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arine oG M L www.marinelog.com

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

January 2018

TOP U.S.

PORTS Push for growth, investment & efficiency

CEO Spotlight: SI Ferry’s Jim DeSimone

Icebreakers The New Cold War

Bouchard: Still Thriving at 100


Six NYC Ferries Delivered On or Ahead of Schedule

Between April and June 2017, Metal Shark delivered six 88’ 150-passenger ferries to the NYC Ferry System, with an average build time of under ten months.

The Proven Choice for the World’s Most Challenging Builds.

18-Vessel 45’ Patrol Boat Fleet Under Construction

13-Vessel 85’ Cutter Contract Just Awarded

Aluminum, Steel, and Composite Shipbuilding • Up to 250’ / 76m • Precision Quality Work Complete In-House Design Services Available • Located in South Louisiana with Direct Gulf Access

Jeanerette & Franklin, LA • Phone: 337.364.0777 • email: sales@metalsharkboats.com


CONTENTS

9

18

Departments

Features

2E  ditorial Focusing On Safety Is Job One

15

CEO Spotlight Q&A with Capt. James C. DeSimone Marine Log sits down with the Staten Island Ferry’s Jim DeSimone to discuss his journey in the maritime industry, the Staten Island Ferry and the new Ollis Class ferries

18

Top Ports Top U.S. Ports We take a closer look at the top U.S. ports according to total trade and highlight their most recent investments, projects and developments

26

Shipbuilding The New Cold War The U.S. needs to kick its new polar icebreaker construction program into high gear or get caught flat-footed in the Arctic race

29

Passenger Vessels Outgrowing Capacity Driven by an increase in passenger numbers, private ferry operators are adding new boats to their fleets

4 Industry Insights 6 MARINE INNOVATIONS 8 WELLNESS COLUMN Take Care of Your Teeth…They’re Alive

9 Update Ingalls to Start USS Fitzgerald Repairs MacGregor Acquires Rapp Marine • Maritime Blue Initiative Launched by Washington State • Vane Brothers Ink Another Tug Deal with Chesapeake Shipbuilding • Safer Tug Operations Thanks to Drone Technology • •

Cover and Top, right: Port of Los Angeles; Top, left: U.S. Navy

14 Inside Washington NDAA Makes Navy’s 355-Ship Battle Fleet Policy

31 Newsmakers Lindsay Malen-Habib to Manage Client Services for Resolve 32 Tech News MTU Marine Gas Engine Completes Performance Tests, Delivered to Customer

36 Safety First Protecting Against Eye Injuries with Proper PPE & Training

January 2018 // Marine Log 1


EDITOR’S COLUMN

MarineLoG January 2018 Vol. 123, NO. 1 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

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

Focusing on Safety is Job One construction arms race—one in which the U.S. is woefully falling behind. It’s only heavy icebreaker, Polar Star, is nearing the end of its useful service life and its sister, the Polar Sea, has been inactive since 2010. It has been relegated to having its bones picked for spare parts for its sister vessel. Five shipyard groups were awarded contracts last year to develop heavy polar icebreaker design studies and analysis. We spoke with Fincantieri Marine Group’s Vice President of Programs George Moutafis to get some insight on how they are going to meet the design and timeline production constraints of building the Coast Guard’s new generation heavy icebreaker. I’m also pleased to announce that Marine Log has partnered with India House to present the Maritime Luncheon at India House series—monthly “lunch and learn” events that will focus on trending topics in the maritime industry. We’ll be unveiling a full roster of expert speakers and topics in the near future. Stay tuned!

Art Director Nicole Cassano ncassano@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER Elaina Crockett ecrockett@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com

CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com

John R. Snyder Publisher & Editor jsnyder@sbpub.com

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

2 Marine Log // January 2018

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com

CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com

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

POSTMASTER: Send address changes to Marine Log Magazine, PO Box 3135, Northbrook, IL 60062-3135.

CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk

CONTRIBUTORS Emily Reiblein Crowley Maritime emily.reiblein@crowley.com Shutterstock/ Christopher Penler

O

perating in one of the busiest harbors in the world, Staten Island Ferry carries 24 million passengers annually. Safety is paramount to ferry operators and none more so than the Staten Island Ferry. That was abundantly clear when I sat down last month for a chat with Captain James DeSimone, Chief Operating Officer, Staten Island Ferry, for this month’s CEO Spotlight. Jim has been COO for 14 years and took over the helm of the operation following a deadly accident involving the allision of Andrew J. Barberi with a maintenance pier in 2003. Jim’s task right off the bat was to implement a Safety Management System. In our interview, Jim discusses some of the changes he implemented in the wake of the accident, as well as the Staten Island Ferry’s current development of a new class of 4,500-passenger ferries. As ice recedes at the poles, more and more commercial shipping activity is venturing into the Arctic and Antarctic regions. That includes merchant ships sailing through the Northern Sea route, as well as expedition cruise ships carrying thousands of adventurous souls. More pointedly, there’s also a global national race to stake a claim to the polar region’s rich oil and gas resources. As we repor t this month, the New Cold War centers around an icebreaker

MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com

Capt. Matthew Bonvento Vanuatu Maritime Services mbonvento@vanuatuships.com Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com


We’re saving much more than fuel. BAE Systems’ HybriGen® electric power and propulsion system is saving fuel, emissions, engine hours, and marine life with its patented technology. HybriGen® variable speed gensets provide propulsion and auxiliary power on demand for ferries and service vessels. Ask us how to further improve fuel savings and reduce engine maintenance with HybriDrive® marine solutions. www.hybridrive.com

CS-17-G09


INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month, will highlight piracy attacks. The good news is that piracy attacks were down as of the first nine months of 2017 as compared with the same period in 2016, according to the ICC, International Maritime Bureau. Swift action by government agencies is making a difference. For example, IMB reports that a Thai product tanker was attacked off Pulau Yu in Malaysia in early September. However, thanks to the prompt intervention of the Malaysian Maritime Enforcement Agency, 10 hijackers were successfully apprehended and the tanker was safely escorted to a nearby port.

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

Piracy Attacks (Nine months, Jan-Sep of respective years) 200

48

2012

59

2013 52

2014 150

2015

25

2016

22

2017 100

2013

2014

2015

2016

20

0

2017

Source: ICC/IMB

10

20

30

40

50

60

Source: Baker Hughes

Piracy & Armed Robbery Against Ships Types of Attacks

Number of Piracy Incidents

Types of Violence to Crew

92 Vessels Boarded

80 Crew Taken Hostage

5 Hijacks

49 Kidnapped

11 Attempted Attacks

3 Injured

13 Vessels Fired Upon

2 Killed

121

(First 9 months of 2017)

(First 9 months of 2017)

Source: ICC/IMB Piracy Report

Recent Contracts, Launches & Deliveries Qty

Type

Owner

Austal USA, Mobile, AL

1

USNS City of Bismarck (EPF 9)

U.S. Navy

2017-4Q

Eastern Shipbuilding, Panama City, FL

1

ATB Dredge

GLDD

2017-4Q

Fincantieri Marine, Sturgeon Bay, WI

1

ATB (Millville & 1964)

Wawa

2017-4Q

Metal Shark, Jeanerette, LA

1

45 ft Pilot Boat

Virgin Islands PA

2018

Metal Shark, Franklin, LA

1

64 ft Pilot Boat

Brazos Pilots Assoc.

2018

St. Johns Ship Building, Palatka, FL

2

Cargo ferries

Fisher Island Ferry

2019

VT Halter Marine, Pascagoula, MS

1

2,400 TEU ConRo Ship

Crowley Maritime

2018-1Q

Shipyard

Source: Marine Log

4 Marine Log // January 2018

Est. $

Est. Del.


ECAP propeller by MMG

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Classification  Verification  Environmental performance  Battery performance modeling Operational performance efficiency solutions  Enhanced LNG solutions  Greener DP operation Energy storage  Independent engineering  Battery and Hybrid technology  Fuel cells Battery Safety analysis/testing

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Learn more at www.dnvgl.us/maritime


Marine Innovations AURAMARINE Introduces FuelSafe Changeover System The key to a successful changeover is to stabilize the fuel viscosity by utilizing controlled heating or cooling to compensate for the temperature difference. To that end, Auramarine has launched FuelSafe, an advanced solution for accurate fuel temperature and viscosity control throughout the fuel change process when entering or exiting ECAs. With FuelSafe, the process is initiated from the fuel selector and steered automatically by sensors providing real time data to keep the properties in control at all times. FuelSafe is available for all vessel types. www.auramarine.com

HullWiper Suez Canal Introduces Eco-friendly Hull Cleaning Solution for Commercial Vessels GAC Egypt is now offering the HullWiper hull cleaning service to vessels berthing in the Suez Canal. HullWiper delivers a foul-free hull with little or no downtime, while preserving both the delicate marine eco-system and human life. The system uses water jets to remove fouling rather than brushes or other abrasives which can damage coatings, and collects debris from the operation for environmentally approved disposal on land—reducing the risk of cross-pollination of waters with alien species. www.hullwiper.co

Klüber Lubrication Introduces Solution for Lime Deposit and Water Scale Removal A worldwide manufacturer of specialty lubricants Klüber Lubrication has introduced Klüberplus Z 01-006 US, a water-based solvent containing wetting agents, corrosion inhibitors and degreasing compounds. Klüberplus Z 01-006 US can be used to safely remove lime deposits or water scale in commercial and industrial applications such as power plant boilers, piping systems, water treating facilities, sewage disposal plants, and evaporating equipment. The solution is noncorrosive, non-toxic, and non-flammable. www.klueber.com

NETSCo New Brand Identity and Website for 2018 To kick off 2018, NETSCo has launched a new corporate branding and website redesign. The rebranded and expanded website go beyond the visual improvements to bring the visitor further search capability, and enhanced menu functionality that offers direct access to information. The site offers smoother navigation, enriched content that is fully compatible on mobile devices, providing visitors with a seamless and more pleasurable experience. www.netsco.us

Roxtec International Roxtec SPM Seal Certified for Aluminum Structures Roxtec International’s non-weld metal pipe sealing solution has received type approval for use on aluminum structures. The Roxtec SPM seal ensures safety and operational reliability without the downtime or cost normally associated with welding. It seals and protects to A-Class standards, steel, stainless steel and copper pipe penetrations against fire, gas and water onboard vessels and platforms. www.roxtec.com

6 Marine Log // January 2018


HELLENIC-AMERICAN / NORWEGIAN-AMERICAN CHAMBERS OF COMMERCE

24th Annual Joint Shipping Conference Shipping in a Disrupted Market

TUESDAY, FEBRUARY 13, 2018 ● APELLA CONFERENCE CENTER ● 450 EAST 29TH STREET, NEW YORK CITY

Conference Chairmen

OLE CHRISTIAN SCHRØDER ~ Director, Environmental Compliance, Scorpio Group JOHN C. STRATAKIS ~ Partner, Poles, Tublin, Stratakis & Gonzalez, LLP CLAY MAITLAND ~ Managing Partner, IRI/The Marshall Islands Registry

Luncheon Sponsored by: IRI/The Marshall Islands Registry Speaker: Peter Due, Director, Autonomy, Kongsberg Maritime

An impressive roster of maritime executives who will discuss timely topics for success: MACRO SHIPPING AND ECONOMIC OVERVIEW

INVESTOR ACTIVISM COMES TO SHIPPING

PRESSURES OF TECHNOLOGICAL CHANGE

POLITICAL TURMOIL AND ITS EFFECT ON SHIPPING

NAVIGATING DISRUPTED SEAS: AUTOMATING SHIP OPERATIONS: CYCLICALITY AND OVERSUPPLY / RISK MANAGEMENT – CASUALTY, CYBER, CHINA

IMPACT OF ENVIRONMENTAL ACTIVISM AND REGULATION SHIPOWNERS’ PERSPECTIVE

SOURCES OF CAPITAL IN A DISRUPTED MARKET

A special recognition of the following for their generosity: Continental breakfast sponsored by DNB Bank ASA, New York Branch AM coffee break sponsored by Navios Group of Companies Pre-Luncheon Reception sponsored by Liberian Registry Luncheon sponsored by IRI/The Marshall Islands Registry PM coffee break sponsored by Norton Rose Fulbright US LLP Cocktail Reception sponsored by Blank Rome LLP and Jacq. Pierot Jr. & Son, Inc. Speakers’ Dinner sponsored by DNV GL

Full program and registration details at www.hellenicamerican.cc or contact info@hellenicamerican.cc 08:15 REGISTRATION & COFFEE ● 09:00 OPENING REMARKS ● 17:00 NETWORKING RECEPTION


WELLNESS COLUMN

Take Care of Your Teeth…They’re Alive!

8 Marine Log // January 2018

4) Those who had bleeding gums were at twice the risk of stroke compared with those whose gums were healthy.

Factors that Weaken Teeth Poor nutrition is a front runner in the process of tooth decay. Our Villain in this story of deterioration is Sugar and Citric Acid, and our Hero is Fat. There is some debate over how Sugar and Acid effect the System, but

There is a sinister and hidden relationship between gum disease and heart failure

no doubt that high sugars and acid in/on the teeth are a deteriorating force. Hero Fat can swoop in and save the day though. According to the Weston A. Price Foundation there are three fat soluble vitamins that act upon our teeth with a great force of protection; Vitamin A, D, and K2. These vitamins help to shuttle calcium into the teeth and bones and boost its absorption rates for stronger, healthier teeth. Teeth also get weak from over fluorination. The World Health Organization identities this phenomenon based on their scientific research of fluoride sources that we ingest including water and toothpaste.

How to Care for Teeth The most common form of disease in the mouth (about 50% of the population has it) is Gum or Periodontal Disease. It is typically caused by poor brushing and flossing habits that allow a film of bacteria to build up on the teeth and harden (plaque). In advanced stages, periodontal disease can lead to sore, bleeding gums; painful chewing problems; and even tooth loss. Beyond the “Brush and Floss”, there are a few other considerations that may be warranted: 1. Professional Tooth Cleanings: Those who had their teeth cleaned professionally had a 24 percent lower risk of heart attack and 13 percent lower risk of stroke overall compared with those who never had a dental cleaning. Those who had their teeth cleaned at least once a year had the fewest heart attacks and strokes. 2. Nutritional Assets: Vitamin D, K2 and A are critical to strong teeth and bones. 3. Understanding Your Fluoride Levels: Testing may help determine if over fluorination is an issue for you. 4. Ditch the Tobacco: Tobacco use is one of the major risk factors for Periodontal Disease. This just adds to the growing list of things tobacco is not good for. Emily Reiblein

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

Shutterstock/ Pressmaster

I

n 1958, dentist Dr. Ralph Steinman identified that our teeth are alive. He saw that there was a fluid that moved through each tooth, orienting from the intestines (regulated by a hormone system in your brain). He examined its flow upward in the body, and finally outward through the teeth. This fluid is responsible for bringing nutrients to the teeth, and also leached out beads of “sweat” from each tooth, which helps clean the teeth and flush out harmful bacteria and toxins. A film from this fluid ultimately forms on the teeth and helps repel cavities, preventing gum/periodontal disease. When the flow of this fluid is compromised, it reverses and becomes centripetal, pumping fluid inward bringing bacteria and a trail of damage with it. Enamel gets eaten away and nutrients get pulled from the teeth. Gums bleed, and rotting can banish the tooth from your mouth. The death of a tooth from poor dental hygiene and lousy diet may be far more reaching as an indicator of overall health. One study from Sweden found a more sinister and hidden relationship between some types of gum disease and an increased likelihood of heart attack, stroke or heart failure. This study of 8,000 men and women, age 20 to 85 years old, found that: 1) Adults with fewer than 21 teeth had a 69% increased risk of heart attack compared to adults who retained most of their teeth. 2) People with Periodontal Pockets, had a 53% greater risk of a heart attack than those with the fewest pockets (these pockets are where bacteria can get caught). 3) Adults with the least teeth had twice the risk of developing congestive heart failure.

“Fluoride is a desirable substance: it can prevent or reduce dental decay and strengthen bones, thus preventing bone fractures in older people….Because of its positive effect, fluoride is added to water during treatment in some areas with low levels. But you can have too much of a good thing” In the case of fluoride, the WHO identifies that water levels above 1.5mg/ litre may have long-term toxic effects. Instead of strengthening bones and teeth, it breaks them and causes a state called Dental Fluorosis. In 2010 the Center for Disease Control (CDC), determined that prevalence of Dental Fluorosis in the U.S. ranged from 41% of the population among adolescents aged 12-15 to 9% among adults aged 40-49. Meaning, 41% of adolescents in the U.S. have enough fluoride in their system to break their teeth and bones.


Update

BIZ NOTES MacGregor acquires Rapp Marine Group

U.S. Navy / Mass Communication Specialist 1st Class Leonard Adams/Released

Ingalls to Start USS Fitzgerald Repairs Ingalls Shipbuilding , Pascagoula, MS, has been awarded a $63,000,000 cost plus fixed fee contract modification for the execution of USS Fitzgerald (DDG 62) emergent repair and restoration. This contract mod will provide for the initial collision ripout phase of an availability that will include a combination of maintenance, modernization, and collision repair of the Arleigh Burke-class guidedmissile destroyer which was involved in a collision with the Philippine-flagged ACX Crystal on June 17. Seven sailors lost their lives and the ship was damaged on the starboard side above and below the waterline.

The USS Fitzgerald left Yokosuka Harbor, Japan, December 9, 2017, aboard heavy lift vessel MV Transshelf bound for the Pascagoula shipyard. Departure from Yokosuka was delayed a few days due to damage that occurred during the onload process, which involved lowering MV Transshelf in the water, towing the USS Fitzgerald onto a platform, and securing the ship for transport. During this process, the steel support structure punctured the Fitzgerald’s hull, requiring repairs in port. Both ships returned to anchorage December 1 where final onload preparations continued until departure to ensure safe transport.

In an effort to strengthen its offerings in the fishery and research vessel segment, MacGregor, part of Cargotec, will acquire Rapp Marine Group (RMG). Rapp Marine was most recently selec ted as the Over board Handling System Single Source Vendor ( OHS SSV ) for Oregon State Universit y’s ( OSU ) new m ul t i - mi s s io n Re g io nal Cla s s Research Vessel (RCRV). The acquisition, with an enterprise value of EURO16 million, will enable MacGregor to of fer complete solutions with advanced winches and related control systems. “MacGregor has a strategic interest in widening services for cus tomers within [the ] fisher y and research segment,” explains Michel van Roozendaal, President, MacGregor. “Produc ts needed for these demanding vessel types have to be safe, robust and reliable with a good after sales network. This is exactly what our combined offering is able to provide.” For RMG customers, the acquisition will prove to be beneficial says Terje Arnesen, CEO of RMG. “The agreement will benefit the niche customer base, which will now be offered a wider portfolio of safe and efficient equipment.” The transaction will be completed Q1 2018.

Keppel O&M and U.S. Subsidiary to Pay Millions in Corruption Case The U.S. Department of Justice (DOJ) reports that Singapore-based Keppel Offshore & Marine Ltd. (KOM) and wholly owned U.S. subsidiary, Keppel Offshore & Marine USA Inc. (KOM USA), have agreed to pay a combined total penalty of more than $422 million to resolve charges with authorities in the U.S., Brazil and Singapore arising out of a decade-long scheme to pay millions in bribes to Brazilian officials. Pursuant to its agreement with DOJ, KOM will pay a total criminal fine of $422,216,980 with a criminal penalty due to the U.S. of

$105,554,245, including a $4,725,000 criminal fine paid by KOM USA. According to admissions and court documents, starting as early as 2001 and continuing to at least 2014, KOM conspired to violate the FCPA by paying approximately $55 million in bribes to officials at the Brazil state-owned oil company Petrobras and to the then-governing political party in Brazil, in order to win 13 contracts with Petrobras and another Brazilian entity. KOM effectuated and concealed the bribe payments by paying outside commissions to

an intermediary, under the guise of legitimate consulting agreements, who then made payments for the benefit of the Brazilian officials and the Brazilian political party. In reaching the resolutions, KOM and KOM USA received credit for their cooperation with the Department’s investigation and for taking extensive remedial measures. Additionally, KOM has terminated and disciplined employees involved in the criminal conduct and has implemented an enhanced system of compliance and internal controls to address and mitigate corruption risks. January 2018 // Marine Log 9


Update

Bouchard Transportation: Still Thriving at 100

This year, Melville, New York-based Bouchard Transportation Co. celebrates its 100th anniversary. While the family-owned operator has a well-established reputation of providing safe, reliable transport of petroleum products in the Jones Act trade, few people may be aware of how it all got started. The company’s founding, in fact, reads like an adventure novel, involving political intrigue, espionage, German saboteurs, a massive explosion in New York Harbor, and a brave, young tug captain. The story of Bouchard Transportation Co. begins with an act of heroism in the summer of 1916, before the United States entered World War I. On July 30, 1916, while on watch at about 2 a.m. on the tug C. Gallagher of the Goodwin, Gallagher Sand Co. in New York Harbor, Captain Fred Bouchard

witnessed the infamous Black Tom Explosion. German saboteurs had set fire to 1,000 tons of World War I munitions on the Black Tom pier in Jersey City, NJ. The munitions were to be shipped to Germany’s enemies— Britain, France and Russia. The explosion was so large that it damaged the Statue of Liberty with shrapnel, shattered windows in Times Square and St. Patrick’s Cathedral, and was felt as far away as Maryland. Undaunted, Captain Bouchard steered his tug from the Long Dock at Erie Basin in Brooklyn toward the catastrophe on the New Jersey shore. Enduring continuous explosions that blew out the windows and lights of his tug, he helped to rescue the 4,000-ton steamer Tijoca Rio, and the wooden schooner George W. Elezy of Bath, ME. In May 1917, the U.S. District Court issued Captain Bouchard a salvage award, as well as an award for personal bravery, for a total of $9,000. He promptly invested this money to create his own company— Bouchard Transportation Company.

Built on Safety Since it was established 100 years ago, Bouchard Transportation has grown under the leadership of generations of Bouchard

family members to become the largest independently owned petroleum barge company in the U.S. It owns and operates a fleet of 25 tugs and 26 tank barges, some of which are among the largest double-hull oil barges in the Jones Act trade. Bouchard Transportation has been built on reliability, safety training, and investing in some of the most technologically advanced equipment available. Its Safety Management System (SMS) requires each vessel to be routinely vetted and evaluated annually and semi-annually. Additionally, each tug and barge is continuously assigned routine maintenance and repair schedules to guarantee that the equipment is always operating at the most optimal level.

Investing in the Fleet Over the past five years, Bouchard Transportation has made significant investments to its fleet, adding new ATB units and ATB tugs. Most recently, Bouchard has ordered an ATB unit to be built by Bollinger Shipyards at its Bollinger Marine Fabricators facility, and VT Halter Marine. The unit’s ATB tug M/V Evening Breeze will be constructed by VT Halter Marine, while its double-hull tank barge B. No. 252 will be built by BMF. .

The Evergreen state is going blue.

Washington State Governor Jay Inslee has set up a new Maritime Innovation Advisory Council that will be comprised of business, government, ports, research, labor, tribes and the environmental community. The 20-member council will work with classification society DNV GL on a statewide strategy. Dubbed “Washington Maritime Blue,” the year-long, in depth strategy development is made possible by a $500,000 grant from the U.S. Economic Development Administration to the State Department of Commerce—matching dollar-for-dollar with state and local funds.

“In Washington, we are beneficiaries and stewards of this great maritime legacy. From shipbuilding to recreational boating, commercial fishing to logistics and shipping, marine research to luxury cruises, the ocean is in our blood,” said Governor Inslee. “A successful strategy for a sustainable mar it ime indust r y w il l include identifying courageous and committed long-term investment that will allow the maritime industry to lead in a way that honors our precious environment, accelerates innovation and creates great opportunities for skilled workers,” said Frank Foti, CEO of Vigor, and one of the Co-Chairs on

the Advisory Council. Other members of the Council include: Saltchuk’s Paul Stevens, Commissioner Fred Fellemen, Port of Seattle, and WSDOT Secretary Roger Millar.

MARITIME Trivia­– Question #55: who was the only pirate believed to have died in bed? The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to marineart@jclary.com. November’s trivia question: What are the first three lyrics of “Taps”? The winning answer was “Day is Done,” submitted by Jose Luis Matheus.

10 Marine Log // January 2018

Top: Bouchard Transportation / Bottom: Washington Maritime Blue

Maritime Blue Initiative Launched by Washington State


Update

Intelligent Awareness System Put to the Test by Ferry Operator Momentum towards applications of autonomous and remotely operated vessels continues to build. Under a recent deal, Rolls-Royce and Japan’s Mitsui O.S.K. Lines (MOL) will collaborate in the development of its intelligent awareness system on board 165 m passenger ferry Sunflower. The ferry, owned and operated by Mitsui O.S.K. Lines’ subsidiary company, operates on a 222-nautical mile route between Kobe and Oita via the Akashi Kaikyo, Bisan Seto and Kurushima Straits. Rolls-Royce says its system will make vessels safer, easier and more efficient to operate by providing crew with an enhanced understanding of their vessel’s surroundings. This will be achieved by fusing data from a range of sensors with information from existing ship systems; such as Automatic Identification System (AIS) and radar. Data from other sources, including global databases, will also play a role. “Sunflower operates in some of the most congested waters in the world and will provide an opportunity to test rigorously Rolls-Royce’s intelligent awareness system,” says Kenta Arai, Director at Mitsui O.S.K. Lines. “We also expect it to provide our crews with a more informed view of a

vessel’s surroundings in an accessible and user friendly way. This can give our crews an enhanced decision support tool, increasing their safety and that of our vessels. This is a significant challenge to front-line technology leading to our ultimate goal of autonomous sailing.” Asbjørn Skaro, Rolls-Royce, Director Digital & Systems – Marine, says, “We are

exploring and testing how to combine sensor technologies effectively and affordably. Pilot projects such as this allow us to see how they can be best adapted to the needs of the customer and their crews.” Rolls-Royce expects to be able to undertake an Approval of Concept and have its intelligent awareness product commercially available in 2018.

Vane Brothers Ink Another Tug Deal with Chesapeake Shipbuilding

Chesapeake Shipbuilding Corp.,

Salisbury, MD, has announced that it has

inked a new agreement with Vane Brothers, Baltimore, MD, for the design and construction of four new Subchapter M-compliant push tugs. The order brings the total number of tugs built by Chesapeake for Vane Brothers up to 20. The shipbuilder has been constructing newbuilds for the operator since 2007. The new tugs will be based on a new design from the builder. Each tug will

ur o y k c o d y r D ship here!

measure 94 ft in length x 34 ft in width and will have a draft of 10 ft 6 inches. The four, 3,000 hp tugs will be sister vessels and will be powered by two Caterpillar 3512 main engines with conventional shafts, rudders and flanking rudders. Each tug will accommodate up to 7 crewmembers and will have large, modern private and semiprivate quarters. Delivery is expected early 2019.

Customer before company Employee before owner Family before self

Top: Mitsui O.S.K.

Safety above all

detyens.com January 2018 // Marine Log 11


Update

Department of Energy Awards R&D Funding for Offshore Wind Consortium

T h e D e pa r t m e n t o f E n e r g y

(DOE) is making way for offshore wind. U.S. Secretary of Energy, Rick Perry, has announced that the DOE will provide $18.5 million in funding for an offshore wind research and development consortium. The consortium, which will include members of the offshore wind industry, will be a cooperative private-public innovation hub addressing topics, including wind plant technology advancement, resource and

ABS Grants AIP for New VLEC Concept

physical site characterization, installation, operations and maintenance, and supply chain solutions. The goal is to conduct research aimed at reducing the cost of offshore wind in the United States. “This work will further DOE’s goal to accelerate the development of offshore wind technologies by supporting fundamental research to reduce the costs of offshore wind energy to successfully compete in regional energy markets,” said Secretary Perry. According to the DOE, the U.S. has several specific challenges that require industrywide collaboration to reduce costs—among them: deep water requiring floating foundations, the need for models predicting how Atlantic hur r icanes w ill impact offshore turbines, and supply chain, operations and maintenance solutions to address the challenges of building and maintaining turbines at sea. Beyond the $18.5 million in funds, an additional $2 million will be allocated to research at the DOE’s national laboratories to support consortium R&D activities.

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granted Approval in Principle (AIP) for a new very large ethane carrier (VLEC) concept developed by China’s HudongZhonghua Shipbuilding (Group) Co., Ltd., a member of the China State Shipbuilding Corporation (CSSC). “As demand for different types of liquefied gases increases, concepts like this will expand the infrastructure and enable more efficient transportation to get products to market,” says ABS Vice President for Global Gas Solutions Patrick Janssens. “Awarding Hudong-Zhonghua Shipbuilding this AIP is another example of ABS’s commitment to promoting concepts that drive safer and more sustainable shipping.” The novel VLEC is equipped with a specialized membrane cargo containment system suited to carry liquid gas cargoes such as ethane and propane. Designed with a minimum cargo temperature of -94º C, the concept supports a low cargo boil-off rate. Distinct features of the design include multiple cargo re-liquefaction lines to liquefy vapor gas, a powerful cargo handling system that maintains a stable tank pressure and a Selective Catalytic Reduction (SCR) system that supports compliance with MARPOL Tier III and USCG requirements for non-U.S.-Flag vessels operating in the U.S. “We chose ABS because of their extensive experience in gas-related projects and their leading position in very large gas carriers,” says Hudong-Zhonghua Shipbuilding Vice President Jin Yanzi. “We are pleased to receive this approval from ABS which validates our early design work and helps us advance this concept.” ABS also granted Hudong-Zhonghua Shipbuilding an AIP for an LNG Power Supply Vessel that integrates LNG receiver, storage, re-gasification, electric power generation and transmission, with LNG storage tank volume of 32,000 m 3 and 100MW power capacity.

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Update

Safer Tug Operations Thanks to Drone Technology Dutch towing company Kotug has

never been shy about developing and applying new technology to its operations. The family-owned business, which stretches back to 1911, has developed the Rotortug—a tug with a triangular propulsion configuration for improved safety—and the E-Kotug—a hybrid propulsion version of the Rotortug. And it recently won an award for its Zero-Emission Heat Recovery System, which recycles the cooling water heat from the main engines and stores it in a smart latent heat buffer. The stored energy is used for the climate control and to keep the engines warm. Usually, this energy is derived from electrical shore power at a considerable cost. So it should come as no surprise that Kotug has come up with a way to use drone technology to make towing operations safer and more efficient. Kotug has applied for a patent for the pioneering innovation, which uses a drone to connect the towline to an assisted vessel. Kotug uses a drone to deliver a messenger line to a predetermined location on board the ship with object recognition software. Instead of picking up the heaving line of the

assisted ship, the messenger line of the tug will be brought to the assisted ship in a more controlled manner. This will allow the tug to safely sail beside the assisted ship instead of in front of the assisted ship. Conventionally, tugboat and crew position themselves in front of and close to the assisted vessel in order to grab the heaving line by hand. By doing so, the tug and crew position themselves in the danger zone, close

and even under the (flared) bow of a vessel. A minor flaw in the operation can result in major injuries of the deck crew and/or damage to the tug and the assisted vessel. A series of tests is scheduled to be performed by Kotug for full operational use of this revolutionary technology for which standard operating procedures will be developed in conjunction with relevant authorities and stakeholders.

Technology, Systems and Ships (TSS 2018) will focus on the latest efforts of the Navy, Coast Guard, Marine Corps, and Army to design and procure the next generation of weapons, systems and ships.

Kotug

This year’s event promises to be an excellent opportunity to hear from and interact with shipbuilding program offices, including their leadership in an effort to understand the technologies and requirements necessary to build the “next Navy”. We anticipate that the program will offer intriguing dialogue with all programs from Submarines to Surface Ships, Carriers to Amphibs. Don’t miss it! -CAPT Rick White, USN (Ret.); TSS Chair

www.tss18.org January 2018 // Marine Log 13


inside washington

NDAA Makes Navy’s 355-Ship Battle Fleet Policy

O

n December 12, President Trump signed into law H.R. 2810, the National Defense Authorization Act for Fiscal Year 2018 (NDAA), making it the official policy of the U.S. to achieve the Navy’s longsought-after goal of the 355-ship battle fleet. The 355-ship policy goal was tucked into H.R. 2810 under the “Securing the Homeland by Increasing our Power on the Seas (SHIPS) Act” by U.S. Senator Roger Wicker (R-MS), Chairman of the Senate Seapower Subcommittee.

Following the President’s signature, Chairman Wicker said in a release, “Building up our nation’s fleet is essential to protecting our national security and projecting American power around the globe. We are asking too few ships to do too many things, and today the President took a major step toward rectifying that problem.” The NDAA obligates $11.39 billion from funds appropriated for Shipbuilding and Conversion to the aircraft carrier CVN-79 and $12.568 billion for follow-on ships in the Gerald R. Ford CVN-78 class. NDAA also authorizes the procurement of a heavy Polar Class icebreaker. The law leaves open the door for “innovative acquisition practices” such as multi-year funding and block buys “to reduce the costs and accelerate the schedule of such procurement” to procure multiple icebreakers.

The NDAA tasks the Comptroller General with submitting a report no later than March 1, 2018 to the Senate’s Committee on Commerce, Science and Transportation and the House’s Committee on Transportation and Infrastructure on the costs of and schedule for procuring heavy icebreakers. The NDAA also authorizes the Secretary of the Navy to enter into multi-year procurement contracts for up to 15 Arleigh Burke Class (Flight III) destroyers and up to 13 Virginia Class attack submarines. The Secretary is also authorized to enter into a design and construction contract for the lead ship of the amphibious ship replacement LX(R) or the LPD-30 amphibious transport dock ship. Block buys could potentially save the Department of Defense hundreds of millions of dollars for aircraft carriers, Arleigh Burke Class destroyers, and the heavy polar icebreaker.

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CEO Spotlight

Q & A With

CAPT. JAMES C. DESIMONE Chief Operating Officer, Staten Island Ferry By John R. Snyder, Publisher & Editor-in-Chief

T

he Staten Island Ferry has been operated by the City of New York for more than a century and its iconic bright orange livery is known the world over. Making more than 40,200 trips per year, the ferry provides a vital lifeline to Staten Island—the city’s only borough without a subway connection to Manhattan. About 24 million passengers take the ferry each year to get to their jobs, schools or, in the case of tourists, check out the Statue of Liberty and other sights across the 5.2-mile stretch of New York Harbor. Overseeing the operation for the New York City Department of Transportation falls to Captain James “Jim” DeSimone, a colorful, gregarious, affable New Yorker, whose DNA is hardcoded in the maritime business and skin thick enough to handle all of the thorns and brambles that come along with the bureaucratic machinations of New York City. Marine Log had the opportunity to sit down with Jim at his offices at the Staten Island Ferry terminal at St. George to discuss how he got started in the maritime business and what are some of the challenges of operating one of the most well known ferry operations in the world.

MARINE LOG: How did you get started in the maritime business? JAMES DESIMONE: I grew up in Throggs Neck in The Bronx. My father was on the faculty at the SUNY Maritime College and a department chair, so we lived on the campus. We were always around the water and around boats. When it was time to go to college, I attended Maritime College, following my father, one of his cousins and my brothers. When I graduated I went to sea. I ultimately ended up sailing as captain on oil tankers. By that point, I was married and living in Fort Lauderdale. Somewhere along the way, my wife and I were visiting my mother in New York, after my father had passed away. At that time, my mother wanted to donate a painting and a check to the school - I should point out that the check was very modest given that he taught there for 30 years. My brother and I made an appointment to visit the then college president, Rear Admiral (Floyd) Miller, who had been one of my father’s students. When we arrived in his office he mentioned that the Commandant of Cadets & Captain of the school’s training ship position was open and asked me if I would consider it? I

just laughed and politely said no. On the way back to my mother’s house, my brother asked me, “Why wouldn’t you consider that position? You are planning to go ashore.” I told him that they would never hire me. They usually hired an older, retired Navy or Coast Guard Captain. Rich said, “No, I think he was pretty serious.” Following the visit, my wife and I went back to our home in Fort Lauderdale and while we were sitting on our patio one night I asked her how she would feel about moving from our beautiful home there to the Bronx? She said, “If you want to do it, do it.” I called Admiral Miller the next day and asked him if he was serious about the position. He indicated that I was exactly what they were looking for. I was about 34 at the time, active in the maritime industry and understood the specialized mission of the college. So, I applied for the position, went through the search committee process and was ultimately offered, and accepted, the position. As it turned out, the politics of working on a college campus are not much fun, but overall it was a great experience. Many of the relationships I made with students that went through the college during my tenure have lasted to this day. I would say, there is rarely a month that goes by that I don’t get an e-mail from one of them asking, “Hey what are you doing? Let’s go out to dinner.” After 10 years at the college, I joined The Great Lakes Towing Company as Senior Vice President of Operations. That experience had a tremendous impact on my career and provided an exposure to the maritime industry at large. Our customer base included foreign and domestic ship-owners and agents in all trades, the U.S. Navy, Coast Guard and Army Corps through a far-flung geographic operation that spanned the Great Lakes, Puerto Rico, Hawaii, and Florida. M L : How d i d yo u j o i n t h e S t a te n Island Ferry? JD: I had an opportunity to come back to New York with a high-speed ferry operator. I was there for about a year when the Staten Island Ferry had a pretty significant accident in 2003 (Editor’s note: A deadly crash on October 15, 2003 resulted in the death of 11 ferry passengers and dozens of injuries when the ferry Andrew J. Barberi allided with a maintenance pier. The tragic accident served a sea change of the safety culture at Staten Island Ferry). January 2018 // Marine Log 15


Several people sent me the posting for the newly created position overseeing the Staten Island Ferry. I wasn’t really looking for a new job, but when I finally reviewed the posting and preferred qualifications, I submitted my resume and I was called almost immediately for an interview. I apparently connected with the senior management at the New York City Department of Transportation – the Commissioner and her Deputy were the type of people I knew when I was growing up in the City - and I felt very comfortable around them. They were looking for a maritime professional and I was offered the position. I honestly believe that I would not have been offered this position and survived as long as I have, had I not spent 10 years at Maritime College. There is a lot of patience required in the public sector and I am not the most patient person. However, I do know when I have to back off and work within the system and I learned that while working at Maritime College. After almost 14 years now in this position, I do feel somewhat guilty saying it’s been fun and rewarding. I don’t think you are supposed to like working for the city. It’s certainly has its aggravating moments, but the NYCDOT is great agency and I have had the privilege of working with some exceptional civil servants. Further, as a New Yorker I often think back to my first time riding the Staten Island Ferry when I was a kid and I am reminded that the Staten Island Ferry is, as they say, an iconic and important New York City institution. 16 Marine Log // January 2018

We can never lose sight of the fact that there are thousands of people who rely on the Staten Island Ferry day in and day out commuting back and forth to work, attending school, doctor’s appointments, shopping…so the timeliness, reliability and safety has to be our focus. ML: How important is safety? JD: We put in a Safety Management System in place after the accident. We had GMATS come in and do a review of the ferry. Their report was essentially a blueprint for what we did around here although we did not comply with all of the recommendations in the GMATS report. There were certain things that were not practically feasible, such as evacuation slides. We are now well past our tenth audit of our Safety Management System. We are not driven by profit motive here. Even when the city was going through a financial downturn, no one was looking to cut back on safety. We do a tremendous amount of training and drills that incur a lot of overtime, but this is the only way we can ensure our crews are prepared to do their jobs and respond quickly when something goes wrong. We have cameras all over the place, so you can look back on any incident and see how the crew responded. I am always pleasantly surprised at how well our crews respond and do the right thing. Our biggest vulnerability is a hard landing. We are making about 40,200 trips per year. And, regardless of how welltrained and professional our engineers are and how well the machinery is maintained

- the machinery is not going to operate 100 percent, 100 percent of the time. So, when we have a mechanical problem our employees must respond quickly, appropriately and get the passengers out of harm’s way. Usually, this means away from the front and seated. Up in the pilothouse, the captains have been trained to do the right thing as well – which is not always so intuitive. We have a great group of captains, chief engineers, officers and crew that make the Staten Island Ferry what it is, so we are very fortunate in this regard. When I first came on board, I knew that one of our biggest challenges was going to be resistance to change. What was interesting, however, was that some of the people I would call the old timers—who I thought might be resistant— were some of the greatest champions of the Safety Management System. They were professionals, but they didn’t think the operation was at the level it should have been. From a career standpoint, I think we offer our professional mariners a lot. As far as the engineers go, we have unlimited horsepower, so their licenses are maintained. The Molinari Class has a pretty sophisticated power plant, so we definitely have the latest in technology. For the younger people that’s a pretty big deal. Geographically we are very lucky, with Kings Point and my alma mater across the river, in proximity to our operations. Our average captains are in their 30’s and many of them grew up locally and around boats. They like boat handling, do a great job at it and they are home every night. ML: Can you talk about your new vessels under construction at Eastern Shipbuilding? JD: When I came in here the Molinari Class was being built. Those boats, like any class in the history of the service, had problems. The Kennedy Class was the first of the diesel-electric power plants. Coming from steam to diesel with the Kennedy Class, there were problems. The Barberi Class introduced the cycloidal propellers and, yes, there were problems once again. The Molinari Class is diesel electric with variable frequency drives – a pretty sophisticated power plant for the needs of the Staten Island Ferry, but the initial teething problems with these vessels have been addressed as well. The “Ollis Class” ferries began with a preliminary design investigation (“PDI”) in 2012. This PDI examined the whole operation - our operational tempo and needs, the condition of the existing fleet and, one of the things I mentioned at the FERRIES

Shutterstock/Valerii Iavtushenko

CEO Spotlight


James C. DeSimone Conference was whether we were going to extend the life of the Barberi Class ferries. The rule of thumb is if the cost of life extension is determined to be 51% of the cost of new construction, then you should go with new construction. In our case, it was over 65% because a life extension would have been considered a major conversion under Coast Guard regulations—meaning the need to add vertical fire zone bulkheads, elevators, etc. It would have been very costly. As the process moved forward, collectively (Ferry Management, Captains, Chief Engineers, Naval Architects…) we sought to come up with a vessel that was as simple as possible, and reliable. Starting with the propulsion system—we sat around a conference room and all agreed that maneuverability was going to be number one. You ride back and forth on the ferry, the strong currents around here and the weather are a big factor. So, manuverability is paramount. We went down the list of everything we were looking for: maneuverability, reliability, fuel consumption and so forth. As part of the “PDI” there was a propulsion tradeoff study conducted in which seven different propulsion systems were evaluated, including conventional propellers, Z-drives, cycloidal propellers, etc. and the top two on the list ended up being cycloidal. The recommendation was to put two units on each end. We started looking at upfront costs and the lifecycle maintenance costs to assist in determining which way to go. To help in this effort, we conducted a 10-year snapshot of the Barberi and Austen Class (both equipped with cylcoidal) and examined any issues we had. It turned out that over those 10 years, we had two cycloidal propeller failures. The weak link was not the propeller, but the engines. We decided that since we have a single cycloidal propeller on each end of the Barberi and Austen Classes, we should go with the same configuration on the new Ollis Class ferries. Going with two smaller units on each end of the new class would have also impacted training for our captains. If you have two units, there is no skeg on the vessel, so handling becomes another issue. The Barberi Class and the Austen Class have a skeg, which a lot of people think is there to protect the propeller. It’s not. It’s for steering stability. Taking all of these factors into consideration we decided to go with the one large unit on each end. It’s a known quantity and it also adds consistency to the fleet as well.

As with everything there are trade-offs. The naval architects pointed out that the single unit weighs more than the two small ones. And you know weight is everything on a ferry. Then they said we were only going to have 18 inches between the main deck and the top of the unit because they had moved the stairwells farther inboard, as they were trying to redesign the inside. So we said move the stairs back where they were so we could have headroom down there. It was this iterative process through the whole thing. Ultimately, they came up with a nice design. After the PDI, we had to then go out with an RFP for the naval architect. We also had to go out with an RFP for an owner’s rep. It ended up that Glosten was awarded the owner’s rep contract and Elliott Bay (Design Group) the naval architects. We feel pretty comfortable with this team given their vast

Even when the city was going through a financial downturn, no one was looking to cut back on safety. experience and background with ferries. Glosten brings a lot to the table, too. Our director of engineering told Glosten: “You’re here to help save us from ourselves.” As for our builder, Eastern Shipbuilding Group, I think if we didn’t have to go out with a competitive bid, Eastern would have certainly been one of the top contenders anyway. I’ve told people: Eastern is uniquely qualified. They have built ferries before and dealt with City of New York before, all of which makes them uniquely qualified. The very competitive bid price didn’t hurt either. All in all it has been a pretty good project and we are excited about it. ML: Can you walk us through some of the interior design elements of new boats? JD: The weather deck is a big deal for the Staten Island community. When you look through a study conducted in 1998 and all the things the passengers wanted back then, they really weren’t much different from the feedback we solicited during passenger preference surveys with the Ollis Class. I,

personally, prefer promenade weather deck on the Barberi Class, which you can open up in the summer and close in the winter, but I focus on maintenance and things like that. The passengers prefer the outside weather decks year round. With the new boats, the weather deck will be open and you’ll be able to walk all the way around the vessels without having to go back into the passenger cabin. As for the interior layout, based on the feedback, most people prefer the Kennedy Class. But in today’s world you have to have vertical fire zone protection - you have to have bulkheads that break up the open cabin. So, on the Ollis Class we are going to install fire-rated glass inserts in some of the bulkheads to open up the space more. So you’ll be able see through and won’t have dark corners. Then for the seating, we had seat samples in the Whitehall Ferrty Terminal for a couple of weeks and surveyed our ridership. The most preferable seat was selected. They will look like wood, but they are aluminum. We’ve added more bicycle racks for the public and some private spaces for the crew that will enhance the work environment. ML: What lessons learned are you incorporating into the new vessels? JD: In the Barberi and Newhouse, the whistles are in the stack. And they are in there for a number of reasons. They stay nice and warm in the middle of winter. On the Molinari Class, they are up on the masts, so they have frozen up from time to time. We have that taken care of, but I don’t know how many trips we’ve missed because of frozen whistles. On the new vessels, the whistles will be back in the stack. Simple things like that impact maintenance and service. We have tried to incorporate the best of the whole fleet in the new boats, so we are hopeful the design will meet our requirements in all respects. The Ollis Class will also be among the first EPA Tier IV compliant vessels under U.S. flag as well, so we continue to green the fleet. ML: What advice would you give a young person thinking about a career in the maritime industry? JD: I was recently a commencement speaker at the Maritime College, and I told the graduates that autonomous ships are coming their way. You are going to see tremendous changes. If you sit back and visualize, everything points to more technology. It is not about jobs going away. It is about different jobs. January 2018 // Marine Log 17


TOP PORTS

TOP

Ports Compiled by Marine Log Staff

18 Marine Log // January 2018

1. PORT OF SOUTH LOUISIANA

America’s Largest Tonnage Port District The number one port in the U.S. acts as the heart of an intricate intermodal system that transports goods, commodities and petroleum, to states and foreign countries. Stretching 54 miles along the Mississippi River, the Port of South Louisiana, is the largest tonnage port district in the western hemisphere. The Port says its cargo throughput accounts for 15% and 57% of total U.S. and Louisiana exports, respectively. In 2016, the Port was responsible for the export of over 67 million short tons of cargo. And, according to its third quarter results from September 2017, the port is already on track for surpassing its 2016 numbers—reporting 75,088,290 short tons total throughput as of third quarter 2017. In 1992, in an an effort to redevelop into a world-class complex, the Port purchased the Globalplex International Terminals. The terminal, operated by the Associated Terminals,

is a public terminal for both vessels and barges that provide handling and storage for bulk, breakbulk and containerized cargoes. Last year, the Port completed a $9.6 million expansion at the Globalplex terminal— tripling its bulk storage capacity. The Port district can take on vessels with up to a 45 ft draft.

Top: Port of Los Angeles, Bottom: Assoiated Terminals

Marine Log takes a closer look at the Top Ten Ports in the U.S. according to Total Trade, highlighting infrastructure investments, developments and projects.

Port of Los Angeles is on track to handle 9 million TEUs this year


TOP PORTS 3. PORT OF New York and New Jersey

Gateway to Affluent Consumer Market

2. PORT OF houston

The International Port of Texas The Port of Houston is the nation’s largest port for foreign waterborne tonnage. A major economic driver for the state of Texas as well as the nation—the Port generates 1.175 million jobs in the state and 2.7 million jobs nationwide. It’s responsible for producing an economic activity of almost $265 billion in Texas, 16 percent of the state’s total gross domestic product and more than $617 billion in economic impact across the U.S. The Port reports that through November 2017, its terminals handled nearly 35 millions tons of cargo—a nine percent increase versus the same period in 2016. The drivers for the growth are the imports of containers and steel. Steel imports in particular have increased by 57 percent. Meanwhile, container activity grew steadily by 14 percent from the same period last year. For 2018, new resin production is expected to begin along the Houston Ship Channel increasing demand at the port. Capital improvement projects for the year include channel development projects and a dredged area material program to help sustain service, enhance productivity and make way for larger ships.

The l argest port on the U.S. East Coast, the Port of New York and New Jersey offers a gateway to one of the most affluent consumer markets in the world. The port, which handled over 3.6 million cargo containers in 2016, can take on every type of cargo—from dry bulk, to Ro/Ro, to specialized project cargoes. And, since the turn of the century, it has readied itself for future growth with an investment of $2 billion to meet the changing industry landscape. The Port of NY & NJ port district is comprised of multiple seaports, container terminals and cruise terminals situated in both New York City and New Jersey. According to the Port 80 percent of the cargo that enters the port stays in the region.

To that end the Port Authority has invested greatly in infrastructure improvements such as the construction of wharves and piers; the raising of the Bayonne Bridge—enabling the passage of new Neopanamax ships such as the CMA CGM Theodore Roosevelt; and the redevelopment of a multi-modal freight rail terminal that will support an upgraded cross-harbor barge services.

4. PORT OF New Orleans

At the Center of the Action This past 2017, the Port of New Orleans saw a year of significant gains for both cargo operations and cruise business. Top imports at the port included iron and steel, while top exports included chemicals (mostly PVC resins); animal and vegetable products. The Port’s cruise business accounts for approximately 20% of total revenue, and is on pace to surpass 1 million passenger movements for the fourth year in a row in 2017. Port NOLA’s cruise business is responsible for direct industry expenditures in Louisiana totaling $432 million and supporting 8,321 jobs. Passengers, who on average spend two nights in New Orleans, generate over $15 million in hotel revenue annually.

Currently, the Port is developing a strategic “Gateway Master Plan” that will lay out a vision for the next 20 years with strategies for growth including capital investments, operational changes, policies and strategic initiatives. The plan will include increasing and expanding capacity, and revitalizing undervalued industrial real estate properties.

5. PORT OF Beaumont

Top left, Shutterstock/ Roman Babakin

Marks its Most Successful Year Yet When Tropical Storm Harvey made its way to Texas, it dropped between 40 to 61 inches of rainfall in Southeast Texas—causing record flooding in the region. But anyone who knows a Texan knows Texas and its people, don’t stay down for long. In fact, the Port of Beaumont, located in the area hardest hit by the storm, enters 2018 following the strongest year, financially, in the port’s history. The year marked the successful passage of an $85 million bond referendum in

November, and more than 3 million tons of cargo making its way through the gates. As a contributor of approximately $4.4 billion to the Gross State Product, the Port is responsible for 12,608 direct, indirect and related user jobs. It also produces $1.8 billion in economic activity annually. The Port says it has committed itself to the economic prosperity of Southeast Texas. Its 2017-2018, $169.2 million improvement program includes 12 projects that will facilitate the recovery and growth of the region. January 2018 // Marine Log 19


6. PORT OF Corpus Christi

The Energy Port

T h e P o r t o f Co r pus C h r i s t i is

a major gateway to international and domestic maritime commerce. Part of its mission is to become the ideal Energy Port of the Americas. To that end, the Port, located on the western Gulf of Mexico, with a 36 mile, 47 foot MLLW deep channel, has continually invested in infrastructure and implemented innovative solutions to meet customer needs. This past December, the Port approved a contract to construct an additional 25-acre laydown yard for storage of wind turbine and breakbulk cargo. As the use of wind energy picks up speed across the U.S., so too has the wind turbine cargo at the Port. At year’s end, the Port was expected to have handled more than 3,000 large wind turbine components, surpassing previous years.

Since August 2017, the Port has purchased 100% renewable electricity produced by wind power projects and other renewable energy projects in the state. The Port is also prepping for the influx of larger NeoPanamax ships. The Port of Corpus Christi Commission and the U.S. Army Corps of Engineers have executed a Project Partnership Agreement for the deepening and widening of the Corpus Christi Channel. The CC Ship Channel Improvement Project (CIP) will widen the ship channel to 530 ft, and add additional barge shelves to allow for two-way vessel and barge traffic, and deepen the CC Ship Channel to 54 ft MLLW. The channel improvement project’s completion is expected to make way for the construction of a new Permian Basin to Corpus Christi crude oil pipeline capacity—with a potentially $30 billion per year of incremental crude oil export value and about $500 million in annual shipping cost savings. Since the lifting of the export crude oil ban, the Port has led the way as a net oil exporter, facilitating 61 percent of America’s 478 million barrels of crude oil exports. The opening of this vital energy trade has helped create jobs, drive U.S. manufacturing and balance the trade deficit.

8. PORT OF Greater Baton Rouge

Location Matters We’ ve all he ard the phrase “location, location, location”—an unrelenting reminder that what/who you are surrounded by matters. For the Port of Greater Baton Rouge its physical place in the world plays a vital role in its growing success. Located on one of the largest port systems in the world, the lower Mississippi River port system, the Port of Greater Baton Rouge is ranked 8th in the nation and 65th in the world in annual tonnage. The port includes

20 Marine Log // January 2018

a 45 ft shipping channel leading directly to the Mississippi River and the Gulf Intracoastal Waterway. The Port handles bulk and breakbulk cargoes both for the domestic and international markets and links to major ports between Texas and Florida. One particular service, launched in 2016, has proven to be beneficial for the region, businesses and the ports involved. The Port works with the Port of New Orleans on a container-on-barge service where empty containers are repositioned from Memphis, TN, to Baton Rouge to meet the increasing volume of Resin exports from the Baton Rouge area. Those exports—the numbers have been on the rise since 2016—are then sent via container-on-barge service to New Orleans for export on container vessels and shipment worldwide. The service’s goal is to use the waterway as an environmentally friendly and cost efficient alternative. The service is operated by Seacor AMH.

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petroleum bulk. The Port handles cargo valued $180 billion in trade annually, is connected to 217 seaports via 175 shipping lines, and handles more than 2,000 vessel calls per year. It’s the second busiest port in the U.S. and the 20th busiest container cargo port in the world. The Port of Long Beach also supports more than 1.4 million jobs nationally, and generates billions of dollars in economic activity each year. Aside from it being one of the busiest, its also one of the greenest ports in the U.S.— thanks to its Green Port Policy which has enabled the port to reduce air emissions and pursue its goal of a zero emissions future. Since implementing its green initiative, diesel particulate matter is down 88 percent since 2005, NOx is down by 56 percent, SOx is holding steading at 97 percent less and greenhouse gases are down by 22 percent.

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Top photo: Port of Corpus Christi; Bottom left, Port of Greater Baton Rouge; Bottom Right: Port of Long Beach

TOP PORTS

637298039819734 585673658376358 872470958093850 6341634256342w3 7. PORT OF Long Beach 637298039819734 585673658376358 The Green Port 872470958093850 Serving as a gateway for Trans6341634256342w3 Pacific trade and a trailblazer in goods movement and environmental stewardship, 637298039819734 the Port of Long Beach surpassed its 2016 585673658376358 numbers in only 11 months in 2017—handling more than 7 million containers for the 872470958093850 fourth time in its 106-year history. According to the Port, a6341634256342w3 total of 612,659 twenty-foot equivalent units (TEUs) moved 637298039819734 through it in November 2017—an increase of 14.7 percent over the same month in 585673658376358 2016. Through the first 11 months in 2017, shippers sent 6,847,589 872470958093850 TEUs across the Port’s docks, a 10 percent increase. 6341634256342w3 Imports also surged by 18 percent in November—prompted by637298039819734 the holidays and post holiday sales. Demand for empty containers from the Port for 585673658376358 Asia was also on the rise—that trade grew by 17 percent to 872470958093850 167,085 containers. The East Asian trade accounts for more 6341634256342w3 than 90 percent of the shipments that go 637298039819734 through the port. Top imports include crude oil and electronics, while top exports 585673658376358 are comprised of petroleum coke and


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January 2018 // Marine Log 21


TOP PORTS 9. PORT OF LOS ANGELES

10. Port of Mobile

America’s Port

Quickly Rising

The Port of Los Angeles foresees a future of growth in intermodal and terminal velocity. That growth will require innovative, transparent solutions to make operations more efficient. That’s why, the 7,500 acres port has teamed up with GE Transportation to launch a digital shipping solution, the first-of-its-kind, Port Information Portal. The portal digitizes maritime shipping data and makes it available to cargo owners and supply chain operators through secure, channeled access. This greater lineof-sight access will enable and facilitate the collaboration and coordination among the stakeholders, enhancing supply chain performance by delivering fast, data-driven insights through a single portal to partners. The effort comes at an apt time. The Port saw a new record set for highest monthly container volumes this past November, when it processed 924,225 TEUs. Its latest 2017 numbers also indicate that volumes are up 6.3 percent and the Port is on track to being the first in the western hemisphere to exceed 9 million TEUs in a calendar year.

Priding itself as a port “well-equipped for lifting entire industries” the Port of Mobile is proving to be a major competitor on the world stage. The 4,000- acre port is comprised of the Alabama State Port Authority’s public terminals, private bulk terminals, shipyards, and the city of Mobile’s cruise terminal—and with a 45 ft ship channel on the lower harbor and a 40 ft ship channel on the upper harbor, the port can serve both PostPanamax containers and general, ro/ro, bulk, refrigerated and project cargoes as well. The Port Authority’s numbers for FY2017, ending September 30, show that the Alabama State Port Authority’s impact on the state included 124,328 direct and indirect jobs; $459+ million in direct and indirect tax impact; and an economic value of $19.4 billion. Numbers are only expected to rise now that Walmart will build a $135 million distribution center in Mobile, AL—the fourth in the state. The 2.5 million ft2 distribution center is expected to increase local port traffic by approximately 10 percent, according to Walmart.

INVESTMENT OPPORTUNITY

Last year, the Port, through its $300 million public-private partnership with APM Terminals, completed phase 2 of its terminal expansion plan. Once completed, the 5 -Phase plan will grow the terminal’s annual throughput capacity to 1.5 million TEU. APM Terminals increased container traffic at the port by 19% in 2016 and is expected to match, or exceed that growth in 2017. Growth will continue at the Port for years to come. The USACE is conducting a harbor modernization study that will look at the deepening and widening of Mobile Harbor. Additionally,the Port Authority is expected to announce the construction of a $45 million Automotive Logistics-Ro/Ro terminal.

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TOP PORTS Trending Up: East Coast Ports on the Rise The Port of Baltimore is quickly becoming one of the top producing ports in the U.S. The Port was the fourth fastest-growing port in North America in 2016—with a 9.8 percent increase in the amount of cargo handled from the previous year. For FY 2017, it had a record setting year, handling 907,957 TEUs plus 10,347,794 tons of general cargo including cars, containers, farm and construction machinery, and breakbulk. While total 2017 numbers have yet to be finalized, the Port of Baltimore expects it be a record year with containers up 12 percent over the previous year. The Por t, which generates 13,600 direc t jobs and suppor t s 120,0 0 0 + jobs in the state, is comprised of public marine ter minals owned by the Mar yland Por t Administration ( MPA) and private marine terminals which handled 31.8 million tons of international cargo crossing its docks in 2016—valued at approximately $49.9 billion. Approximately 90% of all general cargo move through

the MPA’s public terminals, while the private terminals handle most of the Port’s bulk commodities. Overall, the Port is the top port in the nation in handling cars and Ro/Ros, is ranked ninth for the total dollar value of cargo and 14th for cargo tonnage when compared to other U.S. ports.

PhilaPort Makes a Name for Itself PhilaPort, as the Port of Philadelphia is now known, has been named one of the top growing import ports in the U.S. by WorldCity. Its $3.34 billion increase in imports is led by the the import of motor vehicles which increased by 25.62% to a whopping $2.55 billion. Oil, too, rose by 212.13% to $1.59 billion. Once 2017 numbers are finalized, the PhilaPort is expected to top a half-million containers—the first time in its history. With its sight set on continued growth, the Por t is expanding, investing in improvements and additions to its infrastructure and capacity. Last year, Pennsylvania Governor Tom

Wolf granted $300 million in capital investments for por t improvements— including terminals, warehouses and larger cranes. More recently, the por t purchased two New Panamax-size container gantry cranes as part of its Port Development Plan. The new cranes — the second pair purchased by the port in the last year, bringing the total number of cranes purchased for the port’s Packer Avenue Marine Terminal ( PAMT) to four—are expected to double container cargo volumes at the port. Under the plan, PAMT will nearly double it s cargo capacit y —from 456,000 to 900,000 containers annually. Additionally, 40 acres will be added to the por t for cont ainer c argoes ; PhilaPort’s Southport site will provide another 155 acres for autos—to meet the growing number of imported cars—the added space will make way for 350,000 autos. A seaplane hangar will be converted to second auto-processing facility at The Southport Marine Terminal complex.

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shipbuilding

The New

Cold war

U.S. needs to kick its new polar icebreaker construction program into gear or get caught flat-footed in the arctic race

P

aradoxically, shrinking polar ice caps are increasing the need for icebreakers. That’s because more merchant ships are making use of distance-saving northern sea routes through the arctic, more expedition cruise ships are venturing into the polar regions, and oil and natural gas resources that once looked inaccessible no longer do so, opening up the likelihood of confrontations in regions where there are conflicting national territorial claims.

26 Marine Log // January 2018

The result is that the new cold war centers around an icebreaker construction arms race—one in which the United States is hopelessly playing catch up. Russia has clear dominance with the world’s largest icebreaker fleet — 46 in service, 11 under construction and at least four others planned. The U.S.’s friendly neighbor to the north, Canada, has seven, with two under construction and five planned. Finland, which is home to Aker Arctic, which specializes in ice technology, has 10. Aker

Arctic has designed icebreakers for Russia, Canada, and China. Additionally, Sweden, has a fleet of seven, with three more planned. Coming in at number five in the league table for icebreakers is the U.S., with five ships and, potentially three planned. Worryingly to some, China has three icebreakers (two of which were delivered in 2016) and another under construction. The U.S. has not built a heavy icebreaker in 40 years. The Coast Guard’s tally of five U.S. icebreakers consists of:

US Coast Guard

By Nick Blenkey


shipbuilding Shipbuilding • Two 1970s vintage heavy polar icebreakers (Polar Star and Polar Sea), one of which, the Polar Star, is operational, that are designed to perform missions in either polar area, including the challenging McMurdo resupply mission; • One medium polar icebreaker (Healy) that is used primarily for scientific research in the Arctic; • One ship (Palmer) that is used for scientific research in the Antarctic. It is owned by Edison Chouest Offshore (ECO) and leased to the National Science Foundation through Raytheon Polar Services Company; and • Aiviq— which was used by Royal Dutch Shell to support its now ended Arctic exploration and drilling effort off Alaska. It, too, is owned by ECO, and recently was being shopped to Canada for lease to the Canadian Coast Guard after conversion by Canada’s Chantiers Davie. In terms of heavy polar icebreakers, then, the U.S. fleet has just one operating vessel. Where does that leave the U.S.? In short: Hot water. A report published in July 2017 by the Transportation Research Board (TRB) of the National Academies of Sciences, Engineering, and Medicine reached this conclusion: “The United States has insufficient assets to protect its interests, implement U.S. policy, execute its laws, and meet its obligations in the Arctic and Antarctic because it lacks adequate icebreaking capability.” The TRB report was produced in response to a requirement in the 2015 Coast Guard Authorization Act. Its recommendations include that Congress should fund the construction of four heavy polar icebreakers of common design that would be owned and operated by the Coast Guard (USCG) and that the Coast Guard should follow an acquisition strategy that includes block buy contracting with a fixed price incentive fee contract and take other measures to ensure best value for investment of public funds. While the TRB recommends that four polar icebreakers be built, the Coast Guard says it requires a “minimum of two new heavy icebreakers to ensure national yearround access to the polar regions and to provide some self-rescue capability.”

Acquisition Program The Coast Guard believes it also needs additional medium polar icebreakers, but is currently in the Analyze/Select phase of a heavy polar icebreaker acquisition program and, in collaboration with the Navy in October 2017 released a draft Request for Proposal (RFP) for the Detail, Design and

Construction of one heavy polar icebreaker with options for two more. The Coast Guard says that it intends to begin production activities in 2020 under an accelerated acquisition timeline and that the draft RFP represents the integrated program office’s latest effort to refine requirements and reduce acquisition costs for the procurement. Earlier, in February 2017, the Coast Guard awarded five firm fixed-price contracts for heavy polar icebreaker design studies and analysis to Bollinger Shipyards, Lockport, LA; Fincantieri Marine Group, Washington, DC; General Dynamics NASSCO, San Diego, CA; Huntington Ingalls Industries, Pascagoula, MS; and VT Halter Marine, Pascagoula, MS. The objective of the studies was to identify design and systems approaches to reduce acquisition cost and production timelines. In addition to a requirement to develop designs with expected cost and schedule figures, the contracts required the awardees to examine major design cost drivers; approaches to address potential acquisition, technology and production risks; and benefits associated with different types of production contract types. The Coast Guard says that use of design studies is an acquisition best practice influenced by the Navy’s acquisition experience with the LCU amphibious transport ship and T-AO(X) fleet oiler programs, which are being acquired under accelerated acquisition schedules.

Fincantieri Teams Up With Philly, Vard Back in April 2017, we broke the news that Fincantieri Marine Group (FMG) had teamed with Philly Shipyard, Philadelphia, PA, along with Vard to develop a baseline icebreaker design, cost estimate, and production schedule. The reasoning behind the teaming arrangement was simple, says George Moutafis, FMG Vice President of Programs. “We immediately recognized that we would need a global team and the approach has been to bring together the best in class.” Moutafis points out that a heavy icebreaker hasn’t been built in the U.S. in 40 years and the shipyards that built the Polar Star, Polar Sea, and the medium duty icebreaker Healy are no longer in the shipbuilding business. “We knew we were going to have to look beyond the U.S.,” he says. For FMG, however, they didn’t have to looked beyond their parent, Fincantieri. Headquartered in Trieste, Italy, Fincantieri is one of the world’s largest shipbuilding and ship design firms, with more than 19,000 employees and 20 shipyards on four

What’s on the Coast Guard’s shopping list? The new polar icebreaker will have to operate worldwide and will be exposed to some of the most extreme environmental conditions found in the Polar, Tropical, and Temperate regions. It will experience large concentrations of multiyear consolidated pack ice with ridging, air temperatures ranging from -72 degrees Fahrenheit (°F) to 114°F, sea water temperatures ranging from 28.8°F to 87°F, wind speeds that can exceed 100 miles per hour (87 knots) and sea conditions up to sea state 8. According to the Congressional Re s e a r c h S e r v i c e, t h e C o a s t Guard’s key performance parameters (KPPs) for a new polar icebreaker include the following: • An ability to break through 6 feet of ice at 3 knots (threshold) or 8 feet of ice at three knots (objective); • An abilit y to break through ridged ice of 21 feet; • An ability to operate without replenishment (i.e., resupply) for 80 days (threshold) or 90 days (objective); • An ability to exchange voice and data with DHS, Coast Guard, Defense Department units, and other stakeholders. Additional desired capabilities include the following: • An ability to operate for a total of 3,300 hours (the equivalent of 137.5 days) per year (threshold) or a total of 4,050 hours (the equivalent of 168.75 days) per year (objective); • An operational availability (i.e., percentage of time available for operation) of 85% (threshold) or 92% (objective); and • A space and weight allowance for accommodating a communication workspace (objective) or an installed communication workspace (threshold). • Features for meeting modern environmental standards; • A n d feat ure s for im p rove d ship control and modern human habitability.

January 2018 // Marine Log 27


shipbuilding Carderock Division. Plans are for a final RFP to be out in time to support an FY2019 acquisition.

What Will The Heavy Polar Icebreakers Cost? The Coast Guard and Navy believe they can bring in the ships for less than the often quoted $1 billion a copy. The Coast Guard is open to the idea of using a block buy contract to reduce costs for acquiring multiple new polar icebreakers. The notional delivery date of the first new heavy polar icebreaker has been accelerated to 2023, and the Coast Guard and the Navy believe that the acquisition cost of the lead ship, which had been informally estimated at roughly $1 billion, is now less than $1 billion. “I am very confident we will drive the initial acquisition cost of this platform south of a billion dollars,” Coast Guard Commandant Admiral Paul Zukunft told a meeting at the Center for Strategic and International Studies (CSIS) in August last year. He also made it clear that delay is no longer an option. “ I’ve got to get that first one in the water by 2023, because the one it will replace is living on borrowed time right now, and that’s the Polar Star,” he told the CSIS meeting.

US Coast Guard

continents. Fincantieri already has extensive experience in house that FMG could tap into. Additionally, Vard, another Fincantieri company, has a robust portfolio of icebreaking and Polar Class vessel design experience. “We had talks early on with Vard. It being a Fincantieri company, helped. More importantly,” says Moutafis, “is what they brought to the table, with their icebreaking expertise.” Moutafis says that the FMG is “working across the board and across the ocean” with Vard, including its offices in Vancouver, BC, Canada, and Houston, TX. Vard will provide the conceptual design for the heavy icebreaker, which FMG will then take and optimize for production. Philly Shipyard, says Moutafis, brings “steel bending, big steel and production efficiency” to the team. “We wanted a facility

that had big steel experience. This is going to be a large vessel. We also wanted the efficiency of commercial production. If you put all these together it is no wonder we came together as a team.” The unique nature of the new heavy icebreaker combined with the compressed timeline for design and production, and the need to keep costs from ballooning out of control for the American taxpayer make the teaming arrangement the most logical way to address all of these hurdles. “There is going to be nothing out there like this new heavy icebreaker,” says Moutafis. “It’s a hybrid because it is part Milspec, part Polar Code, part DHS vessel, part NAVSEA, and part Coast Guard design. It needs to be classed by ABS, and meet the requirements of the Coast Guard and the Navy. It will be a U.S. warship with active duty military crew and, at the same time, a DHS vessel that needs to meet their requirements for disaster response. It needs to do everything for everybody and we need to deliver it in an accelerated timeline, while keeping the price in check.” Meanwhile, the U.S. Coast Guard has also been conducting model testing with the National Research Council of Canada and the U.S. Naval Surface Warfare Center

28 Marine Log // January 2018


PASSENGER Feature VESSELS

Outgrowing

Capacity

Artist’s rendering of new Fisher Island Ferry

Passenger growth has private ferry operators adding boats

J

By John R. Snyder, Publisher & Editor in Chief

ust minutes from Miami Beach, Fisher Island, FL, is reachable only by ferry or private yacht. If you want to rub elbows with the rich and famous, Fisher Island is the place for you. It is one of the most affluent zip codes in the U.S. The 216-acre island resort was once the private winter estate of the William K. Vanderbilt family. St. Johns Ship Building, Palatka, FL, has won the contract to build two new 30-vehicle ferries for Fisher Island Ferry. The contract design for the ferries is by Elliott Bay Design Group (EBDG), Seattle, WA. Naval architects DeJong & Lebet, Inc., Jacksonville, FL, are performing production design for the project. “We’re proud that we were selected,” says Steven Ganoe, President, St. Johns Ship Building. Ganoe says the contract was awarded in late November and engineering is underway for the two double-ended ferries, which will be delivered in 2019. “The design of these ferries is more of a highend yacht finish,” says Bill Calkins, St. Johns Ship Building’s Production Control Manager. Calkins says Fisher Island is trying to get away from the “commercial ferry look”

to more readily meet the expectations of its affluent residents and visitors. The ferries will have an overall length of 152 ft, beam of 52 ft, depth of 11 ft 8 in, depth at centerline of 12 ft, vehicle capacity of 30, and passenger capacity of 150. Propulsion power will be supplied by EPA Tier 3-compliant Caterpillar C18 main diesel engines that will drive Hundested propellers. Ganoe says the shipyard has bids out for a number of newbuild projects, including some smaller tugs and pushboats, barges, and a landing craft. “We also see the Gulf coming back. We have had an inquiry from a repeat customer for a DP2 vessel.” The contract for the Fisher Island Ferry, follows the shipyard’s successful completion of a series of eight 4,200-hp tugs for Vane Brothers, a 200 ft, Z-drive landing craft that transports freight for the Caribbean, and 17 barges last year.

Miller Boat Line Expands its Fleet EBDG was also chosen to design a new vehicle ferry for Miller Boat Line. Miller Boat Line’s current fleet of passenger vehicle ferries provides a vital connection between the mainland at Catawba Point in Ohio to

South Bass Island and Middle Bass Island in Lake Erie. “We’re very excited by this project,” says Jake Market, Miller Boat Line’s Vice President of Resources, overseeing both capital and human resources. “We’ve been experiencing 3-5% growth over the last 15 years. We’ve outgrown our capacity and it was time to add another big boat.” Back in 2010, Miller Boat Line had invested in stretching the 96 ft Put-inBay with a 40-foot-long midbody section at Great Lakes Shipyard in Cleveland to increase the boat’s capacity from 18 vehicles to 26 vehicles and 600 passengers. The new boat will be Miller Boat Line’s longest at 140 feet x 38.5 feet with the capacity to accommodate 26 vehicles and 600 passengers. Market says the new steel-hulled boat will have a Tier 3 propulsion plant, be climate controlled and ADA compliant. Working with Elliott Bay Design Group has been a great experience, says Market, and brought some distinct advantages. “We’ve benefited from their work on bigger projects, such as the Staten Island Ferry.” One example is passenger seating. Market explains that as a result of building out the January 2018 // Marine Log 29


PASSENGER VESSELS

Metal Shark delivered two 149-passenger water taxis last year to Potomac Riverboat Co. spec on the new Staten Island Ferry vessels under construction at Eastern Shipbuilding, vendors can offer the same seating options to smaller operators. Market expects the new boat to cost upwards of $6.5 million. An RFP should be on the street by April 2018. Market expects delivery of the new boat by May 2019.

Water Taxis for Potomac Riverboat Company Anyone who has had to fight the snarled

traffic in and around Washington, DC, might welcome the option to take to the water. Last October, Potomac Riverboat Company inaugurated its new water taxi service offering direct routes between The Wharf, a newly developed residential and entertainment district in Washington, DC, Georgetown and Old Alexandria. At the ribbon-cutting ceremony on October 12, DC Mayor Muriel Bowser said that the water taxi was expected to carry 300,000 passengers annually to a new development

in the city called The Wharf. The Wharf, when complete, will feature more than three million ft 2 of residential, office, hotel, retail, cultural, and public spaces, including waterfront parks, promenades, piers, and docks. “The Wharf is one of the most transformative projects in the District creating a new waterfront destination,” said Mayor Bowser. Potomac Riverboat Company, part of Entertainment Cruises, ordered four water taxis for the new service. The first two boats for the new service, the Potomac Taxi I and Potomac Taxi II, were delivered last year by Metal Shark, Franklin, LA. The 88 ft, 149-passenger aluminum catamarans were designed by BMT Designers and Planners and BMT Nigel Gee. The boats were designed with low wake/low wash hulls to USCG Subchapter T certification. Propulsion power for each water taxi is supplied by two U.S. EPA Tier3-compliant, fuel efficient Scania DI13 081M main diesel engines that deliver 500 hp at 1,800 rev/min. The next boats in the series, Potomac Taxi III and Potomac Taxi IV, will be delivered by Metal Shark’s Franklin shipyard in late February and early March, respectively. The same facility is also building a new series of larger capacity ferries for NYC Ferry.

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Newsmakers

Lindsay Malen-Habib to Manage Client Services for Resolve Resolve Marine Group has appointed Lindsay Malen-Habib as Manager of Client Services. She has 15 years of experience in maritime emergency response, business development and marketing. Ms. Malen-Habib is also the Secretary Treasurer for the American Salvage Association. Additionally, Resolve has named Dimos Iliopoulos as its Representative in Greece. He will manage the group’s client base in Greece, Cyprus and Turkey. Advanced Polymer Coatings, Inc. has promoted David J. Keehan to President. He previously held the role of Vice President of Sales and Marketing.

With his impeding departure from the U.S. Federal Maritime Commission on the 3rd of this month, William P. Doyle won’t have much time to rest. The Dredging Contractors of America’s Board of Directors has announced that he will be its new Executive Director and Chief Executive Officer. He will start in the role the first week in January. Electrochlorination specialist De Nora has appointed Dr. Stelios Kyriacou as General Manager of its Balpure Ballast Water Management System business unit. He joins the company from Wärtsilä where he managed the research, development, design and certification of the full Wärtsilä Ballast Water Management System range.

Elizabeth Jackson has been appointed Chief Marketing Officer and Senior Vice President for Strategy at KVH Industries, Inc. She has worked at a variety of companies including Proctor & Gamble and DOTS Technology Corp. BIMCO’s Secretary General & CEO, Angus Frew, has extended his contract to the end of 2022. He has held the position since September 2013 and is also a Director of the Board of Global Ship Lease Inc. Allianz Global Corporate & Specialty has named Henning Haagen the North American Regional Head of Specialty Lines and Rich Soja the North American Regional Head of Maritime.

January 2018 // Marine Log 31


TECH NEWS First Icebreaking Tug with Wärtsilä HY Hybrid Solution

MTU Marine Gas Engine Completes Performance Tests, Delivered to Customer The first two pre-production units of MTU’s new marine gas engine have successfully completed factory acceptance testing. The 16-cylinder Series 4000 gas engines, each with an output of 1,492 kW, will power the first of two LNG-fueled RoPax catamarans under construction at shipbuilder Strategic Marine’s Vietnam shipyard. The vessels are being built for Netherlands ferry operator Rederij Doeksen for operation on the environmentally sensitive Wadden Sea. MTU first presented the new engine at the SMM International Maritime Trade Fair in September 2016. The engines have since completed well over 5,000 hours on the test bench. The factory acceptance tests were carried out in the presence of the shipowner, the shipbuilder and classification society Lloyd’s Register. An integral part of the testing involved verifying the performance

data, the fuel consumption and the engine’s safety features, such as the emergency stop. Emission measurements, as expected, demonstrated compliance with IMO III emission standards with no additional exhaust gas aftertreatment. The new 16-cylinder gas engine from MTU will be available this year as a certified series production engine covering a power range from around 1,500 to 2,000 kW. An 8-cylinder version will follow with a rated output of approximately 750 to 1,000 kW. The new gas engine is well suited for tugboats, ferries, push boats and special purpose vessels such as research vessels. By comparison with a diesel engine without exhaust gas after-treatment, the gas engine emits no soot particles and no sulfur oxides, 90 percent less NOx and 10 percent less greenhouse gas. www.mtu-online.com

Proper Cylinder Oil Blending On-Board Improper attention to engine cylinder lubrication in changing operating conditions can lead to excessive and expensive cylinder oil consumption and cylinder wear, and cold corrosion. Piraeus-based marine supplier Technava, however, is now offering a solution for the Greek and Cypriot shipowning community in the form of the Maersk Fluid Technology’s (MFT) SEA-Mate Blending-on-Board (BOB) system. The company was recently named official sales agent in Greece and Cyprus for the MFT SEA-Mate BOB system. Originally developed by Maersk for use on A.P Moller-Maersk Group’s fleet of containerships, MFT’s BOB technology allows 32 Marine Log // January 2018

for the blending of the in-use system oil, as a base oil, with a high-BN cylinder oil product to produce a Fit-for-Purpose cylinder lubricant and facilitate the addition of fresh system oil to the engine sump. With BOB units, ship operators can blend cylinder lubricant compositions that match actual engine operating conditions and fuel sulfur levels. The use of this technology can reduce cylinder oil consumption and mitigate issues associated with worn system oil causing problems for the hydraulic control system in two-stroke engines. The SEAMate BOB system has obtained letters of no objection from MAN Diesel & Turbo and WinGD engines. www.technava.gr

A s tat e - o f -t h e - a r t t ug t aki n g s h a p e a t S p a i n’s G o n d a n Shipbuilding will be the first vessel in operation with a Wärtsilä HY hybrid power solution. The solution incor por ates the u s e of a n e ne rg y ma nag e m e nt system that optimizes the combined use of the engines (two Wärtsilä 26 engines), energy storage systems (ESS) comprised of batteries, and the power distribution train. Two Wärtsilä HY 2 hybrid power modules will be fit ted onto the tug, delivering environmental benefits and operational and flexibility advantages. The tug will be able to operate on electrical battery power. Operating on the hybrid diesel-electric mode will enable the number of prime movers utilized to be reduced to just one for various operational tasks. These include ship assist with a bollard pull of up to 55 tons, or 90 tons on two main engines in dieselmechanical mode. A bollard pull of 100 tons will be available when in boost mode. Wärtsilä will also supply the tug’s integrated automation and alarm system. The energy storage system will be automatically recharged by the Wärtsilä HY’s brain, the Energy Management System. Additionally, access to an onshore electrical connection will give the tug the flexibility to recharge the ESS while the vessel is berthed. The tug, which is being built for the Port of Luleå, Sweden, will operate on the Gulf of Bothnia which typically freezes over during the winter season. For that reason, the tug was designed to break one (1) meter of ice at a speed of 3 knots. Delivery of the icebreaking tug is expected in 2019.

www.wartsila.com


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SAFETY FIRST

Protecting Against Eye Injuries with Proper PPE and Training

Avoiding Eye Injuries Many eye injuries are completely preventable using proper PPE. All crew should have effective protective eye wear that are: properly fitted, anti-fog, and have top and side coverage at a minimum. SphereMD recommends quality anti-fog eyewear with a foam surrounding as a minimum for eye PPE. We also recommend that crew are offered a variety of PPE to assure that a comfortable option is available for each. Providing quality PPE choices for your crew is an important first step, but without a culture of safety aboard your vessel, PPE compliance may still be an issue. Therefore, it is important to have your officers regularly engaging with the crew to assure compliance with your PPE program.

Injury Types: Corneal Abrasions: Most injuries to eyes aboard vessels are related to foreign bodies 36 Marine Log // January 2018

that scratch or irritate the cornea. These injuries can sometimes cause a gouging or abrasion of the cornea, which can be persistently painful for days, even after removal of the foreign body. Corneal abrasions are treated by flushing the eye and eyelid with copious amounts of barely warm water and inspecting them for debris or material. Topical antibiotics and pain control are usually necessary during recovery time.

Many eye injuries are preventable with the use of quality, accessible PPE and a good onboard program for compliance. Foreign Bodies in the Eye: Some eye injuries are the result of small pieces of material that become lodged in the eye. These types of injuries can be more serious and lead to permanent scarring (or vision loss in some cases). If you see a foreign body in the eye or feel an object under the lid after copious flushing, you should seek immediate medical care. Chemical Burns: Chemical burns are caused by acidic or alkali substances that come in contact with the eye. While most chemical burns are painful, they do

Matthew Bonvento Senior Manager, Safety, Security, Quality and Regulatory Compliance, Vanuatu Maritime Services Ltd.

Shutterstock/ Chetty Thomas

I

recently had the opportunity to sit down with my good friend, David Shubin of SphereMD, to talk about eye protection from both a safety and a medical perspective. Dr. Shubin practices maritime, occupational, and travel medicine and provided the following insight. In our maritime medical practice, eye injuries are one of the most commonly reported injury types. The maritime environment puts crew at high risk for these injuries based on the nature of the work performed, routine proximity to confined spaces, and inconsistent use of personal protective equipment (PPE). When vessels are in transit, proper treatment and evaluation of eye injuries can be delayed.

not generally cause vision loss if treated immediately. There are, however, some exceptions where permanent vision loss can be an issue. We recommend that medical advice be sought with all chemical burns. Always flush chemical burns with barely warm water for at least 15 minutes, using fingers on lid to keep eye open as wide as possible while rolling eye back and forth. Be sure to review the MSDS on the product that the crewman was exposed to and seek medical advice. Trauma to Eyes: Traumatic eye injuries can be caused by blunt force, penetrating trauma, or other serious accident. In the event of traumatic eye injuries, it is critical to seek immediate medical care. Eye Issues Not Relating to Injury: Several types of eye disorders exist that are not related to injury including, but not limited to: styes, viral/bacterial/allergic infection, and subconjunctival hemorrhage (benign leaking of blood into the eye). Most of these can be easily treated onboard under radio medical advice by a qualified physician. However, some non-traumatic eye issues can cause permanent loss of vision without proper treatment. The following warning signs should be treated as a medical emergency and treated immediately: • loss of vision • extreme pain • an abrupt change in vision Bridge and deck watch standers must be aware of the fact that sun glare, over a prolonged period of time, causes eye damage, and can reduce your ability to see (and perform your watch duties). Luckily, most eye protection is made from a polycarbonate that will have 100 percent UV protection. However, it is not always tinted, nor does it provide glare reduction. On the bridge it is important to remember the added benefit of polarized lenses, to reduce glare on watch. Many eye injuries are preventable with the use of quality, accessible PPE and a good onboard program for compliance. When crew members experience eye injuries, address them immediately using good first aid and proper medical care.


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