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MAritiMe trAining & eDuCAtion suPPLeMent

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




u.s.. ports invest billions for super Post-Panamax era

Port engineers of the future tiMe to Censor CoMeDY ACts on Cruise shiPs?

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SePTeM beR 2012 VoL . 117, No. 9

p. 19

U.S. ports invest billions in infrastructure for Panama canal expansion

Departments 2




building future maritime leaders with your help U.S. Gulf shipyards get boost from GLDD • Surveyor gets jail time for lying to U.S. Coast Guard •Rethinking the Platform Supply Vessel •ASD opens new $31 million assembly hall • New Stingray PSV series to be built for bordelon Marine. And much more... Gordon

Features Ports

Waiting for the mother lode


With the Panama Canal’s expansion set for completion in 2015 ports are scrambling to be post-Panamax ready— sparking fierce competition and major investments in infrastructure PLUS: Ideal X: The start of the intermodal revolution • Miami digs deep p.19

What’s standing in the way of the widespread adoption of LNG as a marine fuel? According to a study by Lloyd’s Register, price sensitivity coupled with the necessary bunkering infrastructure are the real obstacles p. 24


26 28 31 32 33 35


Cummings urges obama to support Jones Act in SPR draw down


Education & Training: An ASA mission by: Tim beaver, ASA, President



Main obstacles to LNG as fuel are commercial, not technical, says study


S1 • Simulating Reality • Resolve expands its offerings • High schoolers graduate from STEM program at SUNY Maritime • Port engineers of the future • Crafting the next generation of shipbuilders. And much more...

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John r. snyder Publisher & Editor Editorial

August 2000 Vol 105 No 8


Building future maritime leaders with your help


abor Day marks the traditional end of summer and the start of a new school year, it is appropriate then that this month’s focus is on Maritime Training & Education. As I mentioned last month, Rear Admiral Wendi Carpenter, president of SUNY Maritime, organized a week-long STEM (Science, Technology, Engineering & Mathematics) program for students from the Baltimore Maritime Industries Academy and the New York Harbor School at Fort Schuyler in the Bronx. The 20 high school students stayed on campus and were challenged to develop their own boat designs. What’s even more interesting is that the Maritime Industries Academy (MIA) Advisory Board—which is chaired by Congressman Elijah E. Cummings, former Chairman and now Senior Member of the Coast Guard and Maritime Transportation Subcommittee—is working with RADM Carpenter to develop MIA as a feeder school to Fort Schuyler. According to advisory board members Carleen Lyden-Kluss, Executive Director, NAMEPA, and Richard “Dick” Fredricks, Executive Nicholas Director, BlenkeyAmerican Salvage Association, the focus is on developing a complete 9th grade through 12th grade mariEditor time curriculum, including elective courses, that conforms to federal, state and local education requirements as well as IMO training guidelines. While their current curriculum meets state requirements, there is little in the way of “maritime” in the make-up.The curriculum will include Science, Mathematics, English, History, Navigation and Engineering. The curriculum will not only support MIA, but will be made available at no cost to any school wishing to incorporate a maritime track into its current academic program. The industry can get behind this—should get behind this— by sponsoring the development of the curriculum. You can find out more about sponsoring at the nonprofit MIA Foundation’s website, The U.S. has a rich history as a maritime nation and we

2 MARINE LOG september 2012

need to embrace that heritage and pass it on to the next generation. That starts by exposing high school students to the possibilities of a well-paying maritime career. If any of these high schoolers do become licensed mariners in the U.S. flagged merchant fleet they could wind up in a simulator. In “Simulating Reality” we highlight the increasing widespread use of sophisticated simulators at places like STAR Center in Dania Beach, FL, and at Beier Radio’s DP Training Center in Belle Chase, LA. Port engineers now face a changing role under the U.S. Coast Guard’s modernization plan. Charlie Marino, Maintenance Analyst at BMT Designers & Planners, writes about these new challenges in “The Port Engineers of the Future.” On the shipbuilding side, we spoke with Everett Jordan, the enthusiastic director of Newport News Shipbuilding’s Apprentice School, where the Navy shipbuilding giant constructs its leaders of tomorrow. Meanwhile, Austal USA, which operates the world’s largest aluminum shipbuilding facility in Mobile, AL, continues to bolster its production workforce through its apprenticeship program as it looks to ramp up its workforce towards 4,000. And, if you haven’t notice, other U.S. Gulf Coast shipbuilders—Signal International, Edison Chouest Offshore, and BAE Systems Southeast Shipyards—have recently announced that they are carefully adding to their workforces as well. Recent contracts by Great Lakes Dredging & Dock to construct the largest hopper dredge in the U.S. and dump scows at two of those shipyards—BAE Systems and Signal International—also have a tie in to our cover story—Port Infrastructure Investment. Ports are scrambling to deepen their navigation channels to serve Super Post-Panamax ships that will transit the Panama Canal once its expansion is complete in 2015. How much container traffic gets shifted eastward remains to be seen. Still, if you don’t ante up, then you can’t play in the game.

September 2012 Vol. 117 No. 9

Exploring marine wind, wave and tidal power

MarineLoG ISSN 08970491

USPS 576-910

PRESIDENT Arthur J. McGinnis, Jr.















COLUMNISTS/CONTRIBUTORS Charles Marino, BMT Designers & Planners Tim Beaver, American Salvage Association


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Artist’s rendering of dump scows that will be built at BAe Systems in Mobile, Al

biz NOTES p+S fileS for inSolvency

U.S. Gulf shipyards get boost from GlDD


reat Lakes Dredge & Dock Corp., Oak Brook, IL, has signed a contract with shipbuilder Signal International, Inc., Mobile, AL, for the construction of a 15,000-cubic-yard-capacity trailing suction hopper barge and 14,000-horsepower tug. Together, the two units will function as an articulated tug and barge (AT/B) trailing suction hopper dredge that will be the largest hopper dredge in the U.S. Great Lakes has also contracted with BAE Systems in Mobile, to build two new high-capacity material dump scows for delivery in 2013 with an option to build two additional units also with delivery in 2013. The scows will be used primarily on capital deepening and coastal restoration work on the East and Gulf coasts. These two new scows,

with a cost of $17 million, will each have a carrying capacity of 7,700 cubic yards of dredged material. Signal International will perform the detail design and construct the AT/B dredge in Orange, TX, based on a patent pending engineered design and performance specification provided by Great Lakes. The aggregate cost of the initial dredge is expected to be $94 million (see Rethinking the Platform Supply Vessel” on p. 8 for more details). The new dredge, with a hopper capacity of 15,000 cubic yards, applies well-known and proven AT/B technology to hopper dredging. The dredge will feature two 36-inch suction pipes and will be able to dredge at depths of up to 125 feet. Even with a maximum

load it will only have a draft of 28 feet, the best carrying-capacity-to-draft ratio in the U.S. dredging industry. The recently enacted RESTORE act provides for funding to ensure the important Gulf Coast coastal and barrier island restoration is performed as expeditiously as possible. The Great Lakes dredge will be a key tool in performing the restoration of the eroded land mass in the Gulf Coast States. Additionally, the vessel’s ability to cost-effectively deepen and maintain navigable waterways will bolster the United States’ competitive position in world trade, as U.S. ports move forward with deepening plans to accommodate the larger vessels, which will sail through the expanded Panama Canal to be completed in 2015.

Despite having a relatively full order book, P+S WERFTEN found itself filing for insolvency. The company is the latest in a long line of German shipbuilders making the filing. The move came days after the German Federal Chancellor declared there would be no m o r e f e d e ra l aid to help tide the shipbuilder over as it attempted to negotiate a restructing plan. Commenting on the filing, CEO of P+S WERFTEN, Rüdiger Fuchs says, “We have explored all options in our attempts to reach a solution,” however it became clear that it was “not possible to reach an out-of-court solution supported by all stakeholder groups.” According to reports, the yards’ employees will receive three months net wages.

Surveyor gets jail time for lying to U.S. coast Guard A MIAMI-BASED SHIP surveyor was sentenced late last month for lying to the U.S. Coast Guard and for falsely certifying that inspections had been performed on two ships in 2009. The inspections were supposed to confirm that the ships were seaworthy and did not pose a threat to the crew or the environment. The surveyor, Alejandro Gonzalez, 60, of Miami-Dade County, FL, was sentenced 6 MArine loG SEPTEMBER 2012

in U.S. District Court for the Southern District of Florida to 21 months in prison. On May 24, a federal jury found Gonzalez guilty of lying to a Coast Guard inspector and a federal agent about the dry docking of the M/V Cala Galdana, a 68-meter cargo vessel, in San Juan, Puerto Rico, in April 2009 and December 2009. Coast Guard inspectors in San Juan discovered the vessel taking on water in August

2008 and requested the last dry docking of the vessel. Gonzalez repeatedly claimed that the vessel had been dry docked in Colombia in 2006. Evidence at the trial proved conclusively that the vessel was never in Colombia during 2006. Gonzalez was also convicted of falsifying documents for the cargo vessel M/V Cosette. As the surveyor on behalf of Bolivia, Gonzalez certified the ship as safe for

sea while the vessel was docked in Fort Pierce, FL, in November 2009. When the vessel shortly thereafter arrived in New York Harbor, Coast Guard inspectors discovered exhaust and fuel pouring into the engine room, endangering the crew and the ship. For his action, Gonzalez was convicted of making a false statement and obstructing a Coast Guard Port State Control examination.

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Update rethinking the platform Supply vessel Robert “Bob” Hill has made a name for himself thinking out of the box. He’s the principal of Ocean Tug & Barge Corp., Milford, MA, which has a made name for itself as a leading designers of the Articulated Tug Barge—AT/B—with more than 32 years experience. Now Ocean Tug & Barge, working with Ship Architects, Inc., is looking to apply the AT/B concept to a whole different market and breed of vessel—the Platform Supply Vessel. Since it first released the Provider Class AT/B supply vessel in 2004, Ocean Tug & Barge Corp. (OT&BE) has been working with Ship Architects Inc. on refining the design to bring the same cost savings that the AT/B concept has brought to other sectors of the transportation business. The AT/B concept is finding applications beyond the coastal tug and barge market. For example, Signal International recently signed a contract with Great Lakes Dredge & Dock Corporation for the construction of a 15,000-cubic-yard-capacity trailing suction hopper barge and 14,000-horsepower tug. Together, the two units will function as an articulated tug and barge trailing suction hopper dredge that will be the largest hopper dredge in the U.S. Signal International will perform the detail design and construct the ATB dredge in Orange, TX, based on a patent pending engineered design and performance specification provided by Great Lakes. The aggregate cost of the initial dredge is expected to be $94 million. Great Lakes’ patent pending design for the dredge introduces a new concept for hopper dredging in both deep

8 MArine loG SEPTEMBER 2012

and shallow waters, providing extensive flexibility. The tug portion of AT/B dredge will be based on a design by OT&BE. The tug will have accommodation spaces for up to 20 and will be tow capable and classed by ABS. The Rapid Class AT/B’s high-speed parent form lines for both the tug and the barge were developed by OT&BE and Taisei Engineering of Tokyo. The Maritime Research Institute of the Netherlands (MARIN) is adapting and optimizing the lines to the dredge’s requirements. OT&BE is also designing the supporting structure in the notch area of the barge to accept the Articouple connection system that will be used to connect the tug and barge. Signal is also building two AT/B units based on an Ocean Tug & Barge design for Kirby Ocean Transportation. The bulk barges will each have a capacity of 27,000 dwt and the tugs will each have 6,000 hp. ADVANTAGES OF THE PROVIDER CLASS According to OT&BE, the tug in Provider Class will be available in sizes from 1,800 to 12,000 hp and higher and the barge sizes from 1,000 to 15,000 dwt. Additionally, as compared with a conventional PSV, the Provider Class AT/B has several advantages, including: •Increased deadweight capacity per unit length •Increased deck area, with virtually unob-

structed views •Reduced building cost per DWT •Reduced crew size and manning •Provides more flexibility when it comes to selecting a shipbuilder •Lighter drafts •High residual value •Multiple specialty barges can be built without building new engine rooms •Diesel-electric/hybrid-capable drive •Speeds 12 knots and upward possible •Simpler dry docking and repair/replacement of damaged unit •Seaworthiness to 8M significant height seas •Fully functional ocean tugs that are towcapable •Barges adaptable to many services outside the offshore industry •Lower regulatory burden •Fully DP-2 capable •Increased maneuverability, especially in heavy weather OT&BE says, for example, that a 250 ft Provider Class barge compared to a 250 ft PSV of the same beam and draft, can have a carrying capacity of as much as 40% more. This means one vessel can easily service multiple rigs, or carry more at a time to one rig. An operator can also derive significant cost savings, points out OT&BE. Since the tugs and barges are built in specialized yards and are designed as true tug/barge units, the cost to construct per DWT capacity will be lower than for the single large PSV. It is even possible, with OT&BE’s long design experience and capabilities to refit existing tugs and barges to this offshore service. Based on the US Domestic Tonnage, the crew will be smaller than that required for the self-propelled boat. However, the tug is capable of carrying a larger crew if desired by the owner. Also, the barge is considered unmanned and has a loadline based on this, with a 25% freeboard reduction allowed, and no crew. As for the propulsion system, the Provider Class boats will have an EcoMarine diesel-electric/hybrid drive system as standard, but can be fitted with any type of drive available. The system will be easy to maintain, more flexible than traditional marine electric drives and more emissions/fuel efficient, especially in the hybrid versions. Some versions of the designs also allow for a greatly improved, conventional Z-drive arrangement using a unique engine arrangement developed by OT&BE.

Time to censor comedy routines on cruise ships? Cruise lines may have to start censoring onboard comedy routines. At least two passengers who say they were targets of jokes have gone to court looking for damages. The Guardian reports that an Irish man who brought a civil claim against Carnival in a U.K court has won an out-of-court settlement. John Wolfe, 74, a retired builder from Dublin, complained to P&O after he and his wife Joan sailed on a worldwide cruise on the Oriana five years ago when, he claimed, two comedians entertained passengers by telling a series of Irish jokes in their routines. The Guardian says he found the jokes deeply offensive and left him feeling humiliated. After allegedly receiving reassurances that such jokes would be banned and they were given £1,000 of vouchers, the Wolfes “were surprised and upset to hear similar jokes when they took another P&O cruise in 2008 to the Caribbean on board the Artemis,” reports The Guardian. Wolfe brought a civil claim against Carnival Plc—the owners of P&O—under race relations legislation as well as the European

female passenger is suing P&O Cruises for sexual harassment over comments a crew member made to her on the Pacific Jewel. The Morning Herald says that Kate Strahan alleges a crew member serving as a judge during a singing competition on the ship told her he could see her underwear through her dress while she sang on stage, commented on her breasts and suggested she could “cougar” him any time. He also allegedly made inappropriate gestures toward an image of her projected on a screen. The newspaper reports that Ms. Strahan’s husband has said the incident caused her so much stress she had to stop working. She is now seeking over $1 million in damages. Union’s race directive. The case was due to be heard at the Manchester Civil Justice center, but was settled out of court, reportedly for a five-figure sum. The Guardian says that Wolfe’s claim that he had been a victim of racial discrimination was struck out by the court. On the other side of the world, Australia’s Sydney Morning Herald reports that a

AKer pHilADelpHiA SHipyArD recently delivered the 46,000 dwt product tanker Pennsylvania to crowley petroleum Services inc. it is the first of two product tankers that will be delivered to crowley under a deal inked in August. The second tanker, Florida, will be delivered in March 2013.

SEPTEMBER 2012 MArine loG 9

Update Update excelerate enters into shipbuilding option Texas-based Excelerate Energy has entered into a shipbuilding option agreement with Daewoo Shipbuilding and Marine Engineering (DSME) for the delivery of up to eight Floating Storage and Regasification Units (FSRUs). The 173,400 m3 LNG FSRUs, based on Excelerate’s ninth FSRU currently under construction, will measure 294 m x 46 m and will be capable of a baseload send out capacity of 8,000 MMcf/d with a peaking capacity in excess of 950 MMcf/D. Additionally, Excelerate has the option to opt for a smaller or larger capacity vessel—a decision that will depend on future market requirements. Currently, Excelerate has developed and commissioned six LNG import facilities worldwide. This includes a seventh facility entering into service 4Q 2012 and an eighth terminal in development in Puerto Rico. The FSRU’s are expected to be delivered between 2015 and 2017.

Harley Marine orders two tugs Nichols Brothers Boat Builders, Freeland, WA, was recently contracted by Harley Marine Services, Seattle, WA, to build two 100 ft x 40 ft, Z-drive, ship-assist tractor tugs. Nichols Brothers Boat Builders began construction of the first tug in May and has started construction prefabrication along with some assembly for the second tug at its shipyard in Freeland. Simultaneous construction of the tugs will increase productivity, and shorten material handling, thus lowering the costs for both the shipyard and Harley Marine. Designed by Jensen Maritime of Seattle, WA, the tugs will be ABS load line vessels, with two Caterpillar 3516C diesel main

engines coupled to the Rolls Royce z-drive system. The vessels also have two Cat C9 generators. The propulsion package will produce over 90 tons of bollard pull giving the tugs exceptional pulling power and maneuverability. Each tug will be outfitted with Mackay Marine Electronics, Technicold by Northern Lights HVAC system and Markey winches forward for ship assist and aft for towing. Additionally, each will have a Smith Berger tow pin aft. The first tug, Hull #S173, will be named M/V Robert Franco, is scheduled for delivery in the spring of 2013. The second tug, Hull#S174, the M/V Ahbra Franco, will be delivered in mid-summer 2013. Construction of the first tug is well underway. The pilothouse, bow, and both port and starboard wing tanks are standing, with steel work bulked out and outfitting hot work on going. The vessel’s midbody skeg has been set with the jigs in place ready to accept bottom plate sections and internals close behind. All trades have been working on prefab and are starting on rough in assembly as needed.

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USMMA gets training “space” ship NASA well during the Space Shuttle Program,” says Robert Lightfoot, acting associate administrator for NASA. “We know it will greatly benefit the Kings Point midshipmen, and we’re proud that Liberty Star will continue to serve the United States with distinction.” Built in 1981, the Liberty Star, shown below, is outfitted with two diesel

Photo courtesy of NAsA

NASA and the U.S. Maritime Administration (MARAD) have signed a memorandum of understanding to transfer NASA’s solid rocket booster recovery ship, the 176 ft M/V Liberty Star, to the National Defense Reserve Fleet for use as a training vessel at the U.S. Merchant Marine Academy in Kings Point, NY. “Liberty Star served

engines and CP propellers, with joystick dynamic position capability. With the end of the Space Shuttle Program, the two agencies worked together to ensure Liberty Star could continue service as a training vessel for midshipmen at the Merchant Marine Academy. The previous USMMA training vessel, TV Kings Pointer, was transferred from Kings Point to Texas A&M University in Galveston last year after 19 years at the Academy. The Department of Transportation said at the time that the transfer facilitated the reconstruction of Mallory Pier, during which time there would be no docking facilities available to tie up the TV Kings Pointer.

Boston receives grant for new ferry service This fall, the City of Boston will issue a Request for Proposals (RFP) for an operator to provide ferry service between East Boston, South Boston and Charlestown starting in 2013. The city was recently awarded a $1.28 million federal grant towards the purchase of two ferries for the new service. The grant was issued under the Ferry Boat Discretionary program by the Federal Highway Administration (FHWA). “The inner Harbor ferry service will decrease congestion and improve air quality while investing in new affordable transportation infrastructure and adding value to Boston’s waterfront communities,” says Boston Mayor Thomas Menino. The grant is being managed by the Boston Redevelopment Authority (BRA) The grant is expected to provide 80% of the purchase price of the ferries with the city providing the remaining 20%, or $320,000 for a total anticipated purchase price of $1.6 million.



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Update Canada’s Ocean christens its first dredge Quebec-based Ocean has christened its trailing suction hopper barge, the Ocean Traverse Nord. The 64 m dredge is the largest ever in Eastern Canada and the first for

the company. Equipped with the latest technology, the Ocean Traverse Nord will be powered by two Z-Drive

omnidirectional propellers and two 1,000 hp motors. It will dredge up to 30 m deep and will have a 5,500 m3 per hour pumping capacity.



ASD opens new $31 million assembly hall Vigor Industrial’s plans to expand have kicked into high gear. After having acquired Alaska Ship & Drydock from the Alaska Industrial Development and Export Authority (AIDEA) earlier this year, the Northwest-shipbuilding giant has made major investments to increase the yard’s shipbuilding capabilities. Most recently, Vigor opened up a new $31 million assembly hall and production center at Ketchikan Shipyard at Alaska Ship & Drydock (ASD). The Ketchikan Shipyard is owned by AIDEA and managed by ASD Vigor under a 30-year operating agreement. The new, 70,000 square ft facility will enable ASD to construct ships up to 500 feet in length . “The new assembly hall positions the Ketchikan Shipyard to be very competitive for emerging shipbuilding opportunities in Alaska,” says Adam Beck, President, Alaska Ship & Drydock. “Its strategic position coupled with the exceptional expertise of ASD’s skilled workforce in meeting the needs of Arctic and north-water mariners, makes ASD an important part of Vigor’s ongoing growth plans.”


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The new facility’s location, adjacent to the 5-story production center, will minimize material flow and maximize efficiency. Vigor says the next phase of improvements for the yard will include a $10 million steel fabrication shop. The shop is expected to be completed late summer 2013. Currently, ASD is busy building modules for Alaska Longline Company’s 136 ft x 40 ft factory longliner Arctic Prowler. The longlinger will be delivered in early 2013. Additionally, ASD has partnered up with Seattle-based Elliott Bay Design Group and the State of Alaska to design the highly anticipated Alaska Class ferry.

new Stingray PSV series to be built for Bordelon marine The first in a new series of DP-2 Platform Supply/Multi-Purpose Supply Vessels under construction for Bordelon Marine is expected to be delivered in January 2013. The 252 ft M/V Connor Bordelon is “a prototype design that incorporates a number of cutting edge features and capabilities, only commonly found in much larger new generation vessels,” says Bordelon Marine President & CEO Wes Bordelon. “The concept here is to give our clients a more affordable MPSV or light IMR/ROV support vessel option.” The Stingray Class vessels have “been a dream of ours for several years now,” says Bordelon. “We wanted a vessel that was truly a multi-purpose hybrid type design that stayed within a reasonable size and cost range to the client. This vessel does that very well. It offers all of the necessary cutting edge technologies and capabilities, but keeps it all within a 3,400 DWT boat.” Under construction at Bordelon Marine’s Houma shipyard, the Stingray Class vessels have ample room for cargo and equipment with clear deck of 8,272 square feet. Propulsion for each Stringray will be supplied by two Cummins QSK 60-M Tier 3 compliant diesel engines that each drive a Schottel 1215, 220 hp Z-Drive. Each vessel will also have two Schottel STT2, 1,020 hp bow thrusters. Each Stingray will be able to hold 158,400 g fuel oil cargo, 4,000 ft3 bulk mud cargo, 9,600 bbl liquid mud cargo in three separate systems and 121,900 g potable water cargo. All onboard systems are fully automated and controlled from the bridge. The vessels will each be able to accommodate up to 40 passengers and feature an internal ROV office and control room. The Stingray series are ABS SOLAS classed, Full Oceans, L&I, ACCU, FIFI 1, DP2, AMS. “People always ask me why on earth would I want to be in the ship building business? It’s messy, expensive, and incredibly risky,” says Bordelon. “Well for us it’s simply about the boats. If you stay in this business long enough, you develop a genuine affection and appreciation for these boats. Some people look at them and see a big hunk of rusty steel. I see an amazing balance of power, engineering, and thought.” With the Stingray series, “We wanted to be able to build a unique vessel that was our design alone, and to the needs and standards of our customers. We also wanted to build the vessel on our timeline and make whatever changes we needed, with a focus on quality instead of just price and schedule. A shipyard gives you the options to do all of those things.”

Charles “Chip” Fly, Principal Naval Architect and Marine Engineer, says his company, C Fly Marine Services, LLC, Madisonville, LA, supplied a turnkey design package, from preliminary design to production.

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SEPTEMBER 2012 marine log 13


Cummings urges Obama to support Jones Act in SPR draw down


oping to avoid a reenactment of last year’s fiasco by the Administration, U.S. Congressman Elijah E. Cummings (D-MD), Senior Member of the Committee on Transportation and Infrastructure, sent a letter to President Obama urging him to honor existing law regarding the use of Jones Act-qualified vessels if oil should be released from the U.S. Strategic Petroleum Reserve (SPR). “The Jones Act supports tens of thousands of domestic maritime and shipbuilding jobs and is critical to maintaining a domestic maritime industry,” Cummings wrote in his letter to the President. “In the event of another SPR release, all available measures should be taken to ensure full compliance with the requirements of the Jones Act.”

In his letter to the President, Congressman Cummings called the Jones Act “the law of the land, it is the cornerstone of our U.S. maritime capability.” Cummings pointed out that the “Jones Act should be waived only in the rarest of circumstances. However, in 2011, following a draw down from the SPR, dozens of waivers were issued to allow oil from the SPR to travel on non-Jones Act-qualified vessels.” The waivers appeared to have more to do with the convenience of oil refiners then the availability of Jones Actqualified tanker tonnage. Cummings was clearly not satisfied with testimony given by John Porcari, Deputy Secretary of Transportation, at a Subcommittee on Coast Guard and Maritime Trans-

portation hearing on June 27 in which the Deputy Secretary provided some information regarding the waiver process, but was not clear regarding the steps that would be taken in the future to maximize the use of the Jones Act fleet should another SPR draw down occur. “Of particular concern,” wrote Cummings in his letter to the President, “during the most recent draw down, numerous Jones Act-qualified ves sels were interested in transporting oil from the SPR to United States oil refineries but they were not deemed “available” apparently because they could not transport oil in lots of 500,000 barrels. A Memorandum of Agreement among agencies that are now components of the DOT, the Department of

Nobody does it better

Energy, and the Department of Homeland Security is clear that the Maritime Administration may determine that multiple vessels are ‘suitable’ to carry oil lots purchased from the SPR —thus enabling the Maritime Administration to divide cargoes into multiple vessels to maximize the use of the Jones Act-qualified fleet. Additionally, Section 172 of P.L. 112-55 currently prohibits the Maritime Administration from making a “nonavailability” determination pertaining to qualified U.S.-flag vessels unless it first provides a list of U.S.-flagged vessels that collectively have the capacity to transport oil from the SPR to U.S. oil refineries, along with a written justification explaining why those vessels are not being used.”

Our Nova Scotia facilities in Halifax and Shelburne have everything you need. For the very best in ship repair, big or small: we’re Irving Shipbuilding. Nothing is more important to us than your project.

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14 marine log sEPtEMBER 2012


DUBAI, U.A.E. • OCTOBER 21-24, 2012 50% Off Delegate Fees – Sponsored by RTA* CONFERENCE HIGHLIGHTS

Conference Theme – The Dubai Debate: Global Ferry Development Legislative and Policy Updates Interferry’s First Conference in the Middle East Expanded Middle East Exhibition with 20 Additional Exhibit Stands Conference Venue – Grand Hyatt Dubai


Dr. Khalid Mohammed Al Zahed – President of Interferry, U.A.E. • Professor Alfred Baird – Edinburgh Napier University, UK • Günther Becker – Chairman of Interferry, Germany • Niclas Blomström – Hogia, Sweden • Andreas Chrysostomou – IMO, Cyprus • Christos Chryssakis – DNV, Norway • Mike Corrigan – BC Ferries, Canada • Charles Darr – Cruise Lines International Association, USA • Jeff Ellison – SeaLink Travel Group, Australia • Arnauld Filancia – Wärtsilä Corporation, Singapore • John Garner – P&O Ferries, UK • Sunil Gopalankrishnan – Emirates SkyCargo, U.A.E. • Thomas Gosch – Flensburger, Germany • Harsh Gupta – International Finance Corp., USA • Tommy Hallén – Port of Trellborg, Sweden • Kyle Hurst – Thuraya Telecommunications, U.A.E. • Vince Jenkins – Lloyd’s Register, UK • Raja Kasilingam – Revenue Technology Services, USA • Salvatore Lauro – Alilauro, Italy • Tim Mooney – Fire Island Ferries, USA • Jan-Eric Nilsson – Rederi AB Gotland, Sweden • Jan Olsson – Deutsche Bank AG, UK • Masanori Onzuka – Mitsubishi Heavy Industries, Japan • Alex Panagopulos – Arista Shipping, Greece • Ralf Plump – Germanischer Lloyd, Germany • Jan-Erik Räsänen – ABB Marine & Cranes, Finland •  Johan Roos – Interferry, Belgium • Len Roueche – Interferry, Canada • Anders Rundberg – Carus, Finland • Ole-Kristian Siversten – MCP, Norway • Vassilis Spitadakis – FORTHcrs, Greece • John Steen-Mikkelsen – Danske Færger, Denmark • Wilco van der Linden – Wärtsilä, Finland • Bjorn-Johan Vartdal – DNV, Norway


Welcome & Opening Ceremony • Roads & Transport Authority of Dubai • Facing Future Challenges • Alternate Fuels • Maritime Communications • Interferry • Information Technology • Business Development & Future Trends • Ship Design Innovation • Opportunities in Developing Countries • Closing Ceremonies See conference details @

*RTA will subsidize the delegate fees for the first 250 delegates to register. Registration closes Oct. 15!









Marina photo: Courtesy of Government of Dubai, Department of Tourism and Commerce Marketing.


Join us for the ferry event of the year

FERRIES2012 FERRIES Conference & Expo

Boston Sponsors

Supporting organizations

Hyatt Regency Boston Boston, MA

Nov. 5-6

Sponsorship & exhibit opportunities Contact Jane Poterala, Conference Dir., tel. 212-620-7209 /


Moderator: Stan Stumbo, P.E., Principal, Stumbo Associates

Monday, November 5 Continental breakfast | Sponsored by ABS | Expo open Keynote address What’s on Washington’s agenda Jeanne Grasso, Esq., Partner, Blank Rome LLP

Tuesday, November 6 Continental breakfast | Sponsored by ABS | Expo open Staten Island Ferry: Revitalizing the fleet Coffee break | Sponsored by MTU | Expo open

Ferry Boat Discretionary Grants

An overview of the Alaska Class Ferry Project

Coffee break | Sponsored by CENTA Corp. | Expo open

Operational experience with a hybrid ferry

Panel: Financing after the subsidies have run out Moderator: Richard J. Paine, Sr., National Finance Mgr., Commercial Marine, TCF Equipment Finance Adam Conrad, Director - CIT Transportation Lending, CIT H. Clayton Cook, Jr., Esq., Counsel, Seward & Kissel LLP

Hybrid ferry technology Manuel Geerts, Marketing & Sales Mgr., US Region, Imtech Marine & Offshore

Luncheon | Sponsorship available | Expo open

Converting your ferry to hybrid propulsion

LNG as marine fuel Sulai Fahimi, Sales Dir., Cruise & Ferry, Merchant Vessel, Marine Medium Speed, MAN Diesel & Turbo North America Inc.

The Chappy Ferry: A retrospective Peter Wells, Owner, Chappaquiddick Ferry Tom Dunlop, Author, The Chappy Ferry Book

Risk analysis for an LNG vessel design William Lind, Dir. Technology & Business Development, ABS Americas


Luncheon | Sponsorship available | Expo open

Designing and building a dual fuel ferry John Hatley, Americas VP Ship Power, Wärtsilä Energy Break | Sponsored by DNV | Expo open Converting to LNG

Exhibit and sponsorship opportunities available. Contact Jane Poterala, Conference Dir., tel. 212-620-7209 /

Operator roundtable Peter Wells, Owner, Chappaquiddick Ferry Cocktail reception | Sponsorship available | Expo open Please register me for Ferries 2012, Nov. 5 & 6, in Boston, MA. Registration fee per participant, payable in advance is: [ ] Passenger & ferry vessel owners/operators (as primary business) $495 [ ] All other registrants - $825 (on-site registration - $850)

registration form Name _______________________________________________________ Title _________________________________________________________

[ ] Check enclosed (Payable to Marine Log) [ ] Bill my company [ ] Bill me Charge my [ ] MasterCard [ ] Visa [ ] Amex Card expires _________ / _________ Security code ________________ Account number ______________________________________________ Signature ____________________________________________________ Cardholder name _____________________________________________ Billing address for card ________________________________________ _____________________________________________________________ Email receipt to _______________________________________________

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Email _______________________________________________________ Please send this completed form, or a photocopy, with your payment to: Jane Poterala, Conference Dir., Marine Log, 345 Hudson St., 12th Flr., New York, NY 10014; T: (212) 620-7209; F: (212) 633-1165; Cancellation policy: Confirmed registrants canceling after October 24 are subject to a $250 service charge. Registrants who fail to attend are liable for the entire fee unless they notify Marine Log in writing prior to the event.

ACCOMMODATIONS: Ferries 2012 will take place at the Hyatt Regency Boston, One Avenue de Lafayette, Boston, Massachusetts, USA 02111. The Hyatt has set aside a block of rooms at $209/night (single/double) for conference attendees. These will be held until 30 days prior to the conference. Please contact the hotel directly at (617) 912-1234 for room reservations (group code: “Marine Log”). You will receive room confirmation directly from the hotel.

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Simulator. As a classroom/lab simulator, training can be conducted on a management level with procurement management, licensing and update of the chart data and system software. As an ECDIS Mini simulator, the configuration provides navigational skills at the operational level, providing understanding on electronic navigational chart data, data accuracy, sea area display, mode and orientation, route monitoring and radar overlay functions, just to name a few. Additionally, Transas has developed a simulation model for the world’s largest bulk carrier, a 400,000 DWT Very Large Ore Carrier (VLOC), for Bernhard Schulte Shipmanagement (BSM) Training Center for Advance Learning, India. The model includes advanced visualization engine in Transas Navigational Simulator and high fidelity modeling effects of Transas’ Virtual Ship Yard modeling software. “Training with this VLOC model will vastly improve understanding and confidence of the officers who plan to serve on this category of ships,” says Ravi Budhraja, BSM Training Center for Advanced Learning. Meanwhile, Hong Kong-based Wallem Shipmanagement Ltd. has

installed the next generation VSTEP NAUTIS full mission Bridge Simulator at the Wallem Maritime Training Center Philippines (WMTCP). The move comes after the 2010 Manila Amendments of the STCW Convention came into force earlier this year. According to Klaas Oreel, CEO of DELNET, the acquisition of the DNV certified NAUTIS Full Mission Simulator will help future mariners improve their skills for bridge teamwork, shiphandling and maneuvering. “We selected the NAUTIS Full Mission Bridge Simulator for our training center because it is fully certified by DNV, allows for future expansion by adding overlays and offers high quality updated training at an affordable price,” says Jan van der Wee, General Manager of the WMTCP. “We want to train our officers on actual sea work not only to navigate but to confront them with any possible scenario that could be encountered.” ADVANTAGES OF SIMULATION At the STAR (Simulation, Training, Assessment and Research) Center, a division of the AMO (American Maritime Officers) Safety and Education Plan, trainees have benefited from simulator training since the 1990’s.


Photo courtesy of transas

Conditions at sea and behind the wheelhouse can change in an QUESTIONS CALL instant—Mother Nature can rear Courtney Haupt its ugly head, technology can fail 251.476.2507 and there’s always the possibility of human error. To better prepare mariners and officers for those unexpected moments at sea, operators are looking to simulator training to provide a pseudo reality-based learning experience. According to Transas, a developer and supplier of software, integrated solutions and hardware, the level of technology currently present in the market enables simulators to deliver unlimited realism of training to any process and discipline within maritime skills set. It’s this realism coupled with mandatory use of simulators in training, such as the STCW 2010 Convention, that are the main driving force for use of simulators as a training tool. Transas recently launched its fully STCW 2010-compliant ECDIS simulator. Built on the Navi-Trainer Professional 5000 (NTPRO 5000) platform and based on Transas’ NaviSailor ECDIS Multifunction Display MFD 4000, the new ECDIS simulator operates on two configurations: Classroom/Lab Simulator and Mini

STAR Center’s 360-degree full-mission bridge simulator (Photo courtesy of Electric Picture)

BEIER RADIO’S DP TRAINING CENTER When it began operations in 1945, Beier Radio was one of the first companies to sell, install and service state-of-the-art ship-to-shore radios for the maritime market. More than half a century later the Louisianabased company is a one-stop shop of sorts, selling and servicing some of the most technologically advanced marine electronic equipment available; it developed the Beier IVCS 2000 (IVCS stands for Integrated Vessel Control System) and even offers a hands-on training experience at its Beier IVCS 2000 Dynamic Positioning Training Center, Belle Chasse, LA. Accredited by the Nautical Institute, the Beier IVCS 2000 Dynamic Positioning Training Center offers training that range from Introductory and Advanced DP Operations, to Nav/Comm Troubleshooting and Maintenance. Each student at the training center gets his own workstation which includes the Beier IVCS 2000, and can take advantage of the DP simulation equipment. The introduction/basic course, provides the trainee with the principles and elements of the DP System and practical operation of the DP System. The Advanced/Simulator course creates scenarios that enable the trainee to demonstrate understanding and competence when it comes to handling a variety of situations in both normal and emergency failure modes. The course also teaches how to use and interpret site diagrams, provides practical knowledge of planning, conduct and execution of DP operations. Earlier this year, Beier Radio broke ground at its new Beier Radio training center in Houma, LA. The new facility will double the size of the current DP classes. Beier Radio expects for classes to be up and running at the start of 2013.


Back then STAR was one of the first training centers to implement the use of a 360-degree full mission bridge simulator, explains Phil Shullo, Director of Training, STAR Center. The bridge proved to not only be a valuable experience for the trainees but also for the industry as a whole, which began to take note of the advantages simulator training provided the industry with. Shullo says, “The bridge introduced the capabilities of practicing hands-on ship-handling and exercising watch officer duties in a realistic environment.” Over 20 years later, the next generation of mariners continue to benefit from the simulation training at STAR Center. Simulators provide instructors “the opportunity to reinforce classroom-learning points and provide students the opportunity of experiential learning,” says Shullo. “They can see and feel the effects of their implementation of newly learned information. It stays with them much better than had they just read and imagined it or watched someone else do it.” Captain Bob Becker, Academic Business Development Manager at MITAGS (Maritime Institute of Technology and Graduate Studies) shares Shullo’s sentiment saying that the hands on nature of simulator training helps trainees retain the information more effectively. This doesn’t negate the importance of real shipboard experience. However, Shullo believes that while shipboard experience is a vital part of any mariner’s development, it could be years before they’re faced with the types of the situations that would help them become a wellrounded, and well-trained seafarer. Simulator training allows for the trainee to face those experiences head on, in a controlled setting. “By

controlling the environment and using well designed simulations, a training institution can build progressively more complex scenarios that take the mariner from a low pressure routine at sea experience to true crisis management at a rate that keeps the student interested but doesn’t overload the mariner’s abilities,” he says. The hope is, according to Capt. Becker, to prepare the mariner with the skills on how to react in emergency situations. He says, “We can create emergency scenarios that most mariners will never see. However, those that do will hopefully be able to immediately refer back to the training and react correctly.” MITAGS’ training center is comprised of two Full-Mission Shiphandling Simulators, two Bridge Tug Simulators, and six Part-Task Simulators. THE FUTURE OF SIMULATION Like the conditions at sea, technology can change in the blink of an eye. So what does the future of simulation look like? According to Shullo, the future may represent a shift in the role simulators play. “If current predictions about the US Coast Guard’s implementation of the Manila Amendmenat prove to be accurate,” he says, “maritime training programs will see less use of simulators for training, but more use of simulators in assessment.” While that will certainly represent a change in regulatory direction, Shullo believes, STAR Center is prepared, having used simulators in the assessment role with pilots, masters and other professionals. Whatever the case may be, Shullo believes that simulators will continue to have an important role in training, assessment and research. Capt. Becker says that when it comes to the advancement of simulation technology, the sky’s the limit. “I believe both visual and hydrodynamic features will continue to improve,” with advancements in technology only increasing simulator capabilities. ML

TRAINING & EDUCATION ReSOlVe eXPANDS ITS TRAINING OFFeRINGS Resolve Marine Group is in the business of responding to maritime disasters. So it may come as a surprise to some to learn about Resolve’s training division. “Some colleagues have told me they think it is odd that a company that earns its keep by responding to vessel disaster would teach mariners how to avoid or manage a disaster,” says Joe Farrell, Jr., President and CEO, Resolve Marine Group, Inc. For years Resolve has provided shipboard firefighting and STCW training, explains Farrell, but earlier this year, Resolve’s training subsidiary, the Resolve Maritime Academy, Fort Lauderdale, FL, opened up its first simulator training center with connected bridge wing, a suite of mini bridges and an ECDIS lab. The Academy’s mission is to deliver reality-based training within both its Fire & Safety and Simulation divisions, explains Denise Johnson, Director, Resolve Maritime Academy. “We make every effort to go above and beyond traditional training practices to provide our attendees with a wide range of real world scenarios and sensory stimuli throughout the training. This approach tests not only technical knowledge but the ‘human factors’ component which becomes critical in emergency situations.” The Academy’s simulation division is comprised of three 12-person classrooms that meet USCG requirements and two full ECDIS labs that utilize Transas Navisailor 5000, Sperry Visionmaster FT, Nacos 1000 and Nacos Platinum. TRAINING FOR DISASTER Shortly after the Costa Concordia accident, Resolve Maritime Academy secured exclusive contracts with Royal Caribbean, Celebrity and Azamara Cruises to provide the lines’ crew with simulator training courses. According to Dave Boldt, Simulator Group Manager, Resolve Maritime Academy, simulator training offers a higher level of training. “With adult students who have already completed years of training, the traditional classroom-only approach is limiting. The ability to engage students on different levels and to immerse them so completely in ‘reality’ is invaluable,” says Boldt. Resolve’s adamant belief in the power of simulation comes from the success simulator training has had in the aviation industry. “In that (aviation) industry, your first practiced take-offs and landings are in a simulator because there is simply no room for error when attempting the real thing. With shipping, the vital nature of a relatively minor mistake may be different, however the concept remains the same,” says Boldt. “The simulator allows trainees to attempt maneuvers that would normally be reserved for more senior officers at sea, or to attempt docking and undocking while experiencing single or multiple system failures,” all situations that couldn’t be practiced on a real ship without endangering it, he explains. “Add to this,     

the ability to discuss and debrief the finer points of teamwork and resource management, with the luxury of video playback, and you have an exceptionally real and valuable training tool.” MORE EXPANSION AHEAD According to Farrell, Resolve is currently in the process of linking its three-deck training vessel Gray Manatee to the simulator complex. Farrell says, Resolve will have the first “live-burn fire response capability linked to a ship’s bridge in real time so that while officers on the bridge are handling their simulated casualty issues, they will also be able to track their own shipboard damage control, fire fighting team movements within their vessel, and see live via video feed showing exactly what their below deck teams are up against.” ML

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



Austal USA grows workforce through continuous training and education Austal USA has initiated several programs that involve education and training our current and even potentially future employees. In an effort to increase our workforce to compensate for the projected increase in productivity at our facility, Austal has teamed up with Alabama Industrial Development Training (AIDT) to develop an onsite training program. The program is designed to provide an intense, short-term training opportunity to potential employees for Austal USA. Austal USA instructors conduct six week day or ten week evening classes at the newly-constructed Maritime Training Center on the eastern shore of the Mobile River adjacent to the Austal shipyard. Both the night time and day time, hands-on classes, are conducted Monday through Thursday and are followed by a 6-week onthe-job learning module after the candidate is hired by Austal.

structural welder, or pipe welder. Austal recruits 50 to 100 people twice per year to participate in our Apprentice Training Program. Austal started this program at its Mobile facility over five years ago and has successfully graduated five, four-year classes into our work force. Through the Program, Austal commits four years of training to selected military veterans and high school graduates. Instruction is offered in Aluminum Assembly/ Fabrication, Marine Electrical, Pipefitting, and Fitout. Each apprentice receives a minimum of 576 classroom hours and 8,000 hours of on-the-job learning while completing the U.S. Department of Labor-certified Registered Apprentice class. Apprentices are compensated on an hourly basis and receive benefits and paid training by Austal’s instructors and supervisors. At the end of the Apprenticeship, the apprentice receives a U.S.

review and address a specific area of work for application of Lean Principles and continuous improvement. Frontline supervisors and foremen also participate in a twelve-course classroom-style leadership program. A sampling of topics include leadership basics, teambuilding through successful leadership and communication styles, dealing constructively with difficult situations, conflict resolution, and successfully assigning and guiding performance goals and expectations. Those employees who desire to become first line supervisors are provided an opportunity to

The Maritime Training Center was built by the State to house participants in the AIDT Maritime Training Program and Austal USA’s Apprenticeship Program

In order to receive final certification for completion of the course, each student is expected to attend all of the training sessions which provide a minimum of 240 hours of pre-employment training. Students receiving certification and demonstrating a good attitude, good work ethic, and an eagerness to learn are offered full-time positions in their respective training curriculums as an aluminum fabricator, pipefitter,


Department of Labor diploma, designation as a class “A” craftsman in their respective trade, and continued employment as a full-time Austal USA journeyman. As a company committed to continuous improvement, Austal also provides employees from all levels of the organization with Lean Training. The center piece of Lean Training is the Rapid Improvement Workshop where-in a team of employees

join Austal’s Supervisor Reserve program. The Austal Supervisor Reserve program provides training to prepare an aspiring supervisor with the key skills of a supervisor prior to being asked to assume those responsibilities. Candidates for the supervisory ranks are asked to complete a supervisory readiness assessment to help them prepare for the requirements of first line supervision and to focus their educational preparation.

TRAINING & EDUCATION High schoolers graduate from STem program at SuNy maritime Where will the future leaders of the maritime industry come from? Maybe some will emerge from a group of 20 high school students from the New York Harbor School and the Baltimore Maritime Industry Academy that participated in a week-long program at the State University of New York’s Maritime College at Fort Schuyler in the Bronx. The students recently took part in a special program focusing on Science, Technology, Engineering and Mathematics (STEM). The week-long program culminated in a hands-on project to design and build a vessel that would be able to transport a 25 pound weight across a pool. After researching various vessel designs, each of the five student teams had to calculate the volume and carrying capacity of their vessel, then build it using a limited amount of cardboard, painter’s plastic drop cloth, duct tape and scissors. All of the teams successfully completed the task with their own unique solutions; the winning entry was a catamaran. Just as importantly, the STEM program taught team and leadership skills, while exposing urban high schoolers to the possibilities of a well-paying and rewarding maritime career.

Baltimore Maritime Industries Academy students with one of the boats that they designed, and successfully floated, as part of their final project. Joining the students was SUNY Maritime College President, Rear Admiral Wendi B. Carpenter, USN (Ret.) and Maritime Industries Academy principal Dorian Barnes


Further your maritime career at SuNy maritime College SUNY Maritime College, located in Throggs Neck, New York, is recognized as one of the finest colleges in the nation for students interested in pursuing a career in the international maritime industry. SUNY Maritime College’s graduate program offers professional maritime executives a Master’s degree in International Transportation Management preparing global leaders for the responsibilities and duties in the international maritime arena. Undergraduates study Engineering; International Transportation and Trade; Marine Environmental Science; Marine Operations; Marine Transportation; General Marine Business and Commerce and Maritime Studies. An Associate Degree in Applied Science - Marine Technology Small Vessel Operations is also offered. Graduates from both the undergraduate and graduate programs hold senior leadership positions throughout the international maritime industry. Students may study for their Masters degree online or in the classroom. To learn more about the SUNY Maritime College Masters in International Transportation Management, visit:     


Port engineers of the future BY CHARLES MARINO, BMT DESIGNERS & PLANNERS


nce considered as solely advisors, Port Engineers must now, not only understand but, enforce the many requirements associated with managing the repair and sustainment of an organization’s maritime assets. This will include surface preparation and preservation, dry-dock evolutions and safety, propulsion system alignment and welding processes and procedures, etc. Taking a particular project from cradle to grave and becoming the single point of contact is no simple feat, therefore it is vital that today’s Port Engineers are properly equipped with the necessary skills. The United States Coast Guard’s (USCG) recent modernization program saw such a step change in the role of their Port Engineers. In order to better equip them with the necessary skills, the USCG turned to BMT Designers & Planners, a subsidiary of BMT Group Ltd. Recent reorganizational changes within the USCG have led to significant modifications in the way its Port Engineers (PE’s) operate. In 2009, the USCG made the strategic decision to change its structure under its “Modernization” model. Within this model the organization set up Product Lines placing types of ships/vessels into specific categories. The Product Line then quickly became the single point of contact providing accountability for system support, right from introduction to retirement. Each Product Line now has three discrete branches, the first of which is the Engineering Branch that responds to technical service requests, develops and maintains all maintenance procedures, preserves asset configuration data, approves all parts for use and conducts reliability analyses. Secondly, the Supply Branch concerns itself primarily with supporting the budgetary and supply management needs for the asset, including spare parts provisioning and procurement services. The final branch is the Programmed Depot Maintenance (PDM) Branch which concentrates on planning and managing all depot maintenance activities, including dockside and drydock availabilities at both organic and commercial shipyards. It is within the PDM Branch that the USCG’s PE’s role now sits, working as a direct representative between the Product Line and the vessels they are responsible for. PE’s now have to deliver


all planning and execution of depot level maintenance for each vessel that is assigned to them. Prior to the modernization program, PE’s were involved with maintenance planning albeit at a far lesser extent than is required under the new organization. The diversity of the skillset needed to perform as a PE in the USCG is certainly noteworthy. Firstly, the PE’s are required to perform complete hull, mechanical, and electrical (HM&E) assessments on each of their assigned vessels. Although the manner in which these complex assessments are completed is the same, the intervals of the assessments are in different periodicities dependant on the type of vessels each Product

TRAINING & EDUCATION Line is responsible for. It is also the job of the PE to continually assess the work required on each vessel assigned. This includes work identified by the individual vessel’s Chief Engineer, any work generated by engineering changes to upgrade systems and all scheduled maintenance items. This is where the PE will be expected to work with the PDM Branch in order to develop the vessels work packages, both dockside and drydock. Being the primary contact between the contractor performing the maintenance work, the USCG Contracting Officer and the PDM Branch, a significant part of the PE’s role is to manage the overall maintenance project effectively. Ensuring all processes are followed during repair availabilities and providing detailed reports is vital. The USCG quickly recognized that individuals carrying out the new range of PE duties needed additional training and no current program could provide all the different skill sets required. In an effort to develop a bespoke Port Engineer Training Course (PETC) that had both a curriculum as diverse as the skills required and the ability to complete practical hands-on exercises in support of learning the required skills, the USCG approached BMT Designers & Planners. Drawing on years of experience, BMT has developed a unique training program helping to prepare today’s PEs to meet changing requirements. Delivered over four weeks, the course includes key areas such as: • • •

Operator, engineering, contracting and shipyard organizations Preparing for a maintenance period Engineering administration including contract workbook database and logistics support systems     

• • • • •

Fundamentals of project management Weld inspections and nondestructive testing Dry-docking Propulsion system alignment National Association of Corrosion Engineers (NACE) corrosion inspector program level 1 certification training Warranty administration and contract close-out

It was often the case that the USCG would assign people to position by virtue of rank, not necessarily related experience. Consequently, PE’s within the USCG could be a Junior Officer, mid-level enlisted person or senior enlisted person with diverse backgrounds. Therefore, without sufficient training it would take many, many years to obtain the necessary experience in order to carry out the responsibilities now required of a Port Engineer. Prior to this course being developed, the USCG’s approach to training their PE’s was fragmented and often they would only ever receive ad-hoc training on the job, or their Naval Engineering Support Unit may have sent them to a commercial school to be taught in one specific area such as welding. Through this training program, PE’s can now better understand the overall structure of the USCG and how they fit within the organization. The training also helps PE’s to overcome the operational challenges they may face in their day to day role. Without the right type of training PE’s may find it difficult to address questions such as how to assess what needs to be done and when to do it, as well as knowing what work to schedule when. Providing the information needed to determine what work to perform when, while always considering time and budget and managing risk within the project is an integral part of the training

program delivered by BMT. We instruct on the type of work that should be accomplished to a vessel in drydock, directly comparing that to the type of work that should be accomplished dockside. Another challenge for the PE might involve how to deal with a contractor that isn’t performing as expected or that may not be familiar with the references detailed in the specification. The training provides the tools to better understand and interpret any references within the specification to avoid any miscommunication. As we continue to face uncertain economic times ahead, the shipping industry is looking at ways of ensuring its maritime assets are well protected. PE’s now play a significant role in providing accountability, which in turn, will allow for improvements to be made in the completion of maintenance and availability work, on time and within budget. Training its PE’s to the standard now required has given the USCG the opportunity to reap those benefits—the question is will other organizations follow suit? ML


Crafting the next generation of shipbuilders Everett H. Jordan Jr.’s enthusiasm is infectious. Jordan is the director of Newport News Shipbuilding’s Apprentice School, where the company builds its future generation shipbuilders to support complex Navy nuclear-powered aircraft carrier and submarine construction. Jordan, who was named director of the school in January 2010, came to the Apprentice School in 1973 as an 18-year-old for training as a ship fitter. “The school is really unique,” says Jordan. “It provides an opportunity of a lifetime for a young man or woman because you can make a career with a company that has upward mobility.” The Apprentice School is owned by Newport News Shipbuilding, a division of Huntington Ingalls Indus-

riculum. Located at the shipyard in Newport News, VA, the school has been fully accredited since 1982. Unlike when he came to the school, Jordan says most applicants for apprenticeships are in the 24 to 26 age group, have transitioned out of the military, graduated from a community college or earned a Bachelor’s Degree. Applicants admitted to Apprentices work side-by-side with training instruc- the apprenticeship protors to conduct a pour in Newport News Shipbuildgram, says Jordan, receive ing’s foundry, one of the nation’s oldest operational about $15 per hour from foundries. the very first day. Health Photo by John Whalen, Newport News Shipbuilding benefits also kick in after 90 days. “After a four-year tries. Founded in 1919, the school apprenticeship, you could be making has its roots in a trade school, but $50,000 a year,” he says. incorporates a modern college curThe school offers associate

Training As Real As It Gets Firefighting, Safety & Simulation Training for the Maritime Industry, Worldwide MARITIME ACADEMY



degrees in Business and Engineering. With a faculty and staff of more than 100, the school offers 19 different craft programs, such as coatings specialist, heavy metal fabricator and shipfitter and a half dozen advanced optional programs, including Advanced Shipyard Operations, Marine Designer, Production Planner, Modeling and Simulation Analyst, Nuclear Test Technician and Cost Estimator. Apprentices that achieve higher academic grade levels can be selected for the Advanced Optional Programs. If selected the apprentices would spend up to two years on the waterfront and the remainder of the apprenticeship in the program they selected. Jordan says that apprentices for the Advanced Shipyard Operations, take everything from physics to mechanical drawing. “ We ’ r e f o c u s e d o n crafting the future leaders to meet the needs of this company,” he says. “It’s an exciting, robust place to learn. And, 80% of our apprentices are still with the company 10 years after graduation. We don’t require one year of service after they graduate.” Competition for admissions is fierce. Jordan expects to receive about 6,300 applications for admissions this fall. Only about 280 will be accepted. In the fall of 2013, the school will move to a new 80,000 square foot educational campus that is being built in downtown Newport News. ML     

FATIGue & FRACTuRe ANAlySIS OF SHIP STRuCTuReS BMT Fleet Technology, in partnership with the American Bureau of Shipping supported by the US Ship Structure Committee, developed a short course on Fatigue and Fracture of Ship Structures. Following the success of previous course events, this 14th offering of this course for ship designers, operators, fabricators and maintainers is being organized for Houston in March 2013. The three day course begins with a historical review of fatigue and fracture problems in ship structures, followed by an overview of the traditional means of addressing these issues, and an introduction and explanation of quantitative procedures

for assessing the fatigue and fracture performance of ship structures. Practical issues related to the effects of fabrication and detailing practice are considered along with the differences between steel and aluminum construction. The concepts discussed in this course are applicable to design and through life maintenance management. Hands-on numerical exercises demonstrate the application of the procedures and sample applications provide insight into real world inservice problems and solutions. The course information is available at or www.eagle. org.






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pORTS ShipBuilding

Last year, the 8,200 TEU MSC Maeva became the first Super Post-Panamax ship to call at the Port of Houston


ThE MOThER LODE Ports invest billions in infrastructure for Panama Canal expansion


ith the Panama Canal expansion now set for completion in the first half of 2015, U.S. ports are scrambling to be post-Panamax ready. These New Panamax Size ships are as long as four football fields in length carrying upwards of 12,500 TEU containers stacked 22 rows across. In the fierce competition to accommodate these gargantuan containerships and larger ships in general, ports are adding Super post-Panamax cranes and dredging their channels depths of 50 feet. By 2030, post-Panamax size ships are expected to make up one-third of the world containership fleet and represent 62% of its capacity, according to “U.S. Port and Inland Waterways Modernization: Preparing for Post-Panamax Vessels,” a report submitted by the U.S. Army Corps of Engineers’ Institute for Water Resources to Congress this past June. Congress is expected to use the report to make key decisions on how to support port and inland waterways modernization in order to accommodate postPanamax vessels. Currently, post-Panamax vessels make up 16% of the world’s container

fleet, and represent about 45% of the fleet’s capacity, according to Maj. Gen. Michael J. Walsh, USACE deputy commanding general for Civil Works and Emergency Operations. The rise in post-Panamax traffic to U.S. East Coasts will be dramatic. Maritime Strategies International, Limited, forecasts that 626 post-Panamax containerships of between 5,200 and 12,000+ TEU will be deployed on trade routes to U.S. East Coast ports, up from 112 in 2012. More than half of those ships will be between 7,600 and 12,000 TEU. The report says that the availability of larger, more efficient ships passing through the canal could potentially have at least three major market effects: (1) Freight that is currently shipped to the eastern half of the U.S. via rail connections from West Coast ports could potentially move directly via a waterborne route to East Coast ports; (2) To take full advantage of the very largest vessels that will be able to fit through the expanded canal but may be too large to call at most U.S. ports, a transshipment service in the Caribbean or a large U.S.

port may develop. The largest vessels would unload containers at the transshipment hub for reloading on smaller feeder vessels for delivery to ports with less channel capacity; and (3) On the export side the ability to employ large bulk vessels is expected to significantly lower the delivery cost of U.S. agricultural exports to Asia and other foreign markets. This could have a significant impact on both the total quantity of U.S. agricultural exports and commodities moving down the Mississippi River for export at New Orleans. “Changing patterns of global commerce and logistics models and routes mean we have to rethink how and where we invest in maintaining relevant port infrastructure to remain competitive long term,” says K.C. Conway, Executive Managing Director, Market Analytics at Collier International. “The port infrastructure in the U.S. continues to mature on a daily basis through intermodalism. With a number of investment and engineering feats ahead, the U.S. remains well-positioned to positively impact global trade and the overall supply chain,” says Conway. SEPTEMBER 2012 MARINE LOG 19




From the archives

Ideal X: The start of the intermodal revolution


oday’s giant containerships can trace their roots back to a World War II-era converted T-2 oil tanker. The first containership was the 524 foot long Ideal X, the brainchild of Malcom McLean, who along with his brother and business associate James McLean, made their money initially in the trucking business. Malcom’s trucking business acumen led him to acquire Pan-Atlantic Steamship Co., from the Waterman Steamship Co. for $7 million in early 1955, with the idea of moving cargo seamlessly by transporting truck trailers aboard ship. Pan-Atlantic Steamship’s next move was to acquire two T-2 tankers, the Ideal X and Almena, to be converted at Bethlehem Steel Corporation’s Sparrow’s Point, MD, shipyard, to carry containers. Each ship would be converted to carry fifty-eight 33-ft standard truck-sized trailer containers, each with a capacity of 40,000 lb. “The tanker ‘piggy-back’ operation is the first phase of the company’s plan to provide shippers with a service that combines the economy of low-cost water transportation with the flexibility of overland shipment,” James McLean told Marine Engineering/ Log in its May 1956 issue. “The second phase of the operation involves construction of seven large roll-on/roll-

off trailer ships which will cost about $72,000,000.” Speaking to the advantages of the new service that would be initiated by the Ideal X, McLean told Marine Engineering/Log, “It will minimize special packaging requirements and pilferage, and will overcome the delivery and interchange delays which have made water transportation inconvenient for many shippers.” On the morning of April 26, 1956, the Ideal X, with 58 containers secured to its spar deck, departed the Port of Newark bound for Houston. Intermodalism was born. In his introduction to his book, “Box Boats: How container ships changed the world” (Fordham University Press, April 2006), historian Brian J. Cudahy writes, “The style of transport that the Ideal X pioneered in New York on April 26, 1956, would grow in popularity and importance over the next half century and become the standard and routine way that most ordinary cargo moves across the world’s oceans.” Years later, McLean’s Pan-Atlantic changed its name and evolved into the giant container line Sea-Land Services. In 1999, the international operations of Sea-Land Services were acquired by A.P. Møller Maersk Group, which controls the world’s largest containership fleet.

The Ideal X, a converted T-2 tanker, became the world’s first containership, thanks to the vision of Malcom McLean Photo: Marine Engineering/Log


TA N K E R S Conway is the author of a white paper, North American Port Analysis Report: Preparing for the first post-Panamax decade.” In his white paper, Conway says four East Coast ports will be ready to handle post-Panamax ships by 2015: Baltimore (2013), Miami (2014), New York (2015) and Norfolk (is ready now). Additionally, the West Coast ports of Los Angeles, Long Beach, Oakland and Seattle are already post-Panamax ready. The white paper also highlights that for the first time since World War II, container traffic growth on the U.S. East Coast has surpassed that of the West Coast. Eastern ports saw traffic grow by 5.5 percent in Q1 2012 over the same quarter in 2011, as compared with 3.0 percent in the western ports. Eastern traffic growth will accelerate further after the 2015 Panama Canal expansion is complete. This is in large part due to emergent, strong manufacturing companies moving to the Southeast and Midwest, such as Airbus in Mobile, AL, Boeing to Charleston, SC, and Caterpillar to Athens, GA. Disney has also committed to using the Port of Jacksonville, FL, exclusively for all imports bound for the Magic Kingdom. RAISING THE BAYONNE BRIDGE As we reported in July, the raising of the Bayonne Bridge was one of the projects selected by the Obama Administration for fast tracking under the We Can’t Wait Initiative. The initiative is expected to cut months and months of red tape from the federal review and permitting process. The Bayonne Bridge spans the Kill Van Kull River, connecting Staten Island, NY, with Bayonne, NJ. The raising of the Bayonne Bridge— or more precisely the raising of the roadway—will increase the air draft of the bridge from the current 151 feet to 215 feet, which will allow the largest containerships to pass underneath to reach the Port of Newark. The $1 billion project will be accomplished while the bridge is still in use. How important is the project? It is estimated that 12% of all international containers destined for the U.S. pass under the bridge. There’s an interesting animation on the Port Authority of New York and New Jersey’s website, PORT OF BALTIMORE ADDS NEW CRANES Six U.S. ports account for 94% of the U.S. coal exports, with the Port of Baltimore being the nation’s second

pORTS ShipBuilding

Some New Panamax Size ships will carry more than 2-1/2 times more containers than previous generation ships

est exporter. Of course, the port handles much more than coal as reflected by its strong first half. The public marine terminals at the port handled 4.83 million tons of general cargo, up 10% over the first half of 2011. The majority of general cargo at the port is containerized goods, autos, forest products and Roll-On/Roll-

off farm and construction equipment. This past June, four Super postPanamax cranes arrived at the Port of Baltimore for installation at its newly constructed 50-foot container berth at Seagirt Marine Terminal. Seagirt Marine Terminal, which is the port’s primary container facility, currently has seven

cranes that are Post Panamax—capable of reaching 18 containers across a ship. The new cranes will be able to reach 22 containers across and lift 187,300 pounds. In addition, the new cranes are fully electric, meaning that there will be no diesel engine emissions.


Miami digs deep The Port of Miami is spending some $2 billion to bolster its facilities in preparation for the expansion of the Panama Canal and to handle New Panamax-size ships. Among those improvements is a $915 million tunnel project that will directly link the US Interstate Highway System with port facilities. Right now, says port spokesperson Paula Musto, cruise passengers and

trucks have to navigate residential streets, causing congestion downtown. Musto says the Miami Access Tunnel will be completed by May 2014. “We’re the gateway to Latin America and we want to seize the opportunities created by the expansion,” she says. That means capturing more East-West traffic and more of the cargo destined for Florida from other ports. The Port of Miami is boosting its total to six Super post-Panamax cranes, with the addition of four this year at a cost of $42 million and will complete dredging to 50 feet—Deep Dredge—by late 2014. Just as importantly, the port in partnership with the Florida East Coast Railway, the U.S. Department of Transportation and State of Florida, will connect the port with the improved Hialeah intermodal rail yard. This will reconnect the port to the national rail system, allowing the movement of goods throughout the state and the U.S. The port says that this will allow containerized cargo to be moved from the port to 70% of the U.S. population within one to four days. This past July, the Miami Access Tunnel marked a milestone, completing the first of two tunnel tubes under Biscayne Bay, linking the port ot the mainland. The tunnel is expected to be completed by May 2014

The new cranes and the 50-foot container berth are key elements of the 50-year agreement between the Maryland Port Administration (MPA) and Ports America Chesapeake that was signed in 2010 by Maryland Gov Martin O’Malley. Under the agreement, Ports America is not only running the daily operations at the Seagirt Marine Terminal, but also making investments in the new berth, cranes and infrastructure. PORT OF VIRGINIA CONSIDERS PRIVATIZATION The third largest container port on the U.S. East Coast, after the Port of NY/ NJ and Savannah, the Port of Virginia is already prepared to handle containerships of 10,000 TEU or greater, with a 50 ft deep channel (with authorization to dredge to 55 ft) and strong intermodal connections through Norfolk Southern east-west rail routes and north-south on CSX. Thirty percent of cargo is moved by rail, 66% by truck and 4% by barge services. The Port of Virginia’s largest terminal is the Norfolk International Terminals (NIT), which has cranes that can reach across 245 ft to offload ships loaded 27 containers wide with cargo. What could alter the future of the port is privatization. The Virginia Port Authority has received three propos22 MARINE LOG SEPTEMBER 2012

pORTS als for privatization, one from APM, one from The Caryle Group and another from Deutsche Bank/RREEF, which already has interests in the port management business through its Maher Terminals. Both the APM and Deutsche Bank/ RREEF proposals would make substantial in capital investments at the port over the life of the agreement. DREDGING AT THE PORT OF SAVANNAH The U.S. Army Corps of Engineers recently approved a $652 million project to deepen the Savannah River channel from 42 to 47 feet. Almost half of the cost of the project will go towards environmental mitigation. The actual dredging will take upwards of five years. PORT OF HOUSTON GEARS UP The Port of Houston’s role in the annals of containership history was assured on April 26, 1956. That was the day that the Ideal X, the world’s first containership, left from Port Newark loaded with 58 standard-size truck containers bound for the Port of Houston. Today, there are a lot of superlatives associated with the Port of Houston, which is the primary port for petroleum in North America and is the preeminent break bulk handler in the U.S. It also is the leading port in the U.S. Gulf of Mexico for containers, handling about 68% of the region’s containers—some 1.86 million TEU (loaded and empty) in 2011. Ships operated by MSC, Maersk Sealand, Hapag Lloyd and CMA-CGM account for about twothirds of the container traffic at the port. What’s in those containers can vary from beer to plastics to appliances to furniture. “We have to maintain our infrastructure to meet the demands of new generation ships, says John Moseley, General Manager, Trade Development, POHA. “We spend about $1 billion in a span of five years.” Adds Moseley, “We are the preeminent break bulk port and we handle the most foreign waterborne tonnage. Our expansion plans will push the capacity of the port to 5 million TEUs. Last year, we had our first 8,200 TEU containership call from Europe and that’s the size vessel we see as the workhorse for the Gulf—in the 8,000 to 10,000 TEU range.” Containers are handled at two terminals, Bayport Container Terminal and Barbours Cut Container Terminal. Under its Capital Investment Plan for 2012-2013, the Port of Houston Authority (PHA) is adding Super post-Panamax


Post-Panamax Status/Impediment

2012 TEUs (Est. 000’s)

2011 TEUs (000’s)

Global Rank

LA/Long Beach New York/NJ Oakland Seattle Houston Norfolk Miami Baltimore

Currently ready 2015-Bayonne Bridge Currently ready Currently ready 2013-Dredging Currently ready 2015-Dredging, cranes 2013-Cranes

14,000 5,600 2,400 2,100 2,100 1,900 950 650

14,000 5,500 2,350 2,000 1,900 1,900 900 630

6th 20th <top 50 <top 50 <top 50 <top 50 <top 100 <top 100

Source: AAPA, Colliers International

container cranes, expanding terminal capacity and deepening and widening its channels to handle larger and more efficient ships. Once capital improvements are completed and built out, Bayport Container Terminal, for example, will have a 45 foot channel depth, 7,000 feet of waterfront and capacity to handle 3 million TEU. Dredging and widening at the Bar-

bours Cut Container Terminal, with an estimated cost of between $8 million and $12 million, should be completed by July 2014. Depth at the federal channels and berths will be dredged to 45 feet to accommodate the larger vessels. The open water reach area will be widened to 400 feet. The berthing pocket will be widened from 150 feet to 225 feet. ML


Main obstacles to LNG as fuel are commercial, not technical, says study


ising bunker fuel prices and tightening emission regulations have sparked interest in using Liquefied Natural Gas (LNG) as a marine fuel because of the relative cost and environmental benefits. That price sensitivity, along with the necessary bunkering infrastructure are the real obstacles to the widespread adoption of LNG as marine fuel for deep-sea vessels, according to a Lloyd’s Register study due out in October. “The obstacles to the adoption of LNG as a marine fuel are practical factors, but they are not technical. They are commercial,” says Hector Sewell, the Head of Marine Business Development for Lloyd’s Register. “Establishing safe, reliable global LNG bunkering capability is feasible. But it will require considerable investment and risk management, and it will have to cover significant operational

costs to challenge existing fuel-oil delivery systems.” According to the Lloyd’s Register study, 1,960 LNG-fuelled deep-sea vessels could be operating by 2025, if LNG remains relatively cheap—25% below current market prices. The study suggests that if the cost of LNG increased 25% against current prices, hardly any new LNG-powered tonnage would be built. The study’s baseline scenario predicted that there would be 653 deep-sea ships—mostly containerships and cruise ships—consuming 24 million tonnes of LNG by 2025. The model for the study, LNG fuelled deep-sea shipping—Outlook for LNG bunker and fuelled newbuilding demand up to 2025, was built by Latifat Ajala, Lloyd’s Register’s Senior Market Analyst. “We used a model based on LNG supply, trade routes, ship-type fuel con-

sumption, port locations and bunkering demand, as well as shipowner and port surveys. We then applied three demand and price-driven scenarios,” says Ajala. “What we found was that the likelihood of global LNG bunkering facilities being established will depend on high demand for LNG-fuel on deep-sea trades, which will be driven by the price of LNG relative to current and future alternatives.” “Excluding smaller ferries and local trades where there are local market, fiscal and regulatory drivers— such as in parts of the Baltic and Norwegian shelf – it was the containership and cruise-ship markets that were the most likely to adopt LNG,” said Ajala. “This is because of their relatively high energy requirements, the demands of customers in these two sectors, their regular trading patterns and the time those ships spend in emission control areas.”

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LNG VIKING GRACE: ENVIRONMENTAL PIONEER A good example is the M/S Viking Grace, which was launched on August 10 at the STX Finland shipyard in Turku, Finland. The 56,000 gt M/S Viking Grace, which will operate in the Baltic Sea Emission Control Area, is the first cruise ferry to operate on LNG as marine fuel. It will begin operating on the Turku -Aland Islands, Finland to Stockholm,

Sweden route starting January 13, 2013. Classed by Lloyd’s Register, the Viking Grace will have a passenger capacity of 2,800, with 1,275 meters of lanes for cargo and 1,000 meters of lanes for cars. LNG has an environmentally friendly profile. NOx emissions are reduced by 85 percent and SOx emissions are practically zero. On the Viking Grace,

the LNG is stored in low-pressure tanks, which are double-mantled and located on the aft deck of the vessel (the tanks are covered in the acompanying photo). The tanks are filled from an LNG supply ship. The natural gas that is delivered has been cooled down to -162 degrees Celsius and is in liquid form; its volume is thus 600 times smaller than in gaseous form. Natural gas is lighter than air, so if there is a leak it is automatically ventilated away. The gas pipes are double-mantled, which means that no gas is emitted into the engine room in case of a leak. DUAL FUEL THE BEST WAY TO GO? Ajala warns that making decisions based on forecasting energy prices is “a dangerous business,” she says. “For shipowners looking to make these decisions, flexibility may be the key. Choosing engines that can burn both gas and fuel oil, or that can be converted, may be one way to manage the regulatory and commercial issues involved with fuel choices.” ML

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Backvessel in 2011, Bender Shipbuilding Mobile, AL ware 1 MP deepwater 340 ft Inc. 30.0 marine 2001Sinin determining the Maintecause and extent Vice President of the Waterways Council Torchaging Director for Imtech DELIVERIES nance Repair, Purchasing was previously Bender&Shipbuilding Mobile,collisions, AL the ns5 1 software offshore tug suite 150 ft Otto Candies, Inc. 5.0 8/00 of machinery damage, fires, Inc. (WCI). Colbert served as gapore. Pipoli has an extensive track Bender Shipbuilding Mobile, WA AL installed offshore tugof Reederei 150ft,ft 26 knots OttoTechnologies Candies, Inc. 5.0 10/00 APR12 All American Marine Bellingham, 1 1 survey vessel 134 ft x 37 C&C & Inventory and the Voyage on four groundings, and Director of Communications and MediaSEAJON years Blount Shipyard salvage Warren, RI harbor tug 55 ft stockrecord, 2000 DonJon Shipbuilding Erie,operations PA 1 1 ocean tug LLC having worked a number of APR12 Management modules. each Offen toSheton Blount Shipyardincidents. Warren, RI Claus-Peter oyster dredgevessels 90 ft serves as Pres-SEAJON Tallmadge Brothers 7/00 APR12 other marine Relations at WCI. also with general electric (ge). DonJon Shipbuilding Erie, PA 1 1 ocean barge 34,000 LLC Blountmodules Shipyard Warren, RI make sure 1 sightseeing dinner boat 64 ft 10 in Chicago from the Lake, Ltd. 4/01 of the provides they achieved maxKvichak Marine Seattle,the WA 1 patrol boat 44Communications. ft 11 in x 14 ft 7 in Seattle Police Dept. APR12 ident ofbarge Colbert Bollinger Marine Fabricators Amelia, LA 1 oceangoing 400 ft McDonough Marine Service 2/01 tools to track maintenance imum functionality Bollinger Shipyards Lockport, LA 1 cement barge ahead of 295 ft LoneKvichak Star Industries 2000WA, The tanker owners’ association, Intermarine Industries, Seattle, expenses, upcoming implementation the rest ofhas8,000 Bollingerreports Shipyards Lockport, LA hp 8.0 3/01 tanko, that itsdrycouncil has11 towboat lanceonCamarena joined cruise com- Riverway has Company appointed Kevin Kirby as its new PENDING CONTRACTS Bollinger Shipyards Lockport, LA utility vessel 166 ft Gilco Supply Boats, Inc. 8.0 10/00NOTES docks and repairs, inventory the fleet. appointed Katharina Stanzel panies Kirby with him Bollinger Shipyards Lockport, LA to the utility vessel holland Gilcoproposal Supply Boats,manager. Inc. 8.0 5/01options Eastern Shipbuilding Panama City, FL 8 1 PSV 300america ft 166 ft line and Sea-Hornbeck Offshore $360.0 brings replacement needs, fuel con21 vessels have Bollinger Shipyards Lockport, LA To 1date 1 car utility vessel 145fttraining ft66in, in 23 cars Lytal22 Marine Operators 9/00 TBD ferry 115 ftfleet x 47 County del. end 2014 post of Managing Director of Intertanko. bourn as director, and per-Wahkiakum years of experience in8.0the aluminum Bollinger Shipyards Lockport, LA 1 car utility vessel with the ft 6 in Plaisance MarineHighway 8.0 1/01 ENHANCING NS5 Alaska offerings in real-time dataShip sumption andcurrently cargo operabeen TBD 1 implemented ferry 500 PAX,145 60 vehicles Marine Alaska Stanzel, who acts as WA Deputy formance management. boatbuilding industry. Brusco Tug & Barge Longview, 1 Z-Drive tug 3,600His hp responsibili- Diversified Marine, Portland, OR 5.0 4Q/00 & Drydock PRODUCT OFFERINGS management and analytics tions across Reederei Claussoftware. ABs nautical sysConrad Shipyard Morgan City, LA 1 lift boat 110 ft undisclosed 5.0 1Q/00 Managing Director, will step in to her ties will include overseeing the deck and has part- Technical related toServices the 5.0 ABs appointed nautical Peter Offen’s entire tems expects Conrad Shipyard City, LA 1 lift boatfor the entire 111In ft other news, ABsGlobal Marine 6/00general new role on July 1. fleet. Morgan engine fleet training team. braemar contractor Conrad Shipyard Morgan City, LA 1 liquid mud barge 130 ft undisclosed 5.0 1Q/00 neredPAX up with data analysis systems ns5 FleetofManagewe n e e d t e c h n o l o g y implementation of the suite TBD “ Conrad 20 vehicle/149 WA DOT graeme Regional Shipyards Morgan City, LA 1 1 car dryferry dock 10,000 ton Conrad IndustriesTemple to the role 3.0 4Q/00MAY13 and monitoring techment that offered both a centralto the Tug next TBD 65 ft, 49 140 PAX Port Townsend MAR/APR12 Dakota Creek Industries Anacortes, WA be1concluded 1 ferry Prevention/Response ft, remote 10,192Executive hp Z-drives Crowley Marine Services 8.0 7/00 Nashville-based Ingram barge Company evan over efstathiou was named Director for itssoftware Far East suite. region. Temple Derecktor Shipyards Mamaroneck, NY 1 2 Roll-On/Roll-Off pilotmonths. boats 56 ft aluminum NY/NJ Hawaii Sandy Hook Pilots Association 12/00option VTized Halter Marine Pascagoula, MStwenty-four 692 ft, 26,600 dwt provider, engineering Pasha Transport $137.0 2.0 nology and standardized soluAveraghas promoted Crystal Taylor to Senior Director of SpecTec america. He previwill be responsible for strengthening Eastern Shipbuilding GroupPascagoula, PanamaMS City, FL 24 1 PSVs Offshore Supply Vessel 97.2m, DP2 204 ft Naviera Tamaulipas 6/00options VTtion, Halter Marine Hornbeck Offshore $1,080.07.0 software Reliability Group and was and user-friendly,” Shipbuilding Houston, TXing three tank bargeinstallations 30,000 bbl Marine Services surveyor network 3.0 6/00 ViceFirstWave/Newpark President Controller. Taylor will1 vessel ously worked in Veson nautical as the Blessey the company’s in this (esRG), to improve service says Lutz Miesen, Project Friede Goldman Halter Escatawpa,aMS 2 auto/pax ferries 300 passengers/40 autos North Carolina DOT 10.8 7/00 month. succeed the retiring al oldham. Director of Client Services. region.


Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Halter Friede Goldman Offshore Friede Goldman Offshore Friede Goldman Offshore Friede Goldman Offshore Gladding-Hearn Shipbuilding Gladding-Hearn Shipbuilding Gunderson, Inc. Gunderson, Inc. Houma Fabricators Kody Marine, Inc. Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Kvichak Marine Industries Leevac Shipyards Leevac Shipyards LeTourneau LeTourneau Litton Avondale Industries Litton Ingalls Shipbuilding Litton Ingalls Shipbuilding MARCO Seattle Marine Builders Mark Steel Corporation NASSCO Nichols Brothers Boat Builders Nichols Brothers Boat Builders Nichols Brothers Boat Builders Nichols Marine Ways North American Shipbuilding North American Shipbuilding North Florida Shipyards Orange Shipbuilding Orange Shipbuilding Co., Inc. Patti Shipyard Quality Shipyards SEMCO Swiftships, Inc.

Pearlington, MS 2 Gulfport, MS 30 Gulfport, MS 1 Pascagoula, MS 1 Pearlington, MS 1 Lockport, LA 1 Orange, TX 1 Pascagoula, MS 2 Pascagoula, MS 1 Pascagoula, MS 2 Somerset, MA 1 Somerset, MA 3 Portland, OR 3 Portland, OR 1 Houma, LA 1 Harvey, LA 3 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Seattle, WA 1 Jennings, LA 2 Jennings, LA 1 Vicksburg, MS 1 Vicksburg, MS 1 New Orleans, LA 3 Pascagoula, MS 2 Pascagoula, MS 3 Seattle, WA 2 Utica, IN 1 Salt Lake City, UT 1 San Diego, CA 2 Whidbey Island, WA 1 Whidbey Island, WA 1 Whidbey Island, WA 1 Portland, OR 1 Larose and Houma, LA1 Larose and Houma, LA1 Jacksonville, FL 1 Orange, TX 1 Orange, TX 1 Pensacola, FL 2 Houma, LA 1 Lafitte, LA 3 Morgan City, LA 2

casino barges inland deck barges oceangoing tank barge pure car truck carrier self-unloading bulker tugboat hull semi-submersible semi-submersibles semisubmersible (C) semisubmersibles (C) fast ferry pilot boats railcar/deck cargo barges split hull hopper barge offshore tug switchboats catamaran oil spill response vessel passenger shuttle patrol boat pilot boat whalewatch catamaran deepwater supply vessel riverboat casino jackup rig Super Gorilla XL Alaskan tankers cruise ships multipurpose jackup vessels pilot boats dinner cruise boat car passenger ferry RO/RO ships dinner boat high-speed ferry high-speed ferry hydraulic pipeline dredge AHTS Offshore Supply Vessel oil tanker deck barge deck barge offshore towing vessels towboat Multi-Purpose Vessels crewboat

9.0 10.0 70.0 30.0 4.0 100.0 186.8 N/A 313.0 5.0 6.0 15.0 3.0 7.5 2.0 0.8

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


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Harrah’s Entertainment Ingram Industries Express Marine Pasha Hawaii Transport Lines Great Lakes Marine Leasing Thoma-Sea Boat Builders ENSCO International Petrodrill Construction Inc. Noble Drillling/FGII Ocean Rig ASA (Norway) Boston Harbor Cruises Charleston, Boston Pilots Alaska Railbelt Marine, LLC J.E. McAmis, Inc. Harvey Gulf International LC Power Maui Classic Voyages Clean Sound Co-op Atlantis Submarines Nassau County Police Columbia Bar Pilots Eco Adventures Hornbeck Offshore Services Hollywood Shreveport Rowan Offshore Rowan Offshore ARCO Marine American Classic Voyages Searex, Inc. San Francisco Bar Pilots Winston Knauss 148 pax/26 auto Utah DOT 839 ft TOTE 800 passenger Argosy Cruises 400 passenger Golden Gate Bridge, Hwy. 379 passenger Catalina Express Lines Manson Construction 7,200 hpEdison Chouest Offshore 190 ftChouest Offshore Ser vices3.5 171 ft Marine Tankers Services, Ltd. 200 ft undisclosed 120 ft undisclosed 150 ft Harvey Gulf International 8000 hp Marquette Transportation 156 ft x 103 ft Transocean Sedco Forex 170 ft aluminum hull Candies Fleet

200 ft 370 ft, liquid sugar 579 ft 740 ft 150 ft 7500 ft water depth 5000 ft water depth Ilion Bingo 9000-12 143 ft 75 ft 420 ft 1,700 yd3 capacity 125 ft 1,500 hp 54 ft aluminum 38 ft 54 ft aluminum 38 ft aluminum 73 ft aluminum 65 ft aluminum 260 ft-280 ft 280 ft, 30,000 sq ft casino 400 ft depth 550 ft water depth 125,000 dwt 1,900 passenger 180 ft water depth 104 ft

Visit 0.8 0.5 2.6 0.9 36.0 36.0 211.7 190.0 496.0 880.0 21.9 8.0 5.0 3.0 300.0 8.0 8.5 8.5 10.2 8.0 5/00 10.0 2.0 1.0 22.0 8.0 15.0 12.0

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Technews Pyro-Torq acquires ABS approval for fire protection of aluminum actuators Valve and automation technology specialist, ISCOLA, Inc., recently announced that its product, PyroTorq, has earned ABS approval as the only coating system currently approved for fire protection of aluminum pneumatic actuators. Pyro-Torq is an engineered coating that when exposed to fire expands and forms a matrix of air infused pockets that prevent the transfer of heat.

Current ABS regulations require that carbon steel or stainless steel actuators be supplied on valves that are in fuel oil or liquid mud services. The company says that operators using valve actuators employing the Pyro-Torq coating technology will now be able to use the aluminum Pyro-Torq actuators in fuel oil, liquid mud and other marine and offshore applications. Recently, ISCOLA, Inc. successfully completed rigorous testing on its Pyro-Torq actuators at an internationally recognized testing laboratory. ISCOLA, Inc. points out that there are several benefits to using PyroTorq actuators over carbon steel or stainless steel actuators on Anchor Handling Tug Supply Vessels, Platform Supply Vessels and Offshore Supply Vessels. Aluminum actuators weigh about 50% less than carbon steel and stainless steel actuators, take up less space and are less expensive—with the price for the Pyro-Torq aluminum actuators 30 to 40% less than its steel counterpart. Additionally, ISCOLA adds that the Pyro-Torq technology could potentially save operators up to $50,000 on a typical OSV, depending on its design.

MAN introduces new high-speed engine line MAN Engines launced a new line of high speed engines at the SMM show earlier this month. Fully classified for mediumand heavy-duty operation, the D2868 LE421 and the D2868 LE422 will use common rail technology to meet widely applicable exhaust gas standards.

The D2868 LE421 is primarily designed for the tug, push boats and workboat markets. Meanwhile the D2868 LE422 is designed for installation on the passenger vessel, patrol boat and fishing boat market.


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While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your Shipyard Contracts input. Please e-mail any changes to: Some contract values and contract completion dates are estimated. Information REGULATION & IMPLEMENTATION AT AAsterisk GLANCE based on data as of about May August 1, 2012. 1, 2012. (*)(*) Asterisk indicates indicates firstfirst in series in series delivered. delivered. A “C” A “C” after after a vessel a vessel type type indicates indicates a major a major conversion, conversion, overhaul or refit. Additional commercial and government contracts are listed on our website,

Vessel Category

Ballast Water Capacity


Date Constructed

New Vessels All On or after Dec. 1, 2013 SHIPyARD Shipyard Location LOCATION TyPE Particulars Owner PARTICULARS Qty1,500 mQTy Type Est. Value $ Mil 3 Existing Vessels Less than Before Dec. 1, 2013 Alabama Shipyard RECENT CONTRACTS Allen Marine Marine, Inc. Bordelon Huntington Ingalls AllenMarine Marine, Inc. Senesco Foss Shipyard AMFELS Senesco Nichols Brothers Marine Atlantic Marine, Inc. Vigor/US Fab Bay Shipbuilding

Mobile, AL 1 riverboat casino 38,000 ft2 casino Sitka, AKMS m313 1 assault passenger 78 ft ft 1,500 – 5,000 Before Dec. Pascagoula, Houma, LA PSVs shipcatamaran 2521,ft72013 LHA x 52 Sitka, passenger 78 ft Kingston, Rainier, ORRIAK 13 1 ASD tugs tug catamaran 5,150 Arctichp Class Brownsville, TX 12 1 dry deepwater vessel 4000-ton deckload Kingston, Freeland, WA RI dock construction 420 100 ft, x 40 7,300 ft lt cap Greater than 5,000 m23tugs Jacksonville, FL cruise shipsBefore Dec. 1, 2013 226 passenger Seattle, WA 1 auto ferry 362 ft 3 in x 83 ft 2 in Sturgeon Bay, WI 1 cutterhead dredge 250 ft

Vessel’s Compliance Date

On delivery OwNER/OPERATOR EST. $ MIL EST. DEL. Est. Del. First Scheduled Drydocking after Jan. 1, 2016 Hollywood Park Casino



Allen Marine Tours FirstU.S. Scheduled Drydocking after Jan.2.01, 2014 2000 JUN18 Bordelon Navy Marine $2,381.4 JAN13

NYWaterway 2.0 2000 2013 McAllister Foss Maritime Towing CalDiveMarine International 100.0 1Q/01 Caddell Harley Dry Dock sum/2013 2013 First Delta Scheduled Drydocking Queen Coastal Voyages after Jan. 60.01, 2016 6/01 Washington Ferries Lake MichiganState Contractors 2000 FEB14

Bay Shipbuilding Sturgeon Bay, WI 1 trailing suction hopper dredge 5,000 m3 Great Lakes Dredge & Dock 51.6 3Q/2001 DELIVERIES Bender Shipbuilding Mobile, AL 1 MP deepwater vessel 340 ft Torch Inc. 30.0 2001 DELIVERIES Aker Philadelphia Philadelphia, 1 1 product 46,000 dwt Crowley Petroleum Bender Shipbuilding Mobile, ALPA offshoretanker tug 150 ft Otto Candies, Inc. Services $90.0 5.0 8/00 AUG12 Bender Shipbuilding Mobile, AL 1 offshore tug 150 ft Otto Candies, Inc. 5.0 10/00 Bollinger Kvichak Marine Shipyards to theLockport, Seattle, WA LA 12 FRC AH utility boats 145 40 a ftftType 6xin25x ft 16 ft 1 in U.S. Superior CoastEnergy Guard Services $47 five BWM techMAY12 AUG12 in are similar ones adopted by Guard has issued Approval certif(SAB Study) listed only Blount Shipyard Warren, harbor13 tug 55x 13 ftft ft 7 in stock 2000 AUG12 GD-NASSCO Kvichak Marine San Seattle, Diego, WACARI 1 1 T-AKE patrol boat 689 44 ftft5xin106 U.S. NYPD Navy Harbor $412 APR12 the Convention through 2016; the new icate, AMS certification will no longer be nologies that met the IMO D-2 discharge Blount Shipyard Warren, RI 1 oyster dredge 90 ft Tallmadge Brothers 7/00 US Fab Portland, OR 1 covered barge 180 ft x 52 ft Georgia Pacific Consumer MAY12 Blount Shipyard Warren, RI 1 sightseeing dinner boat 64 ft 10 in Chicago from the Lake, Ltd. 4/01 construction implementation is almost possible for vessels for which the Coast standard that is now adopted in the Bollinger Marine Fabricators Amelia, LA 1 oceangoing barge 400 ft McDonough Marine Service 2/01 PENDING CONTRACTS two years apart, at 1 Guard Type Approved 295 system is deemed Lone Coast Guard Regulations: 1. De-oxygenBollinger Shipyards with the Convention Lockport, LA cement barge ft Star Industries 2000NOTES 3 PENDING BAE Systems CONTRACTS Southeast Mobile, AL 2 dump scows 7,700 ft Great Lakes Dredge option Bollinger Lockport, LA towboat 8,000 hp 8.0 + chlorine 3/01NOTES January 1,Shipyards 2012 and the Coast Guard at 1 suitable. Title 46 CFR Part 162.060 Riverway ationCompany + cavitation; 2. Filtration TBD Bollinger Shipyards 6 1 car ferry ferries 1,200 PAX (Convert to LNG) Washington StateInc. Ferries RFP by Aug.10 July 11 Lockport, LA utility vessel 166 ft Gilco Supply Boats, 8.0 10/00 December 1, 2013. sets out the requirements for submittals dioxide; 3. Filtration + UV; 4. Filtration Bollinger Shipyards Lockport, LA utility vessel 166 ft dwt Gilco Supply Boats, Inc. 5/01option VT Halter Marine Pascagoula, MS 1 1 Roll-On/Roll-Off 692 ft, 26,600 Pasha Hawaii Transport $137.0 8.0 For BWM equipment installed from Type Approval + Marine UV Offshore +Operators Ti O2; and 5.$1,080.0 Filtration + electro Bollinger Shipyards Lockport, LA prior utility vessel 145 ft 6 inby a foreign Hornbeck Lytal 8.0 9/00options VT Halter Marine Pascagoula, MS 24 1 PSVs 97.2m,testing DP2 Bollinger Shipyards Lockport, LAimple- 1 administration. utility vessel 145 ft 6 in Plaisance Marine 8.0 1/01 to the Coast Guard Regulations chlorination. Brusco Tug & Barge Longview, WA 1 Z-Drive tug 3,600 hp Diversified Marine, Portland, OR 5.0 4Q/00 mentation date, the Coast Guard may Once the Convention and RegulaConrad Shipyard Morgan City, LA 1 lift boat 110 ft undisclosed 5.0 1Q/00 Shipyard Morgan lift boat 111 ft Marine 5.0 6/00 issueConrad a five-year certificate forCity, theLA use 1 SELECTION AND INSTALLATION OF BWM SYSTEMS Global tions build dates requirements are taken Shipyard Morgan City, LA 1 liquid mud barge 130 ft 1Q/00 of anConrad Alternative Management System The vessel owner’s attention must undisclosed intoIndustries account, and a Coast 5.0 Guard system Conrad Shipyards Morgan City, LA 1 dry dock 10,000 ton Conrad 3.0 4Q/00 (AMS) to Creek foreign Type-Approved equip- 1 now turn to the of BWM sys- Crowley approval appears assured, Dakota Industries Anacortes, WA Prevention/Response Tug selection 140 ft, 10,192 hp Z-drives Marine Services 8.0 an owner’s 7/00 Shipyards Mamaroneck, NY pilot boats 56 ftthe aluminum Sandy Hook Pilots among Associationthese 2.0 alternatives 12/00 mentDerecktor that demonstrates equivalent per- 2 tems and the timing of installation. NY/NJ selection from Eastern Shipbuilding Group Panama City, FL 1 Offshore Supply Vessel 204 ft Naviera Tamaulipas 7.0 6/00 formance to thatShipbuilding with CoastHouston, Guard Science Advisory30,000 Board will Marine depend upon the circumstances FirstWave/Newpark TX Type- 1 The tank barge bbl Study that Blessey Services 3.0 6/00 of Friede Goldman Halter Escatawpa, auto/pax ferries passengers/40 DOT operation and10.8 7/00 Approved equipment. Once the MS Coast 2 was submitted to the 300 EPA in July autos 2011 North theCarolina vessel’s the configuraFriede Goldman Halter Pearlington, MS 2 casino barges Harrah’s Entertainment 2Q/00 Friede Goldman Halter Gulfport, MS 30 inland deck barges 200 ft Ingram Industries 9.0 4Q/00 Friede Goldman Halter Gulfport, MS 1 oceangoing tank barge 370 ft, liquid sugar Express Marine 10.0 8/00 Friede Goldman Halter Pascagoula, MS 1 pure car truck carrier 579 ft Pasha Hawaii Transport Lines 70.0 sp/02 Friede Goldman Halter Pearlington, MS 1 self-unloading bulker 740 ft Great Lakes Marine Leasing 30.0 4/00 Friede Goldman Halter Lockport, LA 1 tugboat hull 150 ft Thoma-Sea Boat Builders 4.0 4Q/00 Friede Goldman Offshore Orange, TX 1 semi-submersible 7500 ft water depth ENSCO International 100.0 8/00 Friede Goldman Offshore Pascagoula, MS 2 semi-submersibles 5000 ft water depth Petrodrill Construction Inc. 186.8 12/01 Friede Goldman Offshore Pascagoula, MS 1 semisubmersible (C) Ilion Noble Drillling/FGII N/A N/A Friede Goldman Offshore Pascagoula, MS 2 semisubmersibles (C) Bingo 9000-12 Ocean Rig ASA (Norway) 313.0 12/00 Gladding-Hearn Shipbuilding Somerset, MA 1 fast ferry 143 ft Boston Harbor Cruises 5.0 2000 Gladding-Hearn Shipbuilding Somerset, MA 3 pilot boats 75 ft Charleston, Boston Pilots 6.0 2000 Gunderson, Inc. Portland, OR 3 railcar/deck cargo barges 420 ft Alaska Railbelt Marine, LLC 15.0 2000 Gunderson, Inc. Portland, OR 1 split hull hopper barge 1,700 yd3 capacity J.E. McAmis, Inc. 3.0 2000 Houma Fabricators Houma, LA 1 offshore tug 125 ft Harvey Gulf International 7.5 2000 Kody Marine, Inc. Harvey, LA 3 switchboats 1,500 hp LC Power 2.0 1Q/01 Kvichak Marine Industries Seattle, WA 1 catamaran 54 ft aluminum Maui Classic Voyages 0.8 7/00 Kvichak Marine Industries Seattle, WA 1 oil spill response vessel 38 ft Clean Sound Co-op 2000 Kvichak Marine Industries Seattle, WA 1 passenger shuttle 54 ft aluminum Atlantis Submarines 0.8 3Q/00 Kvichak Marine Industries Seattle, WA 1 patrol boat 38 ft aluminum Nassau County Police 0.5 12/00 Kvichak Marine Industries Seattle, WA 1 pilot boat 73 ft aluminum Columbia Bar Pilots 2.6 8/00 Kvichak Marine Industries Seattle, WA 1 whalewatch catamaran 65 ft aluminum Eco Adventures 0.9 3Q/00 Leevac Shipyards Jennings, LA 2 deepwater supply vessel 260 ft-280 ft Hornbeck Offshore Services 36.0 6/01 Leevac the Shipyards Jennings, LA 1it’s riverboat casino 36.0 10/00 Find right people, whether shore-side or 280 ft, 30,000 sq ft casino Hollywood Shreveport LeTourneau Vicksburg, MS 1 jackup rig 400 ft depth Rowan Offshore 211.7 6/00 LeTourneau Vicksburg, MS 1 Super Gorilla XL 550 ft water depth Rowan Offshore 190.0 3Q/03 shipboard professionals by leveraging Litton Avondale Industries New Orleans, LA 3 Alaskan tankers 125,000 dwt ARCO Marine 496.0 4/01 Litton Ingalls Shipbuilding Pascagoula, MS 2 cruise ships 1,900 passenger American Classic Voyages 880.0 1/04 Litton Ingalls Shipbuilding Pascagoula, MS 3 multipurpose jackup vessels 180 ft water depth Searex, Inc. 21.9 2000 MARCO Seattle Seattle, WA 2 pilot boats 104 ft San Francisco Bar Pilots 8.0 1Q/01 Marine Builders Utica, IN 1 dinner cruise boat Winston Knauss 5.0 2000 Mark Steel Corporation Salt Lake City, UT 1 car passenger ferry 148 pax/26 auto Utah DOT 3.0 9/00 NASSCO San Diego, CA 2 RO/RO ships 839 ft TOTE 300.0 3Q/02 Nichols Brothers Boat Builders Whidbey Island, WA 1 dinner boat 800 passenger Argosy Cruises 8.0 6/00 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 400 passenger Golden Gate Bridge, Hwy. 8.5 6/01 Nichols Brothers Boat Builders Whidbey Island, WA 1 high-speed ferry 379 passenger Catalina Express Lines 8.5 sp/01 Nichols Marine Ways Portland, OR 1 hydraulic pipeline dredge Manson Construction 10.2 N/A North American Shipbuilding Larose and Houma, LA1 AHTS 7,200 hpEdison Chouest Offshore 8.0 5/00 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 2000 Orange, TX 1 deck barge 200 ft undisclosed 2.0 2Q/00 Orange Shipbuilding Orange, TX 1 deck barge 120 ft undisclosed 1.0 1Q/00 Orange Shipbuilding Co., Inc. Patti Shipyard Pensacola, FL 2 offshore towing vessels 150 ft Harvey Gulf International 22.0 2000 Quality Shipyards Houma, LA 1 towboat 8000 hp Marquette Transportation 8.0 8/00 SEMCO Lafitte, LA 3 Multi-Purpose Vessels 156 ft x 103 ft Transocean Sedco Forex 15.0 2000 Swiftships, Inc. Morgan City, LA 2 crewboat 170 ft aluminum hull Candies Fleet 12.0 3Q/00



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This section has been created solely for the convenience of our readers to facilitate immediate contact with the MaRiNe lOG advertisers in this issue. Page #



ABS Nautical Systems


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Deepwater Prevention & Response


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Simmons-Boardman Conferences Smith Berger Marine, Inc.

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32 MARINE LOG september 2012

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eQuipMeNt 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. 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 No job too big or small. Build in USA, bought in the USA.

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MARINE SAlVAgE opinion

December 2005 Vol. 110 No.12

B Y Ti m B EAVER , pRE SidE NT, AmE RiC A N S A lVA g E A S S O C i ATi O N

Education & training: An ASA miSSion


s current President of the American Salvage Association, I am particularly proud of our ongoing efforts regarding training, and our recent work to support education in the maritime fields in general and in marine salvage in particular. Our basic philosophy is that a general knowledge of the marine salvage industry by agencies, stakeholders and customers will allow us to be better salvage providers. Along with the 19 leading maritime salvors as General Members, the ASA includes 10 Corporate Associate members, 55 individual Associate Members including retired and current U. S. Navy Supervisors of Salvage and Diving, retired U. S. Coast Guard Admirals, leading naval architects, attorneys, consultants and service providers. Significantly, the ASA proudly counts 151 Student and Young Professional Members. It is an important part of the declared mission of the association to “Educate the general public as to the role of the marine

MarineLoG 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: 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:

salvor in protecting life, the environment and property from the consequences of the perils of water transportation” and to “Promote training for today’s response as well as anticipating and planning for the changes certain to evolve in the future.” To convert these words into action, the association has formed working committees to develop specific programs to address this mission. COmmiTTEES ON A miSSiON The American Salvage Association Committees include: • ASA EDUCATION COMMITTEE The ASA Education Committee is committed to promoting general maritime industry interest with a focus on marine salvage, and to help develop maritime industry expertise through interactive experience with ASA salvage professionals. The Committee’s goal is to support career development in all maritime disci-

• ASA TRAINING COMMITTEE The ASA Training Committee provides high quality marine casualty response courses and seminars for the U.S. Coast Guard and, upon invitation, at select industry conferences. Members of this committee include senior salvage industry executives and salvage masters who volunteer their years of experience and technical expertise in a cooperative effort to educate others about the salvage industry and to foster positive relation-

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 Donna Edwards, Tel: +44 208 364 1441Fax: +822-481-3414 Tel (212) 620-7233 e-mail: International Sales Manager CLASSIFIED SALES Fax: +44 208 364 1331 Fax (212) 633-1165 Tel: +44 1444 416368 E-mail: Diane Okon E-mail: mlibrizzi@sbpub. CLASSIFIEDClassified SALES Fax: +44 1444 458185 Advertising com Craig Wilson E-mail: 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: 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:

Roland Espinosa U.S. East Coast, midwest Sales Manager and Canada Tel (212) 620-7225 Tamara Book Fax (212) 633-1165 Regional Sales Manager E-mail: Tel (212) 620-7225 Fax (212) 633-1165 E-mail:

plines inclusive of, but not limited to, the development of both licensed and unlicensed seafarers, and encouragement for licensed officers to reach senior officer status and to gain experience at sea. For non-seafarers, the promotion of math, sciences, engineering, naval architecture, diving, environmental sciences, robotics, marine insurance, maritime law, ocean engineering, accounting, logistics, and other related fields is a focus of the Committee.

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SEPTEMBER 2012 mARiNE lOg 35


December 2005 Vol. 110 No.12

It is an important part of the declared mission of the association to ‘Educate the general public as to the role of the marine salvor in protecting life, the environment and property from the consequences of the perils of water transportation’ and to ‘Promote training for today’s response as well as anticipating and planning for the changes certain to evolve in the future. -Tim Beaver

Continued from page 35 ships between the salvage industry, regulatory officials and maritime industry leaders. This ASA Training Committee focuses on presenting courses that train students to coordinate proactive marine casualty response operations that save lives and protect the marine environment. Course sessions include the Business of Salvage, Casualty Assessment, Salvage Engineering, Marine Firefighting, Heavy Lift, Emergency Towing, Commercial Diving Operations, Emergency Lightering, Regulatory Requirements, and other salvage and marine firefighting topics. • ASA TECHNICAL COMMITTEE The ASA Technical Committee was established to present, discuss, and perhaps solve technical issues important to the ASA membership. The Technical Committee is headed by an associate member to be assisted by ASA members from both the general and associate

MarineLoG ISSN 08970491


September 2012 Vol. 117 No. 9

USPS 576-910

A Simmons-Boardman Simmons-BoardmanPublication Publication


345 Hudson Street, Street,New NewYork, York,NY N.Y.10014 10014 (212)620-7200 620-7200Fax: Fax:(212) (212) 633-1165 Tel: (212) 633-1165 Website: 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:

memberships. The Committee receives direction from and reports to the ASA President. The Committee, through its membership, supports technical sessions at ASA sponsored conferences and seminars, including: The National Maritime Salvage Conference & Expo, the Wrecks of the World conference, and Ocean Tech Expo. The Committee also selects experts to make presentations at ASA’s semiannual meetings on matters of interest to the membership. CONTESTS The American Salvage Association in cooperation with the North American Marine Environment Protection Association (NAMEPA) is presently hosting a science fair contest for Academy, Undergraduate and High School students. Students are competing for prizes in the broad area of Marine Sciences. Both organizations will issue awards for winning entries. Lastly, I would like to introduce read-

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 Donna Edwards, Tel: +44 208 364 1441Fax: +822-481-3414 Tel (212) 620-7233 e-mail: International Sales Manager CLASSIFIED SALES Fax: +44 208 364 1331 Fax (212) 633-1165 Tel: +44 1444 416368 E-mail: Diane Okon E-mail: mlibrizzi@sbpub. CLASSIFIEDClassified SALES Fax: +44 1444 458185 Advertising com Craig Wilson E-mail: 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: 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:

Roland Espinosa U.S. East Coast, Midwest Sales Manager and Canada Tel (212) 620-7225 Tamara Book Fax (212) 633-1165 Regional Sales Manager E-mail: Tel (212) 620-7225 Fax (212) 633-1165 E-mail:


ers to the Maritime Industries Academy (MIA). MIA is one of the Baltimore City Public Schools high schools. More specifically, it is a high school with a focus on the maritime industry. The ASA along with others have supported the development of a complete 9th grade through 12th grade maritime curriculum (both core academic courses including English, history, math and science, as well as a series of pure maritime elective courses). This maritime curriculum would conform to state, local and, significantly, IMO requirements. While the American Salvage Association may have a number of key initiatives including Responder Immunity, Promulgation of the USCG Salvage and Marine Firefighting Regulations for Tank and Non-Tank Vessels and the Wreck Oil Removal Program (WORP), the continued emphasis on education and training will always be something to which our members are committed. For more information on these initiatives, visit ML

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Sept 2012 Marine Log Magazine  

Sept 2012 Marine Log Magazine

Sept 2012 Marine Log Magazine  

Sept 2012 Marine Log Magazine