VOL. 123, NO. 12
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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 MARINE LOG BEST SHIPS OF 2018
Best Ships of 2018
Vane Brothers: 120 Years of Excellence
VOICES of the Industry
2E ditorial Combating Climate Change
Best Ships Best Ships of 2018 We highlight this year’s award winners
VoiceS of the Industry Industry market leaders share how their company is impacting the industry • Blount Boats • FUELTRAX • Volvo Penta … and more
Vane Brothers Supplement The Vane Legacy This year marks The Vane Brothers Company’s 120th Anniversary. In honor of the historic milestone, we’ll recount the company’s long and proud history through historic photos, exclusive interviews and highlighting pivotal moments in our exclusive supplement
Top Stories The Year Revisited This past year was one filled with mergers and acquisitions, cyber attacks, and volatility in the oil market—but it was the stories on safety, training, and the resiliency of the human spirit in the face of adversity, that really stood out
4 Industry Insights 6 Marine Innovations 8 Inland Waterways Wait Over for WRDA
10 Wellness Column Anchors Away: The Power of Meditation 12 Update ichols Brothers Delivers N Lindblad’s Next Venture • Glosten, C-Job sign MOU • Austal USA Christens Latest EPF USNS Puerto Rico • NYK Unveils Emissions-Free Concept Ship •
15 Inside Washington Authorization Bill Aims to Clear Up Ballast Water 31 Newsmakers McAllister Towing Appoints Alan Ginsberg as New CFO 32 Tech News Siemens Selected as Propulsion and Control SSV for Second RCRV
36 Safety First A Proper Course on Damage Control December 2018 // Marine Log 1
MarineLoG December 2018 Vol. 123, NO. 12 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389
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Combating Climate Change
aritime shipping plays a vital role in our everyday lives, efficiently transporting our bananas from Costa Rica, socks from China, lumber from Canada, and diesel fuel from the U.S. Gulf Coast. But maritime transportation has also been under increasing environmental regulatory pressure because it is a major consumer of fossil fuels and large emitter of greenhouse gases — a driver of climate change. On average, maritime transport emits about 1 billion tonnes of CO2 annually and is responsible for about 2.8% of global greenhouse gas emissions, according to the 3rd IMO GHG Study. A Health & Climate Change report, released early this month by the World Health Organization (WHO) at the United Nations Climate Change Conference (COP24), points out that exposure to air pollution causes 7 million deaths worldwide and costs an estimated $5.11 trillion in welfare losses annually. In the 15 countries that emit the most GHG emissions, the health impacts of air pollution are estimated to cost more than 4% of their GDP. Mitigation actions to meet the goals of the Paris Climate Change 2015 Agreement would cost around 1% of global GDP. But the maritime industry is not standing still. On the contrary, owners and operators are not only moving to comply with regulations, but also future proofing
their operations, leveraging increasing digitalization and automation to improve the efficiency of their operations and carbon footprints. Maersk announced a goal of reaching carbon neutrality by 2050 and said that to achieve this goal, carbon neutral vessels must be commercially viable by 2030, requiring an acceleration in innovations and the adaption of new technology. That means increasing use of technologies such as electrification, hydrogen fuel cells, and AI. This year’s award-winning Best Ships include Red and White Fleet’s Enhydra, which is powered by hybrid electric propulsion thanks to BAE Systems. Red & White’s Tom Escher, who’s passionate about combating climate change, says the Enhydra is the first step towards transforming his entire fleet to zero emissions by 2025. The uptake in electric power has been dramatic in recent years and is expected to increase as the technology matures. My best wishes to everyone for a Happy and Healthy New Year!
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2 Marine Log // December 2018
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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Logâ&#x20AC;&#x2122;s quick snapshot of current trends in the global marine marketplace. As we highlight this month, the merger of Tidewater and Gulfmark Offshore has created the largest owner of offshore support vessels, with a fleet of 245 and 273 vessels overall. While the merger creates a healthier market, thereâ&#x20AC;&#x2122;s still a long road to recovery. There were about 428 total working rigs as of July 2018, which is about 40% down from the peak of the working rig count in the second half of 2014. Tidewater says better market equilibrium would be attained at about 525-550 working rigs and 2,400-2,500 marketable active OSVs.
Offshore Rigs Operating in U.S. GOM (on or about November 1 of respective year)
Monthly Spot Prices (Crude Oil in Dollars per Barrel) $80
May 2018 Jun 2018 Jul 2018 Aug 2018 Sep 2018 Oct 2018 Nov 2018
Source: EIA, Nov 2018 data as of Nov. 16
Source: Baker Hughes
Largest OSV Owners Tidewater: Most OSVs
Highest Fleet Valuation
245 Source: Tidewater
Highest Market Cap
Edison Chouest Offshore
Recent Contracts, Launches & Deliveries Qty
Dakota Creek Industries, Anacortes, WA
2,670 kW Harbor Tugs
Gladding Hearn, Somerset, MA
53 ft Pilot Boat
Nichols Brothers Boat Builders, Whidbey Isl., WA
238 ft, 100-guest Cruise Ship
Nichols Brothers Boat Builders, Whidbey Isl., WA
90-ton bollard pull Tractor Tugs
VT Halter Marine, Pascagoula, MS
Source: Marine Log
4 Marine Log // December 2018
4,000 hp ATB Tug Bouchard Transportation
Crowley’s global ship management team has a strong record of safe and reliable operation and management of customers’ fleets, projects and assets. Our technical, crewing and project management capabilities cover a wide variety of vessel types. The expertise now includes management of Crowley’s Commitment Class, combination container/roll on-roll off “ConRo” ships powered by liquefied natural gas (LNG).
Customers can trust Crowley to effectively manage their ships in the same trusted way we operate our own diverse fleet – with integrity, safety and high performance. Crowley leverages its vast resources of technology, insurance, risk management, procurement, fuel sourcing and many other services to help customers receive services that set a standard for dependability and supply chain solutions for their operations. Working with our corporate departments, Crowley’s complete vessel management package provides not only front-end technical and crew management, but back office services as well. crowley.com/shipmanagement
Marine Innovations Buffalo Automation Advanced Marine Autopilot Systems Buffalo Automation’s AutoMate is an advanced marine autopilot system. By using proprietary software and sophisticated sensor systems, such as thermal cameras, radar, and lidar, AutoMate is able to provide AI onboard the vessel for situational awareness, AI navigation assistance, decision support, and fleet monitoring. The company is committed to providing those responsible for managing the safety, efficiency, and reliability of your fleet with unsurpassed machine learning to augment the strengths of your operating teams. www.buffautomation.com
FUELTRAX Launches FUELNET Generation 5 Fuel data processing network, FUELTRAX, has launched FUELNET Generation 5 (GEN-5). The FUELNET system has become a mission-critical operating tool for maintaining accurate fuel accountability across fleets for 100 vessels +. FUELNET GEN-5 delivers collection, storage, tracking and advanced processing of crucial weather data metrics—activity time-stamped and linked to vessel geolocation. The system provides dynamic reporting with charts, graphs and reports at the click of a button and features a new alert builder. Fueltrax.com
JMP Marine Pump Service Kits For routine maintenance or rebuilds, JMP Marine’s new flexible impeller pump Service Kits are manufactured to ISO 9001 standards. The kit contains a flexible impeller, end cover with O-ring and screws, wear plate, snap ring and mechanical seal set. The Major Service Kit has all the components of the Minor Kit plus a shaft, bearings, cam, slinger, gasket, and all required nuts, bolts, washers and springs. A proprietary blend of materials makes JMP flexible impellers resistant to salt, oil, chemicals and extreme heat for superior performance. www.jmpusa.com
PPG Debuts New Marine Coatings in North America PPG has announced the U.S. and Canada launch of PPG Novaguard 810 ER Coating, which protects fuel tanks, ballast tanks and the internal/external superstructures of tugs and barges. The one-coat, direct-to-metal formulation delivers very fast application times and faster return to service after coating, with touch-ups possible using a thin-film epoxy. The coating is a twocomponent, solvent-free, amine rapid-cured novolac epoxy coating, offering a true high build with superior edge retention and smooth finish. www.ppg.com
Twin Disc MCD Series Marine Control Drives The new Twin Disc MCD Series marine control drives deliver two-in-one operation: a fixed ratio drive when underway and a variable ratio drive when a power divider is required, enabling use of main engine power to drive FiFi pumps, lift cargo, haul lines, turn generators or operate other auxiliary equipment. Its unique design provides for intentional clutch slipping to precisely regulate propulsion speed. Available in 10 High Dissipation and eight Low Dissipation configurations. All are fitted with an emergency “come home” device. www.twindisc.com 6 Marine Log // December 2018
Wait Over for WRDA
8 Marine Log // December 2018
the system during operations. As you may recall, back in 2014, WCI fought successfully to raise the amount of investment into the inland waterways system by proposing a 45% increase to the diesel fuel tax inland operators pay, from $.20-cents-per-gallon to the current fee of $.29-cents-per-gallon. That revenue goes into the Inland Waterways Trust Fund (IWTF) to pay for half
The passage was a win for the nation’s lock and dam infrastructure, and other water resources programs of the cost of lock construction and major rehab on the system, and is matched by Federal dollars recognizing the waterways benefits to all Americans. The America’s Water Infrastructure Act/WRDA bill also authorizes 12 Chief ’s Reports, including one that will be funded by the IWTF in Three Rivers in Arkansas. The bill also authorizes three project cost-ceiling modifications, including for the fourth priority navigation project, Chickamauga Lock on the Tennessee River. The bill also directs the Secretary of the Army to have the National Academy of Sciences (NAS) evaluate the current organizational structure of the Corps of Engineers’
Michael J. Toohey President/CEO, Waterways Council, Inc.
Shutterstock/ Karla Caspari
n the heels of the September passage and signing into law of the FY19 Energy & Water Appropriations bill that funds the U.S. Army Corps of Engineers, on October 23, the President signed into law “America’s Water Infrastructure Act.” This legislation included the Water Resources Development Act (WRDA) of 2018, an important water resources policy bill which authorizes Corps of Engineers’ work on locks and dams, dredging and other water projects. The Senate passed the bill by a vote of 99 to 1 on October 10, with the House passing the WRDA legislation by voice vote in September. Waterways Council, Inc. (WCI) and its members hailed the America’s Water Infrastructure Act/ WRDA bill for what was NOT included there for as much as what WAS. The bill did not include authorization language to allow for lockage fees and/or tolls on the inland waterways system’s locks. WCI continues to oppose additional taxation, tolling, lockage fees or adverse changes in cost-sharing for the Inland Waterways Transportation System. We believe that Public-Private Partnerships (P3s) that would impose tolls on locks would drive traffic and key commodities off the waterways and geographically disadvantage shippers – and American family farmers particularly – who are located near areas that may have more locks to transit. WCI continues to stress that the most equitable, effective way to collect monies for construction and major rehabilitation for the inland waterways continues to be the assessment of the current $.29-centsper-gallon tax on diesel fuel consumed on
Civil Works function, to identify impediments to efficient project delivery, and to provide recommendations to the Congress. The passage of America’s Water Infrastructure Act/WRDA 2018 was a win for the Nation’s lock and dam infrastructure, along with other water resources programs. WCI is appreciative of the bipartisan leadership and steadfast commitment that Senate Environment & Public Works Committee Chairman John Barrasso and Ranking Member Tom Carper, and House Transportation & Infrastructure Committee Chairman Bill Shuster and Ranking Member DeFazio demonstrated to keep the WRDA process running biannually to strong passage into law. Ahead, in the new Congress, WCI looks forward to working with our stalwart champions and to developing new relationships for the betterment of our inland waterways transportation system. We also anticipate the release of the FY2019 work plan from the Corps of Engineers that will provide funding allocations to enable continued progress on the top five priority navigation projects under construction. We also hope for a healthy FY2020 budget request for Corps’ funding from the Administration early in 2019. WCI and its members continue to propose changing the cost-share from 50% IWTF funding-50% Federal funding to 25% IWTF funding-75% Federal funding for inland waterways infrastructure. We will continue to press back against P3s that would impose tolls on locks, and we will explore redirecting a small portion of the revenues derived from the sale of hydropower generated at Corps’ lock and dam projects to be deposited into the IWTF instead of into the Treasury Department’s miscellaneous receipts account, where it currently goes. No new taxes or other charges would be required for anyone under this approach. 2018 was a very good year for the nation’s inland waterways transportation system and we believe the future in 2019 and beyond looks even more promising.
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Anchors Away: The Power of Meditation
10 Marine Log // December 2018
Gray Matter increased in 8 weeks for participants who practiced for 27 minutes a day. In a separate study, researchers at Harvard also showed meditation could increase the activity of the parasympathetic nervous system (controlling heart rate and breathing), and decreased the fight-or-flight response of the sympathetic nervous system potentially impacting mental afflictions like anxiety.
Meditation’s impact on the body can reach far and wide into our blood, cells, brain matter and heart Thousands of studies have been conducted on humans meditating, and the National Institute of Health (NIH) identifies that the practice can reduce blood pressure, decrease symptoms of irritable bowel syndrome, decrease anxiety and depression, and reduce episodes of insomnia. However, it is the evolving promise of pain management that piqued interest. In 2015 Dr. Fadel Zeidan at Wake Forest Baptist Medical Center showed mindfulness meditation could reduce pain intensity by 27% and reduce emotional pain by 44%. By comparison, research conducted previously on opioid morphine showed a reduction of physical
Crowley Maritime Corporation, Labor Relations-Union Wellness Programs/ Operations Integrity
Shutterstock/ Jack Frog
or over 3,000 years meditation has been practiced across cultures and religions by warriors, monks, mothers, and CEOs alike. What is it about this practice that endures through time and space, across belief, age, economic and education brackets? How and why does meditation impact us? A “meditative state” is hard to define but many practitioners describe the experience of meditation as a progression into a mental state of awareness. This awareness arises as the mind settles on an anchor point; breath, body sensations, a candle, numbers, a mantra, a prayer, etc. As the meditator hones their focus onto that point, the wildness of their mind breaks out, screaming for attention. Thoughts get louder and ricochet around, attempting and usually succeeding to drag the meditator away. Helplessly they follow the mental energy until they recognize the thought has dragged them off. This is where awareness dawns and the meditative state can begin. With recognition, the meditator re-anchors and those wild thoughts pass without any further emotional investment. The struggle of the thought just dissipates. Meditation sounds like a mental game and it is, but its impact on the body can reach far and wide into our blood, cells, brain matter, and heart. In 2011 Harvard University and Massachusetts General Hospital researchers used MRI scans to show that guided meditation and mindfulness-based practices led to measurable changes in the density of Gray Matter in the brain—Gray Matter is responsible for memory, executive functions, impulse control, and emotions.
pain of 22%. Zeidan’s research showed that people who practiced mindfulness meditation used different regions of their brain to register pain than those who did not. In mindfulness meditation, there is an attempt to tame the wildness of our mind, and gain control over its patterning. We can start by sitting with a straight and comfortable posture on a chair or on the floor (you can also lie down) and anchoring our thoughts onto the breath—our attention falls on the breathing in and out. When a thought arises, we watch it come, and let it go by re-anchoring into the breath. This happens over and over again as our awareness dawns that the mind has wandered away. Eventually, episodes of wandering become fewer and easier to return from because awareness gives way to control. Where a mind is too wild, or more anchors are needed, Square Breathing or Box Breathing is an option. Focus is placed on the number of in and out breaths, followed by short hold times at each end for example, breathe in for three, hold three, breathe out for three, hold for three. Imagery wise, you make a square with your breath. This type of breathing usually lasts 2 or 3 minutes or a few evolutions at a time if you are really struggling. There is also mindful movement. In a moving meditation, anchors can be the pressure points in the body that motion creates, i.e. feet when walking or hands when rolling in a wheelchair. While studies show changes to the brain for practice sessions of 20 to 30 minutes, starting with a commitment of shorter length can help build: muscle memory around your control, a sense of achievement, discipline, and an awareness of how your thoughts can mislead you when you invest in them too heavily. Commit mercilessly to a few minutes, a few times a day. Meditation can help your body and mind anchor in the here and now until you make the conscious choice to radio for ‘anchors away’. Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional.
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Update The National Geograhic Venture is the second in a new series built for Lindblad Expeditions
delivers lindblad’s next venture Freeland, WA -based Nichols Brothers Boat Builders (NBBB) has delivered the second in a pair of new passenger cruise vessels to Lindblad Expeditions. The ship, the National Geographic Venture, was delivered last month. The Jones Act coastal cruise vessel is a state-of-the-art, purpose-built expedition cruise vessel made for exploring coastal waters, shallow coves, and fast-moving channels where wildlife congregates. At 238 ft x 44 ft, the National Geographic Venture can carry 100 passengers on exploratory cruises to Alaska, Baja, CA, the Pacific Northwest, Costa Rica and Panama, and Belize. The first vessel in the series, the National Geographic Quest, was delivered in July 2017. The U.S.-flagged, USCG Subchaper K, SOLAS compliant cruise vessels are fully
classed by Bureau Veritas and powered by two MTU diesel engines each developing 1,600 hp and driving Wärtsilä propellers through Reintjes reduction gears. Power on board is provided by two Volvo Penta generators providing 477 kW each, and backed up by a 230 kW emergency generator. Additional equipment includes a 300 kW Schottel Bow thruster and Quantum Maglift stabilizers (added to the second vessel). Seattle-based Jensen Maritime Consultants provided functional engineering, and the UK’s BMT Nigel Gee was contracted for production engineering modification on the sun and lounge deck. Jamestown Metal Marine Services, Boca Raton, FL, provided the interior systems design and material services, and provided and installed high-end architectural finishes throughout the vessel.
Illegal Discharge of Oil into Texas Port Waters Comes at a Hefty Price TWO GreEK shipping companies, Avin
International Ltd. and Nicos I.V. Special Maritime Enterprises, have pleaded guilty in a federal court to charges stemming from several discharges of oil into the waters of Texas ports by the oil tanker M/T Nicos I.V. According to court documents, at some point, before July 6, 2017, the ballast system onboard the Nicos I.V. became contaminated with oil and that oil was discharged twice into the Port of Houston during deballasting operations on July 6 and 7 in 2017. “The international ports of Houston and Port Arthur are no one’s dumping ground,” said Assistant Attorney General Jeffrey Bossert Clark. “Those who knowingly discharge their waste and lie to the Coast 12 Marine Log // December 2018
Guard ... are on notice that our investigators and prosecutors stand ready to hold them accountable.” Both companies pleaded guilty to one count of obstruction of an agency proceeding and one count of failure to report discharge of oil and three counts of negligent discharge of oil under the Clean Water Act. Under the agreement, the companies will pay a $4 million criminal fine and serve a four-year term of probation, during which vessels operated by the companies will be required to implement an environmental compliance plan. The Master of the Nicos I.V., Rafail-Thomas Tousmakos and the vessel’s Chief Officer, Alexios Thomopoulos, also pleaded guilty to one count of making a material false statement.
BIZ NOTES Thrustmaster Expands its Reach Thrustmaster Holdings B.V., affiliated with U.S.-based Thrustmaster of Texas Inc., Houston, TX, recently acquired a 58.5% stake in Blue Thruster, a Dutch-based maritime innovations company. The acquisition enables Thrustmaster, a global supplier of thrusters, to gain access to two innovative patents developed by Blue Thruster. These patents relate to the “V-pod” concept—a highly innovative concept configuring an azimuth thruster with an integrated permanent magnet motor. The transaction further expands Thrustmaster’s product portfolio and its global footprint. Additionally, Thrustmaster is engaged in a cooperation with AAApropulsion BV, an independent supplier of bow thrusters. AAApropulsion BV benefits from an agreement with Blue Thruster and markets/supplies the V-pods.
Bourbon Plays Key Role in Kincardine Offshore Windfarm Floating wind turbines will play a key role in taking offshore wind farms into deeper waters. Last month, Spain’s Cobra Energía began exporting energy to the UK market from its Kincardine floating wind farm, located 15 kilometers offshore of Aberdeen, Scotland. Cobra calls the Kincardine project a pioneering facility that marks the “first milestone in the race for the most powerful floating marine wind farm in the world.” Installation of the first Kincardine wind turbine was successfully completed this past summer by Bourbon Subsea Services.
Bourbon says its experience in floating wind turbine installation enabled them to swiftly and efficiently execute the engineering phase of this turnkey project, initiated in May 2018. The delivery of the operational scopes, including towing the floater to Dundee, prelaying the four-leg mooring system and installing the fully assembled wind turbine on site, was optimized by taking advantage of the local supply chain. The Bour bon project management team worked in a close collaboration with the main contractor, Cobra Wind, the designer of the semi-submersible floating
foundations, Principle Power, and with the mooring system provider, Vryhof. “Delivered on time, this safe and efficient installation strengthens Bourbon’s track record which dates back to 2011. It confirms our leadership position in the floating offshore wind farm installation market. We are delighted to have been selected for this pioneering project and to have deployed our experienced team to support Cobra Wind in reaching a key milestone of the 50 MW Kincardine Offshore Wind farm development” said Patrick Belenfant, CEO Bourbon Subsea Services.
Steiner Shipyard Delivers Passenger Vehicle Ferry The Grand Vic , a new 160 ft passenger vehicle ferry, arrived last month in St. John, U.S. Virgin Islands, following a week’s journey from Steiner Shipyard, Inc., Bayou La Batre, AL. Steiner Shipyard’s Marco Angelini, says the ferry was started as a speculation project back in 2017, but was sold and completed for Love City Car Ferries, Inc., for operation in St. John. The vessel is the first new construction ferry built for Love City Ferries by Steiner Shipyard. Love City Ferries, however, has been a repair/refit customer of Steiner Shipyard in the past. Love City Car Ferries, Inc. has daily round trip service between Red Hook, St. Thomas and Cruz Bay, St. John. Built of all-welded steel, the ferry is built in accordance with the U.S. Coast Guard
Subchapter T regulations for small passenger ferries under 100 gross tons carrying no more than 150 passengers on a Lakes, Bays & Sounds Route. The 160 ft Grand Vic has a beam of 43 feet, depth of 11 feet, and passenger capacity of 149. Propulsion power is supplied by two Mitsubishi S6R2-Y3MPTAW diesel engines, which are rated at 803 hp at 1,400 rev/min. The engines drive two 54 in by 53 in bronze propellers v ia two Tw in Disc MGX6650 marine gears with a 2.5:1 ratio and Aquamet 17 shafting. Hydraulic steering is supplied by Gulf Coast Air & Hydraulic. The ferry has a cruising speed of 13 knots and maximum speed of 16 knots. Two Northern Lights M40C3, 40 kW generators provide the ferry’s auxiliary power. All of the main engines and generators have Gridcooler keel coolers.
Steiner Shipyard is also busy with several vessels for the inland waterways. “As of right now,” says Angelini, “we have two pushboats under construction. We have one 100 ft Tier III pushboat for FMT and one 120 ft Tier III pushboat for Southern Towing Company. We are also looking at finalizing contracts for a series of 88 ft pushboats in the next few days. Construction on these vessels will start early next year.”
Naval Architects Glosten, C-Job Sign MOU The push towards offshore wind in the U.S. is bringing together some of the industry’s leading companies. Most recently it was announced that naval architecture and marine engineering firm Glosten would be partnering with The Netherlands’ C-Job Naval Architects. The two companies sealed the deal at Glosten’s new East Coast office in Bedford, MA, where the Memorandum of Understanding (MOU) was signed. A current hotbed of activity for the offshore wind sector is brewing up in New Bedford, where the city is expected to be the staging area for the Massachusetts offshore wind market. Offshore wind developers have already taken notice and established offices in the
city, including Bay State Wind, Deepwater Wind and Vineyard Wind. “This is an important step in formalizing what has already been a fruitful relationship over the past several months,” says Glosten President, Morgan Fanberg, PE. “It is encouraging to see the work we can accomplish together. We look forward to offering these complementary skills to our industry partners around the globe.” Basjan Faber, C-Job CEO, also expresses enthusiasm for the project: “We’ve been looking to expand our operations and follow our American Dream. We’re excited to have found a partner in Glosten—well known in the American maritime industry, who share the same vision and values as C-Job. We look forward to what our joint future will bring.”
The new partnership will enable the two firms to deliver optimized technical teams with increased value across a variety of ship designs including research vessels, offshore energy service vessels and dredging vessels.
Glosten President Morgan Fanberg and C-Job CEO Basjan Faber December 2018 // Marine Log 13
Austal USA Christens Latest EPF, the USNS Puerto Rico
Austal USA’s Mobile, AL, shipyard served
as the stage for the christening of the 11th in a series of Expeditionary Fast Transport (EPF) vessels the shipbuilder is constructing for the U.S. Navy’s Military Sealift Command. The contract for the series, so far twelve ships have been ordered, is worthabout $1.9 billion. “Austal is excited to christen another amazing ship,” says Austal USA President
Craig Perciavalle. “Puerto Rico is one step closer to joining her sister ships in supporting important missions across the globe.” In total, Austal has delivered nine EPF’s to the Navy thus far with the future USNS Burlington scheduled to be delivered soon. Aside from the the USNS Puerto Rico (EPF 11), another ship the USNS Newport (EPF 12) is also under construction at Austal USA. The USNS Puer to Rico, desig nated
T-EPF-11, will be the first active ship in naval service to honor the island of Puerto Rico. An Alaska class cruiser named Puerto Rico (CB-5) was authorized July 1940 but construction was cancelled three years later. “This ship honors the Commonwealth of Puerto Rico and the contributions Puerto Ricans have made to our nation and Navy and Marine Corps team,” said Secretary of the Navy Richard V. Spencer. “USNS Puerto Rico will provide our commanders highspeed sealift mobility and agility and I’m thankful for this ship, her crew, and our industrial force teammates whose service makes this great ship possible.” The EPF catamarans feature an all-aluminum shallow-draft hull, and are designed to transport 600 short tons of military cargo 1,200 nautical miles at an average speed of 35 knots With a shallow draft—under 15 ft—the EPF supports a wide range of operations including maneuver and sustainment, relief operations in small or damaged ports, flexible logistics support, and enables rapid transport. The Navy has also awarded Austal USA with contracts for the procurement of long lead time materials and production engineering for EPF 13 and EPF 14.
IFT and ICS Agree to ILO Minimum Seafarer Wage Increase The International Transport Work-
ers Federation (ITF) and the International Chamber of Shipping (ICS) have agreed to increase the ILO minimum wage for an Able Seafarer by $27 a month over the next three years. The wages represent an overall increase of 4.5% on the current rate of $614—with an increase of $4 as of July 1, 2019, followed by an increase of $7 as of
January 1, 2020 and a final increase of $16 as of January 1, 2021. The agreement came after two days of intense negotiations between the parties. “This was a difficult negotiation with two very different assessments about what the future holds for shipping and seafarers,” said Mark Dickinson, the Seafarers’ Group spokesperson. “We started slowly but gained
momentum as the parties exchanged opinions and provided arguments to support their positions. There was strong opposition from the shipowners’ side for a significant increase. However, I am pleased that at the end pragmatism and common sense prevailed and the social partners worked their way forward to recognize the fundamental role seafarers play within the industry.”
NYK Unveils Emissions-Free Concept Ship Japan’s NYK Group has unveiled its concept of the “NYK Super Eco Ship 2050” incorporating innovative technologies that will result in an emission-free vessel— among them: replacing propellers with foils that emulate the movement of dolphins. To develop the concept ship, NYK teamed up with MTI (Monohakobi Technology Institute) and Finnish engineering and consulting company Elomatic to review the technical advances conceived for its previous concept ship, the NYK Super Eco Ship 2030, created in 2009, and design an updated version of the Eco Ship. 14 Marine Log // December 2018
The new concept ship, Super Eco Ship 2050, has been conceived as a 2050-model pure car and truck carrier (PCTC). The power needed to operate the vessel has been cut by 70 percent —made possible by remodeling the hull to decrease water friction, reducing the weight of the hull, introducing fuel cells for electric propulsion, and utilizing other highly efficient propulsion devices. Instead of fossil fuels, power for the ship would come from solar energy and hydrogen produced from renewable energy sources, all of which would lead to a reduction of CO 2 by 100 percent, resulting in a
zero-emission vessel. Maintenance of the ship will be handled through the use of a digital twin, enabling real-time analyses, accident prevention and optimal maintenance from land.
Authorization Bill Aims to Clear Up Ballast Water Discharge
he $10.6 billion Frank LoBiondo Coast Guard Authorization Act of 2018 recently passed by the U.S. Senate contains a new approach to regulating ballast water discharge from vessels in the United States that could be just what the shipping industry needs. The bill now heads to the House. Approved by the Senate 94-6, S. 140 would put the U.S. Environmental Protection Agency (EPA) as the lead for creating national rules for ballast and other water discharges, while the U.S. Coast
Guard would enforce them. Ballast water discharge standards have long been a thorny issue for the industry. Right now, 26 states have rules on top of those on the federal level, creating what the industry describes as a confusing regulatory patchwork. Under the bill, states would be prohibited from imposing tougher ballast water treatment regulations than EPA’s. “This agreement to have the Coast Guard enforce standards established through an EPA-led process will create needed clarity for vessel operators while remaining sensitive to local concerns about invasive species,” said Sen. John Thune (R-SD). “I appreciate Sen. Tom Carper for working with me on this important issue. This language is a victory for both the environment and commerce.” “ T h i s b i p a r t i s a n c o m p ro m i s e strengthens ballast discharge standards in an environmentally
protective way,” said Senator Carper (D-DE). “Specifically, it will reduce the risks posed by ballast water discharges that enters our waterways, minimize the likelihood of introducing invasive species along our coasts and in the Great Lakes, while still ensuring these discharges are regulated under the Clean Water Act.” It does make exceptions for California and the Great Lakes. Pacific Coast ballast water exchanges will continue and the Great Lakes may set their own basin-wide standards. It also allows States to establish no-discharge zones for areas that require additional protection.The bill also authorizes the Coast Guard Commandant to utilize several new acquisition tools, including multiyear funding for procuring future National Security Cutters. These changes will allow the reduction in price of followon vessels and give shipyards greater predictability, stabilizing workforces.
Hilton Stamford Hotel 2-4 April 2019
Shutterstock/ Russell Marini
The largest shipping event in North America www.cmashipping2019.com
December 2018 // Marine Log 15
Best Ships Of 2018
LNG-fueled CONRO Ship
Crowley Maritime Corporation
Named after the beloved small frog
native to the island of Puerto Rico, the El Coquí has ushered in a new era of green operations for the industry. Built by Pascagoula, Mississippi-headquartered VT Halter Marine for Crowley Maritime Corporation, the El Coquí is the first of two LNG-fuelled Combination Container RO/RO (CONRO) ships for the Jacksonville, FL, to San Juan, Puerto Rico, trade. The 2,400-TEU El Coquí is fueled through a Crowley partnership with Eagle LNG and Clean Energy in JAXPORT in Jacksonville, FL.
Designed by Wartsila Ship Design in cooperation with Jensen Maritime, Seattle, WA, the El Coquí is one of the most advanced, eco-friendly ships built anywhere. The ship is powered by an MAN B&W 8S70ME-GI8.2 main engine and three MAN 9L28/32DF auxiliary engines. Mackay Marine, Raleigh, NC, collaborated with the shipyard and owner in the design, supply, and installation of advanced integrated bridge systems (IBS), complete with consoles, and ancillary electronic systems onboard El Coquí and sister ship Taíno, which is nearing delivery.
The Jones Act ship is part of Crowley’s Commitment Class. The new class is part of the company’s $550 million investment to modernize its supply chain solutions serving diverse customer needs in Puerto Rico, a commonwealth of the U.S. The 219.5m El Coquí measures can transport 2,400 TEUs at a cruising speed of 22 knots. The ship, which can accommodate a variety of container sizes and types, features an enclosed, ventilated and weather-tight ro/ro deck that can carry and protect cars and larger vehicles—the shipboard garage is offered exclusively by Crowley. December 2018 // Marine Log 17
Best Ships Of 2018 Enhydra
ILSHIN GREEN IRIS
Largest LNG-fueled Bulk Carrier Earlier this year, Korea’s Ilshin Ship-
ping took delivery of the world’s largest LNG-fueled bulk carrier from shipbuilder Hyundai Mipo Dockyard (HMD). Built to dual Lloyd’s Register and Korean Register class, the 50,000 dwt vessel has also been verified to be in compliance with the International Gas Fuel (IGF) Code. The vessel is the result of a collaboration project, announced in July 2016, to develop the first in a new generation of environmentally friendly LNG-fueled bulk carriers. The 191m vessel is powered by one MAN B&W 6G50ME-C9.5-GI two-stroke engine. The Ilshin Green Iris has a Type “C” LNG fuel
tank with a capacity of 500 m3, made of austenitic high manganese steel and located on the aft mooring deck. The material, newly developed by steelmaker POSCO, has a high manganese content (about 26%) and is specially designed for cryogenic LNG and liquefied gas storage applications. The properties and characteristics of the high-manganese steel, as well as the required welding technology and fuel tank design, have been proven suitable for cryogenics with the support, certification and approval of Lloyd’s Register. POSCO is chartering the vessel to transport limestone for its operations.
World’s First LNG Powered Cruise Ship
Delivered just last month by Meyer
Werft Shipyard, the AIDAnova is the world’s first cruise ship powered by liquefied natural gas (LNG). The ship ushers in a new generation of ships for the AIDA Cruises brand, part of the Carnival Corporation & plc group of companies. Combining innovative design with stateof-the-art technology, the AIDAnova will provide its 6,600 passengers with a variety of 18 Marine Log // December 2018
entertainment options, including the Beach Club and Four Elements adventure deck— fitted with three water slides and a climbing garden; an “Escape Room” for those looking for thrills at sea; and a 360-degree Theatrium and Studio X, AIDA’s first TV studio at sea. The introduction of the 337m x 42m x 8.8m AIDAnova to its fleet is part of AIDA Cruises’ commitment to green cruising and sustainable operations. The ship is powered by four low-emission LNG engines from Caterpillar. By operating on LNG, both at sea and in port, the AIDAnova will reduce exhaust emissions helping to support not only the environment, but also Carnival Corporation’s sustainability goals. To further help reach those goals, Carnival Corp. has incorporated the use of exhaust gas cleaning systems (EGCS) on its ships. Nearly 70 of Carnival Corporation’s 100 ships are outfitted with EGCSs.
tainability, the environment and protecting the waters its fleet operates in—the San Francisco Bay—The Red and White Fleet debuted its highly anticipated new tour vessel, the Enhydra, earlier this year. The vessel represents the operator’s first step in reaching its zero emissions fleet goal by 2025. “The Enhydra is another step in transforming our entire fleet to zero pollutions, for the benefit of future generations anywhere in the world,” said Red and White Fleet President Thomas C. Escher. Measuring 128 ft x 30 ft, the Enhydra, designed by Nic de Waal of Teknicraft Design in Auckland, New Zealand, is the largest member of the Red and White Fleet. The monohull vessel is also the first lithium-ion battery electric hybrid-powered passenger vessel in North America built under USCG Subchapter K. Built at All American Marine in Bellingham, WA, the 600-passenger Enhydra features a BAE Systems HybriGen propulsion system that includes large lithium ion battery packs (160 kWh total), generator, control system and AC electric traction motors. The generator is mounted to a variable speed Cummins QSL9 410 hp diesel engine. The system offers parallel hybrid powering of the AC traction motor from the generator, the batteries or both. The motor is coupled to the propulsion shaft via a reduction gear for thrust and increased propeller efficiency. The hybrid system also uses battery power from two 80 kWh lithium-ion battery packs from Corvus Energy’s next generation Orca Energy line. Beyond Enhydra’s sustainable and greener advantages for the environment, the vessel will be friendlier to marine life below the water line, too. The Enhydra’s electric motors are noticeably quieter—producing less noise and vibration helping to reduce its overall environmental footprint.
Top: Hyundai Heavy Industries Group / Bottom Left: AIDA Cruises/ Bottom Right: Red and White Fleet
Representing its commitment to sus-
Best Ships Of 2018 Clean Jacksonville
North America’s First LNG Bunker Barge This past August, Morgan City, LA-
Top Left: Nauticor / Top Right: Conrad Industries / Bottom Right: American Cruise Lines
LNG Bunker Supply Vessel In order for LNG as a fuel to be a success, ships need to have access to LNG bunkering facilities. That’s where the Kairos comes in. Built by South Korea’s Hyundai Mipo Dockyard (HMD), the Kairos has a capacity of 7,500 m3 of LNG, making it the largest LNG bunker vessel built to date, and is the first LNGBR built by HMD. The vessel will be an integral part of creating an LNG bunker infrastructure in the Baltic Sea. The Cypriot-flag ship is classed by Lloyd’s Register, owned by Babcock Schulte Energy and managed by Bernhard Schulte Management (BSM). Nauticor, which holds 90 percent of the joint venture that charters the vessel, will charter the vessel as part of its agreement with Schulte. Fitted with a pair of IMO Type C cargo tanks, Kairos can function as both an LNGBV and a coastal distribution tanker. The ability to carry out ship-to-ship transhipment operations is central to the vessel’s bunkering role. Another notable feature of the Kairos design is the freedom from both the need to ballast with seawater and fit a ballast water treatment system. Only a limited volume of permanent fresh water ballast is used for trim purposes. A combination of the special hull form with dead-rise, the forward positioning of the engine room and deckhouse and the twin propulsion system with two azimuth thrusters means Kairos can retain its damage stability and easily control the trim and heel without seawater ballasting. Kairos’s fuel system is integrated with the cargo systems, allowing BOG and flash gas, which would otherwise be lost during operations, to be collected as compressed natural gas (CNG), and used as fuel. However, when CNG is not available, LNG can be vaporized and provided as fuel to its Wartsila dual fuel engines. Norway’s Høglund, meanwhile, provided the vessel’s automation systems.
based Conrad Industries, Inc. delivered the Clean Jacksonville, the first LNG bunker barge built in North America. Designed and engineered by Bristol Harbor Group (BHGI), the barge has a single GTT membrane tank with capacity of 2,200m 3 . BHGI’s sister company, The Shearer Group, Inc. provided both technical and shipyard support during the construction. The LNG bunker barge is not only a first for North America, noted Johnny Conrad, President and CEO of Conrad Industries, Inc., but it also is the first time the GTT membrane system had been installed in a non-self-propelled barge in the U.S. and the first time an LNG bunker mast of this type has been built. Before entering into service for TOTE Maritime Puerto Rico in the Port of Jacksonville in Florida, the ABS-classed Clean Jacksonville conducted a safe and successful gas trial execution at Harvey Gulf International Marine’s LNG bunkering facility in Port Fourchon in Louisiana. The 232 ft x 49 ft vessel will be used to
bunker two Marlin Class containerships, the Isla Bella and Perla Del Caribe, operating on LNG Fuel between Jacksonville, FL, and San Juan, Puerto Rico. “The successful completion and delivery of the Clean Jacksonville is both a proud and humbling moment for Conrad,” said Brett Wolbrink, VP of Conrad LNG, LLC. “I am proud of our team’s tenacious dedication to the completion of this project and unwavering adherence to our commitments. At the same time, we are humbled and grateful to be a part of an unparalleled international partnership comprised of the owner, our engineering groups, vendors and manufacturers who made this vessel a reality.”
New Tune for Modern Riverboats Designed and built by Chesapeake
Shipbuilding, the American Song is the first boat in American Cruise Lines’ new modern riverboat series. The ship, says ACL, represents a new modern approach to a riverboat’s design: “the historic evolution of American riverboats, showcasing interior design elements that include a five-story glass atrium and offering the largest staterooms in the industry, floor-to-ceiling glass doors, and private furnished balconies.” The 184- passenger American Song features a distinctive bow ramp that extends and retracts from the bow of the ship, allowing for bow landings whenever needed. The feature also gives American Song a unique advantage when compared to its peers, in that its ablility to make bow landings will expand itinerary options for the ship. American Song is powered by twin ultralow sulfur diesel engines from Caterpillar and by two Veth Propulsion Z-drives. The 360-degree azimuthing forward and aft propellers give the ship complete flexibility for docking and maneuvering.
The ship, measuring 335 ft x 60 ft, will cruise a full schedule of 8–day Lower Mississippi River cruises throughout the remainder of 2018—and will then be repositioned to the (north) West Coast in 2019 where it will operate on the Columbia and Snake Rivers beginning in March. “American Cruise Lines is proud of its commitment to building only new advanced ships,” says the operator. “Every new ship in the Line’s expanding fleet is built by Chesapeake Shipbuilding and showcases the finest American design and craftsmanship.”
December 2018 // Marine Log 19
Best Ships Of 2018 COSCO Shipping Aries
China’s First ULCS
Cyber-Enabled Ship On January 16 , the COSCO Shipping
Aries joined the COSCO Shipping fleet to become China’s first 20,000 TEU containership and also the first ever containership to receive Lloyd’s Register’s (LR) Cyberenabled ship (CES) descriptive note “Cyber AL3 SECURE PLATFORM” for its energy management system. Built by Nantong COSCO KHI Ship Engineering Co., Ltd. (NACKS), an affiliate of COSCO Shipping, COSCO Shipping Aries is among the longest ship in the world— measuring 400m x 58.6m x 30.7m with a maximum deadweight of 197,000 tons and a deck area larger than four standard soccer fields. Based on a next-generation ULCS design, the ship was built with the environment in mind. It’s fitted with an intelligent ship energy efficiency system and offers advantages in low fuel consumption, large capacity, high intelligence and strong port worthiness. Its energy consumption is less than its comparable counterparts and its energy efficiency index is about 50% lower than the industry benchmark.
Shi Yongxin, General Manager of COSCO Shipping Container Line Co., Ltd., Safety & Technology Department, said the COSCO Shipping Aries “is not only one of the largest container ships in the world, but also a ship with high cyber functions. We have always attached great importance to cyber enabled fleet in order to enhance fleet management, reduce energy consumption and control emission. In the field of cyber-enabled ship, LR has great research findings and well established requirement. During the construction of the MV COSCO Shipping Aries, we are very fortunate to have the great support from LR and finally, successfully obtain the first AL3 level descriptive note for ultra large container ship in the world, this ensure our goal is successfully achieved.” The ship’s AL3 (Accessibility Level 3) is defined by Lloyd’s Reigster as: “Cyber access for autonomous/remote monitoring and control.” Lloyd’s Register also notes that the functionality provided by cyber-enabled systems can range from simple remote monitoring with a crew onboard through to a fully autonomous vessel without a crew onboard.
The l argest U.S. Coast Guard Sub-
chapter K high-speed ferry operating in the U.S., the 600-passenger Seastreak Commodore is the centerpiece of Seastreak, LLC’s investment in its New Jersey to New York commuter service. Built at Gulf Craft, Franklin, LA, the Seastreak Commodore cruises at 30 knots, whisking up to 600 commuters from Monmouth County, NJ, to Wall Street in about 40 minutes. The 150 ft, Incat Crowther-designed Seastreak Commodore is powered by four MTU 12V4000 M64, Tier 3 diesel engines, that drive four Rolls-Royce KaMeWa 63S4 waterjets via four Reintjes WVS 730 reverse reduction gearboxes. Thanks to interceptors and Active Ride Control supplied by Humphree USA, the Seastreak Commodore offers commuters a smooth and comfortable ride. The stabilization system consists of eight HA750 interceptors, each with retractable vertical blades that deploy to instantly create lift that counteracts roll and pitch motions. The Active Ride Control automatically optimizes the ferry’s trim, list and heel angles, using inputs from GPS, gyro and accelerometers to measure 3D rates of turn and acceleration.
Daniel K. Inouye
Largest Containership Built in U.S.
Named in honor of the late Hawaiian senior U.S. Senator, a longstanding supporter of the maritime industry and champion of the U.S. merchant marine, the Daniel K. Inouye made its debut as the largest containership built in the U.S. earlier this year. 20 Marine Log // December 2018
The ship, the first in Matson’s Aloha class, was built by Philly Shipyard and christened earlier this summer. The Daniel K. Inouye is the first of four new vessels Matson is planning to put in its Hawaii service over the next two years. “Over our first 136 years, Matson’s fleet evolved from sailing ships to larger steamer to diesel power, consistent with changes in technology and always evolving in step with the needs of a growing Hawaii economy,” said Matson Chariman and CEO Matt Cox, at the ship’s christening ceremony. “This ship, designed specifically to serve Hawaii and built with LNG-compatible engines, is the next generation of vessel and
sets a new standard for cargo transportation in Hawaii. It also symbolizes Matson’s continuing commitment to serving our island home in the most efficient, effective and environmentally sound way into the future,” Cox added. Beyond being the largest containership built in the U.S., the 850 ft, 3,600 TEU Daniel K. Inouye is also the fastest in Matson’s fleet with a top speed of nearly 24 knots. The ship is fitted with the latest environmentally friendly technology including dual fuel engines that can be adapted to burn liquefied natural gas (LNG), fresh water ballast systems and a more efficient hull design.
Top Left: COSCO Shipping Lines / Top Right: Seastreak / Bottom: Philly Shipyard
Serving the route between the Far East to Northwest Europe, the COSCO Shipping Aries is powered by an MAN B&W 11S90ME-C10.5 Tier II main engine with and MCR of 67,100 at 84 rev/min. The ship is also fitted with an LNG system in anticipation for conversion in the future.
VOICES December 2018
OF THE INDUSTRY
Steering Towards Opportunities
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Voices of the Industry
Blount: 70 Years of Shipbuilding Excellence
We have positioned ourselves as the go-to yard. — Marcia Blount (left) President, Blount Boats
22 Marine Log // December 2018
hode Island shipyard Blount Boats has a remarkable heritage and holds an important place in American shipbuilding history, with a number of iconic and groundbreaking vessels to its credit. Just as remarkable and groundbreaking is that the shipyard is lead by an all-female executive team. Marcia Blount, President, and Julie Blount, Executive Vice President, spoke with Marine Log about growing up in a shipyard, some of the more than 300 vessels that have been launched in the company’s 70-year history, their experiences as female executives, and their late legendary father, Luther H. Blount, who founded the shipyard in 1949 and designed and built many iconic vessels for the passenger, offshore, fishing, and cruise markets. Luther H. Blount, who passed away in 2006 at the age of 92, was “a combination engineer, fisherman, machinist, inventor, businessman, hunter and sometimes artist,” as described by R.S. Bosworth, Jr., Editor of the Barrington Times, in the foreword of the book Taskmasters of the Sea. The book, published in 1961 by Blount, is an early history of the shipyard’s accomplishments. The privately held and managed shipyard’s history is linked with the oystering business, explains Julie Blount, because the first boat built by Blount was to haul oyster shells offshore because they were “creating a real stink.” The 77-foot-long hopper-barge type vessel was based on Blount’s Twin Tube design—a catamaran. Later, he
used the Twin Tube design to successfully win a bid to construct a fuel service vessel. In 1952, the shipyard delivered the 130 ft, 600-passenger Miss Liberty, which still carries tourists for Circle Line from Lower Manhattan to the Statue of Liberty. Over the 60-plus years of operation, the Miss Liberty has carried more than 60 million passengers. In the mid-fifties, Blount had a real breakthrough with the Botruc, one of the first purpose-built classes of offshore support vessels specifically designed for operation in the Gulf of Mexico. The design and construction of the series would solidify Blount’s reputation as an innovator and practical solutions provider with a real can-do attitude. As the story goes Luther Blount was approached by Minor Cheramie to build such a vessel in 1956. “Despite being located in New England, a world away from the oilfield, the thirtynine-year-old Rhode Islander had already adapted his ferry design into an offshore supply boat. He called it a ‘Botruc,’ the pickup truck of the oilfield. Like a truck, the Botruc had a cab located at her front followed by an open back deck,” writes Woody Falgoux in his definitive early history of the GOM oil patch, Rise of the Cajun Mariners: The Race for Big Oil. “He built several for the Cheramie Brothers,” says Marcia. “My father is the only Yankee mentioned in the book.” Blount had already assessed the needs of the nascent offshore oil
industry back in 1954 when he had been hired by Parker Conrad, another iconic figure and founder of Conrad Industries, Morgan City, LA, to build an oilfield seismographic vessel. As described in Taskmasters of the Sea, the Botruc, Hull #40, was the first of seven similarly designed vessels specifically built to support offshore drilling in the GOM. The Botruc design vessels were owned by Cheramie Bros., Golden Meadow, LA, and leased to offshore oil drillers. Among the other prominent shipyard designs was the Blount 65, which made its debut in 1955 and became a popular choice for ferries, commuter and tour boats. In 1972, Blount was instrumental in establishing the dinner boat business in the U.S., with the delivery of the Le Bateau. “If you look over my father’s career,” says Marcia, “he could understand the need [in the market] and design the vessel to fit the need. He almost created markets.” Growing Up Blount Julie and Marcia literally grew up in the shipyard — two of the five Blount siblings that included four sisters and one brother. “I grew up around heavy machinery and I had an ease about working with tools,” says Julie. Marcia remembers as a child “literally seeing the boats developed, built and launched” outside the family home. “That was the coolest part,” she says. The side launches were dramatic and open to the public, attracting local dignitaries, politicians, and “even Miss Rhode Island,” recalls Julie. When Luther Blount passed away in 2006, he didn’t leave any clear path
to succession. “This was his shipyard,” says Marcia. “He created. He literally died with his boots on. He didn’t really plan for the future.” Growing up Blount meant that “we had all worked for him for 15 or 20 years, so it was just a logical step to fill his shoes.” Needless to say, the shipyard has continued to thrive under the leadership team of Marcia and Julie Blount. The philosophy has been to keep a close connection with long time customers, such as the Nolans of Boston Harbor Cruises, Mooneys of Fire Island Ferry, and Clarks of South Ferry, as well as stay out in front of developing opportunities such as offshore wind. Back in 2011, Blount was able to secure an exclusive license agreement for North America with one of the premier crew transfer vessel designers in Europe, South Boats IOW (Isle of Wight).
“They recognized that we were a small company and they were a small company. They liked what we do and we were positioned in the right place,” says Julie. As a result of securing the rights to build South Boats IOW designs, Blount Boats was the first shipyard in the United States to build a vessel for the U.S. offshore wind market. The Atlantic Pioneer, the U.S.-flag Crew Transfer Vessel (CTV), was built back in 2016. The 21m catamaran vessel serves the Deepwater Wind Block Island Wind Farm off the waters of Rhode Island. With the U.S. offshore wind market poised for growth, Marcia notes, “We have positioned ourselves as the go-to yard. We know we’re not going to get them all. There’s going to be competition, but we have an excellent product.”
The Atlantic Pioneer, the first CTV built for offshore wind operations in the U.S.
December 2018 // Marine Log 23
Voices of the Industry
Fuel Monitoring & Management
FUELTRAX Leads EFMS Advancement Through Collaboration
Listening to our customers and working to address their market concerns is what puts us ahead of the competition. — Anthony George CEO & Founder
24 Marine Log // December 2018
ore than 15 years since we invented and launched FUELTRAX, the first electronic fuel management system (EFMS), it remains the vanguard of remote fuel accountability, and has been installed on 500+ vessels worldwide. Listening to our customers and working to address their market concerns is what puts us ahead of the competition. We recently announced the installation of our 100th system in Nigeria, where energy clients have seen a 30–50% reduction in fuel spend on vessels using FUELTRAX. User benefits include more transparent consumption accounting, recommended throttle settings, and the hyper-precise reporting of every marine fuel transfer event in real time and with +/- 0.15% accuracy. Our reputation as provider of the most accurate EFMS is enhanced by our commitment to delivering the most thorough aftersales service and support. The only EFMS provider with independent and bi-directional satellite communications capability, we conduct daily diagnostics and calibration-verification of our equipment remotely from Houston, Texas. This significantly reduces the need for service calls and off-hire vessel risk. Recently, we launched a new version of our web portal, FUELNET GEN-5, which builds on improved capabilities for advanced analy tics and data reporting. GEN-5 delivers collection, storage, tracking and advanced processing of crucial
weather data metrics, which are activity time-stamped and linked to vessel geolocation. It has a new customizable alert-builder, based on any combination of fuel KPIs, enhancing the real-time monitoring of your fuel, vessel and fleet activities. The FUELNET GEN-5 server has capacity to handle an influx of 1,440 individual records per day, per meter, on over 1,000 meters monitored daily. The post-analysis of this raw data – conducted by FUELTRAX engineers working with ExxonMobil, BP, and others – continues to deliver significant savings and makes FUELTRAX the preferred choice EFMS provider. One example is a 7.2% reduction in annual fuel spend due to changes in dynamic positioning (DP) operations by studying and modifying specific employ ment techniques between captains. Modes are automatically captured and recorded during live vessel operations; automated Modes can be adjusted to fit any operational need. In addition to efficiency and accur acy, industr y leading companies choose FUELTRAX rather than any other EFMS because of the FUELTRAX 100% Data Deliver y Guarantee. Data flow is constantly available to teams, maintaining analysis and controls that reduce costs and deter theft. This effort, combined with our openness to collaborate, is what has kept us on the forefront of innovation for over 15 years.
Ron Huibers, President & CEO, Waterjets Volvo Penta of the Americas
Our movement into marine electric and hybrid technology is very much underpinned by extensive engineering and R&D resources — Ron Huibers President & CEO, Volvo Penta of the Americas
arine engine manufacturer Volvo Penta announced an electrification strategy this summer. To learn more about the company’s plans for electric mobility, we talked w ith Ron Huibers, President and CEO, Volvo Penta of the Americas. Marine Log: Tell us more about Volvo Penta’s big push into electric mobility. RON HUIBERS: In June, Volvo Penta issued a statement of intent to go “full charge” into hybrid and allelectric propulsion by 2021. This is part of a strategic commitment to sustainability throughout the Volvo Group and a ref lection of one of our company’s core values of protecting the environment. O u r ele c t r i f ic at ion jou r ne y i s well underway. Over the last several years we have been quietly building competencies and experience and establishing the technologies required to deliver a sustainable power solutions road map. The advanced engineering projects we are currently running and the performance data received give us conf idence t hat we are on t he right technology path to offer customers a compelling business case for electrification. ML: Several other Volvo Group companies are showing electric and hybrid engines. Does that help your marine electrification goals? RH: It’s critical. Our movement i nto ma r i ne elec t r ic a nd hy br id
technology is very much underpinned by the extensive engineering and R&D resources of our sister companies. Volvo Buses, for instance, is already a global leader in electric mobility with more than 6,000 hybrid and electric buses on the road worldwide. Volvo Construction Equipment is testing a variety of autonomous machines at an all-electric quarry in Sweden, and Volvo Trucks just debuted Vera —an all-electric autonomous truck that could be used in a variety of applications. ML: How do you propose to meet the 2021 deadline? RH: First, we will continue to leverage t he considerable tech nolog y expertise and experience within the Volvo Group. Second, we have made changes in our organization to accelerate the switch toward electric power and investing in R&D. We have established a dedicated electric mobility development and test laboratory and leveraging our global teams. Let me just observe that marine electric/hybrid propulsion is nothing new to us at Volvo Penta. Last year, for instance, we provided the IPS drives and Electronic Vessel Control systems for a prototype fully electric air-supported ferry for Green City Ferries. This innovative boat was named the “Electric & Hybrid Propulsion System of the Year” Award for 2017. www.volvopenta.com December 2018 // Marine Log 25
Voices of the Industry
Interlake Steamship Company’s Ongoing Effort to Reduce its Environmental Footprint
We prepare for the future by looking at trends that indicate both where our customers are heading as well as regulatory bodies — Mark Barker President, The Interlake Steamship Company
26 Marine Log // December 2018
amily-owned and operated, The Interlake Steamship Company, is on a mission to modernize its fleet. The Middleburg Heights, Ohiobased company’s sustainability goals include reducing its air emissions, protecting the waterways and minimizing its environmental footprint. Marine Log had a chance to interview Mark W. Barker, President of The Interlake Steamship Company, to learn about the company, its plan to improve its environmental profile and the state of the Great Lakes market. Marine Log: Can you tell our readers a bit about the Interlake Steamship Company? MarK BARKER: As the largest privately held U.S. flag-fleet on the Lakes, Interlake Steamship Company has invested more than $125 million in recent years to modernize its ships through successful emission-reduction initiatives. With a total carrying capacity of 390,300 tons, ranging from 24,800 tons to 68,000 tons on the 1,013.5-foot M/V Paul R. Tregurtha – the longest freighter on the Great Lakes, our diverse fleet provides customers with comprehensive logistic solutions while safely and efficiently navigating all harbors and docks on the Lakes. ML: What threatens the Great LakesSt. Lawrence Seaway’s sustainability? M B : T h e t h re a t s to t h e Gre a t Lakes-St. Lawrence Seaway’s sustainability revolve around the infrastructure
supporting the system, namely the Soo Locks and dredging of the waterways. We need a second Poe-size lock to provide redundancy at this critical artery in the navigation system that connects Lake Superior to the Lower Lakes and where 100 percent of the iron ore travels through to feed steel mills in Michigan, Ohio and Indiana. At the end of the day, our customers and those who want to invest in the Great Lakes and St. Lawrence Seaway need to understand that the system will be here and be able to be utilized. Just like a highway, the system needs to be maintained. ML: Can you tell us about In ter l a ke S te a m s h i p Com p a ny ’s emission-reduction program? What prompted the company to begin the program? What’s the end goal? MB: Our emission reduction efforts span two phases and began in 2006 when we launched our repowering program. Fueled by maintenance burdens and new emission requirements, we had completed five major engine overhauls, including four steam-todiesel conversions by 2016. We choose to repower our steamers instead of converting them to tug/ barges as we wanted to have the lowest installed horsepower necessary to achieve our design speeds of the vessels. This would allow us to meet our performance criteria and ensure the lowest amount of emissions. The second phase was outfitting five
of our nine vessels with exhaust gas scrubbers. We believe in heavy fuel as a high-energy, high-density fuel that is of lower cost to our customers. But we also need to ensure that we comply with and even exceed regulations. Instead of buying lower sulfur fuel at the refinery level, we decided to clean our stack emissions with exhaust gas scrubbers, which not only reduces our sulfur emissions but also reduces particulate matter and other greenhouse gases. With that goal in mind, our 806foot M/V Hon. James L. Oberstar was the first U.S. -flag ship to sail with exhaust gas scrubbers in 2015. Our M/V Paul R. Tregurtha sailed from Fincantieri Bay Shipbuilding in May 2018 completing the five retrofits. The Sturgeon Bay shipyard handled the successful installation on all five Interlake vessels. As far as an end goal, we don’t have one. Our philosophy is that we need to continually evolve and reduce our footprint. That means looking at technology, understanding technology, and implementing technology where it makes sense in an ongoing effort to make our environmental footprint as small as possible. ML: Can you tell us a bit about the exhaust gas scrubbers chosen for members of the fleet? And will the entire fleet be fitted with the scrubbers? MB: All five of our EGS vessels are equipped with the same single-inlet, closed-loop DuPont Marine Scrubbers from Belco Technologies Corp. (BELCO), a DuPont company. The scrubber units, which are attached to the exhaust system of each of
the ship’s two engines, effectively strip the majority of sulfur from its stack emissions. Exhaust gas from the engine is sent throug h a ser ies of absor ption sprays that “wash” and remove impurities, specifically sulfur and particulate matter. That washed exhaust gas then travels through a droplet separator before a signature clean plume of white steam is discharged into the atmosphere. As for future installations, two of our ships — our M/V Stewart J. Cort and our ATB Dorothy Ann-Pathfinder — burn compliant fuel. Our two remaining Lakers – the M/V Kaye E. Barker and M/V Herbert C. Jackson – currently have EPA exceptions. Our
intent, at this point, is that we will have those vessels scrubbing by 2025. ML: Any other programs – whether green or modernization – in place or in the works? MB: We’re continually looking at all methods to improve efficiencies and reduce our energy consumption within our fleet in everything from propellers to hull coatings to LED lights. ML: What kind of investments is the Interlake Steamship Company making to ensure its fleet maintains optimal performance now and in the future? MB: We prepare for the future by looking at trends that indicate both where our customers are heading as well as regulatory bodies.
December 2018 // Marine Log 27
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ALSO INSIDE The Evolution of Tugs: Interview with Capt. Jim Demske
Table of Contents
The Vane Legacy: Historical Times & Perspective A proud history of growth, diversity, innovation, and parternship
In It for the Long Haul Letter from The Vane Brothers Company President, C. Duff Hughes
A Legacy Defined by Excellence Letter from Marine Log Editor in Chief, John R. Snyder
The Vane Legacy: Historical Perspective
The Evolution of Vane Brothers Tugboats A Marine Log Q&A with Vane Brothers Senior Port Captain Jim Demske
18 Ahead of the Game
120 years strong, The Vane Brothers Company continues to expand its offerings and invest in its tug and barge fleet
A closer look at the Vane Brothers Companyâ&#x20AC;&#x2122;s 120-year proud history of growth, diversity, innovation, and partnership Plus: A Vane in Pirate Lore
V2 2018 // Vane Legacy
COPYRIGHT ÂŠ Simmons-Boardman Publishing Corporation 2018
Letter from the President
IN IT FOR THE LONG HAUL
C. Duff Hughes
President, The Vane Brothers Company
Back in 1998, surrounded by the excitement that was Vane Brothers’ centennial celebration, I thought a lot about the importance of commitment and doing what was needed to keep a business always moving forward. I believed then, as I do now, that you have to put your heart and soul into any undertaking if you want it to be successful. That goes double for a family-owned business like Vane Brothers, working in the ever-changing maritime industry. Brothers Burke and Allen Vane certainly put their hearts and souls (and everything else they had!) into their company when they launched it in 1898. At the time, Vane Brothers was one of more than two dozen ship chandlers operating in Baltimore amid the great schooners of the Chesapeake Bay. My grandfather and great-uncle, who were cousins of the Vanes, were brought into the business in the 1920s, and they were later joined by my father, former President and Chairman of the Board Charles Hughes Jr. From him especially, I learned the value of kindness, fairness, responsibility, and integrity. These are the qualities that form the foundation of what we have long called “the Vane Way” of doing business. I also learned a lot from him about hard work, going back to when, in 1971 at the age of 13, I shipped out as a galley boy on the maiden voyage of the motor tanker Duff. Lastly, I was taught by my father, who passed away in 2016, to honor the past, but keep one eye fixed on the horizon. As a result, I’m proud to say that Vane has maintained a reputation as a forward-thinking industry leader in many regards, particularly where the safety of our crews and protection of the environment are concerned. That’s why we moved from singlehulled to double-hulled barges well before the OPA ’90 deadline; why we continue to introduce some of the safest, most crew-friendly, and most efficient vessels in the industry into
our fleet as part of an aggressive new vessel construction program; why we have been among the first companies to get on board with Subchapter M compliance; and why we place a high premium on communication and training throughout Fleet Operations. While reflecting on 120 years of Vane Brothers’ history, I not only marvel at how far the company has come since 1898, but also how much it has diversified and grown just in the last two decades. Our new facilities offer everexpanding services, and we continue to look for fresh business opportunities at every turn. Since celebrating our centennial, the Vane Brothers employee roster has quadrupled in size, from 175 mariners and shore-side staffers in 1998 to more than 700 today. Back then, we operated 10 tugboats and two dozen barges. Today, the modernized Vane fleet that moves petroleum products all along the Eastern Seaboard consists of 50 tugs and 75 barges. We at Vane Brothers remain committed to building on our past successes, always delivering maritime excellence “the Vane Way.” One hundred and twenty years is an impressive legacy, and it does my heart proud to think about where we have been. Yet our eyes are also focused on what lies ahead. Something I remember telling guests during the company’s centennial celebration back in 1998 was that we’ve been around for a hundred years and we’ll be around for another hundred more. I meant it then, and I remain confident now in Vane Brothers’ future. Twenty incredible years are already on the books!
WE AT VANE BROTHERS REMAIN COMMITTED TO BUILDING ON OUR PAST SUCCESSES, always delivering maritime ExcEllence
2018 // Vane Legacy V3
Letter from the Editor
A Legacy DEFINED BY Excellence
John R. Snyder
Publisher & Editor in Chief, Marine Log
V4 2018 // Vane Legacy
The United States has one of the world’s most expansive coastal and inland waterway transportation systems, serving as one of the critical components of the nation’s economy. More than 5,000 tugs, towboats, pushboats, workboats, and 31,000 barges are operated on the nation’s harbors, rivers, and waterways to help safely and efficiently move over 760 million tons of domestic cargo each year, according to the American Waterways Operators (AWO). Whether it is heating oil for our homes, food for our tables, or asphalt for our roads, it is moved by tugs and barges. While the industry does feature some prominent publicly traded companies, the lion’s share of vessel owners and operators are privately held and family owned tug and barge companies that have passed their traditions and legacies of excellence down through the generations. One of those companies is The Vane Brothers Company. Founded in 1898 in the Fell’s Point section of Baltimore by brothers Allen and Burke Vane, The Vane Brothers Company has grown dramatically from its roots as a ship chandlery those many years ago. The Hughes family has been part of The Vane Brothers Company for almost 100 years — since a young Claude V. Hughes joined
the company at the request of Captain Burke Vane, a distant cousin. In 1941, a few days after the death of his brother Allen, Captain Burke Vane sold his remaining shares to the Hughes brothers. Since 1991, The Vane Brothers Company has undergone a dramatic transformation under the leadership of current President C. Duff Hughes, expanding its bunkering, transportation, launch, and safety services on the U.S. East Coast. It now operates one of the most advanced tug fleets in North America, with over 50 tugs (including the 4,200 hp Elizabeth Anne built in 2016 and featured on the cover), as well as Articulated Tug Barge units, and freight vessels as well. The company looks poised for more growth with three new ATB units and the formation of a launch division. Marine Log is proud to partner with them to celebrate The Vane Brothers Company’s 120th Anniversary and their commitment to the Vane Legacy of excellence in operations, customer service, and safety. But the company never forgets its roots or how it got where it is today. As C. Duff Hughes so ably puts it, “The company’s staying power is a great tribute to the entire family of Vane employees over the years.”
The company’s staying power is a great tribute to the entire family of vane employees over the years
In Appreciation of Your Support Our 120 years of success in the industry is a credit to the long-lasting relationships we have developed with loyal customers, exceptional maritime partners, and top-notch suppliers. We look forward to another 120 years of making connections and delivering excellence.
The Vane Brothers Company Bunkering , Lightering & Marine Transportation
Offering Intermediate Fuel Oil, Marine Lubricants, Marine Diesel Oil, Bunker C, Gas Oil and Water
Customs, Inspectors, Crews, Agents, Ships Stores
Marine Safety and Services
Sales, Supplies and Inspections, USCG Approved Sale
new york charleston
norfolk tampa bay
The Vane Legacy
MARITIME 120 years of
In the year 1898, milk sold for about 14 cents per half-gallon, letters required a 2-cent postage stamp, and machinists might earn $3 a day working in the shipbuilding industry. Lt. Col. Teddy Roosevelt, still three years shy of becoming U.S. President, was making a name for himself while fighting in the Spanish-American War. And in the Fell’s Point neighborhood of Baltimore, brothers Allen and Burke Vane toiled away inside a newly established ship chandlery that catered to vessel operators and their crews. Today, Vane Brothers celebrates 120 years in business by looking back at a proud history of growth, diversity, innovation, and partnership. “Along with perseverance and plenty of elbow grease, we never would have gotten where we are today without fostering important business relationships, anticipating industry changes, and consistently delivering a quality product,” says Vane President C. Duff Hughes, who is distantly related to those original Vane brothers. “The company’s staying power is a great tribute to the entire family of Vane employees over the years.” Here’s a quick look at key moments on the Vane Brothers timeline:
Captain Burke Vane V6 2018 // Vane Legacy
Vane Brothers moves from Fell’s Point to a larger, more up-to-date location on East Pratt Street, which is at the center of the Baltimore shipping trade.
Vane Brothers branches out with the purchase of a shipyard at the foot of Baltimore’s Federal Hill. The new Redman-Vane Shipbuilding Company specializes in sailing vessels but also services steamers.
Courtesy of Virginia Lee Becker
Captains Burke and Allen Vane, two brothers from Maryland’s Eastern Shore, come ashore to establish a Baltimore-based ship chandlery as a one-stop shop for everything from dried beans and freshly butchered meats to anchors, fog horns, bilge pumps, and kerosene lanterns.
The Vane Legacy
A young Claude V. Hughes
Bottom right photo: Courtesy of Virginia Lee Becker
A woman’s affection changes the life of a thirty-something mariner named Claude V. Hughes. As the story goes, Claude is courting a young lady who tells him, “What’s the use in getting married, you’re never home.” At the advice of Captain Burke Vane, who is a distant cousin of the Hughes family, Claude sells his boat, gets hitched, and officially joins Vane Brothers. One year later, he persuades his younger brother, Charles Fletcher Hughes Sr., to also join.
Charles Hughes Sr. is approached by a friend from the Eastern Shore with an opportunity to purchase a share of the two-masted schooner John R. P. Moore. With Captain William Burke Vane’s endorsement, Charles secures a bank loan to finance the investment.
One of several s c h o o n er s ow n ed by the company between 1923 and World War II, the four-masted Doris H a m l i n i s p u rc h a s e d and sails on behalf of Vane Brothers for much of the decade. Sold to the Penn-Lehigh Coal Company in September 1939, Hamlin and her crew are lost at sea f o u r m o n t h s l a t e r, presumably sunk by a German submarine.
Having persevered through the decade-long Great Depression despite losing ninety percent of its bank-held money, the Vane chandlery gets very busy during World War II. While the Baltimore-built motor tanker Hughes Bros. supplies galley oil to Liberty ships, the company goes through a major ownership change: A few days after the death of his brother Allen, Burke Vane sells his remaining shares to the Hughes brothers. Captain Vane, however, continues to visit the chandlery and denies that he has retired!
The Redman-Vane shipyard, which performed wooden ship repairs for nearly a quarter-century, becomes a casualty of the war when the U.S. Navy condemns the area to allow for expansion of the Bethlehem Shipbuilding repair plant. As the decade unfolds, the shipping world changes rapidly. Diesel fuel reigns supreme, making commercial sailing vessels obsolete. The chandlery no longer supplies schooners; customers instead become tugboats, barges, tankers, and big bulk freighters.
Charles Hughes Sr.’s son, Charles Jr., joins Vane Brothers after graduating from Johns Hopkins University with a degree in Philosophy. Claude Hughes retires at the age of sixty-four.
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The Vane Legacy
1971 Va n e B ro t h e r s c o m m i s s i o n s a 42,000-gallon motor tanker to work in the expanding gas oil business. Built at a cost of $80,000, the new vessel is christened Duff (below) for Charles Duff Hughes, who is the son of Charles Jr. and Elizabeth Anne “Betsy” Hughes. Aged 13 at the time, Duff ships out as a galley boy on his namesake’s maiden voyage.
Charles Hughes Jr. convinces his father to move the newly incorporated company and its five employees from Baltimore’s increasingly congested Inner Harbor area back to Fell’s Point. The new location (next door to the building where Burke and Allen Vane established their first shop) offers more space, and for the first time the company has its own dock from which vessels can be directly serviced.
1980 C . D u f f H u g h e s j o i n s Va n e Brothers as a junior partner and sees an opportunity for diversification in a maturing bunkering market: Though Vane motor tankers pump marine gas into vessels, they do not transport or supply marine lubricants, launch service, black oil, or potable water. It is Duff ’s goal to consolidate all of these services. V8 2018 // Vane Legacy
Vane Brothers acquires the Marine Launch Company, which controls local delivery service for marine lubricants. Around that same time, Thomas G. Gaither, a Tankerman on the motor tanker Duff, comes ashore to help manage the operation. Today, Duff and Tom are Vane Brothers’ President and Senior Vice President, respectively.
The Vane Legacy
1987 Vane Brothers’ headquarters moves from Fell’s Point to lower Canton, giving the company’s fourteen employees 3,600 feet of deep-water berthing and 160,000 square feet of warehouse space on thirteen acres. The move commences a period of unprecedented growth, which includes the purchase of the company’s first double-hulled, black oil bunker barge. A second double-hulled barge is purchased in 1988. Shortly thereafter, the Exxon Valdez runs aground and spills oil in Alaska, precipitating the enactment of the Oil Pollution Act of 1990, which requires that all barges under 5,000 gross tons be double-hulled by the year 2015. Having already added two double-hulled barges to its fleet, Vane Brothers seizes an opportunity to increase its oil-barging services.
1990 To complement its growth in barging, the company christens its first tugboat, the Elizabeth Anne, named f o r Va n e B r o t h e r s V i c e President Elizabeth Anne “Betsy” Hughes. Piloted by Captain Jim Demske, the tug reduces the need for outside tug charters to move Vane barges. Through the early 1990s, additional tugs and barges join the fleet, and the company develops a bunkering business in Philadelphia.
One year after becoming the company’s President, C. Duff Hughes takes the same basic business model that contributed to Vane Brothers’ success establishing a foothold in Philadelphia and exports it to Norfolk, Virginia, where he purchases the bunkering division of Allied Towing and, five years later, Piney Point Transportation.
1993 Vane Brothers Marine Safety and Services comes into existence as a direct descendant of the Vane ship chandlery. It starts out as a U.S. Coast Guardapproved life raft service and inspection station in Baltimore, and then expands two years later into Norfolk. Marine Safety offers sales and maintenance of marine gear for ships and pleasure craft all along the East Coast. 2018 // Vane Legacy V9
The Vane Legacy
N e a r l y 2 0 0 Va n e B r o t h e r s employees celebrate the company’s centennial with a huge party while two new 30,000-barrel barges are in the process of being added to the fleet.
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Work on Vane Brothers’ current Baltimore headquarters is completed on the site of the former American Dredging facility in Fairfield. This allows for consolidation of all of Vane’s far-flung operations, including bunkering, launch services, and Marine Safety.
2007 The christening of the 4,200-horsepower tugboat Patapsco and 50,000-barrel barge Double Skin 55 are viewed as a timely symbol of the modern, technologically advanced fleet Vane Brothers is building.
Vane Brothers’ first articulated tug and barge (ATB) unit is welcomed during a “Grande Celebration” attended by more than 400 employees. The tug Brandywine and barge Double Skin 141 lead the way in the company’s sustained fleet construction project. One year later, the 3,000-horsepower tug Sassafras is delivered to Vane by Chesapeake Shipbuilding of Salisbury, Maryland. The Sassafras is the first tugboat built in the state in more than thirty years.
The Vane Legacy
2010 Expansion occurs in two direct i o n s : To t h e n o r t h , Va n e Brothers plants the roots of a bunkering operation in New York Harbor. To the south, the company enters Charleston, South Carolina.
2016 Already well-established in Norfolk, Vane Brothers moves into a brand-new facility at Paradise Creek that allows the company to consolidate Virginia-based fleet operations, warehousing, and Marine Safety and Services. Meanwhile, a new tug Elizabeth Anne joins the fleet as the first in a series of 4,200-horsepower tugboats to be constructed by St. Johns Ship Building of Florida. (The previous Elizabeth Anne was donated in 2014 to the U.S. Merchant Marine Academy for use as a training vessel.) The Vane fleet now numbers some fifty tugboats and eighty barges. Vane President C. Duff Hughes is inducted into the International Maritime Hall of Fame.
A VANE IN PIRATE LORE
During Vane Brothers’ 120th anniversary, the company expands farther along the East Coast by entering into a partnership with World Fuel Services to bunker vessels in the Tampa Bay, Florida, area. The fleet grows with the addition of three new articulated tug/ barge (ATB) units, the Assateague/ D o u b l e S k i n 8 0 1 , C h i n c ot e a g u e / DS-802, and Wachapreague/DS-803. Also, a new Vane Launch division is formed. Though the company has provided launch services out of Baltimore and Philadelphia for many years, Vane Launch builds upon enhanced synergy between both offices and Vane Brothers’ bunkering operations.
Though Vane Brothers’ history officially began in 1898 with the establishment of a small ship chandlery in Baltimore’s Fell’s Point neighborhood, the Vane family’s maritime roots might actually stretch back many decades earlier. Could it be that those upstanding members of the Vane clan who founded the company are related to one of the most notorious pirates of all time? Even if no direct ties between Vane Brothers and Captain Charles Vane have ever been uncovered, this particular maritime yarn is still fun to revisit. Charles Vane fit the romantic notion of a daring swashbuckler who seemed to enjoy his chosen line of work more for the sport than the spoils. On several occasions during his career, he turned down royal pardons that would have allowed him to retire from plundering without any repercussions. And when he was finally captured and stood trial, he chose not to offer any defense for his actions. The story is also told of Vane
spending an infamous week of rumfueled debauchery with the illustrious Carolina pirate Captain Edward Teach, better known as Blackbeard. However, Vane is perhaps more remembered for being cruel, seditious and unruly. His notoriety peaked around 1718, when he and his crew attacked two Bermuda sloops and reportedly tortured and killed several people on board. Unpopular among his own men for
2018 // Vane Legacy V11
The Vane Legacy
A VANE IN PIRATE LORE continued trying to cheat them out of their proper share of stolen goods, Vane was ultimately deposed and set adrift with his supporters in a small sloop. The tale of Charles Vane wraps up in fittingly dramatic fashion: After his storm-tossed vessel ran aground on an island, he apparently snuck on board another craft and blended in as a crewman until someone recognized him. Delivered to authorities in Jamaica, the ruthless, 40-year-old terror of the high seas was hanged at Gallows Point in Port Royal. A PIRATE IN POP CULTURE When Charles Vane was executed in 1721, it seemed that he would fade into obscurity. But the Pirate Captain recently made a comeback in pop culture in a big way.
On the Starz adventure TV series “Black Sails,” which ran from 2014 to 2017 and was described as a prequel to Robert Louis Stevenson’s “Treasure Island,” actor Zach McGowan portrayed Vane as a short-tempered and vicious pirate captain sailing out of the Bahamas. Vane also appeared as a primary character in the 2013 Ubisoft video game “Assassin’s Creed IV: Black Flag,” set in the early 18th century during what is known as “the Golden Age of Piracy.” Vane was joined in the game by Blackbeard, Anne Bonny, Calico Jack, and other popular plunderers. TREASURES TO BEHOLD As you navigate Vane Brothers’ corporate headquarters in Baltimore, be on the lookout for life-size pirate statues and other picaroon paraphernalia.
While the facility was under construction in 2003, the Hughes family had fun finding appropriate nautical-themed adornments. A sternfaced, confident-looking buccaneer is located in the galley, where he keeps one eye on diners (since the other eye is covered with a patch). And visitors to the third floor are sure to get a scare from a menacingly grinning pirate who sits on a treasure chest just outside the elevator doors. Elsewhere in the building, you’ll see pirates holding a “welcome” sign and swinging from a rope. Also, an extensive maritime library includes buccaneer-oriented books such as Daniel Defoe’s 18th-century tome, “A General History of the Pyrates,” one chapter of which is devoted to Charles Vane and his crew.
VANE BROTHERS, CONGRATULATIONS ON 120 YEARS OF EXCELLENCE MAY YOUR FUTURE BE COUPLED TO SUCCESS
The Vane Brothers Company JAK®700 PHL-L Tug ”Assateague”
V12 2018 // Vane Legacy
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Tug Evolution Capt. Jim Demske (Left) with late legendary naval architect Frank Basile
EVOLUTION of Vane brothers
Marine Log Q&A with Vane Brothers Senior Port Captain Jim Demske Senior Port Captain Jim Demske has spent nearly fifty years in the maritime profession, and for the past quartercentury has overseen new tugboat construction for Vane Brothers. ML: How did you get started in the maritime industry? JD: In 1970, I enlisted in the U.S. Coast Guard and right after boot camp was assigned V14 2018 // Vane Legacy
to an oceanographic ship, the CG Cutter Evergreen, primarily running the North Atlantic. After being Honorably Discharged from the Coast Guard, I spent several years working for the Association of Maryland Pilots operating the Associationâ&#x20AC;&#x2122;s pilot vessels. We had a nice schedule that allowed me to pursue my passion during my off time, which was tugboats. I was aboard many of the tugs and boats working out
of Baltimore and up and down the Chesapeake Bay â&#x20AC;&#x201C; ship-docking tugs, passenger boats such as the M/V Port Welcome, and several general towing tugs. Around 1979 or 1980, Charles Hughes Sr., who was President of Vane Brothers at the time, called me to fill in on the M/T Duff after one of their senior captains, Captain Henry Mitchum, sadly passed away. I was happy to
return to Vane Brothers full-time in late 1989. That was the year Vane Brothers acquired its first tug, the Elizabeth Anne. We brought her to Baltimore from New Orleans, Louisiana, and put her right to work in early 1990, towing Vane oil barges. ML: What are your current responsibilities for Vane Brothers? JD: I make sure that all vendors, shipyards, and everyone involved with the delivery and support of our tugs always provide Vane with the best for our vessels. Our crews, our customers, and the Vane family expect it and deserve it. ML: When did Vane begin its newbuild program and how did you get involved? JD: Vane started the newbuild program in 2001, several years after I had already been representing the company at shipyards, delivering new tugboat acquisitions and bringing the tugs through inspections, surveys, and all types of repairs and modifications. Working with people like Captain Russi Makujina of Vane Brothers, Captain Frank Basile of Entech, and other talented maritime folks – surveyors, shipyard owners, and purchasers – was what set
V16 2018 // Vane Legacy
me up to head up Vane’s newbuild program. ML: How does your work tie in to the company’s overall approach to doing business? JD: C. Duff Hughes, who succeeded his father as President of Vane Brothers in 1991, had a clear vision of growth for the company that would enhance the delivery experience for our maritime customers and also create the best working conditions for our crews. Since the early 1990s, Vane had been expanding its operations and acquiring many different tugs. Duff’s vision was to build a modern, standardized fleet of tugs and barges to make operating the vessels safer for the crews, more efficient for the company, and more reliable for our customers. To begin the process, I looked for an architect that shared my love of tugboats and had a reputation for designing strong, reliable, uncomplicated, and seaworthy boats. The next step was to select a shipyard with people that loved building good boats. Then it was all about pushing everyone to build this design we had selected and making it the best possible tugboat imaginable – a high-performing tug that you yourself would want to work on and make your living aboard.
ML: Have you kept count of the number of tugboats constructed under your supervision? JD: Just in the 21st century, I have been honored to supervise, outfit, commission, and deliver thirty-five new tugs for Vane, with several more still under construction. Most of the tugs so far have been of the 3,000or 4,200-horsepower model-bow variety, but with some articulated tug and barge (ATB) units also thrown into the mix. ML: How has the process changed over the years? JD: So many changes … Obvious things are the electronics, coatings, machinery, and engine improvements. But today, Vane’s central focus is our connection method to the barge. The ATB unit is the most important evolution in the way we move oil. ML: You mentioned the late, great Frank Basile, who designed two of your newest class tugs. How was it to work with Frank and what made the Entech boat designs so distinctive? JD: The time I spent with Frank Basile, in his office poring over drawings, talking tugboats, visiting shipyards together, or just enjoying each other’s company on a drive for lunch, I
didn’t consider any of that to be work. I was actually in class, learning an amazing amount about building tugboats. Frank was the very best professor anyone could be lucky enough to have. He was the greatest teacher ever. A Frank Basile tug is a stout tug with just enough shear and plenty of aft deck to work towing gear. And they all have that distinctive profile, with a real nice entry in the bow. ML: One of the propulsion technologies gaining traction in the marine market, particularly in ferries and offshore vessels, is hybrid battery and all-electric propulsion. Have you explored this propulsion technology for applications in Vane Brothers fleet? JD: We have not looked into non-fossil fuels to propel these tugs ... yet. But you never know what’s next here. ML: What do you feel are the biggest challenges for tug and barge operators in the current market? JD: The biggest challenges aren’t necessarily the design and construction of high-quality vessels, but finding and retaining good, qualified crewmembers. ML: What are you working on right now?
JD: My main focus is currently the last vessel in the three-tug series of Castlemandesigned ATB tugs built at Conrad’s Orange, Texas, shipyard. Vane Brothers took delivery of the Assateague/Double Skin 801 ATB early this year, followed this summer by the Chincoteague/DS-802 ATB. Next in line is the 4,400-horsepower tugboat Wachapreague, a sister of the Assateague and Chincoteague. The Wachapreague is being paired as an ATB unit with the 80,000-barrel barge DS-803, which is similar in size to the 801 and 802 but carries additional heating elements specifically to aid with asphalt service. Vane Brothers Company’ Special Projects Manager Steve Magdeburger is overseeing barge construction at Conrad’s Amelia, Louisiana, facility. We should see the Wachapreague/ DS-803 ATB joining the fleet any day now. Vane Brothers is also building a pair of 4,200-horsepower, ATB tugs at St. Johns Ship Building in Palatka, Florida, and four 3,000-horsepower push tugs at Chesapeake Shipbuilding in Salisbury, Maryland. We have a lot going on to keep up with changing markets and customer demand.
SHIPBUILDERS & NAVAL ARCHITECTS
Chesapeake Shipbuilding Congratulates
Vane Brothers on their historic 120 th Anniversary.
2018 // Vane Legacy V17
Ahead of the Game
120 Years Strong, The Vane Brothers Company Continues to Expand its Offerings and Invest in its Fleet The Vane Brothers Company has left 120 years in its wake, and now the marine transportation provider is eyeing a future of continued growth and diversification. As Vane Brothers President C. Duff Hughes notes, “At our core, we are a traditional, serviceminded company built on top-notch mariners and shore-side staffmembers who take pride in the equipment they operate and doing their V18 2018 // Vane Legacy
job to the best of their ability. But we are also a forward-moving company always on the lookout for new opportunities to strengthen our position in the maritime industry.” The Baltimore, MD, headquartered transporter of petroleum products has experienced tremendous growth from the 1980’s to today. The company has a fleet of about 125 vessels and more than 700 employees, including nearly 600
mariners. It has a double-skin fleet of tankers that can carry between 10,000 and 140,000 barrels of petroleum and chemical products. And though still headquartered in Baltimore, Vane Brothers maintains operations along the U.S. East Coast in New York, NY; Philadelphia, PA; Portsmouth, VA; Charleston, SC; Savannah, GA; Jacksonville, FL; and Tampa Bay, FL. The company continues to modernize its
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Congratulations on your 120-yr Anniversary! We salute the Vane Brothers for being the multi-faceted marine transportation provider that it has become.
Vane Launch provides services from the Chesapeake Bay to the Delaware River and all along the U.S. East Coast
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V20 2018 // Vane Legacy
fleet with an aggressive newbuild program involving multiple U.S. shipyards. Vane Brothers has also been on the leading edge of the Subchapter M certification process and is expanding key operational divisions such as Vane Launch. Newbuild Programs with Three Shipbuilders
For many years, Vane Brothers has had vessels under construction at Chesapeake Shipbuilding in Salisbury, MD; St. Johns Ship Building in Palatka, FL; and Conrad shipyards in Orange, TX, and Amelia, LA. Conrad, which has been building barges for Vane Brothers since 2010, delivered two Articulated Tug Barge (ATB) units for the company’s fleet this year. The 4,400 hp tug Assateague and 80,000 bbl barge Double Skin 801 went to work in February 2018, while the similarly sized Chincoteague left the shipyard in August to be paired with the Double Skin 802. Completion of another ATB, consisting of the tug Wachapreague and barge Double Skin 803, is expected before the end of the year, with the DS-803 carrying additional heating elements specifically to aid in the transportation and pumping of asphalt. This series of ATB tugs was designed by naval architect Greg Castleman of Castleman Maritime, LLC, and classed ABS-A1 TUG, AMS, ABCU. The tugs each measure 110 ft by
38 ft and are mated to their respective barges using a Beacon Finland JAK 700 tug/barge coupling system. Built with accommodations for up to 10 crew members, each tug has two 2,200 hp Cummins QSK60M, EPA Tier 3-compliant diesel engines. Reintjes WAF 873 gears (with 7.087:1 reduction) have been supplied by Karl Senner, LLC, Kenner, LA. Each tug has two Cummins QSB7DM-powered 125 kW generators providing electrical power and a Cummins-powered 60 kW emergency generator. Bristol Harbor Group, Inc. (BHGI), Bristol, RI, designed the series of three 403 ft x 74 ft x 32 ft ATB oil tank barges. Each barge is fitted with an Omnithruster model HT600 bow thruster for maneuverability and is equipped with three John Deere, Model 6135AFM85 294kW generators and a John Deere Model 4045 99kW generator. The barges are classed by the American Bureau of Shipping (ABS) ABS +A1, Unmanned, Unrestricted Oceans Service. Port Captain Jim Demske, who is in charge of new tugboat construction for Vane Brothers, says, “Castleman Maritime’s ATB tug, Assateague Class design is just a terrific tug design to pair up with the Bristol Harbor Group’s barge design. The tug has great free running speed and the combined tug/barge performance is excellent.” With the delivery of the Wachapreague/ DS-803, Vane Brothers will have five ATB units
Ahead of the Game
in its fleet: the first two, consisting of the 6,000 hp tug Brandywine/145,000 bbl barge Double Skin 141 and 6,000 hp tug Christiana/145,000 bbl barge Double Skin 143, were built in 2006 and 2007, respectively. ATB activity is also ongoing at St. Johns Ship Building, which delivered the first of what will be eight Elizabeth Anne Class, 4,200 hp model bow tugs to Vane Brothers back in 2016. Six tugs into the contract, the Florida shipyard is now working with tug designer Entech Designs and JAK ATB coupling system maker Beacon Finland Ltd. to produce two ATB tugs, the Charleston and Jacksonville. Both are 4,200 hp Elizabeth Anne Class tugs, measuring 100 ft x 34 ft. The tugs are both being fitted with Beacon Finland JAK 400 (Hydralok) pins that are air actuated and lock hydraulically to a 50,000 bbl barge. Chesapeake Shipbuilding, which has delivered sixteen Sassafras Class, 3,000 hp model bow tugs to Vane Brothers since 2008, is currently in the process of constructing four Subchapter M-compliant push boats for the company. The new 3,000 horsepower tugs will be equipped with two Caterpillar 3512 main engines, conventional shafts, rudders and flanking rudders. Each 94 ft x 34 ft tug will accommodate up to seven crew members. “These 3,000-horsepower tugs will help ensure that we have the most up-to-date fleet to continue delivering the highest quality service in shallow waters and protected harbors,” says Hughes.
environmentally friendly, and most economical mode of freight transportation. Since the Brandywine’s Subchapter M success, Vane Brothers has also received a COI for the tugs Baltimore, Fort Schuyler,
THE ADVENT OF SUBCHAPTER M was not a dramatic change for us
company’s Port Captains, Vessel Supervisors, and Health, Safety and Environmental (HSE) Department for their preparedness. He also notes that the company was engaged fully with the Coast Guard early in the certification process and enjoyed “really good cooperation” with the ABS, which Vane Brothers has utilized as a Third-Party Organization to provide inspection oversight on behalf of the Coast Guard. Lastly, Iuliucci hails the crews of the Vane Brothers tugs for “demonstrating their proficiency and understanding of our Safety Management System.” Iuliucci explains that the entire Vane Brothers fleet is subject to multiple inspections, audits and vettings each year. “The advent of Subchapter M was not a dramatic change for us,” he says. Vane Launch Talking Trash
Wicomico and Patuxent, and applications have been submitted for more certificates to ensure that the company stays well ahead of the July 2019 deadline. Captain Rick Iuliucci, Vane Brothers General Manager, is quick to commend the
Another development for The Vane Brothers Company this year was the announcement in March that a new division, Vane Launch, had been formed. Back in 1986, Vane Brothers became a major player in the delivery of marine lubricants in the Port of Baltimore with the acquisition
The U.S. Coast Guard’s newly established Subchapter M safety standards for more than 5,500 “inspected towing vessels” operating across the country first required that companies establish a certified Towing Safety Management System (TSMS) by this past January 20. Vane Brothers beat that deadline by several months. Next, companies must have a valid Certificate of Inspection (COI) for at least 25 percent of its towing vessels by July 22, 2019, and gradually achieve 100 percent certification by July 2022. The Vane Brothers ATB tug Brandywine in April became only the second towing vessel in the country to secure a COI under Subchapter M. Vane Brothers was also recognized as the first American Waterways Operators (AWO) member company to obtain a COI for one of its tugboats. The AWO, a strong proponent of Subchapter M, represents more than 300 member companies nationwide while advocating for the tugboat, towboat and barge industry as the safest, most 2018 // Vane Legacy V21
Ahead of the Game
of the Marine Launch Company. That was followed in 2013 with the acquisition of Philadelphia-based River Associates and subsequent establishment of Vane Brothers’ Philly Launch division. The Marine Launch and Philly Launch operations have now merged under the Vane Launch umbrella to allow The Vane Brothers Company to more effectively leverage their combined resources. While continuing to maintain offices in both Baltimore and Philadelphia, Vane Launch provides service from the Chesapeake Bay to the Delaware River and all along the U.S. East Coast – everywhere that Vane Brothers operates its tugboat and barge fleet. Vane Launch and Vane Brothers’ bunkering operations are linked by an Ordering and Delivery Processing System that improves responsiveness by allowing the two entities to coordinate deliveries. Among many service offerings, Vane Launch delivers ship’s stores and supplies, including fresh and frozen foods; transports passengers on U.S. Coast Guardinspected vessels; delivers lube oil bulk and
V22 2018 // Vane Legacy
package products via launch or truck; and supplies non-potable water. Vane Launch stocks premium marine lubricants and marine gas oil readily available for delivery to tugs, dredges, barges and international vessels. Shortly after Vane Brothers’ new division became official, Vane Launch General Manager Michael “Red” Davis announced a partnership with Waste Management, the leading provider of comprehensive waste management services in North America. The partnership was formed to consolidate the around-the-clock landing and disposal of U.S. Department of Agriculture (USDA)-regulated garbage from commercial vessels operating in Baltimore. The first Baltimore-based pickup occurred in May 2018. “As a result of this important partnership with Waste Management, the shipping industry benefits from enhanced efficiency, convenience and cost-effectiveness,” says Davis. Vane Launch’s Philadelphia operation, in partnership with Atlantic Commercial Materials, has been approved to land and dispose of garbage since 2017.
The Vane Brothers ATB tug Brandywine became only the second towing vessel in the country to secure a COI under Subchapter M
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top Feature stories The Coast Guard oversees the removal of Stretch Duck 7 from Table Rock Lake in Branson, MO
The year Revisited
By John R. Snyder, Publisher & Editor in Chief
U.S. Coast Guard photo by Petty Officer 3rd Class Lora Ratliff
he past year was marked by tariff wars between the U.S. and China, volatility in the oil market, some notable mergers and acquisitions in offshore oil drilling (Transocean acquired Ocean Rig for $2.7 billion) and marine transportation sector (Tidewater gobbling up Gulfmark Offshore), and some major cyber attacks on shipping companies and shipyards. But the three stories we selected to highlight as the year comes to a close focus on safety, training, ship design, and the resiliency of the human spirit in the face of adversity — and how the maritime community comes together in times of crises.
Norwegian Frigate Sinking Last year, deadly accidents involving the USS Fitzgerald and USS McCain brought to light inadequate safety and training procedures aboard the two U.S. Navy destroyers. The accidents were “preventable and the respective investigations found multiple failures by watch standers that contributed to the incidents,” said Chief of Naval Operations (CNO) Adm. John Richardson. The two accidents were the result of collisions with merchant vessels. Topping headlines this past November 8 was another collision between a Navy vessel— this one owned by Norway—and a
merchant ship could well point to watertight compartment safety issues in Nansen class frigates, according to preliminary investigations by Norwegian authorities. While there were no fatalities or injuries as a result of the collision between the KNM Helge Ingstad and the oil tanker Sola TS in Hjeltefjorden, the accident did result in extensive damage to the frigate and its subsequent sinking. Investigators probing the incident have identified safety-critical issues related to the frigate’s watertight compartments that require immediate attention. The Accident Investigation Board Norway (AIBN) says that it must be assumed that the issues also apply to Norway’s four other Nansen-class frigates and that “it cannot be excluded that the same applies to vessels of a similar design delivered by Navantia, or that the design concept continues to be used for similar vessel models.” The Nansen class frigates are based on Spanish shipbuilder Navantia’s Álvaro de Bazán-class F100 frigate, which has also served as the basis for Australia’s Hobart class destroyer and is the parent craft of one design in contention for the U.S. Navy’s FFG (X) program. The AIBN says it assumes that its findings are not in conformity with the required damage stability standard for the Nansenclass frigates.
“To start with,” says AIBN, “flooding occurred in three watertight compartments on board KNM Helge Ingstad: the aft generator room, the orlop deck’s crew quarters and the stores room. There was some uncertainty as to whether the steering engine room, the aftmost compartment, was also filling up with water. Based on this damage, the crew, supported by the vessel’s stability documents, assessed the vessel as having ‘poor stability’ status, but that it could be kept afloat. If more compartments were flooded, the status would be assessed as ‘vessel lost’ on account of further loss of stability. “Next, the crew found that water from the aft generator room was running into the gear room via the hollow propeller shafts and that the gear room was filling up fast. From the gear room, the water then ran into and was flooding the aft and fore engine rooms via the stuffing boxes in the bulkheads. This meant that the flooding became substantially more extensive than indicated by the original damage. Based on the flooding of the gear room, it was decided to prepare for evacuation.”
Deadly Duck Boat Accident A duck boat accident claimed 17 lives when a Ride the Ducks Branson vessel sank in Table Rock Lake in Stone County near Branson, MO, July 19. It was far from being the December 2018 // Marine Log 29
The Norwegian frigate KNM Helge Ingstad following its collission with the Solas TS
Alaska factory trawler North Star was pulled from its moorings at ESG and found submerged in St. Andrews Bay
first such incident involving the refurbished World War II DUKWs. There are horrifying parallels between the Table Rock Lake disaster and earlier duck boat tragedies — notably including the May 1999 sinking of a duck boat in Arkansas that cost 13 lives. The accident resulted in multiple lawsuits. A federal grand jury also indicted Kenneth Scott McKee, the captain of the duck boat. McKee was charged in a 17-count indictment returned by a federal grand jury in Springfield, MO. McKee was the captain of Stretch Duck 7, a duck boat operated by Ripley Entertainment, Inc., which offers tours in Branson, MO, and on Table Rock Lake and Lake Taneycomo. The indictment charges McKee with misconduct, negligence, or inattention to duty by a ship’s officer, resulting in the death of another person. McKee is charged with one count for each of the 17 passengers (including one crew member) who died when Stretch Duck 7 sank. The indictment alleges that McKee committed a number of acts of misconduct, negligence, and inattention to his duties while piloting Stretch Duck 7 both before and during severe weather conditions. McKee allegedly failed to properly assess incoming weather prior to entering the vessel on the water. At the time McKee drove the vessel into the water, according to the indictment, there was lightning in the area and severe weather approaching. The indictment also alleges that McKee failed to properly assess the nature of the severe weather while the vessel was on the water. McKee allegedly operated Stretch Duck 7 in violation of the conditions and limitations specified in the vessels’ certificate of inspection. When severe weather (including increased wind speed) arrived at the vessel’s location, the indictment says, McKee failed to instruct passengers to don personal flotation devices. He allegedly also failed to immediately increase speed and head to the nearest shore. He allegedly caused or
allowed the vessel’s plastic side curtains to be lowered, which created a barrier over the vessel’s exits in the event of a need to abandon ship. The first and second time the vessel’s bilge alarm sounded, the indictment says, McKee failed to raise the side curtains, failed to instruct passengers to don personal flotation devices, and failed to prepare to abandon ship. McKee allegedly failed to prepare to abandon ship when there was an unacceptable loss of freeboard on the vessel as well. The indictment alleges that these acts of misconduct, negligence, and inattention to duty separately and collectively caused the lives of 17 persons on board Stretch Duck 7 to be lost. Under federal statutes, a conviction for this offense is subject to a sentence of up to 10 years in federal prison without parole on each count of conviction, plus a fine of $250,000. “Our entire community was shocked and saddened by the loss of 17 lives in this tragic event last summer,” U.S. Attorney Tim Garrison said. The “indictment alleges that the misconduct, negligence and inattention to duty by the ship’s captain caused or contributed to the loss of those lives.”
30 Marine Log // December 2018
Storm Ravages Gulf Coast Following on to the lethal hurricanes of 2017 that devastated Puerto Rico and U.S. Virgin Islands, this calendar was marked by one of the most powerful hurricanes ever to make landfall in the United States. With sustained winds up to 155 mph, Hurricane Michael caused over $15 billion in damages and 60 deaths after making landfall on October 10. The Panama City, FL, shipyard facilities of family-owned Eastern Shipbuilding Group and the homes of its workers were particularly hit hard by the storm. Despite numerous hardships, including the loss of their homes, possessions, and lack of food, water, and power, employees quickly returned to work. “Our employees are a resourceful and
resilient group of individuals with the drive to succeed in the face of adversity,” said ESG President Joey D’Isernia in a statement originally posted on November 1 and updated on November 16. “This has certainly been proven by their ability to bounce back over the two weeks following the storm. Our employees have returned to work much faster than anticipated and brought with them an unbreakable spirit, that I believe sets this shipyard and our community apart” said D’Isernia. “Today, our staffing levels exceed 80% of our pre-Hurricane Michael levels and is rising daily.” Power was restored to ESG’s Nelson Street Facility on October 21 and at ESG’s Allanton Facility on October 24 and production of vessels under contract is ramping back up. Additionally, all of the ESG personnel currently working on the U.S. Coast Guard’s Offshore Patrol Cutter contract have returned to work. The storm pulled the nearly complete 261 ft Alaska factory trawler North Star from its moorings at the shipyard and left it submerged on its starboard side in the shallow waters of St. Andrews Bay. Owner Glacier Fish Co. was close to taking delivery of the trawler before the storm hit. The fishing vessel had been launched from the Nelson Street shipyard this past April. After the storm, ESG not only took the initiative to locate its employees, but help them get back on their feet by organizing daily distribution of meals and goods to employees in need and setting up temporary housing. Additionally, ESG created an interest free deferred payback loan program for those employees in need and has organized a GoFundMe account to help those employees hardest hit by the storm. Thus far, donations from friends, family, and the maritime community have raised more than $208,500 to help ESG employees. You can make your donation on the GoFundMe page at: https://www.gofundme.com/ eastern-shipbuilding-employee-fund “We are grateful to our partners and the maritime business community as a whole for their support and confidence during the aftermath of this historic storm. Seeing our incredible employees get back to building ships last week was an inspiration,” said D’Isernia. “While there is no doubt that the effects of Hurricane Michael will linger with our community for years to come, I can say without reservation that we are open for business and excited about delivering quality vessels to our loyal customers.” Among the largest donations to the GoFundMe account was Vard Marine’s $25,000 and Glacier Fish’s $18,000.
Photo of KNM Helge Ingstad, Norwegian Coastal Administration; North Star: U.S. Coast Guard District 7
McAllister Towing Appoints Alan Ginsberg as New CFO McAllister Towing has named industry veteran Alan Ginsberg its new Chief Financial Officer. He replaces Eric McAllister who will now be Treasurer. Seafarer’s House has announced the addition of three new board members to its non-profit organization: John Richard Chapman III, a partner with Holland & Knight’s Fort Lauderdale office; Michael Hopkins, CEO of SeaChange Soultions; and Graciela Hopkins, a Maritime Risk Management Specialist with USI Insurance Services. MarineMax has named Tyler Choyke District President of Texas.
Rear Admiral (USN-Ret.) Phil Greene Jr. has announced his retiremet from TOTE Services effective January 4, 2019. His departure ends a career that spanned more than four decades in the maritime industry. Greene has served as President of TOTE Services since 2013, where he helped navigate through some of the most challenging times in the company’s history. Paul Hague has joined Marine Jet Power as Regional Director for the company’s Asia Pacific regional business development and customer support initiatives. KVH has promoted Brent Bruun to COO and Mark Woodhead to Executive VP of mobile connectivity.
At its Annual Meeting and Board of Directors Meeting last month, the Waterways Council, Inc. (WCI) named Peter H. Stephaich, Chairman and CEO of Campbell Transportation Company, Inc., as its new Chairman of the Board. He succeeds Tim Parker who served as Chairman from 2016 to 2018. CIT Group Inc. has named Evan Cohen as Managing Director and Group Head for its Maritime Finance Business. In this new role, he will lead a team of underwriting and business development professionals in building new client relationships and generating/closing loans secured by vessels and other maritime assets.
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December 2018 // Marine Log 31
TECH NEWS New Technologies Make Workboat Show Debut
Gulf Island Shipyards Selects Siemens as Propulsion and Control SSV for Second RCRV Siemens has once again been chosen to be the propulsion and control single source vendor (SSV) for the construction of a second National Science Foundation (NSF) Regional Class Research Vessel that is being built by Gulf Island Shipyards, Houma, LA, and will be operated by the University of Rhode Island’s Graduate School of Oceanography (URI-GSO). Siemens is also the SSV for the first RCRV, the Taani, being built by Gulf Island for Oregon State University. The vessel, the second of three regional class research vessels (RSRV), will be fitted with a Siemens Blue Drive PLUSC Diesel Electric Propulsion (DEP) system capable of varying engine speed with load to optimize
operations and reduce noise and vibration on the water. As the propulsion and control SSV, the company is also providing an integrated power and energy system (IPES) scope that includes the propulsion thrusters, engines, and Dynamic Positioning System (DPS), as well as Siemens motors, remote diagnostic system, diesel generator sets, switchboards and power distribution, alarm and monitoring system, on-board sensors and condition-based monitoring. In addition, Siemens will provide the project management, engineering studies, propulsion system integration and engineering services to support commissioning up to sea trials and delivery. www.siemens.com
Becker Marine Systems Tapped for Governors Island Ferry When the Trust for Governors Island created their specifications for their new ferry, they were very clear that maneuverability of the vessel was a key element. Bidders were instructed to take into account the NYC environment with high winds, current, tide, and the potential for ice for their designs. Fuel efficiency, longevity, vessel traffic, and quick acceleration for fast turnaround were
also to be key elements of the vessel and most importantly, safe maneuvering operations. To meet these challenges, Blount Boats looked to Becker Marine Systems to design and build the high lift flap rudders for the ferry. Working closely with Elliott Bay Design Group, the Becker team incorporated their Heracles flap rudder with its unique enclosed linkage system into the final vessel design. The rudder’s closed and hydrodynamically optimized flap linkage offers excellent protection against ice and debris and its friction clutch prevents any damage to the flap particularly for the forward facing rudder. Due to its flap angle of up to 100 degrees, the vessel is highly maneuverable with less resistance and excellent course keeping capabilities. www.becker-marine-systems.com
32 Marine Log // December 2018
L ast month’s International Workboat Show served as the stage for the introduction of new equipment and technology. Shipbuilder Metal Shark used this year’s show to give a first look at the U.S. Navy’s newest patrol boat, the 40 PB. The vessel is based on Metal Shark’s nextgeneration Defiant X patrol boat platform. Metal Shark also took the opportunity to announce its partnership with Cox Powertrain—bringing Cox’s high-powered diesel outboard engine, the CXO300, to the military, government and commercial market. The CXO300 is a four-stroke, V8 diesel outboard engine that offers up to 25% more range when compared to gasoline outboards and is designed to last up to three times longer. Meanwhile, after more than three years of research and development, Rolls-Royce unveiled it s new A5 series of Kamewa waterjets. Geared towards smaller vessels up to 25m long, the A5 series is made of highgrade marine aluminum and is available in seven sizes with power outputs between 100 kW and 1,230 kW.
New High-Speed Engine Wär t silä introduced a small, but mighty high-speed engine targeted for vessels where power to weight ratio, fuel-type, efficiency, safety and environmental compliance are key considerations—such as tugs, small ferries and more. The Wär tsilä 14 ser ves both as main propulsion and auxiliary genset and is well suited for hybrid installations. The engine is available in 12and 16-cylinder configurations and delivers a power output of 755 to 1,340 kW in Mechanical propulsion applications and 675 to 1,155 kWe in auxiliary and diesel-electric configurations. First deliveries are planned for the latter part of 2019.
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he United States Department of Defense defines damage control as: “The measures aboard ship to preserve and reestablish watertight integrity, stability, maneuverability, and offensive power; to control list and trim; to effect rapid repairs of materiel; to limit the spread of and provide adequate protection from fire...from chemical, biological, and radiological agents; and to provide for care of wounded personnel.” For commercial operations, although we do not necessarily concern ourselves with CDR-B (Chemical, Biological, and Radiological Defense) we do have to be aware and cognizant of the interactions our cargo and stores may have with each other in a damage scenario. Although the military includes damage control as an overall blanket with Fire Fighting, STCW Basic and Advanced Fire Fighting does not incorporate Damage control into the IMO model course. A basic Damage control course would include but not be limited to: 1. Ship compartmentalization and watertight integrity; 2. Basic firefighting fundamentals and systems; 3. Damage repair; 4. Ship damage stability and buoyancy; 5. CBRD in the reference to the IMDG code. The above classroom topics should also be incorporated, discussed, and simulated in a damage control simulator for hands-on experience. Without the simulator training, a purely theoretical course does have value, however it does not provide the actual experience necessary to implement the topics learned in a real-life situation. The training does not end in the simulator. Continued drilling on board with 36 Marine Log // December 2018
various scenarios, tabletop exercises, and actually using the equipment can build a sense of confidence in the crew, it helps them to become an effective and coherent unit, as well as gives the crew the ability to detect yet undiscovered shipboard vulnerabilities. When we discuss shipboard damage control, we have to consider the following points: 1. Take all practicably preliminary measures to prevent damage; 2. Minimiza-
Officers should always be reminded to utilize training on board whenever possible
tion and localize damage as it occurs. This requires the vessel officers to have a thorough and intimate knowledge of the vessel; 3. Accomplish Emergency repairs as quickly as possible, restore equipment to operation, and care for injured personnel. Under SOLAS we drill for Fires and Emergencies. This would certainly fall under emergencies and our crews should not only know how to put out the fire, but what to do to save the vessel once the threat of fire is eliminated or mitigated. Adding a flooding scenario to a Collision or Grounding drill as well as tasking Officers with Medical Person in Charge training should upkeep these skills.
In order to properly drill our crews and prepare them for these circumstances we need to have the appropriate equipment on board in our Emergency gear lockers. Some suggestions for the equipment locker are: Portable emergency pumps; Spare hoses and fittings; Portable fans and blowers; Emergency portable lighting; Emergency water activated repair patch; Plugging kit; Portable Exothermic Cutting Torch (PECU); Forcible Entry Tools; Various size smaller line for tending equipment; Gas Analyzer, and more. The equipment, however, is only as good as the mariner who has trained to use it. Also, the officers in charge must have an intimate knowledge of the vessel. This can only be accomplished by having a in depth understanding of the ship’s compartmentation, piping systems, electrical systems, ventilation systems, and general ship’s particulars. Management level officers must also look to the ship’s stability book and program. The topics that should be known are: 1. Familiarity with the Damage stability within the vessel’s cargo program; 2. Reserve Buoyancy; 3. Knowledge of the vessel’s angle of downflooding and deck immersion; 4. Free Surface; 5. Free Communication; 6. Transverse stability; 7. Longitudinal stability and bending moments; 8. Angles at which critical equipment will cease to operate and cannot be restarted. Under the 2010 Manilla Amendments to the STCW convention management level officers are required to take a Leadership and Managerial skills course which would be extremely helpful in any true emergency. However this skillset is only good if practiced as well. Management level officers should always be reminded to utilize this training on board whenever possible. Although Damage Control training is not required under any of the IMO model courses for Basic and Advanced Fire Fighting, there is nothing preventing a course provider from adding elements of Damage Control to their training. It is highly recommended that officers who have not had any formalized Damage Control Training to take one of the excellent commercial and government providers and take a course. Matthew Bonvento A licensed deck officer and Professor of Nautical Science Carolyn Hunter, Assistant Professor, Dept. of Marine Transportation, USMMA
U.S. Navy photo by Mass Communication Specialist 2nd Class Gary B. Granger Jr./Released
A Proper Course on Damage Control
OFFSHORE WIND MARKET INSIGHT. CONNECTIONS. KNOWLEDGE. APRIL 8-11
NEW YORK CITY
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