus on the faculty and looked at strategic investments around the campus. I worked hard on building partnerships with industry. I started

to establish very important silos of investment in faculty, students, and partnerships. ML: You mentioned partnerships with industry. One of those industry partners has been Bouchard Transportation. Can you talk about the tug and barge simulator and how important simulation training is? MA: Most of that work on the tug and barge simulator was done before I got here. Bouchard Transportation Company approached us with the desire to create a state-of-the-art Tug and Barge Simulation Center to allow the training of our students and professional mariners. This one is the only Articulated Tug and Barge simulator in the country, where the tug and barge are actually physically connected in an articulated fashion. Bouchard has been very generous and has agreed to reinvest in it to keep current and state-of-the-art. And that’s the biggest challenge for simulation—the technology changes so fast. You buy a simulator and it is outdated in three to five years. So for us, the challenge is to find money to keep these things up to date. That’s why it is so important for us to partner with industry to enable us to reinvest and keep the simulation up to date and current. M L : Can you talk about the future of SUNY Maritime and maritime education? MA: We spent some time developing our strategic plan by talking to industry about the drivers for


change. One of the drivers moving forward is digital technology. The future of the maritime industry is going to be about big data, analytics, data-based decision-making and systems integration. I see the maritime industry moving in that direction. All of the systems on the ship will be moni to re d a s h o re . Wh e n t h e y s e e something that has to be done, then the maintenance will be done. We have to really start educating our students about big data, data analytics, data-based decisionmaking, systems integration, and cyber security. From my perspective, cyber security is two-fold. It is not just external threats, but also what happens when you do software updates on one part of the system and it causes another part of the system to crash because they are not compatible anymore. Cyber security is both making sure your systems continue to be integrated even when you start making changes to different parts of the system. It is also preventing external threats on the systems. That’s where we need to go and we need to go aggressively. ML: How important is the training ship Empire State VI to the college’s mission? What’s the status on acquiring a new training ship? MA: The Empire State VI is important to the school and our identity as a maritime college. It’s hard to be a maritime college without a training ship. It’s part of the culture. The students are really proud of operating and maintaining the ship. It is part of our school identity. It

resonates with our students. I see students at the beginning and at the end of Summer Sea Term. When we go to sea with them, there is a tremendous amount of trust and responsibility. They carry themselves with a lot more pride and they grow up faster. I think that ship is critical to the growth and development of our students. These training ships are federally owned. I have spent three years working with the federal government to build the case for a new generation of training ship. She is 50 years old. Her hull is in great shape, but not her mechanics. I just talked about digitalization. All the ships now are highly digital. On this ship, however, everything is analog. It is not what our cadets are going to see when they get out in the industry. We’ve done the best job that we can do in upgrading it, but there are still a lot of very old systems that are making the ship not as effective a training platform as I would like. We

have to replace the ship. We have very strong support from the Maritime Administration and Congress. We are working on trying to get funding placed in the FY18 budget to move the process along and we are also working with the administration on the FY19 budget. The debate is on: What is the best path forward? Is it a program to construct newbuild ships? Or is it to convert existing hulls? We are pursuing both paths and keeping both options open. Our future is married to the industry and to the U.S. merchant marine specifically. Our graduates serve the U.S. merchant marine and the U.S. maritime industry. We need to realize, as a country, that we are a maritime nation. We need to have policies in place that assure that we remain a strong maritime nation. As long as we can do that, I see a bright future for our maritime college and our graduates.

December 2017 // Marine Log S11


East Feature Coast

Offshore Wind Rises in the East

Backed by gubernatorial and state legislative support, offshore wind picks up


t was almost a year ago that the first offshore wind farm in the U.S. opened off the coast of Rhode Island. While Block Island Wind Farm is relatively small by European wind farm standards—with just five 6 MW wind turbines—it is a major leap forward for the American offshore wind energy market. Now state level initiatives up and down the U.S. East Coast from Maine to North Carolina are exploring how to make wind energy a reality in their waters. Massachusetts, for example, has passed legislation that would require utilities to procure 1,600 MW of offshore wind over the next 10 years. New York Governor Andrew Cuomo,

meanwhile, has committed to develop up to 2,400 MW of offshore wind by 2030. Maritime attorney Joan Bondareff of counsel at Blank Rome, LLP says legislative and gubernatorial commitments to renewable energy are playing a major role in attracting new offshore wind projects. “Developers are flocking to Massachusetts and New York State, where there are commitments by Governor Baker and Governor Cuomo to renewable energy and offshore wind. That’s where you see the most activity. It’s good to see some of the states working collaboratively.” Bondareff keeps her finger on the pulse of offshore wind development on the Atlantic Coast. She serves as the chair of the Virginia Offshore Wind Development Authority. “Virginia has been doing its own thing,” says


By John R. Snyder, Publisher & Editor in Chief

December 2017 // Marine Log 17

EAst Coast

Bondareff. “Dominion Energy controls the lease and has recently partnered with the Danish energy company Ørsted (formerly DONG Energy).” She also points to renewed optimism in New Jersey, where recently elected Governor Phil Murphy has promised to support offshore wind energy development. “New Jersey already has OREC legislation on its books. There are at least two developers who are positioning themselves to work offshore in New Jersey.” One potential “glitch” in Maryland, says Bondareff, is an amendment that blocks the use of federal funds to conduct reviews of site assessment or construction and operation plans for wind turbines less than 24 nautical miles from Maryland’s shoreline. The amendment, adopted by the House Appropriations Committee to a Fiscal Year 2018 Interior Department appropriations bill, was introduced by Rep. Andy Harris (R-MD). In a statement issued at the time of the adoption, Representative Harris said: “Ocean City’s economy heavily relies on its real estate and tourism sectors, and there has not yet been a proper examination on whether construction of these wind turbines will have a negative economic impact on the community. If construction of these turbines too close to the shoreline will reduce property value or tourism, then the turbines may cause more issues than they solve.” Says Bondareff, “It’s a NIMBY issue.” The leased acreage is less than 24 miles off of the coast of Maryland. The tax overhaul 18 Marine Log // December 2017

legislation now in conference in Congress could also thwart the growth of offshore wind because it scales back incentives for wind and solar power projects. While those incentives were originally due to be phased out by 2020, the growth of renewables might be slowed in the near term.

Enormous Potential Still, the potential for offshore wind in the U.S. is enormous. The Department of Energy reports that if the 86 GW of offshore wind outlined in its Wind Vision study are developed by 2050, offshore wind would make up 14 percent of the projected energy demand for new electricity generation in the coastal and Great Lakes states. Thus far, the U.S. Department of Interior (DOI) has awarded 14 commercial renewable energy leases on the Atlantic Outer Continental Shelf (OCS). This, of course, includes one held by Cape Wind Associates, LLC, off of Nantucket, which now appears all but dead. “In the northeast, I see a fundamental need for new generation,” says Siemens’ Kevin Pearce. “There are fossil fuel plants, coal plants, and nuclear plants that will be retiring and that generation needs to be replaced by new generation.” A graduate of Webb Institute and Stevens Institute of Technology, Pearce has held management positions at renewable energy developers, including Bluewater Wind. He’s currently responsible for business development for Siemens’ offshore wind grid access

U.S. Flag Vessels Needed to Support Offshore Wind DNV GL has classed almost half of the world’s wind turbine installation vessels (WTIVs) and about 90 percent of the offshore wind farm service vessels. In DNV GL’s latest Offshore Update, Sergio Garcia, Business Development Director, DNV GL, says one of the major hurdles for offshore wind farm development is the lack of specialized Jones Act-compliant vessels needed to support the efforts of near-term construction activities.


Siemens has participated in some of Europe’s largest wind farm projects, including Anholt

in the United States. He sees offshore wind as an elegant solution for meeting the increasing energy needs of the northeast. “In the northeast there are gas line constraints, there are electrical transmission constraints, and permitting constraints that make it difficult to build enough new gas plants or bring in generation from other areas onshore. Also, power generation pricing is high.” Continues Pearce, “Offshore wind is attractive beyond just local jobs and its renewable attributes. As a source of new generation, offshore wind can be plugged in via submarine cables right into a load center, such as Boston or Manhattan.” Siemens, of course, has extensive experience in Europe, supplying about two-thirds of the offshore wind turbines in the market. Pearce says that European experience is important, but it is not a “one size fits all.” He does say, however, that the U.S. can benefit from technology advancements, cost reductions and efficiencies. He points to two technology areas that the U.S. can benefit from—the increase in turbine sizes and the development of lighter, smaller offshore substations. “Siemens has developed the Offshore Transformer Module (OTM). It’s an offshore substation that is lighter and smaller than previous substations. We are currently building those for European projects. The advantage of these is that they can be manufactured locally and installed by the same vessels that are installing the foundations. You don’t need a special heavy lift vessel.” In addition, offshore wind farm development over the next decade from Maine to Maryland could potentially create tens of thousands of full time jobs in the U.S. Those jobs, according to studies released by the states of New York, Massachusetts, and Rhode Island, would be in project development and management, electrical substation supply, installation and maintenance, wind farm repair and maintenance, manufacturing, and shipbuilding and repair.

East Coast “To achieve a comparable level of cost reduction in the U.S. that Europe has seen,” says Garcia, “optimized vessel construction, operation and logistics solutions need to be in place. This will require a fleet of purpose-built vessels including wind turbine installation vessels, crew transfer vessels, service operation vessels and others—all of which need to satisfy Jones Act compliance.” While several companies have announced their intention to build a Jones Act-compliant WTIV in the United States, no one has yet pulled the trigger because Block Island Wind Farm is the only offshore wind farm operating in the U.S. “Multiple parties have announced plans to build a U.S.-flag WTIV, but at this point it is not clear when construction of such vessels will commence,” says Garcia. “Alignment among the northeastern states for a common strategy, which is now maturing, will allow for the development of the long-term project pipeline necessary to justify such vessels being built locally. Let’s not forget there is also port infrastructure and a supply chain that must be developed, or adjusted, to support the complex logistics of these infrastructure projects.”

Newbuild WTIV A recent study, called the “U.S. Jones Act Compliant Offshore Wind Turbine Installation Vessel Study: A Report for the Roadmap Project for Multi-State Cooperation on Offshore Wind,” was released by New York, Massachusetts and Rhode Island. The study, prepared by Brian Cheater of Mobile Offshore Drilling Unit design specialist GustoMSC, Houston, TX, outlines several factors that will influence the design and construction of a U.S.-flag WTIV. The study says the installation of hundreds of turbines will “require an industrial like approach with simplified one-step operations.” The WTIV have to be built at a U.S. shipyard and be fitted with the crane capacity and reach to enable installation of large components as a single completed unit. To satisfy the requirements for the WTIV, the GustoMSC NG-9800C-US design was tailored from an existing proven design (the NG-9800C). It has an average U.S. shipyard estimated price of $222 million with a construction time of approximately 34 months. The GustoMSC NG-3750C was developed to satisfy the requirements of the feeder barge. It has an average U.S. shipyard estimated price of $87 million and a construction time of approximately 25 months. For maximum efficiency, two or more feeder barges could be employed depending on project requirements. To achieve a reasonable combination

of day rates ($220,000) and internal rate of return (10%), at least 10 years of work or a pipeline of approximately 3,500 to 4,000 MW of offshore wind capacity is required for the WTIV. For the feeder barge, approximately 16 years of work at a day rate of $85,000 is required for an internal rate of return of 10%. This requires a group of states and developers to coordinate on an identified pipeline of projects. However, if the full potential of the offshore wind areas on the East Coast is realized, several vessels may be justified for areas not considered in this study.

Crew Transfer Vessels One shipyard that expects to support the development of offshore wind in the U.S. is Warren, Rhode Island-based Blount Boats. It constructed the first and, as of now, only purpose-built, U.S.-flag offshore wind crew transfer vessel for the U.S. Built for Atlantic Wind Transfers, Quonset Point, RI, the 21m, high-speed aluminum catamaran Atlantic Pioneer has been contracted by Deepwater Wind to support the 30 MW Block Island Wind Farm. The Atlantic Pioneer is based on a “tried and true” design from South Boats IOW Ltd. UK, says Blount Boats President Marcia Blount. Blount Boats secured the exclusive rights to build South Boats IOW designs in the U.S. South Boats IOW is a leading

designer and builder of offshore wind crew transfer vessels in Europe. “We are well positioned to take advantage of the opportunities [in offshore wind],” says Blount. “The locations off the Eastern Seaboard have been leased and many of the developers are from Europe. They are used to using South Boats vessels to support their offshore wind farms in Europe.” However, Blount says she doesn’t expect to build a 21-meter design again. “The European market started with smaller boats, but we expect to build 22-, 24- and 26-meter vessels.” Blount points out that the turbines are bigger and will be further offshore in deeper water, requiring larger boats, with elevated pilothouses with better lines of sight. Besides offering a more stable and safer platform for technicians transferring offshore, the larger catamarans will also have increased payloads for supplies and equipment. While the 21m Atlantic Pioneer has a capacity for 12 tons of deck cargo forward and 3 tons aft, the 26m South Boats IOW design catamaran will have a deck cargo capacity of 20 tons. It will also have a larger capacity to carry water, fuel, and passengers, with a larger free deck work area. “The future is bright,” says Blount. “We’ve received a lot of inquiries and there’s a lot of activity in offshore wind. It’s really just a question of the length of time to get the first steel in the water.”

Renewable Energy Leases - Atlantic OCS State




Cape Wind Associates



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Rhode Island/MA

Deepwater Wind New England


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US Wind Inc.


New Jersey

Ocean Wind LLC






US Wind, Inc.



US Wind, Inc.



Virginia Electric & Power



Common Wealth of Virginia


North Carolina

Avangrid Renewables, LLC


December 2017 // Marine Log 19


Rodriguez to Lead Ponant’s Brand Awareness in the Americas Former Crystal Cruises President & CEO Edie Rodriguez has joined Frenchowned cruise line Ponant as its new Americas Brand Chairman and Corporate Special Advisor. She will be responsible for increasing the brand’s awareness in the Americas. Furuno USA, Inc., Camas, WA, has announced the passing of industry veteran and long-time Furuno employee, Butch Weghorst. Mr. Weghorst was Furuno’s U.S. Gulf of Mexico Regional Manager from 1984 to 2016. The Port of Longview has named Mark Price Director of Marine Terminals. In this role he will manage cargo operations.

Maine Maritime Academy has appointed alumnus Captain Joe Curtis as Director of Career Services and Cooperative Education.

Huntington Ingalls Industries’ Newport News Shipbuilding division has announced the promotion of Dave Bolcar to Vice President of Submarine Construction. Meanwhile, Bill Smith has been named Vice President of Fleet Support Programs.

Senior Vice President of Marine Operations for Carnival Cruise Line, Martin Landtman, has announced he will retire in 2018. Meanwhile, Gus Antorcha has been promoted to the role of Chief Operating Officer for the cruise line; Ben Clement has been promoted to Senior Vice President, Newbuilds, Refurbishment and Product Innovation; Mark Jackson has been named Senior Vice President of Technical Operations; and Norbert Dean will join the operator as Vice President, Strategic Sourcing and Supply Chain.

Craig Kanarick has been appointed CEO of New York Cruise Lines, Inc. He succeeds Samuel Cooperman, who will continue to serve as Chairman. Glenn Hong has retired as President of Young Brothers, Ltd. He will transition over to parent company Saltchuk where he will take on a leadership role in Hawaii business initiatives.

Today’s News



20 Marine Log // December 2017 NewsletterAd_1/4Vertical_ML.indd 1

9/6/17 3:00 PM

TECH NEWS ABB Changes The User Experience

Scania Launches New Engine At Workboat Show At l a s t m o n t h ’ s Inter national Workboat Show, Scania debuted a new sixcylinder 13-liter inline engine to its marine engine portfolio that offers customers power outputs of 650 to 925 hp with reduced fuel consumption. The new Scania engine uses XPI fuel injection technology to reach higher power levels and lower fuel consumption. The XPI system also lowers noise levels while providing a faster engine response and quicker torque build-up. “With the new power output levels, Scania is reinforcing its class-leading power-toweight ratio and allowing our customers to increase their range of operation within current application areas, thanks in large part to the new Scania XPI fuel system,” says Torben Dabrowski, Global Product Manager, Marine, Scania Engines.

The new engine is part of Scania’s modular system and gives its customers global access to parts and fast, reliable services with similar workshop methods. “This new engine will give planing workboats a solution that meets their commercial power needs, exceeds other competitor engine’s duty-cycles while meeting emissions requirements,” says Alberto Alcalá, Marine Sales Manager at Scania USA. “The high power and weight savings will allow designers the flexibility to add these EPA Tier 3 engines, up to 800 hp, without needing complex after treatment.” The new engine offers up to 800 hp at 2,300 rev/min with 2,000 hours a year of commercial use. For workboats, its rating is up to 700 hp at 2,100 rev/min –offered with unlimited annual hours.

Inmarsat’s Next Generation Safety Service Satellite communications provider, Inmarsat, has launched a new service for Maritime Safety Information Providers (MSIPs) called SafetyNET II. For more than 20 years, SafetyNET has been the international service for broadcasting and automatic reception of Maritime Safety Information (MSI) transmitting 360,000 messages each year. Inmarsat’s new generation SafetyNET II international broadcast and automatic reception service for MSI enables MSI providers to transition their communications to web-based messaging. This will allow for the introduction of broadcast scheduling, continual monitoring, message

cancellation, multiple text input methods and improvements in functions. The system will also include “read” receipts, enabling Search and Rescue crews to know whether their responses to distress signals are being picked up. Additionally, SafetyNET II enables the delivery of weather forecasts, piracy warnings, distress alerts and scheduled messages. It works with FleetBroadband, Inmarsat C and Mini C terminals. And because the system is web-based— meaning no specialized hardware or extensive IT upkeep is needed—its perfect for operators working with tight budgets.

With its sights set on a digital, fully connec ted and autonomous future, ABB has launched a new situational awareness solution. Called ABB Ability Marine Pilot Vision, the system superimposes a virtual model of the ship on real surroundings making it possible to see the operation from a third person perspective. The solution can be used anywhere onboard a ship, taking advantage of the latest advances in sensor technology and computer vision to offer multiple real-time visualization of a vessel’s surroundings and new ways of perceiving its situation. “The launch of ABB Ability Marine Pilot Vision addresses an important step in the ongoing digitalization of ship operations,” says Juha Koskela, Managing Director of ABB Marine & Ports. “This new solution indicates an important landmark in ABB’s digital strategy and offering for our customers.” With ABB Abilit y Marine Pilot Vision, officers will be able to switch between views—making it easier to predict vessel motions and increase awarenes s of previously hidden obstacles and collision risks—increasing safety and operational efficiency. “… A bilit y Mar ine Pilot V ision extends the capabilities of the human senses,” says Mikko Lepsito, Senior Vice President of Digital Solutions and ABB Marine & Ports. “ The solution can easily be installed on conventional vessels to improve situational awareness. What’s more, it enables new shoreside remote services, as well as totally new design options for new vessels, as it provides unrestricted views of the surroundings from any location on board and even on shore.” December 2017 // Marine Log 21

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y now, almost everyone has heard of and knows what an EPIRB, a satellite emergency position-indicating radio beacon, is. This critical piece of emergency equipment is so simple to use that sometimes distress alerts are inadvertently activated and the vessel must be contacted to ensure the safe status of alarming EPIRB. At no time, however, is an EPIRB alert ignored. Such is the critical nature of this equipment—every false alarm is followed up because one real alarm can mean a crew and vessel are in danger. I remember following up on an alert that was due to a lift boat collapsing into the water, killing several members of the crew and injuring several others. As a result of the alarm, many were saved simply because the Coastal Station was alerted in time to send out a rescue unit. However there is a piece of equipment that is increasing in popularity: the Personal Locator Beacon (PLB). They are easy to carry, just as effective as an EPIRB and registered to the individual. Just as with an EPIRB, PLB’s are provided with an identification number, which is tied to the individual’s name, address, phone number, etc. NOAA is the agency that monitors and receives signals from PLBs. For mariners sailing coastal, oftentimes within cell reach, this is a fantastic survival tool to keep in the ditch bag. Most PLBs, like their EPIRB counterparts, have a builtin GPS. These devices can also be rented for short voyages. What differentiates EPIRBS from PLB’s? Portability (they can be carried anywhere) and the fact that the PLB is registered to the individual instead of to the vessel. But there

26 Marine Log // December 2017

are similarities: PLBs operate in the same reliable fashion as an EPIRB. As great as it sounds however, there is one drawback. If registered to the individual, and the EPIRB is activated while the person is at sea, there is no way to confirm a true distress except to send a rescue unit to the PLB’s location. So how do we get around that? One solution may be to require a change in the

The addition of PLBs on immersion suits and lifejackets could reduce the time it takes rescue parties in providing aid—and perhaps help save more lives rules. Currently, lifejackets are required to be outfitted with a light and a whistle. What if the light requirement also allowed for a supplementation with a Personal Locator Beacon? If that PLB was registered to the vessel, and the vessel sinks, not only would the EPIRB be activated, so would numerous PLB’s, indicating a need for an immediate response. This would aid in the recovery of persons who have drifted far from the initial incident location. One such beacon on the market today is

of such an innovative design that it has to be mentioned. The Nautilus Marine Rescue GPS is equipped with an AIS transmitter. The user’s information will be broadcast to all vessels within range, up to 34 nautical miles. Already equipped with a strobe light, there should be no reason why a PLB cannot act as a substitute. Michael Lever, the inventor of the Nautilus Marine Rescue GPS told me the story about the moment he realized that divers and seafarers required better equipment than was currently mandatory. “The Genesis for the LifeLine was a dive trip up in Alaska. High currents swept the site called Wooden Island in the Gulf of Alaska...Divers were briefed to stay in the lee side of the island. One of them didn’t. Everyone was supposed to be on the surface after 45 minutes. One guy was missing... We searched the site back and forth with our 38 foot dive skiffs. We tracked the current downstream into the open Gulf and couldn’t find him. We came back to the site and still there was no sign of him...We called the USCG Sitka for assistance and helo request. After 45 minutes of searching, I spotted the guy’s smb (surface marker buoy). All the other divers were really upset and worried by then but the lost diver was cool because he said “he could see us searching back and forth getting closer with each pass”. That was my ‘aha moment.’ If only he had been able to call us to say, ‘Hey, keep coming to the right, you are getting really close to me.’” PLB’s are required to broadcast on 406Mhz for Satellite, as well as 121.5 mhz for the rescue boats to hone in on. With AIS equipped PLB’s any vessel can locate a person in distress and come to their aid. There are countless stories of PLB’s being the source of rescue for divers and other adventurers in distress. If mariners had them on their immersion suits and lifejackets, the time saving in rescue parties going to their aid would be greatly diminished. Perhaps even more lives could be saved. As an industry it is our responsibility to ensure that our seafarers are safe. Matthew Bonvento Senior Manager, Safety, Security, Quality and Regulatory Compliance, Vanuatu Maritime Services Ltd.

Shutterstock/ Wan Fahmy Redzuan

Personal Locator Beacons

COMPANIES The following companies are arranged alphabetically. These are companies that manufacture products and provide services for the marine industry. ABS ABS Plaza 16855 Northchase Dr Houston, TX 77060 Phone: 281 877-6000 Fax: 281 877-6001 E-mail: Web Site: From its inception in 1862, setting safety standards for the marine industry has been the core commitment of ABS. This is achieved through the establishment and application of technical standards, known as Rules, for the design, construction and operational maintenance of ships and other marine structures. Classification is a process that certifies adherence to these Rules. From its World Headquarters in Houston, TX, USA, ABS delivers services and solutions to a worldwide client list through a network of local representatives working from more than 150 offices in 70 countries. Products: Classification Societies

Beele Engineering / CSD Distributed by W&O Supply 2677 Port Industrial Dr Jacksonville, FL 32226 Phone: 904 354-3800 Toll Free: 800 962-9696 Fax: 904 354-5321 E-mail: Web Site: The NOFIRNO® penetration system, is a sealant-based alternative for casting compounds & block systems used in fire-rated bulkheads. Developed specifically for the marine & offshore industry, these systems are very easy to install,

with a minimum number of different parts. Based on revolutionary new NOFIRNO® technology, RISE/ NOFIRNO® offers ultimate flexibility for sealing any combination of metallic or plastic pipe penetrations. The system comprises of just three components and installation is simple. Products: Fire Suppression Systems Centa Corporation 2570 Beverly Dr #128 Aurora, IL 60502 Phone: 630 236-3500 Fax: 630 236-3565 E-mail: Web Site: Bob Lennon, VP Sales & Mktg Whether calculating simple applications or complex systems: The wide range of flexible couplings, drive shafts and supplementary products with several variations offer optimum and uncompromising results for industrial, marine and power generation applications which are low-cost, reliable and technically sophisticated. The flexible couplings cover torques reaching from 10 Nm up to tremendous 650,000 Nm. With linear as well as progressive characteristics, their torsional flexibility stretches from torsionally very stiff to highly flexible. Our engineers look forward to supporting you with extensive FEM analyses and detailed calculations of torsional vibration for your most suitable coupling or drive shaft selection. Products: Clutches; Couplings; Couplings, Collars, Sleeves - Shaft; Laser Alignment/Position; Machinery Vibration; Main Propulsion Drives; Mounting Systems-Engine & Transmission; Pump Drives; Shaft Alignment Equipment; Shafting;

Shafting Components; Vibration Damping & Analysis Additional Offices: CENTA Antriebe Kirschey GmbH Haan, Germany

Climate Technical Gear 131 Thornhill Dr Dartmouth, NS CAN, B3B 1S2 Phone: 902 225-0922 Fax: 902 468-2367 E-mail: Web Site: Clinton P Desveaux, Mktg & Global Sales Mgr North American manufacturer of marine workwear & safety clothing. Which is sourced, designed, engineered & manufactured in North America. Products: Life-Saving Equipment Coastal Marine Equipment, Inc. 20995 Coastal Pkwy Gulfport, MS 39503 Phone: 228 832-7655 Fax: 228 832-7675 E-mail: sales@ Web Site: www. Anthony D. Gauthier, Coastal Marine Equipment offers a complete line of Marine Deck Machinery including, but not limited to, Anchor Windlasses, Mooring Winches, Anchor Winches, Hose Reels, Capstans, Escort Winches, Towing Winches, Tugger Winches, Ramp Winches, Spud Winches, Cable December 2017 // Marine Log 27

Companies Storage Reels, as well as General Fabrication, Machining Services, Testing, Installation, Maintenance and Repair Services. Products: Anchors; Bollards; Capstans; Winches; Windlasses

Elliott Bay Design Group 5305 Shilshole Ave NW Ste 100 Seattle, WA 98107 Phone: 206 782-3082 Toll Free: 800 788-7930 Fax: 206 782-3449 E-mail: Web Site: Christina Villiott, VP of Sales & Mktg Keith Keller, VP / GM, Gulf Coast Elliott Bay Design Group is a fullservice, employee-owned naval architecture and marine engineering firm that supports owners, operators and shipyards. EBDG understands the complex issues involved in shipbuilding and operations and creates designs that harmonize the two. We are unrivaled in our ability to take a concept and move it smoothly from design to shipyard to service. Our designs are better to build and better to operate.

EMI A Division of W&O Supply 191 James Dr W St. Rose, LA 70087 Phone: 504 620-9800 Fax: 504 620-9801 E-mail: Web Site: Craig Cabiro, COO Larry Dulcich, Senior Sales Eng EMI, A Division of W&O, has a history of over 40 years of service to the marine industry providing state-of-the-art engineering and manufacturing to our customers throughout the United States with a reputation for quality and customer support. With an in-house staff of engineers, programmers, manufacturing and service personnel, EMI has positioned itself as a marine integrator that can provide multiple products and systems, thereby allowing our customers a “one-stop-shopping” environment for many of the vessel’s critical monitoring and control systems. Products: Alarms & Alarm Systems; Autopilots; Controls; Integrated Bridge Navigation & Control Systems; Monitors; Sensors; Steering Systems

Fairbanks Morse is the critical power solutions expert - a strategic partner & trusted source for application-specific, fuel - flexible power systems that deliver optimal performance in mission critical applications. These applications include power generation, emergency back-up power, ship propulsion, & shipboard power for the United States Navy & Coast Guard and commercial vessels. Fairbanks Morse reliable engine solutions can be found in a wide range of applications. Products: Engines; Generators

Gordhead, LLC 13980 Shell Belt Rd Bayou La Batre, AL 36509 Phone: 251 725-4888 E-mail: lance.lemcool@gordhead. com Web Site: Travis Short, President Lance Lemcool, Sales Mgr Gordhead is your company’s new brain, a brain that management & supervision access to share problems & quickly arrive at collaborative solutions. The process is streamlined & goals are more quickly achieved without the normal headaches caused by lack of communication, information sharing & accountability.

Products: Engineering; Naval Architecture

Products: Vessel Management

Additional Offices: Elliott Bay Design Group Gulf Coast Office 400 Poydras St Ste 1510 New Orleans, LA 70163 Phone: 504 529-1754 Fax: 504 529-1974

Kobelt Manufacturing Co., Ltd. 8238 129th St Surrey, BC CAN, V3W 0A6 Phone: 604 572-3935 Fax: 604 590-8313 E-mail: Web Site:

28 Marine Log // December 2017

Fairbanks Morse Engine 701 White Ave Beloit, WI 53511 Phone: 800 356-6355 Web Site: www.fairbanksmorse. com Andrew Smith, Marine Sales Segment Leader Rhett Merrian, Marine Sales Representative

Kobelt is a premier manufacturer of quality marine engine controls,

Companies electronic, pneumatic and hydraulic steering, shaft brakes, deck machinery controls and industrial disc brakes used around the globe in all sizes of pleasure craft, work boats, public service vessels, oil rigs, wind turbines, aerospace and mining industries since 1962. Products: Alarms & Alarm Systems; Boilers Controls; Brakes - Winch & Hoist; Control Consoles; Control Panels; Control Stations; Deck Drains; Electrical; Engine Monitoring Systems; Hoists; Hydraulic Systems; Integrated Bridge Navigation & Control Systems; Machinery Condition; Marine; Navigation; Pneumatic Systems; Propeller Shaft Brakes; Steering Systems - Emergency Steering Systems; Steering Systems - Joystick Control; Steering Systems - Rudder Position Indicators; Steering Systems Rudder Systems; Thrusters - Bow Thrusters & Maneuvering Systems KVH Industries Inc 50 Enterprise Center Middletown, RI 02842-5279 Phone: 401 847-3327 Fax: 401 849-0045 E-mail: Web Site: Steve Griffin, Commercial Sales Mgr Chad Impey, Regional Sales Mgr Commercial Marine Jens Gegner, Mktg Mgr

Phone: 330 963-6310 Fax: 330 963-6325 E-mail: Web Site: Kurt Widmer, President / COO Manufacturer of water jet bow/ stern thrusters up to 2,200HP. Products: Pumps; Thrusters; Water Jet Propulsion Units

Pivotal LNG 10 Peachtree Pl Atlanta, GA 30309 Phone: 713 300-5116 E-mail: Web Site: C. Eric Kuenzli, Dir Fuels Rob Butts, Mgr Fuels Pivotal LNG, a wholly owned subsidiary of Southern Company Gas, is committed to providing liquefied natural gas (LNG) 24 hours a day, 365 days a year. With our fleet of cryogenic tankers, we can deliver LNG directly to your fueling location. We operate a network of LNG production facilities with the capacity to produce 554,000 gallons per day and store more than 96 million gallons. Visit our website at

Products: Antennas; Broadband Services; Communications Equipment; Compasses - Handbearing; Compasses - Magnetic; Satellite Communications; Telecommunications; Telephones & Telephone Systems

Products: Fuels & Lubricants; Fuels & Lubricants

Additional Offices: Denmark, Norway, and Singapore

Pyrotek, Inc. 705 W First Ave Spokane, WA 99201 Phone: 509 926-6212 Web Site: Jim Maslen, Sales Mgr Dave Wolf, Sales Mgr

OmniThruster, Inc. 2201 Pinnacle Pkwy Twinsburg, OH 44087

Products: Engineering; Fasteners; Generators; Heating/Ventilation/ Air Conditioning (HVAC); Interiors & Accommodation Systems & Equipment; Naval Architecture; Paints, Coatings, & Sealants; Product Compliance; Safety Equipment; Subcontractor Services

RIBCRAFT USA 88 Hoods Ln PO Box 463 Marblehead, MA 01945 Phone: 781 639-9065 Toll Free: 866 742-7872 Fax: 781 639-9062 E-mail: Web Site: RIBCRAFT designs and builds professional grade rigid inflatable boats (RIBs) and inflatables for military agencies, safety professionals, law enforcement, and private industry around the world. Built to order in the US with models starting at 15’, RIBCRAFT produces safe, durable, performance oriented RIBs that fulfill the most demanding military, professional, and recreational applications. Functionally simple and technologically advanced, everything about a RIBCRAFT RIB is professional grade. Products: Inflatable Boats

Spears Manufacturing Co 15853 Olden St PO Box 9203 Sylmar, CA 91392 Phone: 818 364-1611 Toll Free: 800 862-1499 Fax: 818 364-6945 Web Site: John Immel, Acct Mgr - Ship December 2017 // Marine Log 29

Companies Building With over 45 years of both product & process experience, Spears has become one of the leading manufacturers of thermoplastic valves, fittings, & piping systems components. Innovative product designs & improvements, new fitting technologies, & a fully integrated manufacturing system are all part of Spears ongoing commitment to Quality, Satisfaction & Service. Products: Valves/Actuators/Pipes

Sperre - Distributed by W&O Supply, Inc. 2677 Port Industrial Dr Jacksonville, FL 32226 Phone: 904 354-3800 Toll Free: 800 962-9696 Fax: 904 354-5321 E-mail: Web Site: Sperre Pleat cooler is a module based cooler that uses a patented system consisting of open elements for easy handling & maintenance. The Sperre Pleat solution has many similarities with conventional plate coolers, which have been widely used in the marine industry for decades, with one major difference: ease of maintenance. The new technology & design offered provides low life cycle cost, reduced maintenance time, along with easy & safe assembly. Products: Engines

StoneL - Distributed by W&O Supply, Inc. 2677 Port Industrial Dr Jacksonville, FL 32226

30 Marine Log // December 2017

Phone: 904 354-3800 Toll Free: 800 962-9696 Fax: 904 354-5321 Improve Process Performance & Reduce Total Life Cycle Costs. Discover convenient remote access of your automated valves when you install Axiom AN with AS-Interface featuring Bluetooth® technology. With the new patent pending StoneL Wireless Link app, owner/ operators can easily access hard-to-reach automated valves, using a conventional iPhone® or iPad® device. Wireless access to valve controllers will lower costs associated with commissioning, installation & maintenance while increasing safety --- thus reducing vessel downtime, increasing vessel reliability as well as increasing vessel profitability. Products: Valves/Actuators/Pipes

Tranberg - Distributed by W&O Supply, Inc. 2677 Port Industrial Dr Jacksonville, FL 32226 Phone: 904 354-3800 Toll Free: 800 962-9696 Fax: 904 354-5321 A pioneer in low-voltage lighting systems & products that withstand extreme environments, Tranberg search & navigational lighting is made of exceptional quality. The #1 choice for Offshore Supply Vessels (OSV’s) & de-icing vessels, Tranberg lighting systems are durable & designed for reduced installation costs. For over 90 years, Tranberg has the experience to provide the best in external lighting to the marine industry. Products: Floodlights; Navigational Aids; Searchlights

W&O Supply, Inc. 2677 Port Industrial Dr Jacksonville, FL 32226 Phone: 904 354-3800 Toll Free: 800 962-9696 Fax: 904 354-5321 Todd Nestel, VP - Engineered Solutions Fred Loomis, VP - Technical Sales W&O is one of the world’s largest suppliers of pipe, valves, fittings as well as actuation and engineered solutions to the maritime and upstream oil & gas industries. Founded in 1975, W&O operates a worldwide network of strategically located branches from its corporate headquarters in Jacksonville, Florida. Products: Ballast Water Treatment Systems; Dredging Equipment; Filters/ Filtration Systems; Fire Suppression Systems; Floodlights; Floodlights; Marine Sanitation Devices; Pumps; Searchlights; Valves/Actuators/ Pipes; Water Treatment; Water Treatment Systems Additional offices: Mobile, AL; Long Beach, CA; Chula Vista, CA; Ft Lauderdale, FL; Tampa, FL; Houma, LA; Jefferson, LA; Linden, NJ; Folcroft, PA; North Charleston, SC; Houston, TX; Virginia Beach, VA; Seattle, WA; Canada; The Netherlands; Singapore

PRODUCTS Looking for a particular type of product, equipment of service? Use this section, which lists products, equipment and services alphabetically in this Buyer’s Guide, to quickly find the name of the manufacturer, distributor or service provider that can help you.

Ballast Water Treatment Systems W&O Supply, Inc.................................................. p 30



Coastal Marine Equipment, Inc............................ p 27

Kobelt Manufacturing Co., Ltd.............................. p 27

Brakes - Winch & Hoist


Kobelt Manufacturing Co., Ltd.............................. p 27

Elliott Bay Design Group...................................... p 27 Pyrotek, Inc.......................................................... p 29

Classification Societies


ABS...................................................................... p 27

Coastal Marine Equipment, Inc............................ p 27


Deck Drains Kobelt Manufacturing Co., Ltd.............................. p 27

Marine Kobelt Manufacturing Co., Ltd.............................. p 27


Alarms & Alarm Systems


Kobelt Manufacturing Co., Ltd.............................. p 27

Kobelt Manufacturing Co., Ltd.............................. p 27



KVH Industries Inc............................................... p 29

Coastal Marine Equipment, Inc............................ p 27

Satellite Communications


KVH Industries Inc............................................... p 29

Coastal Marine Equipment, Inc............................ p 27

Mounting Systems-Engine & Transmission

KVH Industries Inc............................................... p 29

Dredging Equipment

Centa Corporation................................................ p 27

Telephones & Telephone Systems

W&O Supply, Inc.................................................. p 30

KVH Industries Inc............................................... p 29

Electronics/Electrical Systems & Components


Communication Services

Kobelt Manufacturing Co., Ltd.............................. p 27

Engines Fairbanks Morse Engine...................................... p 28 Sperre - Distributed by W&O Supply, Inc............. p 30

Environmental Marine Sanitation Devices W&O Supply, Inc.................................................. p 30

Communications Equipment

Broadband Services

KVH Industries Inc............................................... p 29

KVH Industries Inc............................................... p 29

Control Consoles Kobelt Manufacturing Co., Ltd.............................. p 27


Engine Monitoring Systems

Environmental Services Water Treatment W&O Supply, Inc.................................................. p 30

Control Panels

Machinery Condition

Kobelt Manufacturing Co., Ltd.............................. p 27


Kobelt Manufacturing Co., Ltd.............................. p 27

Control Stations

Pyrotek, Inc.......................................................... p 29

Machinery Vibration

Kobelt Manufacturing Co., Ltd.............................. p 27

Centa Corporation................................................ p 27




EMI....................................................................... p 28

Engine Monitoring Systems

Filters/Filtration Systems

Kobelt Manufacturing Co., Ltd.............................. p 27

Vessel Management

Kobelt Manufacturing Co., Ltd.............................. p 27

Gordhead, LLC.................................................... p 28


Deck Equipment/ Machinery/Hardware

Hydraulic Systems Kobelt Manufacturing Co., Ltd.............................. p 27

EMI....................................................................... p 28

Pneumatic Systems


Kobelt Manufacturing Co., Ltd.............................. p 27

EMI....................................................................... p 28

Fuels & Lubricants

Anchors Coastal Marine Equipment, Inc............................ p 27

W&O Supply, Inc.................................................. p 30


Pivotal LNG.......................................................... p 29 December 2017 // Marine Log 31

PRODUCTS Generators Fairbanks Morse Engine...................................... p 28 Pyrotek, Inc.......................................................... p 29

Steering Systems - Joystick Control Kobelt Manufacturing Co., Ltd.............................. p 27

Green Technologies

Steering Systems - Rudder Position Indicators

Fuels & Lubricants

Kobelt Manufacturing Co., Ltd.............................. p 27

Pivotal LNG.......................................................... p 29

Steering Systems - Rudder Systems

Heating/Ventilation/Air Conditioning (HVAC) Heating/Ventilation/Air Conditioning (HVAC) Pyrotek, Inc.......................................................... p 29

Interiors & Accommodation Systems & Equipment Pyrotek, Inc.......................................................... p 29

Measurement Equipment Laser Alignment/Position Centa Corporation................................................ p 27

Naval Architecture Elliott Bay Design Group...................................... p 27 Pyrotek, Inc.......................................................... p 29

Kobelt Manufacturing Co., Ltd.............................. p 27

Pyrotek, Inc.......................................................... p 29

Propulsion Boilers - Controls Kobelt Manufacturing Co., Ltd.............................. p 27

Clutches Centa Corporation................................................ p 27

Couplings Centa Corporation................................................ p 27

Couplings, Collars, Sleeves Shaft Centa Corporation................................................ p 27

Main Propulsion Drives


Propeller Shaft Brakes


Kobelt Manufacturing Co., Ltd.............................. p 27

EMI....................................................................... p 28

Pump Drives

Compasses - Handbearing

Centa Corporation................................................ p 27

KVH Industries Inc............................................... p 29


Compasses - Magnetic

OmniThruster, Inc................................................. p 29 W&O Supply, Inc.................................................. p 30

Floodlights W&O Supply, Inc.................................................. p 30

Integrated Bridge Navigation & Control Systems EMI....................................................................... p 28 Kobelt Manufacturing Co., Ltd.............................. p 27

Navigational Aids Tranberg - Distributed by W&O Supply, Inc.......... p 30

Steering Systems EMI....................................................................... p 28

Steering Systems - Emergency Steering Systems Kobelt Manufacturing Co., Ltd.............................. p 27

32 Marine Log // December 2017

Alarms & Alarm Systems EMI....................................................................... p 28 Kobelt Manufacturing Co., Ltd.............................. p 27

Fire Suppression Systems Beele Engineering / CSD - Distributed by W&O Supply.............................................................. p 27 W&O Supply, Inc.................................................. p 30

Floodlights Paints, Coatings & Sealants

Centa Corporation................................................ p 27

KVH Industries Inc............................................... p 29


Shaft Alignment Equipment Centa Corporation................................................ p 27

Shafting Centa Corporation................................................ p 27

Shafting Components Centa Corporation................................................ p 27


Tranberg - Distributed by W&O Supply, Inc.......... p 30 W&O Supply, Inc.................................................. p 30

Inflatable Boats RIBCRAFT USA................................................... p 29

Life-Saving Equipment Climate Technical Gear........................................ p 27

Safety Equipment Pyrotek, Inc.......................................................... p 29

Searchlights Tranberg - Distributed by W&O Supply, Inc.......... p 30 W&O Supply, Inc.................................................. p 30

Subcontractor Services Subcontractor Services Pyrotek, Inc.......................................................... p 29

Vibration Damping & Analysis Centa Corporation................................................ p 27

Training/Education/ Certification Services Product Compliance Pyrotek, Inc.......................................................... p 29

Valves/Actuators/Pipes Valves/Actuators/Pipes Spears Manufacturing Co.................................... p 29 StoneL - Distributed by W&O Supply, Inc............ p 30

OmniThruster, Inc................................................. p 29

W&O Supply, Inc.................................................. p 30

Thrusters - Bow Thrusters & Maneuvering Systems

Water Treatment

Kobelt Manufacturing Co., Ltd.............................. p 27

Water Jet Propulsion Units

Water Treatment Systems

OmniThruster, Inc................................................. p 29

W&O Supply, Inc.................................................. p 30

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Marine Log December 2017  
Marine Log December 2017