Northeast recovers from HURRICANE SANdY
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NOVEMBER 2012 VOL . 117, NO. 11
Roll up your sleeves and get to work Tomorrow’s tanker • After Sandy: Around-the-clock efforts get S.I. ferry running •Jones Act waiver issued to ease flow of gasoline • New York waterfront devastated by Sandy • Nickel ore carrier first to be certified to new IMO code • BC Ferries due to decide on cable ferry. And much more...
p. 24 Features Offshore
Gulf gets a lift
Business at Gulf Coast shipyards is hopping, with 85 OSVs and crewboats on order or under construction p.24
Finding a cure for Cystic Fibrosis
For 30 years, Jim Harp, VP and CFO of Hornbeck Offshore Services, has played an integral part in raising awareness and dollars for the Cystic Fibrosis Foundation p.45
A picture is worth a thousand words
Simulation provides mariners with a more realistic and accurate training experience p. 48
Preparing for Vessel General Permit 2.0
The U.S. EPA will release the revised VGP next year. Kluber Lubricant’s 2 MARINE LOG NOVEMBER 2012
Newbuilding and repair activity in the offshore sector has kicked into high gear with companies like hornbeck Offshore placing huge orders at u.S. shipyards. here, the Adams Challenge was in for maintenance at Bollinger Shipyards
Ben Bryant provides a checklist to better prepare you for the upcoming change p. 50
Class NK leads research project gathering real world data in order to improve ship design p. 53
64 65 67 69 70 72
Can Congress avoid the “fiscal cliff” in the lame duck session?
TECh NEwS CONTRACTS BuyER’S GuIdE ML MARkETPLACE MARINE SALVAGE
Places of refuge, in our back yard? By: Tim Beaver, President, ASA
Paper chase 2.0
Shipdex: A roadmap to process and quality improvement p. 55
Gas fuels innovation
The Golden Age of Gas is upon us with LNG poised to change the world energy picture p. 58
Imtech Marine’s aim is to help lower Total Cost of Ownership
Imtech Marine’s strategy to lower the TCO is to become the point of contact for a vessel’s full lifecycle p.62
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John R. Snyder Publisher & Editor Editorial
August 2000 Vol 105 No 8
Roll up your sleeves and get to work
urricane Sandy left unimaginable destruction in her wake, causing at least 113 deaths, wiping out entire neighborhoods, and leaving thousands homeless and millions in the U.S. Northeast in the dark. The New York metropolitan area, including Long Island and New Jersey, was dealt a devastating blow, with at least 42 deaths in New York City and another 24 in New Jersey. Earlier damage estimates put the cost at $50 billion to $70 billion. Like many of my fellow New Yorkers, I was not immune, but I count myself and my family very fortunate. I am very appreciative of all of your well wishes and concerns. If you have seen the reports on TV, Internet or in the newspapers, some of my fellow Staten Islanders and others in evacuation zones around the city did not fare so well. Recovery and rebuilding will take years. I can still recall many of the heart-breaking stories that many of you told me about your experiences after Hurricane Katrina, including living in FEMA trailers for years. For this go round, the Federal Emergency Management Agency (FEMA) has about $7 billion for disaster assistance. Nicholas Blenkey They expect the recovery effort will far exceed that. Editor But the process of recovery has already begun. New Yorkers often forget we live in a city of islands, connected by subway tunnels, bridges and, of course, ferries. Just as they did during 9/11 when they were part of the largest waterborne evacuation since Dunkirk, ferries will have a critical role in getting New York moving. For instance, just days after Hurricane Sandy sent a storm surge that inundated its offices, shops and store rooms at its terminals on Staten Island and in lower Manhattan, the Staten Island Ferry restarted service providing a vital link for commuters between the two boroughs. That was thanks to Jim DeSimone, Chief Operating Officer of the Ferry Division of the New York City DOT, and his captains, crew and shore side staff. They were able to ride out the storm on the boats in gusts in
4 MARINE LOG NOVEMBER 2012
excess of 75 knots per hour and get the service restarted with an around-the-clock effort. That can-do, roll-up-your-sleeves attitude is a common trait among maritime companies. Other regional ferry operators are back up and running, including NY Waterway, New York Water Taxi and Seastreak. NY Waterway is also teaming with NJ Transit to create a free trans-Hudson River link for beleaguered New Jersey commuters. I have to tip my hat to the often-maligned Metropolitan Transit Authority. Faced with its worst disaster in its 108year history—seven East River subway tunnels flooded, subway platforms under water, and equipment damaged—it has returned most of the subway lines to regular service. I’m also very proud to report that the spirit of giving and volunteerism is alive and well in New York, with social media as its life’s blood. Volunteers have come from all over the U.S. to help. Twitter and Facebook played, and continues to play, a valuable role in the Sandy relief efforts, bringing attention to where valuable resources—such as volunteers, food, water, tents or generators—are needed. And speaking of volunteerism and charitable causes, one of the stories I wanted to highlight this month is associate editor Shirley Del Valle’s profile, “Finding a cure for cystic fibrosis, Jim Harp’s 30-year labor of love.” Jim, who is the Vice President and CFO of Hornbeck Offshore Services, has been personally responsible for raising more than $1 million in donations, sponsorships and support for finding a cure for CF through his work in the Louisiana Chapter of the Cystic Fibrosis Foundation. It’s that kind of dedication and determination that will be needed here in New York in the months ahead. Now with the election over, maybe Congress and the President can do the same to avoid the impending “fiscal cliff.”
INTRODUCING THE NEW HOSMAX FLEET. BIGGER AND GREENER.
THE NEW HOSMAX 300 AND 310 OSVs. ARRIVING IN 2ND QUARTER 2013. Hornbeck Offshore has been a leader in new-generation offshore supply vessels and is now excited to introduce its next-generation of OSVs. The HOSMAX 300 and HOSMAX 310 vessels have maximized varying capacities that can exceed 22,000 barrels of liquid mud, 2,000 barrels of methanol, 11,000 ft2 of clear deck, and 6,000 long tons of deadweight. The vessels will also offer an ideal platform to support subsea construction and inspection, maintenance and repair activities. Berthing for 50 people, a theater room, a lounge and a dedicated hospital are among the vessel attributes that will contribute to passenger comfort and care. The HOSMAX fleet will create additional career opportunities for our current and future employees. Hornbeck Offshore is currently hiring all fleet and shore support positions in preparation for the vessel deliveries.
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Learn more about the HOSMAX fleet of DP-2 300 class OSVs and employment opportunities by visiting us online at www.hornbeckoffshore.com or calling us at (985) 727-2000.
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November 2012 Vol. 117 No. 11
Known in Asia as the “bible of shipbuilding” SNAME’s well-respected Journal of Ship Production has been expanded to include Ship Design. The newly redesigned Journal of Ship Production and Design includes papers on ship design, design for production, and other marine technology topics such as ship operations, shipping economics, and safety. There are also papers on the technical issues that readers have come to count on, such as the problems of shipyard techniques and the production of merchant and naval ships.
For more information and to subscribe to JSPD go to http://www.sname.org/SNAME/Pubs/Journals1/
PRESIDENT Arthur J. McGinnis, Jr. email@example.com
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COLUMNISTS/CONTRIBUTORS Andrew Safer Ben Bryant, kluber Lubricants North Amer. Yasushi Nakamura, ClassNk Falk Aupers, Corena Tim Beaver, American Salvage Association
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nexT MonTH: diSTincTiVe SHiPS oF 2012 Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 345 Hudson Street, 12th Floor, New York, NY 10014. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing: Qualified individual in the marine industry may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year US $95.00; foreign $207.00; foreign, air mail $307.00. 2 years US $151.00; foreign $263.00; foreign, air mail $463.00. BoTH print & digital versions: 1 year US $142.00; foreign $311.00; foreign, air mail $411.00. 2 years US $228.00; foreign $394.00; foreign, air mail $594.00. Single Copies are $28.00 ea. Subscriptions must be paid for in U.S. funds only. coPYrigHT © Simmons-Boardman Publishing Corporation 2012. 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) 3464740, Fax (402) 346-3670, e-mail email@example.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 10, Omaha, NE 68101-0010. PoSTMaSTer: Send address changes to Marine Log Magazine, PO Box 10, Omaha, NE 68101-0010.
6 MARINE LOG NOVEMBER 2012
INLANd • COASTAL OffShORE • dEEPSEA
Wärtsilä ship design’s aframax tanker has a carrying capacity of about 117,000 dwt
ärtsilä Ship Design has developed a concept for a new, highly efficient Aframax tanker that will help meet current and forthcoming emissions legislation. Using Computational Fluid Dynamics (CFD), Wärtsilä Ship Design optimized the ship’s hull to provide less resistance with higher propulsion efficiency. Time at terminal is minimized because of the vessel’s high loading/discharge rate. The propulsion system is based on the high-performance, two-stroke Wärtsilä X62 main engine. This electronically controlled, common-rail engine has an extra long stroke and low rpm. The Wärtsilä X62 has a cylinder bore of 620 mm and its
power output is in the 8,000 to 21,280 kW range. It comes in 4 to 8 cylinder configurations. The engine is also compact to allow a slimmer aft body design, which further benefits the propulsion efficiency. Compared to currently available main engine options, Wärtsilä says that the X62 engine can achieve fuel savings of 7% on the specific vessel design. Furthermore, the same vessel speed can be reached using six instead of seven cylinders. The sevencylinder version provides even greater efficiencies due to the lower rpm and higher derating. For emissions compliance, an integrated Wärtsilä exhaust gas scrubber has been incorporated in the stack. Main engine, auxil-
iary engines and auxiliary boilers are all connected to the integrated scrubber. The scrubber effectively reduces sulfur oxide (SOx) emissions, and meets the 0.1% sulfur limit even with Heavy Fuel Oil having a sulfur content of 3.5%. A Wärtsilä SCR (Selective Catalytic Reduction) system is placed before the turbocharger turbine for the main engine. The SCR is a post combustion NOx abatement system that permits optimized combustion, in terms of efficiency, while reducing NOx emissions by more than 90%. The abatement equipment is tuned with the main and auxiliary engines for effective operations across the complete load range, allowing IMO Tier III requirements to be fulfilled.
biz NOTES international shipholding acquires pctc International Shipholding Corporation, Mobile, AL, says it has purchased a 1999-built Pure Car Truck Carrier (PCTC) in a transaction valued at $27.5 million. T h e vessel acquisition was funded by a $3.5 million cash paym e n t and the pctc green Bay sale of the company’s 1994-built PCTC, Green Cove. International Shipholding says the newly purchased PCTC, which will be reflagged under the U.S. flag and renamed Green Cove, will promptly commence a longterm charter with a strong, creditworthy counterparty. International Shipholding Corporation currently owns and operates seven PCTCs.
after sandy: around-the-clock efforts get s.i. ferry running
8 Marine log NOVEMBER 2012
orange” fleet of ferries carries almost 22 million commuters and tourists annually between the St. George Terminal on the north shore of Staten Island and the Whitehall Terminal (shown at right) at The Battery in lower Manhattan. The ferry resumed service on Nov. 2, following what NYC Department of Transportation (NYC DOT) Commissioner
EVEN AS NEW YORK CITY struggles to get to its feet following the devastating blow from Hurricane Sandy, critical subway, rail, bus and ferry transportation links are slowly returning thanks to major and often unheralded, behind-thescene efforts. One of those is the iconic Staten Island Ferry, which is a proud symbol and vital commuter link for many Staten Islanders. The bright “safety
continued on p. 10 www.marinelog.com
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Update after sandy: around-the-clock efforts get s.i. ferry running continued from p. 8
Janette Sadik-Khan called “around-theclock” efforts to repair the damage. “The Staten Island Ferry, where I road out the storm, was hit pretty hard,” James DeSimone, Deputy Commissioner and Chief Operating Officer, Ferry Division, NYCDOT, told MARINE LOG. “The good news is that no one was injured and the ferries survived unscathed due to the expertise of our captains and crews, who manned the vessels throughout the night, tending the moorings and working the engines alongside the Ferry Maintenance Facility piers and our shore staff who supported them. As the storm approached, we clocked frequent gusts over 75 knots before our weather station failed,” says DeSimone. The ferries were on heavy weather moorings, but one mishap did occur when two moorings on the unmanned, laid up 1,200-passenger ferry Alice Austen let go. DeSimone, however, says ferry crews quickly responded to the problem and secured the vessel. The ferry terminals did not fare as well, says DeSimone. “Our facilities in both Staten Island and Manhattan were inundated with saltwater.” He says about four to five feet of saltwater flooded lower level offices, shops and store rooms in both the terminals and the maintenance facility. He also
passengers boarding the staten island ferry John A. Noble at Whitehall terminal in lower Manhattan. the John A Noble is the sister vessel to the 1,200-passenger Alice Austen
points out there was a tremendous amount of damage in both terminals to electrical and mechanical systems and to a number of piers and slips. “Thankfully, we had no injuries or damage to the vessels, but did suffer significant electrical and mechanical damage to both terminals which prevented us from resuming service immediately. All of the electrical relays and controllers in the slips were
inundated with salt water. So, it took a major effort to get two slips operational in each terminal, let alone clearing debris.” But thanks to the efforts of its employees the ferry was able to resume regular half hour service on Nov. 3. “I cannot say enough about how our captains, crews and shore staff conducted themselves,” says DeSimone.
Jones act waiver issued to ease flow of gasoline In a move to ease the flow of gasoline to the U.S. Northeast in the wake of the devastating effects of Hurricane Sandy, U.S. Department of Homeland Security Secretary Janet Napolitano issued a blanket waiver to the Jones Act on Nov. 2 to allow foreign flag oil tankers coming from the U.S. Gulf of Mexico to enter ports in the Northeast. On Nov. 4, Secretary Napolitano extended the blanket waiver to also facilitate the transportation of feedstocks, blending components, and additives used to produce fuels. The blanket waiver is in effect until Nov. 13. One of the multitude of problems confronting drivers in New York, New Jersey and Connecticut are long lines at gas stations—upwards of three hours or more when they can find one open. Gas stations either don’t have any fuel or electricity or both. On Nov. 2, the Port of New York and New Jersey was reopened on a limited basis to allow tank barges and tankers carrying petroleum to enter the port. The Port of 10 Marine log NOVEMBER 2012
rear adm. dan abel, First coast guard district commander, and department of homeland security secretary Janet napolitano discuss post-storm response to hurricane sandy. u.s. coast guard photo by lt. Joe Klinker
NY/NJ had been closed since Oct. 27 in preparation for Hurricane Sandy. At the time, Jones Act advocacy group the American Maritime Partnership (AMP) said it would not oppose the waivers granted
by Napolitano, even though it is not aware of any instances were a U.S.-flag tank barge or tanker was not available to meet the needs of demand. In a statement, AMP said, “Nothing is more important right now than the safety and security of our fellow Americans. The American maritime industry is working around the clock responding to the emergency and ensuring the delivery of petroleum and other needed products to regions affected by Hurricane Sandy.” Added AMP, “Existing law allows for the granting of Jones Act waivers in certain circumstances where American vessels are not available. In such a circumstance, the American maritime industry will not stand in the way of needed Jones Act waivers. That has been our position in previous similar national emergencies, and it is our position today.” The Environmental Protection Agency (EPA) also exercised its authority under the Clean Air Act to temporarily waive certain federal gasoline requirements for gas sold and distributed in more than a dozen states. www.marinelog.com
Update Update Kvichak Marine delivers pilot boat to louisiana’s crppa Kvichak Marine Industries, Seattle, WA, recently delivered M/V River Pilot, the second 52 ft x 15.5 ft pilot boat to Louisiana’s Crescent River Port Pilots Association (CRPPA). The River Pilot will operate on the Mississippi River between its homeport in Pilottown and New Orleans with the Samuel A. Church, which was delivered by Kvichak in May 2012. Designed by Kvichak Marine, the allaluminum vessel is powered by two Detroit Diesel 60 series engines, each rated at 600 bhp, coupled to Twin Disc MG5114SC marine gears that drive Hamilton 364 waterjets. This combination allows for excellent maneuverability and a top speed of about 32 knots. The vessel has a Wing Hybrid fendering system and a roof boarding platform specifically designed for the CRPPA. Other equipment onboard will include a Northern Lights 9 kW generator and a Furuno navigation system.
us Fab to build split hull dump barge
new York waterfront devastated by sandy At least 113 deaths in the U.S. have been attributed to Hurricane Sandy, 42 of those in New York City, according to an announcement by New York Mayor Michael Bloomberg at a press conference on Nov. 4. Many of those deaths occurred in Zone
A evacuation areas on the New York City waterfront. The storm surge from Sandy also wreaked havoc on ferry and cruise terminals, piers, marinas, vehicle and subway tunnels, industrial facilities and waterfront infrastructure, causing extensive damage.
the 1,077 dwt tanker John B. Caddell aground on staten island u.s. coast guard photo by petty officer 3rd class ryan tippets
crew from sandy Miller’s launch sift through oily debris left in the wake of hurricane sandy in sheepshead Bay, nY u.s. coast guard photo by petty officer 3rd class Jonathan lally
Yachts and pleasure boats lay atop cars and against homes in the great Kills section of staten island Marine log photo by John r. snyder
US Fab, a Vigor Industrial company, recently won the contract to build a 242 ft x 54 ft, 4,050 cubic yard, split hull dump barge for American Construction Co., Inc., Tacoma, WA. Designed by The Glosten Associates, Seattle, WA, the barge will have an advanced sealing mechanism to safeguard environmentally sensitive areas from potential leakage. The barge will be delivered June 30, 2013. One of the leading dredging and marine construction companies on the U.S. West Coast, American Construction Co., Inc., was recently awarded a $4.25 million contract by the Seattle District of the U.S. Army Corps of Engineers for dredging 770,000 cubic yards of material from the inner harbor near Aberdeen, WA. The work is expected to be completed by Feb. 15, 2013.
12 Marine log NOVEMBER 2012
coast guard chief petty officer Broko Boland and lt. Joel Ferguson, both with the atlantic strike team, survey the governors island Ventilation Building for dewatering operations at the hugh carey BrooklynBattery tunnel in new York on nov. 3. the national strike Force deployed more than 20 members from the atlantic, pacific and gulf strike teams to assist with the tunnel that flooded as a result of hurricane sandy u.s. coast guard photo by petty officer 2nd class Jaclyn Young
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Update osc considers bankruptcy protection Tanker giant Overseas Shipholding Group, Inc., revealed in an SEC filing last month that it is evaluating its strategic options, including reorganizing under the Chapter 11 Bankruptcy Code, following complications arising from a tax issue and possible restatement of its financial statements issued for the last three years. The tax issue, says OSG, stems from its being domiciled in the U.S. and having substantial international operations, which relates to the interpretation of certain provisions in its loan agreements. OSG’s stock has been falling precipitously over the last nine months. At the close of business on Oct. 22, OSG’s stock was priced at $1.23 per share. Just as recently as Jan. 18, the company’s stock was priced at $14.65 per share. While investment banker Dahlman Rose & Co. put out a sell recommendation on OSGs stock, it did say that the company’s Jones Act business could be worth between $500 million to $800 million.
14 Marine log NOVEMBER 2012
nickel ore carrier first to be certified to new iMo code Nickel ore has been cited by Intercargo as “the world’s most dangerous cargo.” During 20102011, nickel ore, which can liquefy during transport causing instability, was cited as the cause in four vessel casualties and the loss of 66 seafarers. Intercargo represents 160 bulk carrier owners. Last month, the Jules Garnier II became the world’s first vessel to be recognized as a “Specially Constructed Cargo Ship” for the carriage of nickel ore in accordance with the IMO’s International Maritime Solid Bulk Code (IMSBC) Code, according to ClassNK. The Jules Garnier II was built for Japanese shipping major JX Shipping Co. Ltd. at Japan’s Naikai Zosen Corp. and classed by ClassNK. The ISMBC code currently requires that the moisture content (MC) of cargoes that may liquefy be tested prior to their loading onboard ships, and forbids non-specialized vessels from loading cargoes with an MC greater than the specified Transportable Moisture Limit (TML). While the ISMBC code allows for these dangerous cargoes to be carried by “Specially Constructed Cargo Ships,” no definition or requirements for such vessels are included in the code itself. Based on the research it has conducted on nickel ore carriers since 2009, ClassNK developed the world’s first hull structure and stability requirements for building such “Specially Constructed Cargo Vessels” in 2011, and released them as part of its Guidelines for the Safe Carriage of Nickel Ore in March 2012. These requirements have since been approved by the government of Panama and Japan for use in vessels flagged with their administrations. The 27,200 dwt Jules Garnier II applies ClassNK’s new requirements in its construction and makes use of longitudinal bulkheads in its cargo holds to ensure stability and structural strength even when liquefied nickel ore cargoes are loaded. It is the first and currently only vessel to be certified as safe to carry liquefied Nickel Ore cargoes in line with the IMSBC code. The vessel is also the first to earn ClassNK’s new SCCS notation for safe carriage of nickel ore in recognition of its special construction. Commenting on construction and registration of the vessel, ClassNK Operating Officer and Hull Department General Manager Mitsuhiko Kidogawa says, “With the completion of this vessel and the successful implementation of these new standards, we have realized an important step in our efforts to ensure the safety of vessels and their crews.” Adds Kidogawa, “While this is an important achievement, we are continuing our research on nickel ore and other cargoes that can liquefy during transport, and we hope that we can develop methods for existing vessels to safely transport these dangerous cargoes, as well.” www.marinelog.com
Update new ferry for nova scotia? The Province of Nova Scotia, Canada, has issued a draft Request for Proposals to solicit input from potential operators to restart a ferry service connecting Yarmouth to the U.S. The ferry link between Yarmouth and the U.S. dates back to the 1880’s. Back in December 18, 2009, Bay Ferry Limited announced it would cease operating its Yamouth to Maine service using the high-speed INCAT vessel The Cat, after the province ceased subsidizing the mounting losses of the operation. The ferry would be part of an economic catalyst for Yarmouth. In 2002, more than 95,000 visitors to Nova Scotia entered via the Yarmouth-Maine ferry. By 2005, after the Scotia Prince stopped operations, the number fell to 55,000. The decline continued and by 2009 only 26,000 visitors arrived in Nova Scotia via Yarmouth. Consulting with potential ferry operators is the next step towards establishing a new cruise ferry operation.
Bc Ferries due to decide on cable ferry BC Ferries, Victoria, BC, Canada, is expected to make a “go or no” decision late this month on proposals for the design, build and operation of a cable ferry for service on the Buckley Bay to Denman Island route, according to Darin Guenette, BC Ferries Manager, Public Affairs. The Canadian ferry operator issued a Request for Proposals this past June and is still conducting an analysis of whether it would be more efficient for the service to be handled by a private ferry operator. The current service is being provided by a self-propelled vessel, the 300-passenger, 30-car ferry M/V Quinitsa. In regular service, the ferry makes 17 trips per day and, during
the busy summer tourist season, operates in “shuttle load and go mode.” In an initial analysis by the 300-passenger, 30-car ferry BC Ferries, a M/V Quinitsa a 150-passenger, 50-vehicle cable ferry the one proposed, but none would have a crew of three operating on routes as long as opposed to the cur- as the Buckley Bay to Denrent six—a substantial sav- man Island, which would ings for the ferry operator. be about 1.6 km. Still, says Additionally, there would Guenette, there are no techbe a fuel savings between nical reasons why a cable 50 to 60% and maintenance ferry couldn’t serve the would be much simpler and route well. less expensive since there If a new cable ferry is would be no main engines built for the Buckley Bay below deck. to Denman Island service, Guenette says that in the Quinitsa could be redeanalysis by BC Ferries, they ployed on a route served by found larger cable ferries a smaller ferry due to retire currently operating than in 2016.
Delivering When It Counts Houston, TX Tel: +1 713-981-2012 16 Marine log NOVEMBER 2012
Vancouver, BC Tel: +1 604-216-3360
Ottawa, ON Tel: +1 613-670-5817 www.marinelog.com
Damen sells first hybrid tug to Dutch owner More and more consumers are considering buying hybrid cars because of the rising price of gas, environmental responsibility and increasing availability and lower cost of the technology at car dealerships. With operators under increasing environmental regulatory pressure and fuel prices on the rise, Netherlands-based Damen Shipyards is trying to bring that same practical approach and lower cost technology to the marine market. “In the past, many green solutions were simply too expensive for the tugboat market,” says Erik van Schaik, Design & Proposal Engineer, Damen Tugs. “We were very mindful that this vessel had to cut fuel and emissions, but at the same time it had to be positioned at an attractive price for the market. We wanted to make being green commercially attractive, too.” While van Schaik notes that a hybrid tug costs about 10% more than a similar conventional tug, the vessel operator will benefit from substantial fuel savings. Depending on the operating profile of a tug, the ASD 2810 Hybrid, which has dieseldirect and diesel-electric propulsion, yields
average fuel savings of between 10% and 30% and cuts local emissions by 20 to 60%. The vessel has a bollard pull of 60 tonnes. In addition, reducing greenhouse gas emissions, such as NOx, SOx and Particulate Matter, is becoming increasingly important as new Emissions Control Areas (ECAs) and tighter diesel engine regulations from IMO and the U.S. EPA, are implemented. Damen started building hybrid tugs for stock and sold its first, the ASD 2810 Hybrid, to Dutch towing company Iskes Towage & Salvage, IJmuiden, the Netherlands, on Oct. 23 at Offshore Energy in Amsterdam. The pioneering Dutch shipyard group is believed to be the only yard worldwide building hybrid tugs for stock. The second hybrid vessel will be available from stock by the end of 2013.
Iskes Towage is no stranger to the ASD 2810 design tug. It has been operating a conventional ASD 2810 since November 2011. Iskes owner and Managing Director Jim Iskes says the next “logical move [was] to choose Damen for the Hybrid version.” Iskes has been exploring its own green tug solutions, working with Offshore Ship Designers on researching a hydrogen hybrid tug. As an option, Damen is also offering a battery pack on its hybrid that will make possible to shutdown all of the engines during station keeping, maneuvering and free sailing at low speeds, making the tug even more environmentally friendly. Battery packs of 100 kWh each are likely to be provided, which would allow the tug to sail up to 5 knots.
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NOVEMBER 2012 marine log 17
Update oklahoma city water taxis get “electrified” Six 40-passenger water taxis that operate in Oklahoma City were recently converted to all-electric propulsion with the assistance of a $153,000 grant from the U.S. Department of Energy. The grant was from the American Recovery and Reinvestment Act (ARRA). The 26 ft boats have been operated by
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bars and lounges in downtown Oklahoma City. Following the conversion from gasoline outboard, the boats are now powered by Torqeedo electric motors and lithium-ion batteries. “This is the largest installation in the United States using this advanced motor and battery combination,” says Water Taxi President Bob Bekoff. Bekoff says the batteries have five times the life of traditional lead acid batteries and passengers “enjoy a much quieter ride without smelly exhaust fumes.” An additional benefit of the Torqeedo motors is that the smooth throttle control and instant torque make the boats more responsive, easier, and safer to operate. The built-in GPS feature displays data that will be helpful in managing the operations. Both maintenance and fuel expenses will be substantially reduced as compared to the original gas-powered outboard motors. Bekoff says each water taxi has Torqeedo 4 kW electric outboard motors, Torqeedo Lithium-Ion battery banks (six batteries in series/parallel for 315 ahc @ 48 volts DC) with individual chargers per battery. The entire conversion, including installation of four charging stations, was accomplished in 30 days from the execution of the final authorization from the City of Oklahoma City. The actual installations took eight days for six boats, with the last three only taking less than a day each, he says. “We converted the entire fleet,” he says, “by assembling the battery packs ahead of time and then bringing one boat at a time to the vender for installation of the packs and motors and wiring everything together. The actual installations took eight days for six boats with the last three only taking less than a day each.” Bekoff says, “The fuel savings will be a little under $10,000 per year as we were using very fuel efficient 9.9 hp four-stroke motors. But now there are no fumes, no oil changes, very few moving parts, quiet, and no chance of a spill in a captive waterway. Having built 20 other electric boats over the years, this is the best employment of electric-powered, marine technology that I’ve seen so far,” he adds. www.marinelog.com
rolls-royce design team eyes naval ships Rolls-Royce has broadened its capability in ship design with the establishment of a new team dedicated to the development of naval ship designs. It will develop vessels for navies, coast guards and other maritime agencies. The design team will focus on offshore patrol vessels (OPVs), survey ships and support vessels, rather than combatants. The new designs will leverage innovative and cost effective technologies from commercial Rolls-Royce ship designs and products, adapted and integrated for the specific requirements of naval operations. They will include variants of the award winning Environship merchant ship concept, including a replenishment ship for refueling and supplying naval fleets that features a wave piercing bow and hybrid electric propulsion system. It is available in the 9,000 to 25,000 dwt range. Garry Mills, Rolls-Royce, Chief of Naval Ship Design, says, “There has been a growing trend for commercial marine technology to cross over into the naval market, delivering cost reduction and proven capability. Governmental customers are looking for cost-effective and innovative ships and with Rolls-Royce already hugely experienced in ship design, coupled to the world’s largest marine product portfolio, we can offer integrated ‘whole ship’ solutions suited to the demanding roles of the world’s navies.”
carniVal orders tWo Carnival Corporation & plc recently reached a Memorandum of Agreement (MOA) with Italian shipbuilder Fincantieri to build two new classes of ships, one for its Holland America Line brand and the other for its Carnival Cruise Line brand. The MOA calls for the construction of two new cruise ships, one a 99,000-ton ship for Holland America Line and the other, a 135,000-ton vessel for Carnival Cruise Lines. The 2,660-passenger ship for Holland America Line (HAL) is scheduled for delivery in the fall of 2015 and the 4,000-passenger ship for Carnival Cruise Lines is set for delivery in the winter of 2016.
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NOVEMBER 2012 Marine log 19
Update crowley christens two of its ocean class tugs More than 250 guests were on hand for the christening of the first two of four tugboats in Crowley Maritime’s new Ocean Class series in New Orleans, LA. Both tugboats, Ocean Wave and Ocean Wind, will work in the U.S. Gulf of Mexico oil patch. The tugs were christened by Christine Crowley, wife of Tom Crowley, chairman president and CEO, and Trish Martus, wife of Ray Martus, new construction director for Crowley subsidiary Jensen Maritime. “We are raising the bar in terms of reliability, power and environmental friendliness with the addition of these tugboats,” says Tom Crowley. Crowley called the new boats the “workhorses for our valued upstream energy customers and for companies and government entities needing longrange, high-capacity, ocean towing along with salvage and emergency response support.” Designed by Jensen Maritime, the DP1 Ocean Wave and Wind have an overall length of 146 ft and the second two in the class, DP2 Ocean Sun and Sky, are 156 feet long, 44 feet wide and have a draft of 21 feet.
20 Marine log NOVEMBER 2012
ray Martus, trish Martus, christine crowley and tom crowley at the tug christening in new orleans
They are designed to have a minimum bollard pull of 150 metric tons, and a range of 12,600 nautical miles at 15 knot free running speed. Each has twin-screw, controllablepitch propellers in nozzles and high lift rudders. EPA Tier II-compliant Caterpillar main engines and generators have the ability to be upgraded to meet future stricter environ-
mental standards. The tugs also have double hulls, which are designed to prevent any overboard discharges of fuel or fluids. The tugs are outfitted with waterfall style winches, shark jaws and retractable pins that can all be controlled from the pilothouse, keeping the deck clear of personnel and reducing the risk of accidents. The tug design also features ergonomic accommodations and comforts proven to minimize fatigue and reduce injuries among crew. The tugs will hold Green Passports, which is a “cradle-to-grave” inventory of all materials present in a vessel’s structure, systems and equipment that may be hazardous to health or the environment. When it comes time to scrap the tugs many years from now, the Green Passport will allow for the creation of an environmentally sound recycling plan. The tugs will meet all SOLAS (Safety of Life at Sea) and ABS criteria including ABS Fi-Fi 1 firefighting standards. The Ocean Sky and Sun are being built at Bollinger Marine Fabricators, LLC, Amelia, LA, for delivery in 2013.
Can Congress avoid the “fiscal cliff” in the lame duck session?
ith the general elections finished, Congress is expected to reconvene its lame duck session on Nov. 13. One of the biggest challenges that it faces is addressing the “fiscal cliff” before year’s end. That’s when the terms of the Budget Control Act of 2011 are scheduled to go into effect. When the bell tolls midnight on December 31, 2012, last year’s temporary payroll tax cuts and certain tax breaks for businesses, all expire and the taxes related to President Obama’s health care law kick in. Additionally, huge across the board cuts will automatically go into effect affecting about 1,000 government programs, including huge cuts in defense spending in order to address the growing U.S. deficit. With Democrats retaining control of the Senate and the
White House and Republicans controlling the House, we could be in for a nail-biting ride down to the wire. Also on the agenda will be H.R. 2838, the Coast Guard and Maritime Transportation Act of 2011, which was approved by the House on Nov. 15, 2011. The legislation provides the authorities and reforms necessary for the U.S. Coast Guard to effectively carry out its diverse missions, including search and rescue, illegal drug and migrant interdiction, oil spill prevention and response, marine safety, maintenance of navigation aids, icebreaking, enforcement of fisheries laws, and maritime defense readiness. The bill includes programmatic reforms to help ensure the service can better utilize resources and more efficiently replace
its aging assets. The legislation also includes provisions to implement a uniform, national standard for the discharge of ballast water to replace the current costly and contradictory patchwork of regulations issued by nearly 30 states. On June 7, 2012, the House Transportation and Infrastructure Committee passed H.R. 5887, the Coast Guard and Maritime Transportation Authorization Act of 2012. This bill authorizes the funding for the Coast Guard for fiscal years 2013, 2014 and 2015. Like H.R. 2838, the bill includes new provisions to ensure parity between the Coast Guard and the other Services and includes needed regulatory relief for small businesses that will protect jobs and encourage growth in the
maritime sector. On September 22, 2012, the Senate took up H.R. 2838 and approved it with an amendment. The Transportation Committee is working to ensure that a final, responsible Coast Guard Reauthorization will be passed by both Houses of Congress and sent to the President Obama. States impacted by Hurricane Sandy will also be watching the progress (or lack there of) of the FEMA Reauthorization Act of 2012, H.R. 2903, which was unanimously approved by the House on Sept. 19. The bill remains stalled in the Senate. The legislation would cut the massive amount of red tape that can set back the rebuilding of public infrastructure process by years.
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over from the deepwater drilling moratorium, with much of the talk in the offshore energy market centering around the painstakingly slow pace of the issuance of new drilling permits by the Bureau of Safety and Environmental Enforcement (BSEE). With the cleanup from the Macondo Well blowout finished earlier in the year and no new drilling permits being issued, operators were left to reposition their offshore support boats outside of the Gulf to generate revenue and keep their boats working. Shipyards along the Gulf that were dependent on servicing, maintaining and building support boats were left high and dry. What a difference a year makes. Now there are now at least 85 offshore service vessels under construction or firm contract at U.S. shipyards—everything from crewboats and dive support vessels to deepwater offshore support vessels and platform supply vessels. There’s also two significant projects to stretch 11 OSVs for deepwater.
24 MARINE LOG nOVEMBER 2012
GULF GETS A LIFT
Newbuilding activity in the offshore sector is strong. Tidewater, Hornbeck Offshore, Edison Chouest, Harvey Gulf International Marine are committed to spending billions of dollars at U.S. shipyards
nOVEMBER 2012 MARINE LOG 25
The wave of new construction started October 6, 2011, when Harvey Gulf International Marine (HGIM), New Orleans, LA, announced its groundbreaking plans to build the first dual fuel offshore support vessels for the U.S. Gulf of Mexico at Trinity Yachts Offshore, now TY Offshore. These would be the first offshore support vessels built and classed in the U.S. to burn Liquefied Natural Gas (LNG). And before the market could take it STX Marine has emerged as a premier designer in the North American offshore sector with designs such as this for Hornbeck Offshore Services
all in, exactly one month and one day later publicly traded Hornbeck Offshore Services said it was going to build 16 new generation deepwater DP-2 OSVs for a total cost of about $720 million. But the real kicker came 10 days later when the Covington, Louisiana-based operator announced it had signed separate contracts with Eastern Shipbuilding Group, Panama City, FL, and VT Halter Marine Inc., Pascagoula, MS, for the 16 vessels— with options to build an additional 48. Now that’s a shipbuilding stimulus package. Hornbeck’s thinking at the time, as recalled by Jim Harp, Hornbeck Offshore’s CFO, in an interview with Marine Log’s associate editor Shirley Del Valle, was to “follow the money trail” to see where its customers were investing and to “go in hard” and “place their chips on red.” If HOS exercises all its options with
Eastern Shipbuilding and VT Halter Marine—and that’s the idea—the value of the newbuilding program will swell to $3 billion and deliveries will stretch into 2017. The boats will not only make their way into the U.S. GoM, but to other places such as Brazil and Mexico. Beyond its newbuilding plans, last month HOS signed a contract with Bollinger Shipyards, Inc., Lockport, LA, to stretch six offshore support vessels for deepwater operations under its HOS Super conversion program. The conversion will involve an upgrade from DP1 to DP2 and the insertion of 40 ft midbodies that will double each vessel’s liquid mud capacity to 8,000 bbls and increase deadweight tonnage to 2,250. The conversions will be carried out at two separate Bollinger facilities, Bollinger Larose, L.L.C. and Bollinger Morgan City, L.L.C. And HOS exercised options to build two 302 ft x 64 ft x 26 ft HOSMAX310 OSVs at Eastern Shipbuilding Group. The latest order means Eastern is now under contract to construct 10 of these vessels for HOS. HOS has also opted to build two more 320 class OSVs at VT Halter Marine Inc.
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OFFShORE These four new vessels will expand HOS’s newbuild program, which was announced in November 2011, from 16 vessels to a total of 20 U.S.-flagged HOSMAX class DP-2 new generation offshore supply vessels. HOS has until February 2013 to exercise its new options. The new vessels at Eastern Shipbuilding are being built to the STX SV310 design provided by STX Marine US. STX Marine, with offices in Vancouver, Canada, and Houston, has emerged as the premier designer in North America for the offshore sector, with boats currently building or recently delivered for Brazil’s Boldini S.A., Harvey Gulf International Marine and Hornbeck Offshore Services. The HOSMAX DP-2 vessels will be built to USCG Subchapter L and SOLAS and classed by ABS. All of the HOSMAX vessels under contract are USCG, SOLAS, ABS Classed A1, Offshore Support Vessel Ocean Service, Loadline, AMS, ACCU, Circle E, with additional ABS Class notations UWILD, ENVIRO, DPS-2 and FFV-1. The HOSMAX310 (or STX SV310) will have an impressive capacity of 21,509
barrels of liquid mud, 14,347 cu.ft. of drybulk mud, 2,212 barrels of methanol and 62,538 gals. of potable water. RETIREMENTS TO EXCEED ADDITIONS Based on its own data, as well as information from ODS-Petrodata, Tidewater Inc., New Orleans, LA, expects retirements in the world OSV fleet to exceed new additions. Tidewater estimates that 467 vessels or 17 percent of the current worldwide fleet of AHTSs and PSVs is at least 30 years old and another 267 or 10% is 25 to 29 years old. As of mid August, there were 428 AHTS vessels and PSVs under construction worldwide. Over the last 12 years, Tidewater has committed about $4.1 billion to either acquire or order 267 new offshore support vessels, including 77 deepwater platform supply vessels, 17 anchor handling tug supply vessels, 102 towing supply/supply vessels and 71 other vessels. It currently has 26 vessels under construction worldwide, including two 92.4m DP2 ABS Polar Class 7 PSVs at Fincantieri Marine Group’s Bay Shipbuilding Company, Sturgeon Bay, WI. The two PSVs will be based on the MMC
887 LH PSV Design from MMC Ship Design & Marine Consulting of Poland. The first PSV will be delivered in the fourth quarter of 2012 and the second in the second quarter of 2013. GULF MARK NEWBUILDS Meanwhile, GulfMark Americas, Inc. has committed about $300 million to building 11 new vessels, including two 296 ft DP2 PSVs from BAE Systems Southeast Shipyard in Mobile, AL, at an expected cost of $48 million each. Just like the Tidewater newbuilds, the GulfMark PSVs will be based on designs from MMC Ship Design & Marine Consulting, Ltd. of Poland. Each of the GulfMark vessels will be qualified under the U.S. Jones Act and will measure 288 feet long and 62 feet wide. The selection also includes options to build two additional platform supply vessels in the future. ECO NEWBUILDS The Edison Chouest Offshore (ECO) family of companies has added to the aggressive newbuild campaign it first announced one year ago. ECO, which currently has 25 vessels under construc-
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OFFShORE tion at shipyards worldwide, announced an additional eight Jones Act-class deepwater offshore service vessels that will be built by its Gulf Coast shipyards—North American Shipbuilding, Larose, LA, La Ship, Houma, LA, Gulf Ship, Gulfport, MS and Tampa Ship, Tampa, FL. Being built on speculation, the vessels will be delivered within the next 24 months. ECO supports the majority of the U.S. Gulf deepwater operations and an expanding global market with its fleet of over 200 highly specialized new generation offshore service and supply vessels. Thus far in 2012, ECO has delivered 13 new vessels, both domestic and worldwide. Three of those in the 300 ft/5,150 DWT Jones Act class, the first in the previously announced newbuild class of 2011. The 2012 deliveries also include platform supply vessels (PSVs) in Brazil, two well stimulation vessels, fast supply boats, a Norwegian-built PSV, as well as Aiviq, the 360 ft ice class anchor handler currently at work in Alaska. Hulls 14-21 in the latest series of 300 ft class vessels are in the early stages of construction, with steel and equipment on order, according to ECO Presi-
dent Gary Chouest. According to ECO Director of Corporate Communications Lonnie Thibodeaux, that means that although all eight are initially slated to be 300 ft x 60 ft x 24 ft PSVs, the details currently being quoted are initial design estimates. “Keep in mind...our two most recently delivered well stimulation vessels also were originally slated to be 300 ft PSVs, too,” says Thibodeaux. All details are subject to change based on customer demand. So, the initial design estimates are that each PSV will have capacities approximately 13,646 barrels of liquid mud, over 400,000 gallons of fuel and 12,000 cubic feet of dry bulk. All will be DP-2, ABS and Jones Actclassed, and approximately 5,100 deadweight tons. “At the same time, we are also increasing our international order book to replace Jones Act tonnage that departed the Gulf of Mexico two years ago, now slated to return,” remarked ECO Vice President of Operations Dino Chouest. That segment of vessels includes six boats under construction at Remontowa
S.A. in Gdansk, Poland, as well as 11 vessels (9 PSVs, 2 anchor handlers) at Chouest affiliate shipyard Navship in Navegantes, Brazil. ECO also has four 194 ft fast supply vessels being built by Breaux Brothers Enterprises in Loreauville, LA. HARVEY GULF STRETCHES New Orleans headquartered Harvey Gulf International Marine, LLC continues to expand its capacity. Following the closure of its $234 million asset purchase for nine Bee Mar, LLC offshore supply vessels, Harvey Gulf announced that, as well as renaming them consistent with other Harvey Gulf vessels, it has already begun seeking bids to stretch five of them to meet 250 ft OSV class specifications. At the same time, Harvey Gulf also announced that it has exercised two of its four options to construct additional LNG-fueled OSV’s at TY Offshore and added two additional options, which will eventually bring Harvey’s newbuild LNG OSVs fleet to 10 vessels. ML
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FindinG A CuRe FoR CySTiC FiBRoSiS Jim Harp’s 30-year labor of love Jim Harp is a man on a mission. He wants to help save lives. Within the maritime industry, Harp is a successful businessman—as Vice President and CFO he’s at the center of Hornbeck Offshore Services’ financial success having been its “chief accountant” and “financial architect” over the last 11 years. But it is his work with the Cystic Fibrosis Foundation, what he calls a “30-year labor of love,” that’s truly inspiring. His desire to create awareness for the disease is evident to anyone he comes in contact with—he’s passionate, knowledgeable, and more than happy to provide you with facts on the disease, and how the foundation, with the help of financial donors, has been able to take important steps towards finding a cure for CF. Harp’s story with CF is a personal one. He lost his good friend Stephen Teagle to the disease 16 years ago. Harp witnessed first hand the disease’s impact on his friend’s life—from the handful of pills each day to the violent physicality of some of the treatments. But Teagle’s bravery and determination throughout his life have served as an inspiration to Harp, who has, for the last three decades, “been directly responsible for over $1 million dollars in donations, sponsorships and support,” explains Michelle Dugas, Development Manager, Cystic Fibrosis Foundation. “Over the years, he has been an unbelievable advocate for the foundation, for our chapter, and for what we do.” Ashley Mills, Executive Director of the foundation’s Louisiana Chapter says, “I have worked with him for many years and he has truly been the backbone of our growth as a Chapter over the last 10 years. Since Hurricane Katrina,” she continues, “no other single volunteer has done more for the Louisiana Chapter than Jim Harp. Jim’s dedication to reaching more people every year and telling them about the Cystic Fibrosis Foundation has led to tremendous growth for the Louisiana Chapter.” Harp currently serves on the board www.marinelog.com
Stephen Teagle and Jim Harp at a 1995 golf fundraiser for CF. Teagle died from CF on August 21, 1996
of directors and is an advocate for the foundation creating CF awareness and recruiting others to help reach fundraising goals. The CF Foundation is also one of Hornbeck Offshore’s charities of choice. This past summer, Harp marked his 30th anniversary working with the foundation by chairing the 41st annual AT&T Bobby Hebert Golf Classic, where he surpassed his personal goal of $100,000 in donations by $10,000. In total, the tournament, which for the first time in its history sold out, raised $140,000 net. Harp’s ability to reach and surpass his fundraising goals is a direct result of his passion and his pay-it-forward attitude. “His enthusiasm for crossing the goal line on a cure for CF is contagious and he passes that passion on to friends, colleagues and strangers who in turn have done tremendous things for the Louisiana Chapter,” says Mills. WHAT IS CF? The Cystic Fibrosis Foundation, founded in 1955 by a group of parents whose children were suffering from the disease, describes CF as an “inherited chronic disease that affects the lungs and digestive system of about 30,000 children and adults in the United States” and 70,000 worldwide. It is also the num-
ber one genetic killer of children and young adults in the U.S. CF is a result of a defective gene and its protein product which produces a thick, sticky mucus that can clog lungs, lead to life-threatening lung infections, obstruct the pancreas and prevents natural enzymes from helping the body breakdown and absorb food. While the number of CF sufferers is in the thousands, Harp notes, that “More than ten million Americans are symptomless carriers of the defective CF gene.” STRIDES FORWARD For a cause to capture Harp’s attention, it has to appeal to both his head and heart. When it came to the Cystic Fibrosis Foundation “the heart part (was) easy,” Harp says, “I just think of Stephen and the kids [living with CF].” However, the head part, he explains, is far more objective. For starters, the big question is: Where is the money raised going to? Harp proudly explains that ninety cents of every dollar donated to the CF Foundation goes directly to patient care and research. This enables most of the funding to go directly to finding a cure. Donations are of vital importance to the foundation. CF is often considered an “orphan disease” because it doesn’t nOVEMBER 2012 MARINE LOG 45
Beyond Business “In the CF community, we often say we want CF to stand for Cure Found and today because of people like Jim Harp we are closer than ever.” -Ashley Mills, Executive Director Louisiana Chapter, Cystic Fibrosis Foundation garner the amount of attention other diseases receive, and isn’t financially appealing to drug companies. That fact alone makes the following point even more profound: a foundation, started by a group of parents and funded by donors, believes a cure is just five years away. During the 1980’s children born with CF weren’t expected to make it beyond their elementary school years. So when Harp met Teagle, a 15-year old high school freshman, in 1981, Teagle had long beaten the odds. Today, those with CF have a life expectancy of 37 years—and some are living well beyond that. Harp believes the foundation’s work not only extends the quantity of life—reiterating the foundation’s motto “Adding tomorrows,” everyday—but also betters the quality of life of those living with CF. He recalls trips with Teagle, where he would witness what living with the disease was like—the inordinate amount of pills, the two percussion therapy sessions each day, which involved vigorously hitting a CF patient’s back in order to loosen up the mucus and produce a “productive cough.” Now, years later, there’s a vest that vibrates, helping patients loosen up that mucus in a less invasive way. That vest and other advancements in treatment are a direct result of the
foundation’s efforts. Dugas explains that for years, band-aid treatments were the norm—treating ailments that were a result of CF not the cause of it. However, thanks to the foundation’s efforts, there is now a drug available that will fix the root of the disease. “This past January the FDA approved Kalydeco, a drug that is the first to address the underlying cause of cystic fibrosis,” says Dugas. “This science has opened new doors to research and development that we believe will lead to a cure for all people living with CF. Early results of a clinical trial, shows promise that we could have a cure for 90% of our patients in the next 5 years.” Kalydeco, explains Mills, “corrects the basic defect at the cellular level and will allow patients to add decades to their lives effectively letting them die with CF not of CF. In January 2013 phase 3, the final FDA clinical trial phase, trials will begin on a drug combination that should show the same promise in 80-90% of the U.S. CF population.” GIVING EVERYONE THEIR OWN STEPHEN TEAGLE One of the best ways to educate others on CF and the CF Foundation is to give them a first hand account of what its
INDUSTRY CHIPS IN TO CURE CF While the numbers of those suffering from CF isn’t exceptionally high when compared to other diseases, the disease is more prevalent in certain areas of the U.S., such as Louisiana. “The data shows that the Louisiana Bayou Region has the highest population of CF patients per capita compared to anywhere else in the United States,” explains Dugas. With that said, it should come as no surprise that many of the supporters for the Cystic Fibrosis Foundation are maritime-related companies who work in the Gulf of Mexico. This past March Louisiana-based Crosby Tugs held the 2nd Annual Crosby Tugs Bobby Hebert Bayou Golf Classic. The event, also sponsored by Frantz Marine, L&M Botruc, LLC and Express Weld, LLC, netted just over $84,000 for the Cystic Fibrosis Foundation. WASHINGTON’S PATRON OF CF Harley Franco, Chairman and CEO of Harley Marine Services, Inc., Seattle, WA, is a notable figure within the CF community. He has been involved with the foundation for over 25 years, is a CFF board member of the Washington Chapter’s Patrons of Cystic Fibrosis (a guild he cofounded), and has raised millions of dollars for the cause. Franco and his company have sponsored multiple CF fundraisers including “Cruisin’ For A Cure,” an auction that lets folks bid on a chance to cruise on one of the company’s state-of-the-art tugs. Moreover, Harley Marine names many of its vessels after children living with CF. Recently, the company ordered four barges to be built by Conrad Industries, Morgan City, LA. Each of the 297 ft barges will be named after four children living with CF. The first three will be named after triplets Jared Joseph, Nicholas Ray, and Allison Jane. The final barge will be named after ten-year old Maci Bryan. Harley Marine says it is very proud and honored to name these barges after such young fighters and survivors of CF, and will continue “Cruisin’ For a Cure” until it can proudly name a barge “Cure Found.” 46 MARINE LOG NOVEMBER 2012
MAKING CF STAND FOR CURE FOUND It’s that kind of long-lasting dedication and commitment that is needed to further pave the way towards a cure for CF. As recent events have shown, life changes in an instant and with it, so too, do our priorities—but for three decades
JasON FlOREs PhOtOgRaPhy
like living with the disease. Two years ago, Hornbeck Offshore teamed up with Inside Northside Magazine, a bi-monthly magazine distributed in the New Orleans Northshore area, to launch an event, Northshore’s Finest, that would support both the Cystic Fibrosis Foundation and also recognize young professionals in the Northshore area who dedicate both time and talent to their communities. According to Harp, each of the young professionals was paired with a child living with CF—essentially giving each honoree his/her own Stephen Teagle. The experience helps the honorees truly understand the disease, what its like to live with it and enables them to understand the sense of urgency behind finding a cure. It also inspires the honoree to continue working with the foundation for years to come.
From left to right: Ashley Mills, Bobby Hebert, Michelle Dugas, and Jim Harp at the 41st annual AT&T Bobby Hebert Golf Classic
Jim Harp has kept CF and the search for its cure at the top of his list. His friend, Stephen Teagle, may have lost his life to the disease, but Harp’s tireless dedication and determination to see CF cured is stronger than ever. “In the CF community,” says Mills, “we often say we want CF to stand for Cure Found and today because of people like Jim Harp we are closer than ever.” When asked where he gets the energy from to continue the battle for a cure, he says, “I feel reenergized by the progress
[being made] and the potential for the future.” And it is in the promise of that future—one where a person living with CF, will die with the disease as opposed to dying from the disease—that keeps Harp motivated. After all, there are other Stephen Teagles out there in the world that need a cure. To find out more about CF and the Cystic Fibrosis Foundation visit www.cff.org To make a donation go to: www.cff.org/LWC/JimHarp ML
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B Y AShipBuilding NDREW SAFER
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TA N K E R S
A picture is worth a thousand words W
hen Captain Corey Herritt of Canship Ugland Limited moves his 960-foot, one-million-barrel shuttle tanker into position at an offshore oil field to hook up for loading, his 15 years of experience on shuttle tankers and training in Dynamic Positioning Offshore Loading stands him in good stead. Master of the vessel Catherine Knutsen, he is currently conducting offshore loading out of Venezuela. Comparing his first training course in 1997 to the one he completed three months ago at the Marine Institute in St. Besides reducing training John’s, Newfoundland and costs, simulation provides Labrador, Capt. Herritt says, mariners with strong visuals, “At the first training, there making the training more was absolutely no visualiza- realistic and accurate tion. It was really hard to get a true feel for what you were actually Director Captain doing with the vessel.” Chris Hearn that Four mariners including junior and the cost of sendsenior officers and captains participate ing people away in the Centre for Marine Simulation’s for training was (CMS) three-day Dynamic Positioning too high and that and Offshore Loading course where real- the oil companies istic visuals give new meaning to the preferred a local phrase: a picture is worth a thousand training option. “We took this on as a words. major project to develop more advanced “If you’re on the bridge of a ship,” says modeling with the turret system,” he Capt. Herritt, “part of your watchkeeping recalls. (Moored to an anchor chain, the and positionkeeping is visual. Here, you turret connects the flowline from the can actually look through the window of pipeline end manifold on the ocean floor a bridge and see where the field or FPSO to the tanker’s hull by means of a dock(floating production storage and offload- ing cone.) “We designed a type of system ing unit) is actually located, in relation to that integrates dynamic positioning with your own vessel. This feature makes this the full-motion ship’s bridge simulator, course more realistic and accurate.” which hadn’t been done before.” CurrentWhen CMS developed their ship mod- ly, the course is conducted using CMS’ els, they incorporated the character- DP simulators, configured with maneuistics of the tankers that are used to vering consoles to represent the ship’s service the Hibernia, White Rose and manual controls, while the DP-ship’s Terra Nova oil fields, providing an extra bridge integration is being completed. element of realism. In 2007, a company Key elements of the CMS course are that manages shuttle tankers told CMS the simulation of various wind, wave
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and current conditions and their effects on the tanker during various operations, and simulations of failures, such as alarms indicating the malfunction of a thruster. “On the Grand Banks,” Capt. Herritt says, “the weather is so unpredictable, it’s nice to see how the vessel would react in various wind speeds and sea states.” It is quite common to have to wait out very high wind conditions and sea states for several days until the sea
state dies down to 4.5 metres (for connection) and 5.5 metres (for loading). He has found that re-enacting equipment faults and single-point failures—such as a thruster that is stuck full ahead or full astern—has been the most beneficial. “The majority of the time when something does happen,” Capt. Herritt says, “you’ve already seen it in simulation. You have a mental procedure that you go through.” Harkening back to his first training in Norway in 1997, Capt. Herritt emphasizes the benefits of having the training available locally, noting that his round trip travel took four days. “That’s valuable family time that I had to give up,” he says, adding that the ongoing relawww.marinelog.com
TRAiNiNG ShipBuilding training that focuses on this operation. “The field operator was very concerned about anybody who hadn’t loaded from the platform before,” reports Capt. Hearn. The module they developed simulates taut hawser operations at that field’s production unit. Capt. Herritt explains that there are several stages involved in taut hawser operation, ranging from keeping the vessel back to shutting down the DP system. “To be able to
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When the Centre for Marine Simulation developed their ship models, they incorporated characteristics of the tankers that are used to service the Hibernia, Terra Nova nd White Rose oil fields
tionship with CMS also allows for incorporating his input regarding issues he has seen into the training sessions. Looking ahead, he expects to train on operations in a new field on the Grand Banks once the software for that field is installed in CMS’ DP simulator, well before going to the actual field. “We have been part of all the major projects offshore,” says Capt. Hearn who adds that simulations of the tow-out and sailaway from all three production units were built at the Marine Institute. As of September 2012 they had conducted eight three-day Dynamic Positioning Offshore Loading trainings, up from a total of five in 2011. Capt. Hearn attributes the increase to industry’s requirement that junior and senior officers and captains on shuttle tankers receive the training every two years, as well as new personnel who require the training. CMS is currently piloting a module focused on operations involving a taut hawser (the shock-proof mooring line that connects the tanker to the hull or FPSO to keep the production unit from drifting while the tanker’s loading hose is connected to the turret or spar buoy). During the approach, the tanker holds position astern to the production unit while the hawser is connected, and then the loading hose is connected. The dynamic loading and movement of the vessel is absorbed by the hawser, rather than the loading hose. The hawser is not always tight between the two vessels, requiring that the tanker proceed slowly astern to exert force on it to hold the FPSO in place. An offshore operator had told CMS there was a need to create simulation www.marinelog.com
train on a full-motion simulator with DP incorporated along with all the position reference equipment, and simulate possible failures or errors in equipment,” he says, “to a DP operator, that would be worth its weight in gold.” Final sanction and inclusion in CMS’ Offshore Loading course, which will include some position reference systems, is anticipated for later this year. ML
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nOVEMBER 2012 MARINE LOG 49
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B Y BShipBuilding E N B R YA N T, K LU B E R LU B R I C AT I O N N O R T H A M E R I C A
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preparing for Vessel General permit 2.0
he U.S. Environmental Protection Agency (EPA) will release the revised Vessel General Permit (VGP) next year. This permit will likely require the use of “Environmentally Acceptable Lubricants” (EAL) on vessels over 79 feet, where technically feasible. While the exact language will not be known until the permit is released, here is a checklist of 10 things that can help you prepare for the upcoming changes: 1) Understand EPA’s definition of an “Environmentally Acceptable Lubricant” While many lubricants may have some environmental benefit, the EPA indicated they will be setting standards for what they consider to be acceptable. 50 MARINE LOG nOVEMBER 2012
These are defined in the draft as “biodegradable” and “non-toxic” and not “bioaccumulative.” For example, to be considered biodegradable, the lubricant must biodegrade at least 60 percent in 28 days under specific test conditions. 2) Many products now marketed as environmentally friendly may not meet new standards These products may have some environmental benefit, however claims of “inherently biodegradable,” “passes the EPA or USCG sheen test,” or “USCG approved” will not be sufficient if the EPA holds to the language contained in the draft permit. 3) Begin to assess which onboard applications are likely to be affected The draft VGP includes examples where
There’s no need to compromise performance when switching to biodegradable lubricants
oil/water interfaces occur. To determine all applications on a vessel where an EAL could be required; consider equipment using hydraulic fluid to power propulsion, equipment below the waterline that use seals to separate lubricant from water, and any equipment that uses lubricants in an open system that may be immersed in water. 4) Existing and new vessels will be required to use EALs The draft VGP indicates EALs will be mandatory on vessels greater than 79 feet built with a build date on or after December 19, 2013. www.marinelog.com
“Environmentally Acceptable Lubricants” and their use in the marine environment For vessels over 79 feet built prior to this date, EALs are required where technically feasible. For new builds, ship designers and OEMs must consider compatibility with EALs and offer design changes where needed. On existing vessels, work with OEMs and lubricant suppliers to determine compatibility. 5) OEM approvals of EALs are application specific Lubricant manufacturers are now working with OEM’s on product approvals. The approvals are specific to the equipment, the application and the lubricant. For example, separate approvals for the hydraulic fluid and the gear oil in a propeller thruster should be obtained.
6) Performance still matters There is no need to compromise performance when switching to biodegradable lubricants. For greases, compare attributes of water washout, load, corrosion, adhesion, color, compatibility, base oil viscosity, sealability, bearing life, and drop point. For oils, look for seal compatibility, resistance to hydrolysis, temperature behavior, thermal stability, oxidation resistance and protection from scuffing. Discussions with a lubrication specialist can help identify the correct lubricant for the application. 7) Understand hydrolysis and how it affects ester based oils Ester based oils are essentially created by bonding
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acids and alcohols. In the presence of water and heat, esters can convert back to these two basic compounds which can lower the performance of the lubricant and affect seals, hoses, and o-rings. Not all esters are created equal and some resist hydrolysis much better than others. 8) Lubricant approval process is yet to be determined In the draft VGP, the EPA presents the standards an EAL must meet. They also discuss several European label programs that may be used to indicate EPA approval. Since the release of the draft VGP, the EPA announced they are conducting a pilot study for creating their own approval
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nOVEMBER 2012 MARINE LOG 51
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process based on reviewing the lubricant components. The EPA’s approval process will affect the number of EALs available. 9) EPA and USCG inspection process The EPA and the USCG signed a memorandum of understanding for implementing the VGP. The EPA is responsible for the program. The USCG has access to the vessels and the manpower to conduct the inspections. Violations will be forwarded to the EPA for enforcement. 10) Consider going beyond the regulations The draft permit does not require the use of bio-hydraulic fluids in on deck equipment. However, loss of hydraulic fluids is a leading cause of lubricants entering the environment. The USCG considers all oils to be the same per the Clean Water Act, however there may be a reduction in the clean-up cost and in local fines assessed when an EAL is involved. In addition, marine companies Ben Bryant, will benefit from improved Kluber Lubrication public perceptions when North America switching to EALs. Lastly, facility response plans and charterer preferences will increasingly call for EALs in on deck applications. The final VGP will likely provide additional guidance. The challenge for vessel operators will be to determine where EALs are required, select the appropriate lubricants and comply within the time limits set by the EPA. ABOUT THE AUTHOR Ben Bryant has recently joined Klüber Lubrication as the Marine Market Manager, responsible for developing new business in the marine industry. Ben is a graduate of the Massachusetts Maritime Academy and holds a 1,600 ton masters license with experience on oil tankers, offshore supply vessels, tug and barge units, and various small power and sail vessels. He recently earned a Masters of Marine Policy from the University of Rhode Island and holds a Master in Business Administration from Boston College. Ben’s primary focus at Klüber is to launch their new portfolio of environmentally acceptable lubricants for the marine industry. ML www.marinelog.com
BY YASUSHI NAKAMURA, CLASSNK EXECUTIVE VP & GM
DATA COLLECTOR ClassNK leads research project gathering real world data in order to improve ship design
lassNK, the largest classification society in the world, is at the forefront of a unique Japanese industry initiative to analyze vessel performance in all sea conditions. The society is collaborating with Japanese shipbuilders Imabari Shipbuilding Co. Ltd. and Sayonas Shipbuilding Co. in a joint research project. Under the joint project, the energy saving operation support system “ClassNK-NAPA GREEN” has been installed on vessels built by the shipbuilders to gain data on the relationship between draft, trim, main engine output, vessel speed and weather conditions. Data retrieved will be used to upgrade vessel design, thereby strengthening international competitiveness and reducing the environmental burden. The implementation period of the full scale ship test is scheduled to take three years. ClassNK has previously cooperated with Imabari Shipbuilding to provide a comprehensive solution for the Ship Energy Efficiency Management Plan (SEEMP), but the current project differs completely from the previous one. The main objective of this project is to develop a feedback scheme, using ClassNK-NAPA GREEN, which was developed in response to the entry into force from 2013 of regulations on carbon dioxide (CO2) emissions for international shipping and the sudden rise in oil prices. The partnership between ClassNK and NAPA, a leading software solution provider for ship design and operations, offers a dynamic total solution for shipowners and operators targeting a reduction in fuel expenses and CO2 emissions and optimization of efficiency during ship operations. ClassNK-NAPA GREEN collects and monitors, on a broad scale, the information related to ship operations including the engine rotation speed/output and fuel consumption, hull attitude, meteorological and oceanographic information, among others. It then automatically analyzes the causes of changes in ship performance and fuel consumption. Furthermore, and based on the results obtained
Yasushi Nakamura, ClassNK’s Executive Vice President and General Manager
after this analysis, it automatically adjusts the ship performance model by combining it with actual performances achieved during operations, consequently increasing the estimation accuracy for
performed in collaboration with Imabari Shipbuilding Group, using ships owned by the group. The results obtained from this demonstration test are planned to be used for further improvements and
Data retrieved will be used to upgrade vessel design, thereby strengthening international competitiveness and reducing the environmental burden
optimal operating conditions. The ClassNK-NAPA GREEN solution is already available and it will be further developed based on wide range tests
amelioration and released in the 2013 Further Developed Version. As mentioned, this project is a joint collaboration between ClassNK, NAPA, nOVEMBER 2012 MARINE LOG 53
ENVIRONMENT Imabari Shipbuilding and Sanoyas Shipbuilding. The role to be played by Imabari Shipbuilding and Sanoyas Shipbuilding will be the same and involves installing this new system on ships and developing a feedback scheme on the design obtained from the information related to performances in actual seas. During the project we plan to use one container carrier and one bulk carrier
constructed by Imabari Shipbuilding and Sanoyas Shipbuilding in demonstration tests from the beginning of 2013. Container and bulk carriers were selected as test ships because the specifications between those two types of carriers, such as navigation speed, are quite different. The systemâ€™s effectiveness is guaranteed as it compares actual data measured with the estimated values. In addi-
tion, the actual values measured are analyzed automatically by the system. ClassNK believes that the scheme will reduce the environmental burden and strengthen international competitiveness. Improved levels of fuel consumption are expected during operations in actual seas, so we can say that the plan will allow the development of ships that reduce the environmental burden. Additionally, ClassNK believes that shipyards will be able to provide ships with high added value, leading to a strengthening in competitiveness internationally. 87 RESEARCH PROJECTS UNDERWAY This is one of a number of research projects in which ClassNK is taking a major role. As of July 2012, 87 joint research projects were being conducted in regards to industry requests for joint research. The focus of the research is related to reducing vessel fuel consumption and oceanic development and this content corresponds to all conventions in force. As a neutral third party, ClassNK performs activities that are a catalyst in R&D projects in the maritime industry. In particular, national R&D projects related to the development of CO2 emissions reduction technology are being conducted with the technical and financial support of ClassNK, playing a central role in collaboration with the government and the maritime industry. We have carried out certifications on a number of ships in regards to the EEDI (Energy Efficiency Design Index) and are performing various related activities. In addition, as a system supporting EEOI (Energy Efficiency Operational Indicator) calculation we are providing the PrimeShip-GREEN/EEOI to shipowners. PrimeShip-GREEN/EEOI is a system used for the calculation and analysis of EEOI of a vessel in order to check carbon dioxide emission levels during operation and it is based on International Maritime Organization (IMO) guidelines (MEPC.1/ Circ.684). Users can visually confirm variations in energy efficiency and its contributing factor by displaying EEOI calculation results in a trend chart. PrimeShipGREEN/EEOI is expected to help facilitate the improvement of the energy efficiency of ships. Accordingly, ClassNK is playing a leading role in issues such as the reduction of CO2 emission and improved fuel consumption during ship operations. ML
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B Y FA L K A U P E R S , S E N I O R C O N S U LTA N T, C O R E N A
pApER ChASE 2.0 Shipdex: A roadmap to process and quality improvement Second article in a series
o address the various challenges tured throughout is used to tifying parts of the product and avoid disastrous mishaps such publish and build the cusand associated procedures as those outlined in Part 1 of our tomer “deliverables” from a for installing, removing or article series (ML October 2012, p. 36, variety of sources and in varmaintaining it. As a first “Paper Chase, Modernization of technical ious forms (technical publicastep those paper manudocumentation in shipping: Increasing tions, parts catalogues, MRO als have to be torn apart quality and efficiency”) we will reveal the Procedures, etc.) that accominto pieces. This mustn’t value of Shipdex and illustrate how it pany a vessel. The deliverbe determined by chance, can positively impact your core business ables continue to evolve as but needs to be performed processes and improve quality in a vari- the owner/operators update at well defined positions ety of traditional (operational) silos. You and enhance the data for in the manual. These posiwill more readily see the interrelation- their own purposes, as well Falk Aupers, tions are identified by two ships between Design/Engineering, Tech- as for use by the Shipyards Senior Consultant, properties. One is the hardnical Publications, MRO (Maintenance/ for many, many years there- Corena ware which the informaRepair/Operations) and, subsequently, after. tion is associated with, for see the linkage between Manufacturers, Earlier, we talked about instance a ‘water pump’. Operators and Shipyards. the potential value of data and content. The other property is the type of inforBefore we get into Shipdex, a mind- In order to realize this value, process and mation, for instance ‘how to install’ or shift needs to occur. When you think of structure becomes critical—this is Ship- ‘how to maintain’ this hardware comtechnical documentation, repair manu- dex. It is a modular framework based on ponent. By doing so, the manual is als, operational procedures and the like, definitions which have been established split into several modules which stand stop thinking in terms of “pages” and and agreed to which facilitate content for themselves. instead think in terms of “data”! Once reuse and seamless data interchange you do, a series of supply chain improve- between organizations. Shipdex defines GRANULARITY ments becomes possible. From the time what types of data are to be utilized, Each of the modules focuses on the a vessel design begins, data (content) is how data (in the form of XML) is to be type of information given for the selected being created. Much of this data is gen- arranged and stored for use, how it is to hardware component. So for spare parts erated from CAD systems by the design be utilized, and how it can be exchanged information there usually is a graphic engineers. Data, in its many forms, can for the multiple purposes for which one illustrating the component followed by a be repurposed many times over deliver- can think of using it. list of spare parts shown on the illustraing significant VALUE to the benefit of tion. A spare part, in turn, is comprised many downstream of the design. After TECHNICAL ASPECTS of information such as NAME, MANUdesign begins, technical publications There are several technical aspects FACTURER, PART NUMBER, etc. By and parts catalogues are being creat- that help to leverage the application of means of employing a standardized XML ed (more data), manufacturing starts Shipdex in the maritime business. These structure, all this information is tagged (sometimes resulting are mainly modulariza- which allows for the unique identificain revised data and/ tion, granularity, mar- tion of this information using approprior more data), repair itime-specific business ate software and automatically feeding and maintenance rules and a standard- the database of a Computerized Mainteprocedures are writized data exchange. nance Management System. ten (more data), and ... when manufacturMODULARIZATION BUSINESS RULES ing is nearing compleThe main drawback Shipdex itself is based on the S1000D tion, everything is of having paper based specification which represents best pracproduced, tested (this manuals for the differ- tices in technical documentation. Since often results in addient types of information best practices vary with the business Fig. 1-Shipdex Data Set tional and/or revised is the inherent inabil- domain they are applied to, S1000D data), packaged up ity to use it as techni- leaves the freedom to adapt it to the and VOILA…the vescal data in a computer industry it is used in. The way to do this sel is commissioned into service. Now the readable form. Even in the form of a is called “specifying Business Rules”. Owner/Operators take over. PDF, it is just a bunch of pages which Shipdex as a maritime protocol already During the manufacturing process, don’t allow for an automated evaluation does this for shipping. By this, Shipdex “baseline data” that was created and cap- of the information with respect to iden- makes S1000D accessible to the mariwww.marinelog.com
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SOFTWARE time industry, which covers the entire lifecycle of technical documentation: planning and management, production and data exchange, through to distribution and use. The Shipdex protocol standardizes the data exchange between parties (i.e. OEM and supplier/sub-supplier) by introducing the Shipdex Data Set, see Fig. 1. This basically is a folder structure for filing the documents into their corresponding place. It contains additional informational definitions which clarifies what
information sets are covered by the Shipdex protocol. The choice of these information sets is based on the best practices in shipping. As laid out in part 1 of this article series you see, that these information sets cover the information used in maritime technical documentation. ABOUT THE AUTHOR Falk Aupers is a Senior Consultant with Corena. Aupers is an experienced consultant, trainer and project manager in international projects regard-
ing structured technical documentation. His experience includes extensive work with many global manufacturers, OEM’s and MRO’s across multiple industries and with many international Defense Ministries. One of his specializations is S1000D, the international standard for technical documentation development and publication, from which the constantly growing Shipdex protocol is derived. ML
A NEW WEAPON IN THE ENVIRONMENTAL REGULATORY COMPLIANCE BATTLE Environmental regulatory pressure on ship owners and operators seems to be mounting every day, so they need all the tools they can get to help comply with current and pending regulations. Leading classifi-
cation society ABS recently unveiled one such tool—a new Energy & Environmental Manager module within its asset management software suite NS5 Enterprise. Energy efficiency, emission controls and
ballast water management regulations are impacting the amount of information a ship owner or operator is required to capture in its day-to-day operations. At the same time, rising fuel costs and anticipated environmental requirements are forcing owners and operators to find ways to improve efficiencies. Next up for ship operators, for example, is the Ship Energy Efficiency Management Plan (SEEMP), which will come into force on January 1, 2013 for all ships of 400 gross tons or more. “One of the biggest challenges facing the marine and offshore industries is how to successfully meet changing environmental regulatory requirements,” says ABS President and CEO Christopher J. Wiernicki. “ABS is systematically combining traditional class services with innovative products and services to support compliance efforts and improve vessel performance.” A key objective of the Energy & Environmental Manager is to help owners and operators realize more environmentally sound voyage management by tracking and recording key voyage-related events,
including fuel and lube oil consumption, fuel oil switching, cargo information and ballast activities. By simplifying and centralizing real-time environmental and energy data collection, this comprehensive module makes it easy to track, trend, and report the information required for various regulation requirements, including SEEMP, ballast water management and MARPOL VI (fuel switching). The Energy & Environmental Manager also trends performance data at a ship and fleet level, allowing users to maximize operational efficiencies. The value of the new module is enhanced by the Trim Optimization tool, which adds trim and draft optimization for improved fuel savings. It performs multiple analyses to obtain the most optimized ballast configuration to achieve minimum hull resistance. Using these two tools, vessel operators can achieve better performance while reducing costs through streamlined data collection and analysis, more accurate reporting, demonstrable evidence of regulatory compliance and more efficient and environmentally sound operations.
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56 MARINE LOG nOVEMBER 2012
ITS CHOOSES INTERGRAPH’s SMARTMARINE 3D Indonesia’s Institut Teknologi Sepuluh Nopember (ITS) has chosen SmartMarine 3D shipbuilding and offshore design software from Intergraph Corp., Huntsville, AL, for use in its Department of Naval Architecture and Shipbuilding Engineering. Intergraph says SmartMarine 3D streamlines marine asset design processes and improves delivery schedules, increasing detail and manufacturing design productivity of up to 30 percent To equip its graduates with the right skills, ITS decided to partner with Intergraph and offer SmartMarine 3D as part of its curriculum for the Faculty of Marine Technology in the Department of Naval Architecture and Shipbuilding Engineering. Students at ITS will be trained in Intergraph’s next-generation technology and become world-class engineers, ready to apply their knowledge and expertise in SmartMarine 3D when they join the work force. Students will also learn SmartSketch, Intergraph’s engineering and drafting product. “ITS has the responsibility to provide our students access to the latest and most advanced technology so that they can build up the required skills in their field for the best career prospects,” says Professor Ika Pria Utama, Head of the Department of Naval Architecture and Shipbuilding Engineering at ITS. “We are very impressed with SmartMarine 3D as an intelligent 3D design solution with rule-based technology and automation capabilities,” says Dr. Utama. “Through this partnership with Intergraph, our students can acquire the necessary skillset desired by the local marine and offshore industry for increased productivity and enhanced global competitiveness.” Gerhard Sallinger, Intergraph Process, Power & Marine President, says, “Intergraph is committed to nurturing the next generation of engineers, and we are honored to partner with ITS and support the growth of the marine and offshore industry in Indonesia.” Adds Sallinger, “With training in SmartMarine 3D, the only next-generation 3D design solution specifically developed for the marine and offshore industry, ITS graduates will be able to deliver increased safety, quality and productivity to local engineering projects.”
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I C E
C L A S S
TA N K E R S
ou’ve heard this era referred to as the Golden Age of Gas. While on the face of things, this might sound like an exaggeration, I believe it is appropriate.” That’s how Bill Sember, ABS Vice President of Global Gas Development, describes how the emergence of Liquefied Natural Gas (LNG) will change the world energy picture and drive innovation in the marine business. A respected expert in the field of LNG, Sember recently chaired panels at both Gastech 2012 in London and the HHP Summit in Houston. The panel at Gastech 2012 focused on Floating Liquefied Natural Gas or FLNG development. “Supplies [of LNG] are enormous, and global demand is growing. Before long, gas will compete with oil in terms of global demand and usage. The potential for natural gas development presents us with a world of opportunity, and the use of FLNG will be vital to help meet a portion of that demand.” The FLNG facility will be used to super-cool natural gas produced at gas fields to –162°C, shrinking its volume by 600 times so it can be shipped by LNG carriers to market. Sember calls FLNG “one of the most exciting areas of LNG.” He expects that
When it is completed, the Prelude FLNG Facility (at left) will be as long—1,601 feet—as some of the tallest manmade structures in the world
once FLNG facilities prove themselves, “there will be many more deployed around the world in remote areas and in places where it is impractical or cost prohibitive to build onshore processing facilities.” STEEL CUT FOR PRELUDE ABS has been involved in a number of FLNG projects, including Shell’s Prelude FLNG Facility, which will work in waters 200 km deep in the Browse Basin offshore Western Australia. Production is expected to start in 2016. In October, the first steel was cut at Korea’s Samsung Heavy Industries’ Geoje shipyard for the substructure of Prelude. When completed, the Prelude FLNG
Don’t disappoint the champagne.
facility will be 488 m long and 74 m wide. When fully equipped and with its cargo tanks full, it will weigh more than 600,000 tonnes. It will produce gas at sea, turn it into LNG and then transfer it directly to the ships that will transport it to cus-
tomers. Shell’s Projects & Technology Director Matthias Bichsel says the “megaproject” will require the fabrication and assembly of more than 260,000 tonnes of steel. “That’s around five times the amount of steel used to build the Sydney Harbor Bridge,” he says. Shell will manage the multi-year construction of the FLNG facility to ensure the Prelude project’s critical dimensions of safety, quality, cost and schedule are delivered. Shells’ strategic partners include Technip and Samsung Heavy Industries in the Technip Samsung Consortium, SBM and hundreds of suppliers and contractors around the world. At peak levels, around 5,000 people will be working on
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58 MARINE LOG nOVEMBER 2012
innovation the construction of the FLNG facility in South Korea; and another 1,000 will build the turret mooring system, subsea and wells equipment in other locations across the globe. In the lead up to the facility being ready to start production, a number of actions will take place, such as drilling the production wells, installation of subsea flowlines and risers and mooring chains to prepare for the arrival of the FLNG facility. USING LNG AS FUEL While Sember’s panel at Gastech 2012 highlighted production of LNG, his panel at the HHP Summit in Houston examined end user case studies. The panel consisted of Bill Stegbauser, President,
Southern Towing Co., Endicott “Cotty” Fay, Chief Naval Architect and Manager Vessel Design, Washington State Ferries, Oscar Bergheim, Operations Manager, Fjord1 Group, and John Hatley, Americas Vice President Ship Power, Wärtsilä North America Inc. Echoing Sember’s comments at Gastech 2012, Hatley says, “We are witnessing a paradigm shift. A few thousand years ago it was oars to sail, two centuries ago sail to steam, a century ago steam to diesel. Now it’s a new era of gas.” Hatley was an early proponent for LNG as marine fuel. With vast amounts of shale gas available in the U.S. and Canada, the relative low cost of natural gas as compared with diesel and stricter
regulations regarding greenhouse gas emissions from vessels, LNG looks like the perfect near term solution for the marine market. Just over one year ago, Wärtsilä was awarded a contract to supply the LNG propulsion equipment for Harvey Gulf International Marine’s dual fuel Platform Supply Vessels under construction at TY Offshore in Pascagoula, MS. They will be the first ever U.S.-flagged PSVs to operate in the U.S. Gulf of Mexico and be powered by clean, safe and efficient LNG. Harvey Gulf International Marine recently announced it exercised options to build two more 300 ft dual-fuel PSVs at TY Offshore and holds options to build up to 10. “It has always been our full intent to
nOVEMBER 2012 MARINE LOG 59
FUEL own and operate 10 LNG OSVs, making Harvey the largest owner/operator of the greenest OSV fleet in America,” said HGIM CEO Shane Guidry. Wärtsilä will deliver an integrated system that includes the dual-fuel machinery, electrical and automation package, complete propulsion, and also the LNG fuel storage and handling components. Based on STX Marine’s SV310DF design, the PSVs will be powered by Wärtsilä 6-cylinder 34DF dual-fuel engines. The LNG storage capacity of 290 m3, enables more than a week of vessel operational time. In addition, the vessels will carry 5,520 tons of deadweight at load line and have a transit speed of 13 knots. When it comes to using LNG as fuel in ferries, Norway was the pioneer and leader. At the head of the class is Fjord1, which carried 30.6 million passengers and 10 million vehicles in 2011, making it one of the largest ferry operators in the world. It has 12 LNG ferries operating or under construction and it built Norway’s first, the Glutra, in 2000 to DNV class. “Everything is very, very clean,” points out Bergheim. “Not just in the engine, but in the engine room itself.” He says
maintenance for a gas engine is about the same as a diesel engine. Fjord1’s success with its LNG ferries was a factor in Washington State Ferries’ consideration to convert six of its Issaquah Class ferries to LNG. According to Fay, the first converted Issaquah Class ferry could be in the water by 2014, with one boat following every year after. Beyond the environmental benefits, the fuel cost savings for WSF when all the Issaquah Class LNG ferries are in service could be substantial—estimated to be as much as $8 million annually. Southern Towing’s Stegbauer says that bunkering will be just one of the challenges for using LNG in a towboat. “Right now, towboats get their fuel via mid-streaming. Towboats don’t stop. They receive their diesel, lube oil, potable, non-potable, groceries, and crew changes, while the vessel is underway.” Another challenge is the weight and space that an LNG tank would take up in a towboat. Southern Towing has been an innovator in the inland waterway market, for example, employing Z-drive propulsion. “Still,” adds Stegbauer, “the first LNG
Nobody does it better
towboat will have to be very large.” DOZENS OF PROJECTS UNDERWAY IN U.S. Of course technical challenges lead to innovation. “There are at least 25 projects going on in the U.S. beyond the Harvey Gulf,” says Bill Lind, Director, Business Development & Technology, ABS, at the Global Greenship 2012 Conference. “Things are happening very fast.” Lind points to Staten Island Ferry, BC Ferries and TOTE as prime examples. ABS recently granted approval in principle (AIP) to a new LNG and regasification Articulated Tug Barge (ATB) concept from Waller Marine Inc., Houston, TX. The ATB has the ability to load LNG from existing LNG terminals, liquefaction facilities, or traditional LNG carriers and transport the LNG to existing tanks, traditional LNG carriers, trucks, or marine vessels using LNG as a fuel. The 30,000 m3 barge is also equipped for regasification of LNG directly to a pipeline or to a power plant. An additional feature will be the use of natural gas as a fuel in the dual fuel engines of the tug to drive the tug-barge unit. ML
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60 MARINE LOG nOVEMBER 2012
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I C E
C L A S S
TA N K E R S
Imtech Marine’s aim is to help owners lower their Total Cost of Ownership
undamental change is underway in the maritime industry, says Eric van den Adel, Managing Director, Imtech Marine. Building ships, owning ships and operating ships are no longer different worlds, he contends. “There is a new realization and awareness about the Total Cost of Ownership and that choices made during the investment phase will impact overall costs. This is an irreversible trend.” Imtech Marine’s aim is to help owners lower their Total Cost of Ownership. Back in 2011, Imtech Marine laid out an ambitious, five-year strategy to become the preferred systems integrator, service provider and automation partner for customers, giving them one point of contact for the full lifecycle of the vessel. The Imtech Marine family of companies specialize in automation (platform and bridge), navigation and communi-
cation including connectivthrough the entire lifecycle.” ity, energy and drive solutions, One Imtech Marine compaHVAC solutions and fire prony that is well known not only tection technology, entertainin the U.S., but also worldwide ment, lighting and maritime is Radio Holland. In 2006, services. Imtech acquired Radio HolImtech Marine now has land. This acquisition brought more than 90 offices worldnavigation and communication wide. expertise to Imtech and some “We have to be there in all 60 offices worldwide which the vital spots in the world formed the basic footprint of where ships are being operat- Eric van den Adel, the current group infrastruced,” he says. Van den Adel sees Managing Director, ture. one of those vital spots as the Imtech Marine Imtech Marine is in the U.S. “The U.S. is an important process of rebranding and shipping nation,” stressed van expanding its Radio Holland den Adel, at the recent SMM 2012 exhi- organization in the U.S. Key initiatives bition in Hamburg. “We have a growing include the expansion of the service netpresence in North America, with 15 loca- work to more ports, the broadening of the tions and a 16th on the planning board. product portfolio and the consolidation of It’s all about being where the customer service dispatch and back office functions is. We want to support our customers into one central location.
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62 MARINE LOG nOVEMBER 2012
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profile ShipBuilding “To further strengthen our presence from coast to coast,” says van den Adel, “Radio Holland USA is placing service engineers in additional ports around the U.S, including Savannah, GA, Charleston, SC, Corpus Christi, TX and Portland, OR.” Additionally, Radio Holland USA has established a central Customer Service Management department located in its Houston, TX, corporate headquarters. Urs Rathgeb is the General Manager of Radio Holland USA Inc. Besides growing organically, Imtech Marine has also made several acquisitions in order to penetrate new markets. “Any acquisiton we make has to add value,” says van den Adel. “We are not a financial holding company.” In Canada, for example, Imtech Marine acquired Techsol, which gave Imtech Marine an important foothold in Canada and made it a partner with Seaspan Marine in the National Shipbuilding Procurement Strategy (NSPS) program. FOCUS ON INNOVATION Imtech Marine is focusing on innovation not only in ship automation but also
in creating green ship concepts, reducing emissions and pollution, while at the same time realizing efficient operations. This includes smart energy management, diesel-electric propulsion and energy efficient HVAC. An excellent example of Imtech Marine’s green solutions can be seen in the two new hybrid ferries for Scottish state-owned Caledonian Maritime Assets Ltd. (CMAL). The two ferries are under construction in Glasgow, Scotland at Ferguson Shipbuilders, with delivery of the first in May 2013. It also recently won another contract from Germany’s Flensburger SchiffbauGesellschaft (FSG) for two newbuilding programs at the shipyard: one for a 116 m Ropax ferry on order for CMAL and the two seismic vessels on order for WesternGeco. For the Ropax ferry, Imtech Marine will be responsible for e-technology engineering, technical coordination and project management for systems that include automation, switchgear, power distribution, lighting, and the entire cable network. In addition, Imtech Marine will plan, supply and install drive compo-
nents such as converters, electric motors for thrusters and the power management. Imtech will also supply navigation and communications systems including FleetBroadband, VSAT and GMDSS, X-and S-band radar, ECDIS, compass, GPS and VDR. For the WesternGeco seismic vessels, Imtech Marine’s responsibilities cover e-technology engineering, technical coordination, project management, supply and commissioning, including cable networks, internal and external communications and navigation. In addition, remote diagnostics and remote maintenance are becoming increasingly important, with Imtech Marine now able to carry out repairs and maintenance 24/7 remotely around the world, all from its Global Technical Assistance Centers in Rotterdam, Singapore and Houston. Adds, van den Adel, “We will increasingly become a total solutions provider, offering more solutions and services. Customers just need to make one phone call to get their issues solved.” ML
nOVEMBER 2012 MARINE LOG 63
Newsmakers Huntington ingalls industries promoted tom stiehle to Chief Financial Officer and Vice President of business management for the company's ingalls shipbuilding division. He will be responsible for all financial, contracts, estimating and pricing, and business management functions across the division.
tom stiehle Hii/ingalls
steve demeroutis CroWley
Jasamin Fichte Wista
steve demeroutis has assumed the role of Vice President, Marine Operations, for Crowley Maritime’s Petroleum and Chemical Transportation Group. Meanwhile, rudy leming assumes Demeroutis’ former position of Vice President, Labor Relations.
Acting U.S. Secretary of Commerce rebecca Blank has named Deputy Executive Director for External Affairs at the Port of los angeles, Cynthia ruiz, to the Advisory Committee on Supply Chain Competitiveness.
Flagship Management, llC, Pompano Beach, FL, named Beth Wilson-Jordan Senior Associate for its Stamford maritime practice. Wilson-Jordan recently held the position of president at the Connecticut Maritime association.
Patrick Webb has been appointed General Manager, Field Services, USA by Wärtsilä north america, inc. Webb brings with him over 20 years of marine engineering and business management experience.
dr. Christian strahberger is now head of the Marine Business Division at Voith turbo. Prior to joining Voith ag Strahberger worked with siemens Management Consulting as a Consultant and Project Manager.
At the Wista meeting of the National WISTA Association Presidents held in Paris, France last month, new executive committee members were elected. Among them, Jasamin Fichte, Managing Partner of Fichte & Co and President of Wista uae; Katerina stathopoulou, VP, Senior Manager of Investments & Finance ltd. from Wista Hellas; and rachel lawton, Audit Director of Mazars and member of Wista uK.
John Kermet has been promoted to rederi aB transatlantic has named Chief Operating Officer for Maryland- Heléne Mellquist CEO of its Industrial based gyro stabilization systems manu- Shipping Division. CIMAC_Shanghai_170_120 26.07.12 08:42 Seite 1 facturer, seakeeper.
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Information exchange at the highest level 64 Marine log NOVEMBER 2012
Wärtsilä equipment in hot demand wärtsilä has won a contract to supply its AQUArIUs Uv ballast water management system (bwms) to four Psvs currently being built for Tidewater marine LLC by the CosCo (Guangdong) shipyard. The AQUArIUs Uv bwms (pictured) incorporates the use of filtration and medium- pressure Uv disinfection technology. The treatment process
www.wartsila.com involves two stages. The first stage in the process requires the seawater to pass through a back-washing filter. During the second stage, the filtered seawater passes through a Uv chamber for disinfection before entering the ballast tank. wärtsilä offers both the AQUArIUs Uv and AQUArIUs eC bwms, in addition to the mArIneX Uv bwms. Delivery of the first AQUArIUs Us bwms will take place January 2013, and the remaining systems will be delivered at two-month intervals.
ThruSTerS For Brazil wärtsilä will supply the main generating engines and thrusters for six new deepwater drillships being built in brazil at estaleiro Jurong Aracruz. sembcorp marine subsidiary Jurong shipyard Pte Ltd awarded the contract. each ship will be powered by 16-cylinder wärtsilä 32 main generating sets and Fs3510/nU underwater de-mountable thrusters. The first delivery of the thrusters is schedule for 2013. X72 engineS For Singapore ShipS wärtsilä X72 licensed engines will power six new vessels currently under construction for two singapore- based shipping companies. The engines are for four container vessels being built for Pacific International Lines (PIL) at Dalian shipbuilding Industry Company (DsIC) in China, and on two bulk carriers being built by bohai shipbuilding Heavy Industry Co. Ltd. (bsHIC), also in China. The X72 engine line—specifically designed for merchant vessels that use mid-size, low-speed engines—has numerous features providing greater operational efficiencies including: extended rating fields offering optimum propeller speeds, low fuel consumption, high performance, and an extended interval period of fives years between overhauls. The engine has been proven to improve fuel consumption and reducing Co2 emissions.
WSF crew awarded for fuel conservation program Crewmembers from the washington state Department of Transportation’s Ferries Division have won the President’s Transportation Award for water transportation, recognizing the employees’ efforts to save fuel on the ferry operator’s edmonds/Kingston route. Ferries engineer mark nitchman, Captain John Tullis, and Captain bill Chapple were able to conserve fuel, saving the state of washington $700,000 per year, without sacrificing on-time performance on wsF’s largest ferry, the 2,500- passenger Puyallup. According to David moseley, Assistant secretary for wsDoT’s Ferries Division, the route saved 15,000 galwww.marinelog.com www.marinelog.com
loons of fuel per month and 180,000 gallons per year. After realizing the effect vessel speed had on fuel consumption, the crew suggested revised throttle settings—maximizing fuel efficiency. The practice was so successful—it also reduced emissions—the wsDoT has officially adopted and implemented the practice, making it the operating standard for all vessels on the route. The crew will be recognized at the AAsHTo Annual meeting at the westin Convention Center in Pittsburgh, november 15-19.
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www.wsdot.wa.gov/ferries november 2012 marine log 65 november 2012 marinelog 57 november 2011 marine log 57
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Technews Rolls-Royce to power Navy hovercraft fleet
BORDER PATROL SEARCH & RESCUE HOMELAND SECURITY
JOHN FLECK PHOTOGRAPHY
Rolls-Royce will power the U.s. navy’s future fleet of ship-to-shore Connector (ssC) hovercraft. The ssC series will replace the navy’s current fleet of Landing Craft Air Cushion (LCAC) hovercraft over the next 20 years. Rolls-Royce will equip each ssC with Rolls-Royce MT7 gas turbines. According to Andrew Marsh, President-naval, Rolls-Royce, the turbine’s technology is expected to increase the hovercraft’s power by 25 percent. Rolls-Royce says the gas turbines will be connected to a sophisticated gearbox system providing propulsion and lift. Rolls-Royce will work with Textron Marine & Land systems, an operating unit of Textron systems, a Textron Inc. company, which has been selected to build the initial development craft, in a program that could extend to 73 craft.
www.rolls-royce.com Fuel reduction with MALS Mitsubishi Heavy Industries’ first installation of its Mitsubishi Air Lubrication System (MALS) on a ship with a slender hull form has confirmed a better than 5 percent improvement in fuel consumption. The technology reduces the friction between the ship hull and seawater by introducing a layer of air bubbles blown from the ship’s bottom, essentially acting like a cushion leading to a reduction in fuel consumption in addition to noise and vibration. Using the 8,072 gt, 145 m ferry Naminoue, MHI conducted the experiment, supported by Class NK, verified the increase in fuel consumption—even in waves as high as three meters. The results also verified reduction in frictional resistance by MALS even when installed on high-speed, slender ships. www.mhi.co.jp/en/
66 58 MARINE MARINE LOG LOG nOVeMBeR nOVeMBeR 2012 2011
Contracts Shipyard Contracts
SHIPyARD Shipyard Location LOCATION Qty
While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: email@example.com. Some contract values and contract completion dates are estimated. Information based on data as of about October 1, 2012. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.
QTy PARTICULARS Type TyPE Particulars Owner Est. Value $ Mil
OwNER/OPERATOR Est. Del.
EST. $ MIL
Alabama Shipyard Mobile, AL 1 riverboat casino 38,000 ft2 casino Hollywood Park Casino 35.0 RECENT CONTRACTS Allen Marine, Inc. Sitka, AKFL passenger catamaran 302 ft x 64 78 ft ft Allen Marine Tours Eastern Shipbuilding Panama City, 2 1 PSVs Hornbeck Offshore $45.0 2.0 Allen Marine, Inc. Sitka,MA AK passenger catamaran (3) 61 ft x7817ft ft (2) 70 ft NYWaterway 2.0 Gladding-Hearn Somerset, 5 1 patrol boats NYPD AMFELS Brownsville, TX 1 deepwater construction vessel 4000-ton deckload CalDive International 100.0 TY Offshore New Orleans, LA 2 PSVs 302 ft x 64 ft Harvey Gulf Int. Atlantic Marine, Inc. Jacksonville, FL 2 cruise ships 226 passenger Delta Queen Coastal Voyages 60.0 US Fab Portland, OR Bay, WI 1 1 dump bargedredge 242 ft x 54 American Construction Bay Shipbuilding Sturgeon cutterhead 250ftft Lake Michigan Contractors Bay Shipbuilding Sturgeon Bay, WI 2 1 PSVs trailing suction hopper dredge Great LakesOffshore Dredge & Dock VT Halter Marine Pascagoula, MS 319 ft 5,000 m3 Hornbeck $44.5 51.6 Bender Shipbuilding Mobile, AL 1 MP deepwater vessel 340 ft Torch Inc. 30.0 Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 DELIVERIES Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 Bollinger Fab Amelia, LA RI 1 1 ocean 10,880 bhp, Crowley BlountMarine Shipyard Warren, harbortug tug 55 ft146 ft stock Maritime Corp. Kvichak Marine Seattle, WA RI 1 1 pilot boat 52 ft x 15.5 Crescent Port Pilots Blount Shipyard Warren, oyster dredge 90 ftft TallmadgeRiver Brothers BlountMaritime Shipyard Warren, sightseeing dinner boat 25m x 9.2m 64 ft 10 in Chicago from the Lake, Meridien Matane, CAN RI 1 1 research vessel Canadian Coast GuardLtd. Bollinger Marine Fabricators Amelia, MS LA oceangoing 400ftft McDonoughTrans. Marine Service VT Halter Marine Pascagoula, 1 1 ocean tug barge 112 ft x 35 Bouchard Bollinger Shipyards Lockport, LA 1 cement barge 295 ft Lone Star Industries Bollinger Shipyards Lockport, LA 1 towboat 8,000 hp Riverway Company 8.0 Bollinger Shipyards Lockport, LA 1 utility vessel 166 ft Gilco Supply Boats, Inc. 8.0 PENDING CONTRACTS Bollinger Shipyards Lockport, LA 1 utility vessel 166 ft Gilco Supply Boats, Inc. 8.0 Bollinger Southeast Shipyards Lockport, LA utilityscows vessel Lytal Marine 8.0 Great Lakes Operators Dredge BAE Systems Mobile, AL 2 1 dump 7,700 ft3145 ft 6 in Lockport, LA utility vessel 145 ft 6 in to LNG) Plaisance Marine 8.0 TBD Bollinger Shipyards 6 1 car ferries 1,200 PAX (Convert Washington State Ferries Longview, WA Z-Drive tug 3,600 Diversified Marine, Portland, OR 5.0 TBD Brusco Tug & Barge 5 1 OSVs stretch to 250hp ft Harvey Gulf Intl. Marine Conrad Shipyard Morgan City, LA 1 lift boat 110 ft undisclosed 5.0 TBD Conrad Shipyard OPCs Offshore Patrol Cutters U.S. Coast Guard Morgan City, LA 1 lift boat 111 ft Global Marine 5.0 TY Offshore New Orleans, LA 2 PSVs dual fuel, 302 ft x 64 ft Harvey Gulf Intl. Marine Conrad Shipyard Morgan City, LA 1 liquid mud barge 130 ft undisclosed 5.0 Conrad Shipyards Morgan City, LA 1 dry dock 10,000 ton Conrad Industries VT Halter Marine Pascagoula, MS 1 Roll-On/Roll-Off 692 ft, 26,600 dwt Pasha Hawaii Transport $137.0 3.0 Dakota Creek Industries Anacortes, WA 1 Prevention/Response Tug 140 ft, 10,192 hp Z-drives Crowley Marine Services VT Halter Marine Pascagoula, MS 24 PSVs 97.2m, DP2 Hornbeck Offshore $1,080.08.0 Derecktor Shipyards Mamaroneck, NY 2 pilot boats 56 ft aluminum NY/NJ Sandy Hook Pilots Association 2.0 Eastern Shipbuilding Group Panama City, FL 1 Offshore Supply Vessel 204 ft Naviera Tamaulipas 7.0 FirstWave/Newpark Shipbuilding Houston, TX 1 tank barge 30,000 bbl Blessey Marine Services 3.0 Friede Goldman Halter Escatawpa, MS 2 auto/pax ferries 300 passengers/40 autos North Carolina DOT 10.8 Friede Goldman Halter Pearlington, MS 2 casino barges Harrah’s Entertainment Friede Goldman Halter Gulfport, MS 30 inland deck barges 200 ft Ingram Industries 9.0 Friede Goldman Halter Gulfport, MS 1 oceangoing tank barge 370 ft, liquid sugar Express Marine 10.0 Friede Goldman Halter Pascagoula, MS 1 pure car truck carrier 579 ft Pasha Hawaii Transport Lines 70.0 Friede Goldman Halter Pearlington, MS 1 self-unloading bulker 740 ft Great Lakes Marine Leasing 30.0 Friede Goldman Halter Lockport, LA 1 tugboat hull 150 ft Thoma-Sea Boat Builders 4.0 Friede Goldman Offshore Orange, TX 1 semi-submersible 7500 ft water depth ENSCO International 100.0 Friede Goldman Offshore Pascagoula, MS 2 semi-submersibles 5000 ft water depth Petrodrill Construction Inc. 186.8 Friede Goldman Offshore Pascagoula, MS 1 semisubmersible (C) Ilion Noble Drillling/FGII N/A Friede Goldman Offshore Pascagoula, MS 2 semisubmersibles (C) Bingo 9000-12 Ocean Rig ASA (Norway) 313.0 Gladding-Hearn Shipbuilding Somerset, MA 1 fast ferry 143 ft Boston Harbor Cruises 5.0 Gladding-Hearn Shipbuilding Somerset, MA 3 pilot boats 75 ft Charleston, Boston Pilots 6.0 Gunderson, Inc. Portland, OR 3 railcar/deck cargo barges 420 ft Alaska Railbelt Marine, LLC 15.0 Gunderson, Inc. Portland, OR 1 split hull hopper barge 1,700 yd3 capacity J.E. McAmis, Inc. 3.0 Houma Fabricators Houma, LA 1 offshore tug 125 ft Harvey Gulf International 7.5 Kody Marine, Inc. Harvey, LA 3 switchboats 1,500 hp LC Power 2.0 Kvichak Marine Industries Seattle, WA 1 catamaran 54 ft aluminum Maui Classic Voyages 0.8 Kvichak Marine Industries Seattle, WA 1 oil spill response vessel 38 ft Clean Sound Co-op Kvichak Marine Industries Seattle, WA 1 passenger shuttle 54 ft aluminum Atlantis Submarines 0.8 Kvichak Marine Industries Seattle, WA 1 patrol boat 38 ft aluminum Nassau County Police 0.5 Kvichak Marine Industries Seattle, WA 1 pilot boat 73 ft aluminum Columbia Bar Pilots 2.6 Kvichak Marine Industries Seattle, WA 1 whalewatch catamaran 65 ft aluminum Eco Adventures 0.9 Leevac Shipyards Jennings, LA 2 deepwater supply vessel 260 ft-280 ft Hornbeck Offshore Services 36.0 Leevac Shipyards Jennings, LA 1 riverboat casino 280 ft, 30,000 sq ft casino Hollywood Shreveport 36.0 LeTourneau Vicksburg, MS 1 jackup rig 400 ft depth Rowan Offshore 211.7 LeTourneau Vicksburg, MS 1 Super Gorilla XL 550 ft water depth Rowan Offshore 190.0 Litton Avondale Industries New Orleans, LA 3 Alaskan tankers 125,000 dwt ARCO Marine 496.0 Litton Ingalls Shipbuilding Pascagoula, MS 2 cruise ships 1,900 passenger American Classic Voyages 880.0 Litton Ingalls Shipbuilding Pascagoula, MS 3 multipurpose jackup vessels 180 ft water depth Searex, Inc. 21.9 MARCO Seattle Seattle, WA 2 pilot boats 104 ft San Francisco Bar Pilots 8.0 Marine Builders Utica, IN 1 dinner cruise boat Winston Knauss 5.0 Mark Steel Corporation Salt Lake City, UT 1 car passenger ferry 148 pax/26 auto Utah DOT 3.0 NASSCO San Diego, CA 2 RO/RO ships 839 ft TOTE 300.0 Nichols Brothers Boat Builders Whidbey Island, WA 1 dinner boat 800 passenger Argosy Cruises 8.0 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 400 passenger Golden Gate Bridge, Hwy. 8.5 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 379 passenger Catalina Express Lines 8.5 Nichols Marine Ways Portland, OR 1 hydraulic pipeline dredge Manson Construction 10.2 North American Shipbuilding Larose and Houma, LA1 AHTS 7,200 hpEdison Chouest Offshore 8.0 North American Shipbuilding Larose and Houma, LA1 Offshore Supply Vessel 190 ftChouest Offshore Ser vices3.5 5/00 North Florida Shipyards Jacksonville, FL 1 oil tanker 171 ft Marine Tankers Services, Ltd. 10.0 Orange Shipbuilding Orange, TX 1 deck barge 200 ft undisclosed 2.0 Orange Shipbuilding Co., Inc. Orange, TX 1 deck barge 120 ft undisclosed 1.0 Patti Shipyard Pensacola, FL 2 offshore towing vessels 150 ft Harvey Gulf International 22.0 Quality Shipyards Houma, LA 1 towboat 8000 hp Marquette Transportation 8.0 SEMCO Lafitte, LA 3 Multi-Purpose Vessels 156 ft x 103 ft Transocean Sedco Forex 15.0 Swiftships, Inc. Morgan City, LA 2 crewboat 170 ft aluminum hull Candies Fleet 12.0
TOTAL, COMMERCIAL 134 SHIPS, BOATS, VESSELS www.marinelog.com
TOTAL CONTRACT VALUE
EST. DEL. 7/00 2000 1stQ/2015 2000 2013 1Q/01 6/01 JUL15 2000 JUN13 3Q/2001 1stQ/2015 2001 8/00 10/00 2000 SEP12 7/00 OCT12 4/01 OCT12 2/01 OCT12 2000 3/01 10/00 5/01NOTES 9/00option 1/01 issued RFP 4Q/00 RFP 1Q/00 RFP/Phase I 6/00 1Q/00options 4Q/00option 7/00options 12/00 6/00 6/00 7/00 2Q/00 4Q/00 8/00 sp/02 4/00 4Q/00 8/00 12/01 N/A 12/00 2000 2000 2000 2000 2000 1Q/01 7/00 2000 3Q/00 12/00 8/00 3Q/00 6/01 10/00 6/00 3Q/03 4/01 1/04 2000 1Q/01 2000 9/00 3Q/02 6/00 6/01 sp/01 N/A 5/00 2000 2Q/00 1Q/00 2000 8/00 2000 3Q/00
$3,485.8 MILLION NOVEMBER 2012 MARINE LOG 67
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StAtEMENt Of OwNERShIp, MANAGEMENt, ANd cIRcuLAtION 1. Title of publication: MaRine LOg 2. UsPs: 576-910 3. Date of filing: september 30, 2012 4. issue frequency: Monthly 5. no. of issues published annually: 12 6. annual subscription price: $95.00 7. Mailing address of known office of publication: simmons-Boardman Publishing Corp. 345 Hudson street, 12th Floor, new York, nY 10014 8. Mailing address of general business office of publisher: simmons-Boardman Publishing Corp. 345 Hudson street, 12th Floor, new York, nY 10014 9. Full names and mailing addresses of publisher, editor, and managing editor: Publisher: Mr. John snyder simmons-Boardman Publishing Corp. 345 Hudson street, 12th Floor, new York, nY 10014 editor: Mr. John snyder simmons-Boardman Publishing Corp. 345 Hudson street, 12th Floor, new York, nY 10014 Managing editor: Mr. John snyder simmons-Boardman Publishing Corp. 345 Hudson street, 12th Floor, new York, nY 10014 10. Owner: simmons-Boardman Publishing Corp. Mr. arthur J. Mcginnis, Jr., and Ms. Pat Mcginnis 345 Hudson street, 12th Floor, new York, nY 10014 11. Known bondholders, mortgagees, and other security holders owning or holding 1% or more of total amount of bonds, mortgages, or other securities: nOne 12. non-profit status has not changed during preceding 12 months 13. Publication name: MaRine LOg 14. issue date for circulation data below: september 1, 2012 average no. Copies each issue During Preceding 12 months
www.nicholsboats.com EXPERT BOAT BUILDERS, STEEL & ALUMINUM CONSTRUCTION
15: extent and nature of circulation: a. Total no. of copies B. Paid and/or requested circulation: 1. individual Paid/Requested Mail subscriptions stated on Ps Form 3541 2. Copies Requested by employers for Distribution to employees by name or Position stated on Ps Form 3541 3. sales Through Dealers and Carriers, street Vendors Counter sales and Other Paid or Requested Distribution Outside the UsPs 4. Requested Copies Distributed by Other Mail Classes Through the UsPs C. Total Paid and/or Requested Circulation D. nonrequested Distribution 1. nonrequested Copies states on Ps Form 3541 2. nonrequested Copies Distributed Through the UsPs by Other Classes of Mail 3. nonrequested Copies Distributed Outside the Mail e. Total nonrequested Distribution F. Total Distribution g. Copies not distributed
NEW CONSTRUCTION, SUB CONTRACTING, REPOWERS & MAJOR CONVERSTIONS
firstname.lastname@example.org 68 58 MARINE MARINELOG LOG nOVeMBeR nOVeMBeR2012 2011
(360) 331-5500 x 302
actual no. Copies of single issue Published nearest Filing Date
H: total: i: Percent Paid and/or Requested Circulation
508 1,818 26,263 519
760 2,052 26,572 330
I, Maureen Cooney, Circulation Director, certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civil penalties). 9/30/12
Index of Advertisers Company ABS ABS Nautical
Page # 7 3
Bollinger Shipyards, Inc.
CIMAC Central Secretariat
Coastal Marine Equipment
Conrad Shipyard LLC
Det Norske Veritas
Eastern Shipbuilding Group
Elliot Bay Design Group
Glosten Associates, The
Great American Insurance, Co.
Hornbeck Offshore Hydrex NV Iridium
5 56 9
Irving Shipbuilding, Inc.
JMS Naval Architects & Salvage
Jon Rie Inter Tech
Jotun Paints, Inc.
JRC North America
Kobelt Manufacturing Company LTD.
KVH Industries, Inc.
Marine Yellow Pages
Metal Shark Boats
Offshore Alternatives 2012
Scania USA, Inc.
Schuyler Rubber Company
Smith Berger Marine, Inc.
SNAME STX Canada Marine
Talleres Navales Del Golfo
VT Halter Marine, Inc.
NOVEMBER 2012 MARINE LOG 69
CONTACT: Craig Wilson Phone: 212/620-7211 â€˘ Fax: 212/633-1165 Email: email@example.com All Major Credit Cards Accepted
products & services
eNGiNeers & ArcHitects
GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers
350 Lincoln St. Suite 2501 Hingham, MA 02043
ATTENTION MARINE CONTRACTORS AND COMPANIES Wanted to buy heavy equipment, floating equipment, vacuum truck, trailer, water blasting equipment for sale or scrap. Must be able to cut steel and stripping at 35,000 to 40,000 psi.
Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: firstname.lastname@example.org
Wanted to buy floating dry docks in good shape. State and worldwide repound 24 hours a day, 7 days a week We buy scrap material surplus for resale and salvage. Contact USA Kentock Group Ltd, 215-864-9665 fax; ph 215-285-2930, 267-997-8133. Email email@example.com. No job too big or small. Build in USA, bought in the USA.
70 MARINE LOG NOVEMBER 2012
engineers & architects KEEL DESIGN CO RP O RATIO N naval architects & marine engineers Quality technical services 2021 Dauphine Street • New Orleans, LA 70116 (800) 823-1324 (504) 945-8917
FT. LAUDERDALE - USA - WORLDWIDE PHONE: (954) 563-7071 FAX (954) 493-9559
Thickness - hardness - crack determination Ultrasonic flaw detection Vibration - noise - structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements
NAVAL ARCHITECTURE CONCEPTUAL DESIGNS MARINE ENGINEERING PRODUCTION ENGINEERING
Marine Design incorporated
LOFTING & NESTING • TOOLING DESIGN
6129 Churchside Drive Lithia, FL 33547
eMPLOYMent Marine Engineer Brooklyn, NY: Conduct analytical, environmental, operational, or performance studies to develop designs for products, such as marine engines, equipment, and structures. Apply in duplicate to Goltens New York Corp., 160 Van Brunt Street, Brooklyn, NY 11231 USA.
Harley Marine Services, Inc HSQE Director – Seattle, WA: Ensuring Company Health, Safety, Quality, Environmental (HSQE) policies and procedures are developed and maintained in accordance with all applicable codes, standards, regulations, and company procedures. Must possess extensive knowledge and experience of oil transportation and maritime industry. Jobs@harleymarine.com www.harleymarine.com
NOVEMBER 2012 MARINE LOG 71
December 2005 Vol. 110 No.12
November 2012 Vol. 117 No. 11
BY TIM BEAvER, PRESIdENT, AMERICAN SALvAGE ASSOCIATION
places of Refuge, in ouR Back YaRd?
hile it may not be a burning issue at this moment, it is inevitable that there will come a time when the hard choice will have to be made; to bring a leaking, crippled and unstable vessel into safe refuge for salvage repairs, protecting the environment from a greater disaster by intentionally risking the environmental safety of a specific harbor of refuge. Through the policies of the U.S. Coast Guard (USCG), we have an excellent planning and decision making tool: the U.S. Coast Guard Places of Refuge Policy. However, like any tool, this policy needs to be exercised and used in order for it to be most effective. Particular attention should be paid to the provisions regarding Contingency Planning/Pre-Incident Surveys which greatly enhance the ability to make good risk-based decisions during an emergency situation. With the new salvage regulations in place for tank vessels, and with the certain issuance of similar regulations requiring the pre-contracting of qualified salvage operators for non-tank vessels, we are now arguably better prepared than ever before to respond to marine casualties. Further, we have in place a huge infrastructure of oil spill cleanup organizations with manpower and equipment at the ready to respond once oil is in the water. The ultimate intended result of all this investment, planning and organization is the preservation of life, conservation of property, and the
MarineLoG ISSN 08970491
A Simmons-Boardman Publication
345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 www.marinelog.com ISSN 08970491 USPS 576-910 A Simmons-Boardman Publication 345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: http://www.marinelog.com
protection of our precious maritime environment. TAKING A LOOK AT HISTORY The casualties involving the M/T Erika (Dec. 1999), M/T Castor (Dec. 2000) and the M/T Prestige (Nov. 2002) led to the issuance of the policies by both the International Maritime Organization (IMO) and the USCG related to the places of refuge issue. • M/T Erica–On December 8, 1999 while sailing from Dunkerque to Livorno with approximately 31,000 tons of fuel oil, the vessel ran into a heavy storm while entering the Bay of Biscay. On December 13, she broke in two and sank, spilling thousands of tons of fuel oil into the sea. During the course of this, the ship was denied entry to the French port of Saint Nazaire. • M/T Castor–In December of 2000, the Castor was navigating the Mediterranean Sea on a voyage from Constanza to Lagos. The tanker held 29,500 tons of gasoline when it encountered severe winter weather including a force 12 gale. Crippled by the heavy seas, the Castor sought shelter from Algeria, France, Gibraltar, Greece, Italy, Malta, Spain and Tunisia. All denied her safe harbor for cargo discharge and repairs. The vessel was eventually lightered at sea. • M/T Prestige– On November 13, 2002,
Advertising Sales UNITED STATES New York Sales Office 345 Hudson St., 12th floor New York, NY 10014
China and Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Fax:Korea +822-481-3414 Enfield, Middlesex Seoul 134-070, U.S. GULF COAST Tel: +822-481-3411 International e-mail: jesmedia@unitel. EN1 2QB, UK Michael Librizzi Louise Cooper co.kr Tel: +44 208 364 1441Fax: +822-481-3414 Tel (212) 620-7233 e-mail: firstname.lastname@example.org International Sales Manager CLASSIFIED SALES Fax: +44 208 364 1331 Fax (212) 633-1165 Tel: +44 1444 416368 E-mail: email@example.com Diane Okon E-mail: mlibrizzi@sbpub. CLASSIFIEDClassified SALES Fax: +44 1444 458185 Advertising com Craig Wilson E-mail: firstname.lastname@example.org Sales Korea Sales Plaza, 222 S. Riverside Young-Seoh Chinn Classified Advertising WORLDWIDE 345 HudsonSte. St, 12th 1870floor JES Media International Europe & Australia 10014 IL 60606 Chicago, 2nd Fl. ANA Bldg. New York, NY Representative Tel: (212) 620-7211 Tel: (312) 466-2453 257-1, Myungil Dong, John Labdon & AssociFax: (212) 633-1165 Fax: (312) 466-1055 Kangdong-Gu ates E-mail: dokon@sbpubSeoul 134-070, KoreaE-mail: email@example.com 1D, Queen Anne’s Place
Advertising Sales U.S. Gulf Coast, West Coast and Mexico UNITED STATES Jeff Sutley New York Sales Office Regional SalesSt., Director 345 Hudson 12th Tel (212) 620-7233 floor Fax (212) 633-1165 New York, NY 10014 E-mail: firstname.lastname@example.org
Roland Espinosa U.S. East Coast, Midwest Sales Manager and(212) Canada Tel 620-7225 Tamara Book Fax (212) 633-1165 Regional Sales Manager E-mail: Tel (212) 620-7225 email@example.com Fax (212) 633-1165 E-mail: firstname.lastname@example.org
72 MARINE LOG NOVEMBER 2012
while the Prestige was carrying 77,000 metric tons of heavy fuel oil, one of its twelve tanks burst during a storm northwest of Spain. The captain called for help from Spanish rescue workers, with the expectation that the vessel would be brought into harbor. Local authorities brought pressure to bear and the ship was ordered to head northwest. Reportedly after pressure from the French government, the vessel was once again forced to change its course and head southwards into Portuguese waters in order to avoid endangering France’s southern coast. Fearing for its own shore, the Portuguese authorities promptly ordered its navy to intercept the ailing vessel and prevent it from approaching further. On November 19, six days after the first call for help, the ship broke in half and sank, causing a major oil spill. USCG and IMO guidelines have long been published, however, these policies have yet to be tested in American waters during a real life situation. It is essential that we in the salvage community remain vigilant regarding this important issue, and work with all concerned to make sure that when this does happen on our coasts, all stakeholders are prepared to make the difficult decision to expose our own back yard for the greater benefit of saving human life and protecting our coastal environment. ML
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Nov 2012 Marine Log Magazine